f2000ex easy 02-49-00 ata 49 – auxiliary power unit … · 2012. 6. 27. · 02-49-10 f2000ex easy...

F2000EX EASY 02-49-00

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ATA 49 – AUXILIARY POWER UNIT TABLE OF CONTENTS

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DASSAULT AVIATION Proprietary Data

02-49 ATA 49 – AUXILIARY POWER UNIT

02-49-00 TABLE OF CONTENTS

02-49-05 GENERAL

Introduction Sources Equipment location

02-49-10 DESCRIPTION

Introduction Description Operating principle APU systems Distribution

02-49-15 CONTROL AND INDICATION

Control Indication

02-49-20 SYSTEM PROTECTION

Circuit breakers APU ECU protections

02-49-25 NORMAL OPERATION

Starting sequence Shutdown Limitations

02-49-30 ABNORMAL OPERATION

APU start with GPU APU starting sequence failed APU normal shutdown failed APU overspeed APU fire CAS messages

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ATA 49 – AUXILIARY POWER UNIT TABLE OF CONTENTS

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ATA 49 – AUXILIARY POWER UNIT GENERAL

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INTRODUCTION

The Auxiliary Power Unit (APU) allows the Falcon 2000EX airplane to be self-supported (providing electrical power and bleed air) during ground operations especially at remote locations where ground servicing equipment may not be compatible or available.

It also provides backup electrical power and main engine starting bleed air in flight.

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ENG synopticENG-TRIM-BRK

window

CAS window

DC supplyoverhead panel

APU control panel

APU fire

APU circuit breaker

FIGURE 02-49-05-00 FLIGHT DECK OVERVIEW

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SOURCES

The APU inputs are independent of all installed airplane systems except for the electrical power source used during starting and fuel supply from the airplane fuel tanks.

ELECTRICAL POWER FUEL

APU starting requires electrical power supplied either:

- by battery 1 through the battery bus,

- by a Ground Power Unit via the ESSential bus.

Fuel is supplied to the APU by the No. 2 engine fuel feed line.

Refer to CODDE 1 / Chapter 02 / ATA 28

EQUIPMENT LOCATION

FIGURE 02-49-05-01 APU LOCATION

The APU is longitudinally mounted underneath the fin, inside the tail cone.

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ATA 49 – AUXILIARY POWER UNIT DESCRIPTION

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INTRODUCTION

The Falcon 2000EX incorporates an APU model GTCP36-150 (F2M) manufactured by Honeywell. The unit is longitudinally mounted in the tail cone within a carbon fireproof compartment. The APU is certified for both ground and in-flight operations.

DESCRIPTION

The APU consists of an air intake, located in the middle of the unit, a centrifugal compressor and its discharge port for bleed air, a combustion chamber, a single stage turbine, an exhaust duct and an accessory section. The accessories include the APU fuel control unit, the fuel pump, the oil pump and the starter-generator.

Exhaust duct

Compressor

Lower rightcompartment

inlet ventilation

Air intake door

APUbleed air

valveUpper leftcompartmentinlet ventilation

Gearbox

Starter generator

Firewall

Generatorinlet ventilation

Generator outletventilation

FIGURE 02-49-10-00 APU LAYOUT

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Air inlets are located on the right and left hand side of the tail cone. Two air scoops on tail cone (upper LH and lower RH sides) provide APU compartment ventilation. The engine air intake door is located on the right hand upper side of the APU compartment. The APU exhaust duct for engine gases and ventilation circulation is located at the rear of the cone. The APU generator has its own ventilation system. The air flows through a duct from the LH inlet ahead of the tail cone. The RH outlet below the APU air intake allows for exhaust of APU generator ventilation system.

A door opens on LH side for APU oil filling.

APU generator inlet Oil filler door

LH ventilation scoop

RH ventilation scoop

APU engine exhaust

APU generatorexhaust outlet

APU air intake door

FIGURE 02-49-10-01 EXHAUST OUTLET AND AIR INLET

The hot bleed air necessary for main engine start and air conditioning is tapped from compressor discharge.

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OPERATING PRINCIPLE

The starter-generator first drives the APU. Once APU speed has reached 5.6% N1, the fuel induction begins and ignition is turned on. At 50% N1, energy extracted from exhaust gases is sufficient to drive the compressor and the starter operation is terminated. When the engine reaches 99% N1, ignition is terminated. APU stabilizes to regulated N1 (below 106%). The stabilized exhaust gas temperature (EGT) may vary depending on whether hot air is taken or not for air conditioning and on the ambient air temperature. The engine then operates on a cycle of continuous induction, compression, combustion and exhaust at a constant rpm. In flight, airbrakes extension (position 2) may induce an increase of around 20°C EGT. When APU BLEED AIR is selected, bleed air is available for engine start or air conditioning. The APU generator self-connects to the ESS bus. When the APU generator is on line, LH, ESS and battery buses are powered, BAT 1 is charging. Depending on bus tied rotary switch position, the same applies to right side buses and BAT 2. If the start relay fails to open, the amber STARTER APU message appears in the CAS message window. If APU generator fails to connect, the amber APU GEN message is then displayed in the CAS message window.

APU SYSTEMS

OIL SYSTEM

The oil system provides cooling and lubrication of the main rotor bearings and accessory gearbox. A switch located downstream from the oil system indicates when oil pressure decreases below the minimum operating value. If so, the APU is automatically shut down. A thermostat, inside the oil sump, controls the temperature. If oil temperature exceeds the maximum operating value, the APU is automatically shut down. An electrical level measuring plug is fitted on the APU oil tank filler cap. The APU OIL status can be checked on the TEST synoptic before APU start.

Measuring plug

Filler cap

FIGURE 02-49-10-02 APU OIL FILLER PORT

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FUEL SYSTEM

Fuel is supplied to the APU by the No 2 engine fuel feed line through the fuel supply shut-off valve. The APU fuel system features a bypass filter and a high pressure gear pump. A solenoid shut-off valve permits the system to command APU shut-off in case of failure detected by the APU Electronic Control Unit (APU ECU). The fuel flow is controlled by the ECU to fit the different APU operation phases and loads.

IGNITION SYSTEM

The APU incorporates a high-energy ignition system consisting of a two-way exciter box, and dual cable and dual igniter plug in the combustion chamber. The ignition system is entirely controlled by the APU ECU. The ignition is started at 5.6% N1 and continues until N1 reaches 99%.

APU ELECTRONIC CONTROL UNIT (APU ECU)

The APU Electronic Control Unit (APU ECU) is located in the forward servicing compartment. It provides for automatic management of APU performance and safeties during starting, operation and shutdown phases. APU ECU monitoring uses N1 signal generated by a magnetic sensor mounted on the accessory gearbox and an EGT signal generated by the single thermocouple probe installed in the APU exhaust duct. The speed governing loop continuously monitors N1 and modulates fuel flow (timed-acceleration during starting of the engine or control during self-sustaining operation). The control speed is 105% N1 in flight above 6,000 ft for main engine starting, otherwise 102% N1. The temperature loop is not active during APU starting or normal operation unless EGT exceeds the maximum operating value.

DISTRIBUTION

APU GENERATOR

The starter-generator of the APU is rated at 9 kW (300A) to supply the airplane systems with 28.5 VDC and is regulated by an associated Generator Control Unit (GCU) mounted in the forward servicing compartment. Its excitation circuits are fed when APU generator trip magnetic switch is set to upward position. It is capable of supplying the entire DC electrical system in addition to charging batteries.

BLEED AIR

The APU bleed air is driven through a BLEED AIR valve to the pneumatic system. For main engine starting, the valve is fully open. When used for air conditioning, the APU ECU controls the valve to obtain the desired cabin temperature.

for more information, refer to CODDE 1 / Chapter 02 / ATA 21.

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ATA 49 – AUXILIARY POWER UNIT CONTROL AND INDICATION

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CONTROL

Pushbuttons

Statuslights

FIGURE 02-49-15-00 APU CONTROL PANEL

Two-position APU generator trip magnetic switch

FIGURE 02-49-15-01 OVERHEAD PANEL DURING NORMAL IN-FLIGHT CONFIGURATION

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TO ACTIVATE

CONTROL FUNCTION TO DEACTIVATE

SYNOPTIC

- powers the APU if the ON light is off (APU not running and not powered)

push to power before

start-up Empty windows

- deactivates the APU if the ON light only is on (APU only powered and not running)

push to deactivate

or stop APU

- abnormal APU stop ON flashing

N1 and EGT values (ENG synoptic and ENG window of PDU)

push to start

- initiates APU starting sequence when the ON light only is on

- initiates APU shutdown when both ON and RUN lights are on (APU running) push to

stop

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TO ACTIVATE

CONTROL FUNCTION TO DEACTIVATE

SYNOPTIC

contactor closed

(Z< 35,000)

Connected contactor

closed

(Z> 35,000)

contactor open (APU stopped or GPU is on)

- connects the APU generator to the ESS bus

- allows excitation of APU generator

- trips automatically to down position when the GCU detects an over-voltage

- acts as a reset switch when the fault is cleared (only one reset attempt is allowed)

Disconnected

Abnormal situation: contactor open with

APU running and no GPU

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INDICATION

As the APU supplies electrical power to the airplane, APU electrical indications can be displayed in the ELEC synoptic of the lower 2/3 MDU window. This page indicates APU generator status and the corresponding ammeter measurement.

FIGURE 02-49-15-02 ELECTRICAL SYNOPTIC INDICATION, APU RUNNING

FIGURE 02-49-15-03 APU GENERATOR SYMBOL

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The ammeter indicates normal operating values or abnormal values using the following rules.

Normal valuesappear in green

Abnormalvalues appear

in amberInvalid data

FIGURE 02-49-15-04 APU GENERATOR AMMETER

For the APU generator, the analog ammeter and digital readout are only displayed when the APU is running. The amber scale and associated indication range depend on the airplane altitude.

APU engine parameters are only displayed when APU MASTER is ON, at the top RH corner of the ENG synoptic and at the bottom of the ENG-TRM-BRK window. N1 (%) and EGT (°C) are displayed as digital readouts. In case of failure, amber labels are displayed near APU parameters: OVSP , OIL , BLEED and DOOR .

FIGURE 02-49-15-05 ENG SYNOPTIC

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FIGURE 02-49-15-06 ENG-TRM-BRK WINDOW

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In the TEST synoptic of the MDU lower 2/3 window, APU OIL status can be obtained. The system indicates:

- if APU OIL level is ok ( LEVEL OK message, see figure below), or

- if APU OIL level is too low ( ADD APU OIL ), or

- if the oil data is invalid ( TEST FAIL ).

FIGURE 02-49-15-07 LOWER MDU TEST SYNOPTIC

An hourmeter, located in the aft servicing compartment, records APU operating time. It automatically begins to record 4 sec after the APU engine N1 reaches 99%.

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ATA 49 – AUXILIARY POWER UNIT SYSTEM PROTECTION

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CIRCUIT BREAKERS

APU ECU circuit protection is provided by a conventional trip-free circuit breaker located above the overhead panel.

FIGURE 02-49-20-00 OVERHEAD CIRCUIT BREAKER PANEL

APU ECU PROTECTIONS

The APU ECU incorporates comprehensive protection, which automatically shuts down the unit and triggers the APU FAULT CAS message when any of the following conditions is met:

- overspeed (110% ± 1%), - loss of N1 signal, - wrong position of APU air intake door, - APU ECU failure, - loss of DC power, - slow start (starting phase control), - speed drop.

The extra following conditions are also activated providing that in-flight dual engine failure does not occur (in order to keep APU running in such an event):

- EGT overheat (see next section, LIMITATIONS), - loss of EGT signal, - low oil pressure (below 31 psi though N1 above 99% for more than 10 sec), - high oil temperature (oil temperature in the sump above 163°C), - electrical fuel flow regulator failure, - APU fire, - air conditioning overheat.

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ATA 49 – AUXILIARY POWER UNIT SYSTEM PROTECTION

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ATA 49 – AUXILIARY POWER UNIT NORMAL OPERATION

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STARTING SEQUENCE

The APU can be started using either airplane battery 1 or an external ground power unit.

On ground, the battery start is the usual operating mode. GPU start is detailed in the ABNORMAL OPERATION sub-section.

Prior to starting the APU, the oil level must be checked as well as the security area.

Pushing the APU MASTER pushbutton turns the ON light on (steady green once air intake door is open). APU ECU is powered.

Pushing the START / STOP pushbutton initiates the automatic start sequence and automatically starts the stand-by No 2 booster pump. The RUN light then illuminates for approximately 5 sec to indicate that the command is taken into account (steady green). It extinguishes during APU starting (about 20 sec; BAT 2 symbol is displayed in gray on the ELEC synoptic). When APU start is successful (generator on line), it illuminates again and remains illuminated until the APU is stopped.

As long as the RUN remains illuminated, the starting sequence is successful. The engine parameters can be monitored on the ENG-TRM-BRK window. N1 and EGT can be checked while increasing up to approximately 101% for N1 and 400°C for EGT.

The electrical parameters can be checked on the ELEC synoptic before connecting equipment.

The following examples show controls and indications displayed to the pilots during normal ground operation of the APU.

FIGURE 02-49-25-00 APU CONTROL PANEL

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FIGURE 02-49-25-01 ELEC SYNOPTIC

FIGURE 02-49-25-02 LOWER ENG-TRM-BRK WINDOW


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SHUTDOWN

The APU incorporates an automatic and manual shutdown system that is controlled by the APU ECU and corresponds to the abnormal conditions detailed in the SYSTEM PROTECTION section.

Pushing the START / STOP pushbutton closes the APU fuel shut-off valve, the APU START-STOP green RUN light flashes for 2 sec then extinguishes.

Pushing the APU MASTER pushbutton while ON light is steady green stops electrical power to the APU ECU. The ON light extinguishes when the air intake door is closed.

NOTE 1

When the APU is shut down using the STOP pushbutton, or if automatic shutdown occurs, the APU cannot be restarted unless the MASTER pushbutton is momentarily unlatched and latched again (pushed twice).

NOTE 2

Due to APU ECU shutdown logic, a transient amber OVSP label is displayed.

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LIMITATIONS

The APU is certified for in-flight and ground use. Operation of the APU is not authorized without supervision.

Maximum N1 speed : 110%.

Exhaust gas temperature limit (EGT):

- Starting:

o below 50% N1: between 870°C and 988°C, less than 10 sec,

o above 50% N1: between 690°C and 870°C, less than 10 sec,

- Stabilized: 690°C. EGT.

NOTE

The duration of operation on amber range (690°C to 746°C) must be as short as possible.

Maximum generator output:

- transient: 350 A, less than 60 sec,

- stabilized (amber range display automatically changes):

o 300 A below 10,000 ft,

o 250 A between 10,000 ft and 25,000 ft,

o 200 A above 25,000 ft.

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ATA 49 – AUXILIARY POWER UNIT ABNORMAL OPERATION

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APU START WITH GPU

Prior to initiating the APU start cycle, the GPU must be plugged in and operating. When the EXT POWER light pushbutton is illuminated, the following occurs:

- batteries No.1 and 2 are isolated,

- the battery bus, the ESS, right and left buses are powered by the GPU (buses are automatically tied),

- APU generator is inhibited.

Pushing APU MASTER pushbutton powers the APU ECU, opens the air intake door, opens APU fuel supply valve and illuminates the ON light.

Pushing APU START / STOP pushbutton initiates the starting sequence. This sequence is the same as the battery starting sequence except for BAT 1 contactor which close during the sequence, its symbol turning from gray to green on ELEC synoptic.

Until EXT POWER is depressed, GPU generator continues to power the distribution system, inhibiting all generators, including APU, BAT 1 and BAT 2 (gray symbols).

Since the engine speed is above 99% N1, APU bleed air is available for the air conditioning system.

APU STARTING SEQUENCE FAILED

If the APU fails to start when the START / STOP pushbutton is used, the RUN light does not illuminate and the ON light of the MASTER pushbutton flashes.

APU NORMAL SHUTDOWN FAILED

If the APU fails to shut down when the START / STOP pushbutton is pushed, an alternate method is also available. Pushing the APU MASTER pushbutton turns off the ON light and cuts off power to the APU ECU causing the APU fuel shut-off valve to close.

NOTE

This condition should be written up as a maintenance follow-up action. This problem may be associated with the APU ECU automatic shutdown logic.

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APU OVERSPEED

In case of APU overspeed, the APU shuts down automatically.


FIGURE 02-49-30-01 ENG-TRM-BRK WINDOW

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APU FIRE

The fire warning activates the warning horn, causes the illumination of the corresponding

guarded FI RE

APU pushbutton on the overhead control panel and displays the CAS message.

Pressing the FI RE

APU pushbutton automatically shuts down the APU and shuts off the APU fuel

valve. Pressing the DISCH

pushbutton causes discharge of the single APU fire extinguisher cylinder dedicated to this area.

For more information, refer to CODDE 1 / Chapter 02 / ATA 26.

CAS MESSAGES

CAS MESSAGE DEFINITION

FIRE APU Fire detected on APU

APU CMPTR FAULT CODE APU ECU fault (parking)

APU FAULT APU fault detected by APU ECU

APU FIRE DETECT FAIL APU fire detection system failure

APU GEN APU generator not connected with APU running

STARTER APU APU on and starter still active

APU CMPTR FAULT CODE APU ECU fault (cruise)

APU GEN FAIL On ground, APU contactor failed to open

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f2000ex easy 02-49-00 ata 49 – auxiliary power unit … · 2012. 6. 27. · 02-49-10 f2000ex easy...

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