AUXILIARY POWER UNIT ELECTRICAL

GENERAL

The aircraft-installed auxiliary power unit (APU), Honeywell Model GTCP85-180L, provides
a flexible aircraft operational capability. Normal aircraft operation is possible without the use
of regular ground support equipment. Ground support equipment should be utilized for
normal, routine maintenance and trouble analysis to prevent unnecessary operating time on
the APU and related auxiliary power. In isolated areas or bases where ground support
equipment is not available, the APU and related auxiliary power provides the aircraft with an
independent capability for maintenance and trouble analysis as well as normal aircraft
operation. The in-flight operation capability of the APU provides a source of emergency
auxiliary power, which improves the operational capabilities of the aircraft.

The APU is installed in a compartment at the front of the left main landing gear wheel
well. The APU control panel is located adjacent to the upper left corner of the anti-icing
system control panel on the flight station overhead control panel. Electrical power for the
APU operation may be supplied by the aircraft battery or external power. The oil supply for
the APU lubrication is carried in a tank located in the lower aft end of the APU compartment,
and an access door is provided for checking the oil tank level and / or servicing. Fuel supply is
from same source as was for the GTC.

Features of the APU compartment provide for compartment ventilation, fire detection, fire
extinguishing, APU air intake, and exhaust ducting. The compartment is constructed from
fireproof materials, and a large composite access door provides for ease of maintenance or
replacement of the APU. (Fig 8)

The APU control panel is equipped with a tachometer (RPM) indicator and an exhaust gas
temperature (EGT) indicator. The RPM and EGT indications help the operator to identify
normal or abnormal APU operations. (Fig 8-0)

 RPM indication- The tachometer indicator is graduated by percent from

0 to 100%. Each graduation relative to the movement of the large needle represents a 2%
change in RPM. Each graduation for the movement of the small needle represents a 1%
change. The small needle makes one revolution for each 10% change in RPM.

 EGT indicator- The EGT indicator is graduated in degrees Centigrade (C) from 0
to 1000 C. Each graduation on the scale represents a temperature change of 20 C.

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 Aircraft APU Electrical Components and Locations

The shortpod APU manufacture provides electrical power and the necessary controls for the
operation of the APU in the aircraft (Figure 8-1) the aircraft components (Figure 8-2) are as
follows:

Components Location

 Control C/B Pilots side C/B panel

(7.5 amperes – isolated
DC bus)

 Start current limiter Pilots side C/B panel

 (225 amperes – isolated DC bus)

Fire emergency handle Flight station overhead
electrical control panel

 Control switch Flight station overhead

electrical control panel

 Auxiliary touchdown relay Aft cargo equipment rack

 Fuel valve relay Aft cargo equipment rack

 Fuel shutoff valve –

Motor driven Eng No. 2 dry bay

 Start relay Pilot’s side distribution panel

 On-speed relay Aft cargo equipment rack

 Bleed Air Valve switch Flight station overhead control

Panel

 Lights-start & on-speed Fight station overhead control

Panel
 Instrumentation Flight station overhead control
Panel

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 Power Requirements

The auxiliary power unit on the aircraft is supplied power from the isolated DC bus,
which can be supplied by the battery, external power unit, or an aircraft generator.

Interface

The electrical system is connected into all major aircraft systems to furnish control and
operating power through the AC bus distribution circuits.

Maintenance Concepts

Maintenance of the electrical power system consists of the operational checks,

functional testing, removing and replacing components, and adjusting when necessary
test equipment is available.

Reference Data

Refer to aircraft –related maintenance instructions, or to the applicable maintenance

manuals on individual units of the aircraft for shop level maintenance instructions and
test equipment requirements.

APU System Operation

The APU may be operated with or without external electrical power. When external
electrical power is not available, the aircraft battery is used.
The aircraft battery must be in a relatively good state charge to provide satisfactory
operation. Some of the electrical components will operate with the applied voltage as
low as 14 volts, but total operation of the system will be marginal if the battery voltage
is low before the APU start is attempted. Even with a fully charged battery, a normal
voltage drop occurs when the APU starts cranking because of the heavy load placed on
the battery by the starter motor.

The electrical power supply controls are located on the overhead electrical control
panel. If external power is to be utilized, placing the AC rotary type switch (located on
the left side of the panel) to the EXT AC PWR position provides power to the essential
AC bus and all the DC buses except the battery bus. The battery bus has power at all
times with the battery in a good state of charge and the battery connected to the
aircraft. When using external AC power, the DC external power and battery switch
should be left off unless the battery needs charging: otherwise, the battery can be
overcharged.

The DC external power and battery switch is located on the right side of the overhead
electrical control panel. A DC voltmeter and voltmeter selector switch are also located
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on the right side. The battery voltage can be checked with the DC external power and
battery switch OFF.

Control Circuit Breaker

The APU control C/B is located on the pilot’s C/B panel (side). The APU control C/B
protects all of the basic APU and aircraft APU control circuits. Electrical power is
taken from the isolated DC bus. DC power to the isolated DC bus may be supplied by
the aircraft battery or by the external AC power through the transformer rectifiers.
The minimum electrical power required to operate the APU is provided by the aircraft
battery. Electrical power of 28 VDC from the APU control C/B connects to the OPEN
and CLOSE contacts of the APU fuel valve relay and the APU fire emergency handle
(Figure 8-1).

Starter Current Limiter

The APU starter current limiter is located adjacent to the APU start relay on the
pilot’s side electrical distribution panel (behind the pilot’s side C/B panel).
(Figure 8-1)
The purpose of the current limiter is to protect the APU starter and circuit from
overheating and/or damage, which would occur with excessive current. Excessive
current may occur because of electrical malfunctions or mechanical problems with the
starter or APU. The current limiter is in the circuit between the isolated DC bus and
the APU start relay.

Fire emergency Handle

The APU fire emergency handle is located on the right side of the FIRE
EMERGENCY control panel, which is the forward panel of the overhead panels. The
normal position of the APU fire emergency handle arms the APU CONTROL switch
and one set of contacts of the on-speed relay. When the APU fire emergency handle is
pulled (fire position), electrical power is removed from the APU control circuits and a
circuit is completed to the oil pressure switch.

CONTROL Switch

The APU CONTROL switch is located on the APU control panel, which is on the left
end of the overhead environmental control panel. It is a three-position toggle switch
(STOP-START-RUN). The switch must be held in the START position. When
released, it automatically moves (spring-loaded) to the RUN position. The APU
CONTROL switch controls the operation of the APU, starting (START), operation
(RUN), and normal shutdown (STOP) of the APU.

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 The circuit completes through the APU CONTROL switch contacts for the three
positions are as follows:

 STOP – terminals 2 to 3 (open circuit)

5 to 6 (closed circuit)
8 to 9 (closed circuit)

The circuit 5 to 6 completes a circuit to the oil pressure switch. If the oil pressure is less
than approximately 20 PSIG, the APU will not start. The circuit 8 to 9 completes a
circuit to the solenoid of the overspeed test solenoid valve.

 START-terminals 2 to 1 (closed circuit)

5 to 4 (closed circuit)
8 to 7 (open circuit)

The circuit 2 to 1 initiates the start of the APU

The circuit 5 to 4 completes the APU circuit through the auxiliary touchdown relay
contacts, completes a circuit through the APU to terminal 2 on the APU CONTROL
switch (start circuit), and completes a circuit to the fuel holding relay and on-speed relay
contacts.

 RUN - terminals 2 to 3 (open circuit)

5 to 4 (closed circuit)
8 to 7 (open circuit)

Circuit 5 to 4 maintains 28 VDC to the APU control circuit after the start is initiated
and during normal on-speed operation.

Fuel Valve Relay

The APU fuel valve relay is located on the aft cargo electrical equipment rack. It
controls the opening and closing of the motor-driven fuel shutoff valve in the APU fuel
supply line. The relay is energized or deenergized by the APU control circuit. A separate
power supply circuit from the APU control C/B goes to the relay contacts, which open or
close the fuel supply valve. The conditions to energize the relay during APU start are as
follows:

 35% switch less than 35%

 Auto-start relay energized

The FHR keeps the fuel valve relay energized during normal operation after start is
initiated. With the APU operating, any one of the following will deenergize the fuel
valve relay:

 APU CONTROL switch to STOP

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 APU overspeed
 Fire emergency handle pulled (fire position)

APU Motor-Driven Fuel Shutoff Valve

The APU fuel shutoff valve is located in the left hand armpit dry bay above the
removed ATM compartment. The function of the valve is to close the APU fuel supply
line when the APU is stopped. The valve closes when the APU is shut down by the APU
CONTROL switch, emergency fire handle, or automatic shutdown as a result of
overspeed operation. The valve is a
28 VDC motor-driven, gate-type fuel control valve. It is a one – inch diameter valve
and is interchangeable with all other one – inch diameter fuel shutoff valves in the
aircraft fuel system.

APU Start Relay

The APU start relay is located on the pilot’s side electrical distribution panel (behind
the pilot’s side C/B panel), and is mounted on the lower aft corner. The function of the
APU start relay is to control the application and removal of electrical power from the
isolated DC bus to the APU starter motor. The control of the APU start relay is
accomplished by the APU control circuit. It energizes closed, applying DC power to the
starter motor when the following conditions exist:

 APU CONTROL switch placed to START

 35% switch at less than 35% position

 Auto-start relay energized

The relay deenergizes, removing DC power from the starter motor when the following
conditions exist:

 APU speed exceeds 35% RPM during start

 APU CONTROL switch placed to STOP or the fire emergency handle is pulled prior
to the APU reaching 35% RPM during an attempted start.

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 APU On-Speed Relay

The APU on-speed relay is located on the aft cargo electrical equipment rack forward
of F.S 317.0. The on-speed relay functions are as follows:

 Control the ON-SPEED LIGHT- (on or off).

 Arm and disarm the BLEED AIR VALVE switch

 Provide a capability for the APU CONTROL switch to stop the APU operation when
the APU RPM is between 35% and 95%.

Bleed AIR VALVE Switch

The BLEED AIR VALVE switch is located on the APU control panel is a two-position
switch (CLOSE and OPEN). The switch not only provides control for the use of bleed
air from the APU, but also selects the APU components (fuel control unit or bleed air
shutoff and load control valve) with which the pneumatic thermostat functions. The
BLEED AIR VALVE switch is armed through the on-speed relay; therefore, the APU
speed must be above 95% before the bleed shutoff and load control valve can be opened.

Indication Lights

The two APU indication lights are located on the APU control panel. They are the
START, and ON-SPEED lights. These indication lights operate as follows
(Figure 8-8):

 START light- The light should illuminate when an APU start is initiated and
extinguish when the APU speed exceeds 35% RPM. When the APU CONTROL
switch is placed to START.

The APU CONTROL switch can be released to RUN because the energized fuel holding
relay provides a parallel circuit for the 28 VDC control circuit power supply through
the auto-start relay which remains energized until the APU exceeds 35% RPM.

The START light provides an indication to the operator that the APU control circuits
are functioning normally or that a malfunction exists during the start cycle.

ON SPEED light- The ON SPEED light illuminates when the APU is operating above
95% RPM (on-speed). The greater than 95% switch energizes the on-speed relay. Power
of 28 VDC is supplied from the greater than 95% switch through one of the energized
contacts of the on-speed relay to illuminate the ON SPEED light and BLEED AIR
VALVE switch. The ON SPEED light indicates to the operator that the APU is
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operating at an on-speed condition that is satisfactory for extracting bleed air from the
unit and / or using the APU-driven 40 KVA AC generator for and electrical power
supply.

APU Instrumentation

The APU control panel is equipped with a tachometer (RPM) indicator and an exhaust
gas temperature (EGT) indicator. The RPM and the EGT indications help the operator
to identify normal or abnormal APU operations (Figure 8-8)

 RPM indication- The tachometer indicator is graduated in % from 0 to 100%. Each

graduation relative to the movement of the large needle represents a 1% change. The
small needle makes one complete revolution for each 10% change in RPM.
 EGT indicator- The EGT indicator is graduated in degrees Centigrade from 0 to
1000 C. Each graduation on the scale represents a temperature change of 20 C.

The APU has automatic overload protection through the operation of both the rate
control valve and the pneumatic thermostat. Both have the capability of decreasing the
open pressure acting on the actuator diaphragm to a point that results in the
modulation of the butterfly valve. Any modulation of the butterfly valve towards the
closed position decreases bleed airflow and increases mass airflow through the APU
combustion and turbine sections.

Priority goes to the APU-driven AC generator if an overload condition occurs during

combined electrical and bleed air loads on the APU.

APU ELECTRICAL AND AIRCRAFT ELECTRICAL CONTROL SYSTEMS

The basic APU (Honeywell Model GTCP85-180L) is received from the manufacture
equipped with all the components required for basic operation of the unit, except for the
necessary electrical power supply, fuel and oil supply, APU CONTROL START/STOP
switch, etc. Kellstrom supplies the APU-related control and operation components in the
APU kit to provide the desired normal and emergency operation of the unit as installed in
the aircraft. Maintenance personnel should be knowledgeable of the basic unit
components and those components, which are aircraft, related (figure 8-8).
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 APU Electrical Components

 Starter
 Centrifugal speed switch assembly
 Fuel shutoff solenoid valve
 Oil pressure sequencing switch
 \Oil pressure switch
 Fuel holding relay (FHR)
 Auto start relay (ASR)
 Overspeed test solenoid valve
 Ignition unit
 Tachometer generator
 Hourmeter
 Exhaust gas temperature (EGT) thermocouple
 Thermostat selector solenoid valve
 Electrical harness

Starter

The APU starter is a direct current (DC) motor used to rotate the necessary gear train
and rotor assembly for starting. The starter is mounted on the top right side of the
accessory housing assembly, which contains a liner that prevents the starter pawls from
entering the gear train in the event of pawl failure. Three pawls, which are spring-
loaded to the disengaged position, and a multiple-disk clutch assembly are mounted on
the starter motor drive end. When the starter drive shaft is rotated, centrifugal force
engages the pawls with a ratchet that is mounted on the end of the APU cooling fan
drive shaft. If the starter torque exceeds the adjustment of approximately 140 inch
pounds, the multiple-disk clutch slips. This protects the gear train of the APU accessory
drive section from damage in the event the APU rotor is seized, or other types of
mechanical failures have occurred. The ratchet-and pawl-type clutch allows the ratchet
to overrun and forces the pawls to disengage when the
APU rotor accelerates to the point where the starter torque is very low or negative

In order to avoid overheating and serious damage to the starter motor, the starter duty
cycle of 1 minute on and 4 minutes off must be observed.

The starter motor is series-wound and has a nominal output of 1 and ½ horsepower (130
amps) at 5,000 RPM when cranking the APU. Amperage is the highest at initial
engagement while the torque load on the starter is greatest.
The starter armature is supported at each end by a sealed ball bearing. The starter
assembly is mounted on four studs on the accessory housing assembly. Two electrical
cables (positive + and negative -) attach to the starter terminals. The electrical cables
must be disconnected to replace the starter or to remove the APU from the aircraft.

When disconnecting the starter positive cable, the mechanic should be careful to not
loosen the stud. The stud makes contact with and secures the ends of the field pieces to
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 the terminal block; therefore, loosening the stud can cause electrical arcing, a high
resistance, and /or complete loss of the electrical circuit.

The positive and negative terminal posts on the starter are the same size; therefore, the
mechanic should be careful to connect the cables correctly when installing the APU or
replacing the starter.

The starter provides the initial cranking of the APU and assists the turbine section to
accelerate the APU until it reaches a self-sustaining RPM, which is approximately 35%
speed.

Centrifugal Speed Switch Assembly

The centrifugal speed switch assembly is an APU mechanically driven accessory, which
is mounted on the left side of the accessory housing assembly, and adjacent to the oil
pump assembly. The mechanically driven flyweights operate three micro switches in
sequence at approximately 35%, 95% and 110% speeds of the rotor assembly. The
function of the centrifugal speed switch is to control the electrical control system
components sequence of operation (Figure 8-10).

The centrifugal speed switch assembly consists of an input shaft mounted on a double
ball bearing, flyweights, main spring, switch actuating lever, adjustable spring-loaded
pushrods, three switches, housing assembly, and a cover assembly.

The three pushrods, each with an adjustable spring, oppose flyweight force against the
lever to actuate the switches in sequence. The switched actuate in sequence at
approximately:

 35% - 14,900 RPM (35%) to 16,900 RPM (40%)

 95% - 37,000 RPM (88%) to 39,000 RPM (93%)
 110% - 44,000 RPM (104.8%) to 44,500 RPM (105.5%)

The electrical functions related to the three switches will be explained in the operation
of the electrical control system.

The centrifugal speed switch housing has provisions for introducing compressed air
into the flyweight cavity. When air pressure is introduced into the housing, it acts on
the actuating shaft flange and main spring retainer. The actuating shaft flange and
main spring retainer act ad a piston. The air pressure is opposed by the main spring
and the three adjustable pushrod springs. The air pressure taken from the APU
compressor is utilized to actuate the 110% switch for normal stopping of the APU.
Adjustments to the centrifugal speed switch assembly may be accomplished at the
organization and intermediate levels of maintenance with the proper test equipment.

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 Solenoid- Operated Fuel Shutoff Valve

The solenoid- operated fuel shutoff valve is attached to the fuel outlet of the fuel
control unit. The function and operation of the fuel solenoid shutoff valve was
described previously in the APU fuel system portion of the manual. The solenoid valve
is designed to operate within an operating range of 11 to 30 VDC, and the maximum
operating current is 1.0 ampere.

Oil Pressure Sequencing Switch

The oil pressure-sequencing switch is mounted adjacent to the fuel control unit on the
forward, right side of the compressor plenum. The switch is connected to the external
oil line that transfers the lubricating oil from the oil pump to the accessory case (Figure
8-12).

The function of the oil pressure-sequencing switch is to provide automatic control over
introducing fuel and energizing ignition during the start cycle. The APU RPM
required for the oil pressure pump to provide the oil pressure to operate the switch is
directly related to the airflow through the APU. The oil pressure is sufficient to actuate
the switch when the APU RPM reaches approximately 8%-10% during the start.
When fuel is introduced and ignition is energized, the airflow produced by the
compressor should be adequate to support combustion. The oil pressure-sequencing
switch does not allow the APU to start if there is not oil pressure. It also provides
automatic shutdown if the APU experiences a loss of oil pressure during operation. The
oil pressure-sequencing switch is set to actuate under the following conditions:

 Oil pressure increasing – 5 to 7 inches Hg oil pressure (2.5 to 3.5 PSIG).

 Oil pressure decreasing – 3 inches Hg oil pressure minimum (1.5 PSIG).

Attempted adjustment of the switch at the organization and / or intermediate levels of

maintenance is not recommended.

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 Fuel Holding Relay (FHR) and Auto-Start Relay (ASR)

The fuel holding and auto –start relays are mounted on the right side of the APU
compressor plenum. The upper relay is the ASR and the lower relay is the FHR; both
relays are interchangeable and are plug-in type relays.

The ASR is energized initially by the start circuit, and remains energized until the APU
is above 35% RPM.
Once the ASR is energized by the APU CONTROL switch, a holding circuit is
established through the less than () 35% switch of the centrifugal switch assembly.
This allows the APU CONTROL switch to be released to the RUN position. The
centrifugal switch assembly’s 35% switch automatically deenergizes the relay,
terminating the starter operation at approximately 35% RPM.

The FHR cannot energize until the ASR energizes. Once energized, it establishes its
own holding circuit through the less that 110% switch. This circuit also supplies
28 VDC to the oil pressure sequencing switch, solenoid-operated fuel shutoff valve
circuit, and through the less than 95% switch to the oil pressure sequencing switch
ignition exciter circuit. The FHR can be deenergized either by pulling the APU
emergency fire handle or by actuating the greater than () 110% switch.(Fig 8-11)

Overspeed Test Solenoid Valve

The overspeed test solenoid valve is mounted on the left side of the compressor plenum.
The function of the overspeed test solenoid valve is to test the automatic overspeed
shutdown circuit each time a normal shutdown is made (APU CONTROL switch
position to STOP).

APU compressor discharge air pressure is routed to the valve. When energized, the
valve opens and directs air pressure to the centrifugal speed switch. The air pressure
causes the 110% switch to be actuated to the greater than 110% position.

Actuating the greater than 110% switch opens the solenoid-operated fuel shutoff valve
circuit. The solenoid-operated fuel shutoff valve deenergizes, stopping the fuel flow to
the combustor. The overspeed test solenoid is energized when the APU CONTROL
switch is placed to the STOP with the FHR energized.

Ignition Unit

The APU ignition unit is mounted on the right side of the compressor plenum. The
ignition unit is a high voltage capacitive discharge-type unit. It supplies the high
voltage to the igniter for combustion during the start and continues until 95% RPM is
reached. On some similar units, the ignition is terminated at 35% RPM. Ignition
continues to 95% on the APU because of the in-flight operation of the APU.

The ignition unit is a sealed unit and no maintenance should be attempted at the
organizational or intermediate levels of maintenance. The duty cycle of the ignition
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unit is 2 minutes on and 3 minutes off, 2 minutes on and 23 minutes off. Exceeding the
duty cycle overheats the unit, causing immediate or premature failure.

The ignition unit is designed to operate with an input of between 10 to 30 VDC. With
an input of 10 VDC, the output from the unit is approximately 18,000 volts with a
spark rate of at least 1.0 sparks per second.

Tachometer Generator

The tachometer generator is mounted on a drive pad, which is integral with the oil
pump assembly. The unit is located on the lower left side of the APU accessory drive
section.

The tachometer generator is a two-pole, three-phase, AC generator. At 4,200 RPM the

generator develops approximately 22 VAC, 70 Hz power.

When the APU rotor assembly is rotating at 100% RPM (42,000RPM), the tachometer
generator drive pad rotates at 4,200 RPM. The tachometer generator provides for the
operating of the Kellstrom-installed tachometer indicator and also the operation of the
tachometer indicator operation on the test equipment when used.

The APU tachometer indicator incorporates a synchronous motor, which rotates at the
same RPM as the tachometer generator. The indicator face is graduated in percent of
RPM. Therefore, when the APU rotor is turning at the 42,000 RPM, the tachometer
indicator would indicate 100%.

Hourmeter

The hourmeter is located on the right side of the accessory drive section, mounted on a
bracket between the starter and the fuel control unit. It provides a record of the total
elapsed operating time since new or overhaul. The hourmeter is an electrically
operated clock, which will record all the operating time once the APU is operating on
speed. The circuit is energized through the 95% switch of the centrifugal speed switch
assembly. The hourmeter circuit is protected by a 3-ampere circuit breaker (C/B)
located on the hourmeter-mounting bracket.

Exhaust Gas Temperature (EGT) thermocouple

The EGT thermocouple is mounted on the lower left side of the exhaust flange
assembly. It projects across almost the entire diameter of the hot exhaust gas airflow
path in order to provide a good temperature indication. The dissimilar metals used are
chromel and alumel. Thermocouple generates a variable voltage, depending on the
exhaust gas temperature. EGT indicator will apply internal voltage until a null balance
is reached (i.e.;  current) resulting in indicator movement to match thermocouple
voltage output. When subjected to a temperature of 677 C (1250 F), the
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thermocouple should generate an output of 28.0 to 28.3 millivolts. The indicator to
provide the indication of the EGT in degrees centigrade measures the millivoltage
output of a thermocouple, which is linear in relation to the heat applied to the
thermocouple.

Thermostat Selector Solenoid Valve

The thermostat selector solenoid valve is located at approximately the one o’clock
position adjacent to and forward of the bleed shutoff and load control valve. It is
mounted on a bracket that is attached to the turbine plenum and the compressor
diffuser housing mating flanges split line.

The valve is a solenoid-operated, two-way selector valve with three ports. When the
solenoid is deenergized, the pneumatic thermostat functions with the fuel control unit’s
acceleration limiter valve. When the solenoid is energized, the pneumatic thermostat
functions with the bleed shutoff and the load control valve.

The valve is designed for an operating voltage of 11 to 30 VDC and a maximum

operating current of approximately 1.0 ampere.

Electrical Harness

The electrical harness consists of the wire and associated electrical connectors required
to establish the necessary circuits between the basic APU electrical components and the
aircraft associated control and operation electrical components.
With the exception of the starter and AC generator, all APU electrical control circuits
connect to the aircraft APU circuits through one electrical connector located adjacent
to the starter.

Maintenance requirement are the same as for any other aircraft electrical wiring such
as replacing damaged connectors, frayed or broken wires, etc.

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 APU Control Circuit Operation

The APU may be operated with or without external electrical power. When external
electrical power is not available, the aircraft battery is used. The isolated and the main
DC buses must have power for normal operation of the warning lights and the
electrical control system. The aircraft battery must be in a relatively good state of
charge to provide satisfactory operation. Some of the electrical components will
operate with the applied voltage as low as 14 volts, but total operation of the system
will be marginal if the battery voltage is low before the APU start is attempted. Even
with a fully charged battery, a normal voltage drop occurs when the APU starts
cranking because of the heavy load placed on the battery by the starter motor.

The electrical power supply controls are located on the overhead electrical control
panel. If external AC power is to be utilized, placing the AC rotary-type switch
(located on the left side of the panel) to the EXT AC PWR position provides power to
the essential AC bus and all the DC buses except the battery bus. The battery bus has
power at all times with the in a good state of charge and the battery connected to the
aircraft. When using external AC power, the DC external power and battery switch
should be left OFF unless the battery needs charging; otherwise, the battery can be
overcharged.

The external power and battery switch is located on the right side of the overhead
electrical control panel. A DC voltmeter and voltmeter selector switch are also located
on the right side. The battery voltage can be checked with the DC external power and
battery switch OFF. When using external DC power, all DC buses will have DC power
applied. When using the battery, the BATTERY position of the DC external power and
battery switch connects the battery bus to the isolated DC bus. To transfer the DC
power from the isolated DC bus to the essential and main DC buses, the BUS TIE SW
must be placed on.

APU CONTROL Switch START

When the APU CONTROL switch is placed to START, it must be held until the
START light illuminates

Start Initiated

APU CONTROL switch START position (2 to 1) which provides the following

functions (Figure 8-8):

 Turns on the START light.

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 Energizes the auto-start relay (ASR) through the less than 35%switch contacts of the
centrifugal switch assembly.

 One set of the energized closed contacts of the ASR energizes the APU start relay. The
energized closed contacts of the APU start relay apply power to the starter motor and
crank the APU.

 The second set of ASR energized closed contacts provides a circuit through the less
than 110% switch to energize the fuel holding relay (FHR) and also to one set of
contacts of the oil pressure sequencing switch. (This is the circuit of the APU fuel
shutoff valve solenoid.) A parallel circuit from the less than 110% switch passes
through the less than 95% switch to the other set of contacts in the oil pressure-
sequencing switch. (This is the ignition circuit.) This set of ASR energized closed
contacts also provides a circuit to the APU fuel valve relay. The energized closed
contacts of the fuel valve relay open the APU shutoff valve in the APU fuel supply line.

 The energized closed contact of the FHR establishes the holding circuit, which allows
the APU CONTROL switch to be released to the RUN position once the start is
initiated.

With the start initiated

 START light illuminated

 The APU is cranking – tachometer indicator should show an indication.

 Fuel is supplied to the inlet of the APU fuel control unit and pressure begins to
increase in the fuel control.

 The starter continues in operation and the START light remains on until the APU
RPM exceeds 35%. This is achieved by the less than 35% switch holding the ASR
energized.

 The oil pressure-sequencing switch is armed. Fuel flow to the APU fuel nozzle and
ignition occurs when the APU RPM is sufficient for the APU oil pressure pump to
develop approximately 2 PSIG oil pressure. This occurs at approximately 8% to 10%
RPM.

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 APU CONTROL Switch Released to RUN – Fuel and Ignition

With the start initiated and the FHR energized, the energized contacts of the FHR
maintain DC power to the APU control circuit through the APU CONTROL switch
RUN position.
NOTE: This circuit cannot be established without first placing the
APU CONTROL switch to the START position and allowing the
ASR and FHR to become energized.

When the APU oil pressure reaches 3.5 PSIG (pressure increasing), the oil pressure-
sequencing switch completes the circuits to the ignition unit and the fuel shutoff valve
solenoid. When this occurs, the airflow produced by the compressor is adequate to
support combustion. Following combustion, the starter motor continues to support the
acceleration of the APU rotor until the RPM reaches 35%.

APU CONTROL Switch RUN – more Than 35%, Less Than 95%

When the APU RPM exceeds 35%, the force of the centrifugal switch flyweights causes
the 35% switch to be actuated to the more than 35% position. This deenergizes the
ASR. The APU start relay is deenergized and the START light is extinguished. The DC
power to the starter motor is removed by the deenergized open contact of the APU
start relay. At this RPM, the APU is self-sustaining. The turbine assembly is capable on
converting heat energy into the torque that is required to rotate and accelerate the
rotor without any outside assistance. RPM and EGT indications continue to rise as the
APU accelerates.
APU CONTROL Switch RUN - More than 95% On-Speed

When the APU RPM exceeds 95%, the ignition circuit is opened by the 95% switch,
which removes DC power from the ignition unit. The more than 95% switch position
completes a circuit to the hourmeter, which starts recording operating time, and also
energizes the on-speed relay (Figure 8-2). One of the on-speed relays energized closed
contacts supplies DC power to arm the BLEED AIR VALVE switch and to illuminate
the ON-SPEED light. The other energized closed contact establishes a DC power
circuit to the APU control circuits; this circuit is parallel to the APU CONTROL
switch. The parallel DC power circuit to the APU control circuit prevents the APU
CONTROL switch from having the direct capability of removing DC power, thus
stopping the APU once it is on –speed. As the APU reaches on-speed operation, the
EGT decreases to a relatively low indication (325 to 375 C). When a load is placed on
the APU (bleed air and /or electrical), the EGT increases relative to the load.

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 APU CONTROL Switch RUN – On-Speed – BLEED AIR VALVE Switch OPEN

Placing the BLEED AIR VALVE switch to the open position with the APU on-speed
energizes the bleed shutoff and load control valve solenoid and the thermostat selector
valve solenoid.

The bleed shutoff and load control valve opens, allowing bleed air to be taken away
from the APU. The thermostat selector solenoid valve places the pneumatic thermostat
in operation with the bleed shutoff and load control valve to provide automatic
protection for the APU.

APU CONTROL Switch STOP – Normal Shutdown Initiated

Placing the APU CONTROL switch to STOP energizes the overspeed test solenoid
valve. This introduces APU compressor discharge pressure into the centrifugal switch
assembly, which actuates the 110% switch to more than 110% position. A circuit is
established through the APU CONTROL circuit. The oil pressure decays to 20 PSIG.
The oil pressure reaches 20 PSIG at approximately 18% RPM.

APU CONTROL Switch STOP – 110% Switch to More Than 110%

Utilizing pneumatic force to shut down the APU simulates an APU overspeed
shutdown. When the 110% switch moves to the more than110% position, the following
relays deenergize:

 FHR (Fuel Holding Relay)

 On-Speed Relay

 APU Fuel Valve Relay

All of the above relays deenergize instantly when the 110% switch is actuated. The open
contact of the deenergized on-speed relay removes DC power from all of the control
circuit. The APU fuel shutoff valve closes the fuel supply line valve.

APU Fire Emergency Handle – Fire Position

When the APU fire emergency handle is pulled, all DC power is removed from the APU
control circuit at the fire emergency handle switch.

The APU fuel shutoff valve in the fuel supply line closes immediately.

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 MAINTENANCE/AGE

Organizational level maintenance consists of an operational checkout of the system and

the removal and replacement of components, which do not meet performance
requirements as, described in the appropriate Technical Manuals.

INSPECTION REQUIREMENTS

PROGRESSIVE inspection Procedures are listed in SMP 515C, and LE49705 Manual.
These requirements consist of an operational checkout and visual inspection of
components and wiring for security, cracks, frayed or chafed wiring, loose terminals, and
evidence of overheating.

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