Pneumatics

With the APU running above 95%, bleed air is available. With a switch in the cockpit, bleed air
can be selected on.
When bleed air is switched On the Load Control valve opens:
The surge control valve will close. When bleed air is not selected, the surge control valve is
open, relieving air from the compressor to prevent high EGT and stalls. When the load control
valve is open the surge valve will be closed and vice-versa.
The solenoid will retract the ball assembly and allow compressor discharge pressure (CDP) to act
on the butterfly actuator. This will move the butterfly valve toward open.
Bleed air pressure is acting on the rate control diaphragm and when the valve starts to open this
pressure will diminish as air flows through the aircraft ducting. This will have the effect of
allowing the poppet valve to raise and allow some CDP to escape from the vent. Now there will
be less pressure acting on top of the butterfly actuator, slowing its opening speed.
The speed with which the bleed air pressure dissipates from the rate control diaphragm is
governed by the rate adjustment screw and this controls the speed that the butterfly opens.

Figure 18-6
APUs will favour electrical loads. With bleed air selected on, as well as events discussed in
previous page, the thermostat control valve closes, which switches the control thermostat to the
butterfly actuator valve. (Previously it was connected to the acceleration limiter for start)

The control thermostat ensures that EGT is held within limits when air is bled off the
compressor. If a high EGT is sensed, the thermostat will open and relieve control pressure from
the butterfly actuator. This will move the valve towards closed, reducing the output of bleed air
thus lowering EGT. Some systems have separate thermostats for the fuel acceleration limiting
and bleed air. Therefore electrical loads are not affected.