49 Honeywell 36-300 - Diff - L3 - Aug09 - X PDF

Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Level III
49 Honeywell GT36-300 vs. APIC APS3200 49-60 APU Controls Presentation

ECB Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
49-00 APU Presentation Master Switch Pushbutton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Start Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Back Up and Main Start Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
49-10 APU Powerplant Emergency Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
APU Drain System Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 LGCIU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
s
Fuel/Oil Pump Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 EIUs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Drain-Port Air Check-Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 BMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
c
Gearbox Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 TSO/JAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Inlet Guide Vane Actuator Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Environmental Control System (ECS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Flow Divider Drain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 A320/321 Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ni
Turbine Plenum Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Heat Shield Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 49-90 APU Oil System Description
Exhaust Coupling Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ch
Drain Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Oil Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Level Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
49-30 Fuel System Components Gearbox Pressurization And Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Pressure Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Te
Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flow Divider and Drain Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Time Acceleration Rate Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Scavenge Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Oil Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
De-Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
49-50 Air System Components
SR
APU Air System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Inlet Guide Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Environmental Control System (ECS) Load . . . . . . . . . . . . . . . . . . . . . . . . . 2
Main Engine Start (MES) Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Exhaust Gas Temperature (EGT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Bleed Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Surge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Aug09/Technical Training for training purposes only

Contents - I
Copyright by SR Technics
Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Level III
c s
ni
ch
Te
SR

Contents - II
Copyright by SR Technics
Training Manual Honeywell GT36-300 vs. APIC APS3200
A318/A319/A320/A321 49-00 APU Presentation
49 Honeywell GT36-300 vs. APIC APS3200

49-00 APU Presentation
General
s
The APU is a Model GTCP 36-300 manufactured and designed by GARRET. The
company Garret has been aquired by Honeywell.
c
The APU is an independent source of pneumatic and electrical power.
It can be used in flight and on ground.
ni
ch
Te
SR

49-00-1
Copyright by SRTechnics
A318/A319/A320/A321 49-00 APU Presentation
Figure 1: APU Presentation
c s
ni
ch
Te
SR

49-00-2
A318/A319/A320/A321 49-10 APU Powerplant
49-10 APU Powerplant
c s
ni
ch
Te
SR

49-10-1
APU Drain System Presentation Drain Tank

For venting and evacuation the drain tank is connected to the drain mast.
Fuel/Oil Pump Drain Airflow across the drain mast creates a vacuum in the drain line. The suction effect
The fuel and oil pump seal drain line is routed via a collector line to the drain tank. produced at 200 kt, is sufficient to remove the contents of the drain tank. A vent
This line drains fuel or oil leaks. line ventilates the drain tank and drain lines. The APU drain lines are connected
to the right access door drain lines through spring adapter seals (kiss seals).
Drain-Port Air Check-Valve The drain mast drains any fluid leakage from the APU through four holes.
An air check valve, mounted on the Fuel Control Unit (FCU) drain line, prevents
s
air ingestion in the FCU.
c
Gearbox Vent
The accessory gearbox is vented to the APU exhaust through a vent line.
ni
This line vents air or oil leaks to the APU exhaust.
Inlet Guide Vane Actuator Drain
ch
The Inlet Guide Vane (IGV) actuator drain line is routed via a collector line to the
drain tank. This line drains only fuel leaks.
Flow Divider Drain
Te
The fuel flow divider and drain valve drain line is routed via a collector line to the
drain tank. This drain line collects fuel leaks.
Turbine Plenum Drain

The turbine plenum drain line is routed alone to the drain mast.
This drain line collects fuel or air leaks.
SR
Heat Shield Drain
The heat shield drain line is routed to the drain mast. This drain line collects fuel,
water or air leaks.
Exhaust Coupling Drain

The exhaust coupling drain line is routed to the drain mast.
This drain line collects fuel, water or air leaks.

49-10-2
Figure 1: APU Drain System Presentation
c s
ni
ch
Te
SR

49-10-3
c s
ni
ch
Te
SR

49-10-4
A318/A319/A320/A321 49-30 Fuel System Components
49-30 Fuel System Components
c s
ni
ch
Te
SR

49-30-1
General • acceleration rate is below 0.2% per second with Exhaust Gas Temperature
(EGT) above 204°C,
The Auxiliary Power Unit (APU) fuel system operates fully automatically.
• EGT is below 204°C with speed more than 7% for 15 seconds.
The APU fuel system includes:
• a Fuel Control Unit (FCU) which schedules the fuel flow, Speed Control
• a flow divider and drain valve assembly which directs the fuel to the nozzles. The ECB controls the speed by means of the fuel TM according to the bleed air
demand from the air conditioning system or for Main Engine Start (MES). On
Fuel Control Unit ground, the ECB maintains the speed at 99% rpm if APU bleed is switched off, or
The fuel flow into the fuel control unit passes through the inlet fuel filter to the High- with bleed air demand from the air conditioning system and ambient temperature
s
Pressure (HP) fuel pump, and then it goes through the HP filter to: below 25°C, 101% rpm with bleed air demand from the air conditioning system
• the Inlet Guide Vane (IGV) actuator to position the IGVs, and ambient temperature above 30°C, or for MES. In flight, the ECB maintains
c
speed at 101% rpm.
• the Torque Motor (TM) metering valve for flow control,
• the differential pressure regulator.
ni
The metered fuel goes through the pressurizing valve to the fuel shut-off solenoid
valve. The fuel solenoid valve is normally closed. It is electrically controlled to be
opened by the Electronic Control Box (ECB) when the speed is above 7% rpm.
ch
When the fuel solenoid valve is open, the pressurizing valve ensures that the ap-
propriate working fuel pressures are available to the system. The HP fuel pump
will produce more fuel flow than required to support combustion under any given
rpm. A differential pressure-regulating valve bypasses the excess fuel back to the
filter inlet.
Te
Flow Divider and Drain Valve Assembly
The purpose of the flow divider is to direct fuel to the primary and secondary man-
ifolds. Both manifolds supply duplex fuel nozzles. From 7% rpm, the primary noz-
zles are supplied with fuel above 7.5 psi.
Secondary nozzles are supplied above 150 psi during acceleration and running
SR
phases.
Time Acceleration Rate Schedule

The time acceleration rate schedule controls the fuel in order to cause the APU
speed to increase at a constant rate without overtemperature. It controls the fuel
TM of the FCU. The ECB protective circuits are set to shut down the APU if a start
is initiated and:
• speed is less than 7% for more than 30 seconds,

49-30-2
Figure 1: Fuel Control Unit
c s
ni
ch
Te
SR

49-30-3
c s
ni
ch
Te
SR

49-30-4
A318/A319/A320/A321 49-50 Air System Components
49-50 Air System Components
c s
ni
ch
Te
SR

49-50-1
APU Air System Description The APU bleed air system is used for Main Engine Starting (MES) and Air
Conditioning (ECS).
Inlet Guide Vanes
Generator Load
Depending on the load demand, the ECB controls the speed of the APU and the
Inlet Guide Vanes to modulate the air flow available from the load compressor. If the APU generator load increases, the ECB reduces the bleed air load by con-
The Inlet Guide Vanes (IGVs) are driven by an actuator operated by fuel pressure, trolling the Inlet Guide Vanes to close.
and controlled by a torque motor signalled from the ECB. If a generator shock load occurs (speed decreasing by more than 10% RPM per
During the start sequence, the IGVs are fully closed below 50% RPM, 10° open second) the IGVs are closed for 3 seconds.
s
between 50% and 75% RPM and 22° open above 75% RPM.
Bleed Valve
The minimum open or idle position of the IGVs when the APU is running is 22°.
c
The bleed air delivered by the load compressor, is ducted to the aircraft pneumatic
The maximum open position of the IGVs is 88°. Above 23000ft, the IGVs assume system via the bleed load valve.
the idle position and below 21000ft they will open on demand.
ni
The Bleed Valve is electrically controlled and pneumatically operated. Each Bleed
Environmental Control System (ECS) Load Monitoring Computer (BMC) sends an opening signal to the ECB, which energizes
the bleed load valve solenoid only if the APU speed is greater than 95% and no
In response to the Environmental Control System (ECS) signal coming from the shutdown is initiated.
ch
air conditioning zone controller, the Inlet Guide Vane position may not exceed lim-
its set in the ECB. Surge Valve
APU speed is 99% RPM if ambient temperature is below 30°C (+86°F) or 101% The air delivered by the load compressor may be much more than the air needed
RPM if above. by the pneumatic system. The surge valve discharges the excess air into the APU
Te
The Inlet Guide Vanes modulate within limits. The ECS limits are: ECS MIN, ECS exhaust.
COLD, ECS NORMAL, ECS HOT, memorized by the Erasable Programmable The ECB controls the surge valve via a torque motor. To avoid compressor surge,
Read Only Memory (EPROM) which is part of the ECB. a calculated airflow is determined according to the IGV positions. The ECB com-
pares the measured compressor airflow rate from Pt and DP with the calculated
Main Engine Start (MES) Load airflow. The airflow difference repositions the Surge Valve. When the Bleed Load
In response to the Main Engine Start (MES) signal coming from the Engine Inter- Valve is open, the Surge Valve tends to close. During Main Engine Start, the
face Unit, the ECB sets the Inlet Guide Vanes to the fully open position. The Inlet Surge Valve modulates to give a constant bleed air pressure.
SR
Guide Vanes are fully opened. The APU speed is controlled to 101%.
The MES load is limited by an MES limit set in the ECB and memorized by the Cooling
EPROM. A gearbox driven cooling fan draws the air from the inlet plenum and forces some
of it through the oil cooler. The remaining air is used for APU compartment venti-
Exhaust Gas Temperature (EGT) lation.
The bleed air flow is reduced as a function of compressor inlet temperature and Inlet air is used for oil cooler and APU compartment cooling.
Exhaust Gas Temperature. The EGT cannot exceed a limit set in the ECB. This air is drawn by a gearbox driven fan.
T2 is the Load Compressor Inlet Temperature (LCIT). T5 is the EGT. The EGT lim-
it is set in the ECB and memorized by the EPROM.

49-50-2
Figure 1: APU Air System
c s
ni
ch
Te
SR

49-50-3
c s
ni
ch
Te
SR

49-50-4
A318/A319/A320/A321 49-60 APU Controls Presentation
49-60 APU Controls Presentation
c s
ni
ch
Te
SR

49-60-1
ECB Interfaces LGCIU 1

The ECB receives the flight/ground discrete input signal from the Landing Gear
Power Supply Control and Interface Unit 1.
The Electronic Control Box is electrically supplied, through the APU main control This signal is used for automatic shutdown inhibition logic and for failed sensor
relay, by at least one of the aircraft batteries, the aircraft DC network and/or from logic.
the 115 V AC APU generator (during a power failure up to 230 ms).
EIUs
Master Switch Pushbutton During engine start, the Engine Control Box receives the Main Engine Start signal
s
The APU MASTER SWITCH provides the ECB with a supply and reset signal and from Engine Interface Unit 1 or 2.
with a shutdown signal.
This discrete input signal causes the ECB to position the Inlet Guide Vanes to a
c
The Electronic Control Box sends a signal to the FAULT light when an automatic preselected angle.
shutdown occurs or a Power Up Test fails.
ni
BMC
Start Pushbutton When the APU bleed P/B is set to ON, Bleed Monitoring Computer(BMC) 1 or 2
This discrete input signal from the A/C initiates the timed acceleration loop which sends a discrete input to the ECB, which may control theAPU bleed valve to open.
controls the APU acceleration from 0 to 95% speed.
ch
In flight the START switch has a time delay of 10 secs. The ECB illuminates the TSO/JAR
ON light during APU start sequence. The ECB receives a discrete input from the A/C signature PinProgramming (PIN
A discrete output signal to the aircraft energizes the AVAIL light in the START PROG). This open or ground signal determineswhether the ECB follows the Tech-
pushbutton when the APU speed is above 95%. nical Standard Order (TSO) or the Joint Aviation Requirements (JAR).
Te
Back Up and Main Start Contactors Environmental Control System (ECS)
The ECB receives a discrete input from the Main Start Contactor and sends dis- The ECB receives, via an ARINC 429 bus, an input from the the Airconditioning
crete outputs to the Back Up and the Main Start Contactors. System Controller 1 and 2 (ACSC) to control the IGVsposition according to the de-
mand. The ECB sends a discrete output to the ACSC 1 and 2 to signal that the
Emergency Stop APU bleed valve is in delivery position.
SR
A discrete input signal from the A/C initiates the APU shutdown logic 100 msecs A320/321 Identification
after the ECB has received this signal.
The ECB receives a discrete input from the A/C signature PIN PROG.
The sources for emergency stop signals are:
This identification pin allows the ECB to identify A321 applications for functional
On ground:
differences from those of an A320.
• The Automatic Fire Extinguishing System.
• The APU FIRE handle pushbutton in the cockpit and the APU SHUT OFF
switch on the External Power Control Panel.
During flight:
• The APU FIRE handle pushbutton in the cockpit.

49-60-2
Figure 1: ECB Interfaces
c s
ni
ch
Te
SR

49-60-3
c s
ni
ch
Te
SR

49-60-4
A318/A319/A320/A321 49-90 APU Oil System Description
49-90 APU Oil System Description gearbox sump. The gearbox-pressurizing valve limits the gearbox/ambient differ-
ential pressure to 8 psi (0.6 bar).
General Pressure Pump

This system is made up of: The pressure pump driven from the accessory gearbox supplies oil to the oil cool-
er. The oil pressure is controlled at 60 psi (4.1 bar) by a PRV.
• oil reservoir,
• oil level switch, Oil Cooler
• gearbox pressure regulator valve
s
The pressurized oil flows through a thermal bypass valve to the oil cooler. The oil
• lubrication unit (including pressure pump, scavenge pumps, Pressure Regulat- cooler uses airflow from a fan driven by the accessory gearbox. At low tempera-
ing Valve (PRV)) tures, most of the oil bypasses the oil cooler. Between 60°C and 77°C (140°F and
c
• oil cooler, 171°F), the thermal bypass valve progressively closes, forcing the oil to pass
• one lubrication filter (mounted on lubrication unit) and one scavenge filter, through the oil cooler.
ni
• oil temperature sensor,
• de-oil solenoid valve. Oil Filters
The pressure oil filter cleans all the lubrication oil before it is supplied to the bear-
ch
Oil Reservoir ings, the gearbox and the generator. The generator scavenge oil-filter cleans un-
The sump of the Auxiliary Power Unit (APU) accessory gearbox is the oil reservoir. wanted materials from the generator scavenge oil. This makes sure that the
Oil is serviced through either a pressure fill port or a gravity fill port. The accessory generator does not give contamination to the oil in the oil reservoir.
gearbox sump contains 5.7 l (1.5 US gal) of oil. Differential pressure indicators on the filter housings are latched out if the filter el-
ement is clogged. You can reset the differential pressure indicator again manually.
Te
An APU oil heater is installed on the APU gearbox. When the APU MaSTeR
SWitch is not on, the oil heater is supplied with 115V AC. The heater is controlled Each filter has a delta pressure switch, which signals the ECB when the filter ele-
on when the temperature <21°C (69.8°F) and off at 43°C (109.4°F) by an integral ment is fully clogged. Then the ECB initiates an APU shutdown when the aircraft
temperature switch. is on the ground.
Level Monitoring Scavenge Pumps

A low oil quantity switch installed in the gearbox sump and connected to the Elec- Two scavenge pumps return the oil to the accessory gearbox. One scavenge re-
SR
tronic Control Box (ECB) monitors the oil level for ECAM and the Centralized Fault turns the power section rear bearing oil. The other scavenge pump returns the
Display System (CFDS). On ground, when the oil quantity has decreased to 3.69 generator oil through a separate filter. Both pumps form part of the lubrication
l (3.9 qt) or less and the APU is not running, the APU page shows a pulsing green module and are driven by the same shaft as the pressure pump. Oil from the pow-
LOW OIL LEVEL message. A sight glass on the left side of the gearbox gives a er section forward bearing, gearbox bearings, gears and starter clutch returns by
visual indication of the oil level. gravity.
Gearbox Pressurization And Venting

To improve operation at high altitude, the accessory gearbox is pressurized with
air tapped from the turbine bearing housing. The gearbox is vented through an air/
oil separator, the air being discharged into the APU exhaust and oil returned to the

49-90-1
Oil Monitoring
The ECB monitors the oil pressure and oil temperature.
The ECB will shut down the APU if:
• the Low Oil Pressure switch (LOP) senses pressure below 35 psi (2.38 bar),
• the High Oil Temperature switch (HOT) senses temperature above 152°C
(305.6°F),
• the generator oil temperature is above 185°C(365°F).
s
De-Oil System
The de-oiling solenoid valve reduces the oil pressure pump load during the APU
c
start, especially during the cold start condition when oil has a high viscosity. The
valve is located on the upper right hand side of the gearbox. A solenoid operates
ni
the valve position. The ECB controls the solenoid in relation to the de-oiling sole-
noid logic.
The solenoid valve is open when:
ch
• the APU speed is between 0% and 60% and the oil sump temperature is below
-6.7 C (20 F),
• the APU speed is between 95% and 7% during the APU shutdown sequence,
• the aircraft altitude is more than 30.000 ft.
Te
SR

49-90-2
Figure 1: Oil System
c s
ni
ch
Te
SR

49-90-3
c s
ni
ch
Te
SR

49-90-4

49 Honeywell 36-300 - Diff - L3 - Aug09 - X PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

49 Honeywell 36-300 - Diff - L3 - Aug09 - X PDF

Uploaded by

Copyright:

Available Formats

Training Manual Table of Contents

A318/A319/A320/A321 EASA Part 66 Level III

49 Honeywell GT36-300 vs. APIC APS3200 49-60 APU Controls Presentation

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

49 Honeywell GT36-300 vs. APIC APS3200

Aug09/Technical Training for training purposes only

Figure 1: APU Presentation

Aug09/Technical Training for training purposes only

49-10 APU Powerplant

Aug09/Technical Training for training purposes only

APU Drain System Presentation Drain Tank

Inlet Guide Vane Actuator Drain

Flow Divider Drain

Turbine Plenum Drain

Exhaust Coupling Drain

Aug09/Technical Training for training purposes only

Figure 1: APU Drain System Presentation

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

49-30 Fuel System Components

Aug09/Technical Training for training purposes only

Time Acceleration Rate Schedule

Aug09/Technical Training for training purposes only

Figure 1: Fuel Control Unit

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

49-50 Air System Components

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Figure 1: APU Air System

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

49-60 APU Controls Presentation

Aug09/Technical Training for training purposes only

ECB Interfaces LGCIU 1

Aug09/Technical Training for training purposes only

Figure 1: ECB Interfaces

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

General Pressure Pump

Level Monitoring Scavenge Pumps

Gearbox Pressurization And Venting

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Figure 1: Oil System

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

You might also like