Level III Ata 49 Apu

A380
TECHNICAL TRAINING MANUAL

MANUAL
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - AT
ATA 49 APU
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL
LEVEL III - ATA 49 APU

Theory System
APU Assembly Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
APU Oil System Descrip tion (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
APU Fuel System Des cription (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
APU Air System Descrip tion (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
APU Interfaces Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
APU Ignition & Starting Description (3) . . . . . . . . . . . . . . . . . . . . . . 42
APU System Maintenance (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Component Location (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
LEVEL III - ATA 49 APU Page 1
APU ASSEMBLY DESCRIPTION (3)

General
The APU is installed at a 15 angle in a fireproof compartment of the

°
aircraft tailcone. Two maintenance doors at the bottom of the tailcone

structure give access to the APU.
The APU air inlet opening is on the upper right hand side of the aircraft
fuselage. The air inlet duct supports the air in take flap, which is operated
by a door actuator (electric motor).
A rain gutter is installed forward the air intake, to protect the air intake
against the precipitation or against ingestion of fluids generated on the
fuselage.
Openings for the cooling air compartment (cooling duct) and the APU
air pressure relief door (LH maintenance door) are on the left hand side
of the APU compartment.
The exhaust muffler is the APU exhaust silencer, it has to release
combustion gases into the atmosphere and suppress APU generated
exhaust noise. The Aft part of the muffler is inside the rear fairing.
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APU Mounts
The APU is attached to the APU compartment structure by a suspension

system via three airframe mounts.
The APU attachment points comprise two forward mounts on the top of
the load gearbox and two rear mounts on the gas generator case, aft of
the fuel manifolds.
The rear mounts are attached by links to a common single point.
The three attachment points include shock mounts to prevent transmission
of noise and vibration to the airframe, and to get normal airframe
movement that occurs in flight.
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APU Mounts (continued)
APU Front Mounts

Each APU front mount is basically comprised of an isolator that
connects the APU bracket to the airframe, and includes an elastomer
to limit vibration.
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APU Mounts (continued)
APU Rear Mounts

The APU rear mount has two APU links, which are connected via a
common isolator to the airframe attachment bracket.
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Air Intake Duct Assembly And Cooling Air Inlet
The air intake system supplies sufficient ambient air to the APU air
plenum chamber during ground or flight conditions, and its design
maintains a low noise level with optimum aerodynamic flow.
The air intake system has the following major components:
- Rain gutter,
- Anti ice fence,
- Air intake nose,
- Air inlet flap,
- Air intake flap actuator,
- Air intake duct.
An air intake flap is controlled by the ECB, and is fu lly open throughout
the APU operation. It will close when the APU is shut down.
The rain gutter and the anti ice fence reduce the possibility of foreign
object ingestion and prevent against ingestion of fluids and of hot APU
gases.
The cooling duct is installed in t he tailcone. The cooling air inlet supplies
air to the ACOC (Air Cooled Oil Cooler) and helps in the cooling and
ventilating of the APU compartment. Air in th e APU compartment moves
through the ACOC collecting heat from the oil systems, the air is then
mixed with the exhaust gas and discharged overboard.
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APU Exhaust Muffler
The APU exhaust muffler is composed of:

- Exhaust coupling to the APU,
- Exhaust muffler body, the muffler body has a sound absorbing material
tube,
- Extension duct: This duct is the final part of the exhaust muffler and
leads the hot gases outside the A/C,
- Exhaust muffler suspension: the exhaust muffler suspension has two
forward attachment mounts and two rear attachment points:
These forward attachments are installed in the exhaust axis.
These two rear attachments allow the exhaust muffler expansion.
- Exhaust muffler hoisting: there are two attach brackets on the muffler
surface for hoisting provisions.
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APU OIL SYSTEM DESCRIPTION (3)

when the oil level reaches the "ADD" mark and reflects approximately
General 60 hours of operation before the oil reaches the minimum operating
level.
The Oil system makes sure that a pressurized and filtered oil is supplied
The oil tank venting system uses an air/oil separator in the accessory
for the cooling and lubrication of the APU rotating components and the
gearbox (AGB), which makes sure that the clean air is vented into the
two generators.
exhaust duct.
The ECB monitors the oil temperature, the pressure, and the quantity.
Oil Tank Assembly
The oil system has two independent systems, one for the APU and
the other one for the APU generators. Each one has an independent
tank within the Load Gearbox (LGB), that shares a common filler and
a common vent system.
The total capacity of the two oil tanks is 18.9 l (5 USgal),
The APU main oil tank has a capacity of 13.7 l (3.6 USgal),
The generator oil tank has a capacity of 5.1 l (1.3 USgal).
The oil tank filler is designated to fill the generator oil tank first. When
it is full, a float valve closes so the oil flows into the APU oil tank.
As the scavenge oil is returned to the tanks without cooling, both oil
tanks are referred to as a "hot tank type".
Oil cooling is done by an Air Cooled Oil Cooler (ACOC), which is
mounted on the eductor assembly.
Oil tank quantity can be inspected visually through the oil sight glass
1 (APU main oil tank), Bulls eye (generator oil tank)is electrically
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0 monitored by a transmitter on the APU tank.
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oil quantity approaches minimum levels.
- The first signal is transmitted when usable oil level reaches a preset
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APU OIL SYSTEM DESCRIPTION (3)

Each core also has a drain valve to let the oil drain at the component
Oil System removal.
As the APU and GEN oil systems are independent, each system has a Oil Filters
pressure system to deliver the oil to the users, and a scavenge system to Each system has its own disposable oil filters, which are used for the
return the oil to the tank. filtration of the pressure supply, but can be bypassed if the filter
In both cases oil cooling is do ne on the pressure supply circuit before the clogged.
oil goes through the filter. The differential pressure across the filter is monitored.
Oil Pump Assemblies To prevent oil loss at filter replacement, a check valves is installed
inside each APU filters housing.
Each oil system contains its own oil pump assembly. The main (APU)
oil pump is installed in the AGB and has an oil pressure element and Pressure Regulating Valves
three scavenge pump elements. The generator oil pump is installed The oil system pressures are regulated by a Pressure Regulating Valves
in the LGB and has an oil pressure element and two generators (PRV), installed downstream of the oil filter assemblies.
scavenge pump elements. The PRV of the GEN oil system returns oil t o the tank to regulate the
Each pressure pump element draws oil from its respective oil tank pressure whereas the PRV of the APU oil system returns oil to its
and pushes it through the syst em. The scavenge pump elements return pressure pump inlet.
oil to the tanks.
Dual Oil Pressure Sensors
Cold Start Valves
The dual oil pressure sensors send their signals t o the ECB to monitor
Spring-loaded Cold Start Valves
Valves (CSV) are installed just downstream oil pressure across each filter. The sensors measure oil pressure
of each oil pressure pump. The valves are used as a safeguard against upstream and downstream of the filters.
excessive pressure buildup during cold weather operation. The valves The upstream and downstream channels are used to calculate the filter
1 open and divert oil either to the pump inlet or the generator oil tank
0 differential pressure, and give indication of an impending filter
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0 via internal cored paths if the oil pressures exceed preset values.
0 by-pass.
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0 Air Cooled Oil Cooler
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system. Two oil temperature sensors are installed downstream of each oil
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K filter. Inputs from these sensors enable the ECB to monitor the oil
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- temperature of each oil system.
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Chip Detectors Generators Oil Pressure System
The oil systems include three chip detectors, one in the generator oil Oil is drawn from the tank through an oil strainer by the pressure
system and two in the main oil system. The detectors include a bayonet pump mounted within the LGB, then pressurized oil goes through the
fitting for visual inspection. electrical chip detector.
During cold weather operation, the CSV gives a safeguard against
APU Lubrication Functional Description excessive pressure build up through the pu mp. When the valve opens
oil goes back to the tank.
The APU oil system is composed of the pressure and the scavenge oil
Oil from the pump flows through an ACOC mounted on the eductor
circuit for the main APU and the GEN oil systems.
assembly. Cooled oil from the ACOC then goes through the oil filter
APU Oil Pressure System mounted on the LGB.
Oil is drawn from the tank through an oil strainer by the pressure A bypass valve is installed around the oil filter to keep oil flowing in
pump. The output of t he pressure pump is regulated by the PRV, which the event of filter blockage.
returns the excess of oil to the pump inlet. During starting when the Downstream of the filter, oil pressure and temperature si gnals are sent
oil is cold, the CSV will also return oil to the pump inlet to prevent to the ECB.
excessive pressure in the system. PRV bypasses oil pressure directly to the oil tank thereby maintains
The pressurized oil is directed through the ACOC to the pressure filter a constant oil pressure.
but if the oil temperature is already low, it can by-pass the cooler Pressure oil then flows to the oil inlet ports on the generators and
through the thermal / pressure relief valves. provides generator lubrication and cooling.
Pressurized oil will flow through the filter, but if the filter clogs the Generators Oil Scavenge System
by-pass will open for unrestricted oil flow.
Two scavenge pumps, one for each generator, return the oil from the
Pressurized oil is delivered to the load gearbox accessory gearbox,
generators tank. The oil temperature is monitored at the scavenge
and bearing using a combination of pressure of pressure jets and oil
outlet
mist.
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4 sump, which includes the oil from the bearing No 0.
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- Oil from the No 4 bearing is pumped by its own scavenge pump to
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- This oil is then pumped by the accessory gearbox scavenge pump
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APU FUEL SYSTEM DESCRIPTION (3)

General
The APU fuel system has components that automatically supply proper
APU acceleration and to maintain a constant operating speed under
varying load and environmental conditions.
The APU fuel circuit can be divided i nto two separated syst ems: the APU
fuel control system and the fuel distribution system.
The APU fuel control system is composed of the Fuel Control Unit (FCU)
with the integrated fuel pump, the fuel filter and the low fuel pressure
switch. The FCU is electrically connected to the ECB.
The fuel distribution system feeds the fuel t o the SCV and IGV actuators
and to the fuel nozzles through the flow divider and the primary and
secondary fuel manifolds.
The Fuel Control Unit (FCU) is mounted on an AGB drive pad for the
fuel pump shaft.
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Fuel Manifolds
Primary and secondary fuel manifolds deliver metered fuel from the flow
divider to the fuel nozzles. The manifolds are flexible lines, which
surround the gas generator case and are connected to the primary or
secondary side of each fuel nozzles.
Flow Divider And Dump Valve
The flow divider is installed on the fuel inlet manifold adapter located at
the 6 o'clock position on the gas generator case. It schedules the metered
fuel from the FCU between the primary and secondary fuel manifolds.
Fuel Nozzles
Each of the fourteen duplex fuel nozzles has separate primary and
secondary fuel injectors. The primary fuel injectors are installed inside
the secondary fuel injectors and atomize the fuel for starting. Once the
fuel pressure reaches the required level, the secondary injectors supply
additional fuel required for sustained operation.
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Fuel Control System Description Fuel Metering Valve
A torque motor commanded by the ECB modifies the metering valve
The APU fuel control system functions are to provide the metered fuel position in order to control metered fuel flow.
flow, Inlet Guide Vane
Vane (IGV) and Surge Control Valve
Valve (SCV) actuation . A Pressure Regulating bypass Valve
Valve (PRV) keeps the differential
Fuel is supplied to the APU from the aircraft fuel system. pressure across the metering valve constant.
The major components of the APU fuel control system are: The flow from the metering valve goes through a shutoff valve before
- Low fuel pressure switch, it goes to the flow divider.
- The Fuel Control Unit (FCU), which has a fuel pump, a fuel metering During either a normal or a protective shutdown, the ECB de-energizes
valve, and a shut-off solenoid, and an actuator regulator. the shutdown solenoid to stop the fuel flow to complete the APU
- Fuel filter and the fuel filter impending bypass switch. shutdown.
Low Fuel Pressure
Pressure Switch This solenoid opens an orifice to shunt metered fuel pressure and
sends it to the shutoff valve, which moves to the closed position.
A low fuel pressure switch is installed at the inlet to the fuel pump.
It opens when the fuel pressure increases, if low fuel pressure occurs Actuator Regulator
the switch is closed and the low fuel pressure signal is transmitted to The Actuator regulator is a pressure regulator.
regulator. The regulator maintains
the ECB. a constant pressurized fuel supply to the SCV actuator and IGV
Fuel Pump actuator.
The fuel pump is integrated into the FCU and is mainly composed of Fuel Drain And Vent Valve
a boost stage, disposable filter and a High Pressure gear type pump. The fuel drain and vent valve is installed on the APU inlet fuel line.
The pump includes a pressure relief valve to protect the HP pump in This valve is used for a venting function to bleed the aircraft supply
case of overpressure. line.
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The disposable fuel filter protects the fuel pump gear stage and
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filter and Fuel pressure opens the FCU shut off valve and fuel flows through the
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sends an impending filter bypass signal when the filter element FCU to the flow divider.
T becomes clogged. A bypass valve lets the fuel bypass the filter. Fuel pressure overcomes the flow divider dump valve spring and fuel
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During operation, fuel is metered by a signal sent to the FCU torque
motor by the ECB.
Pressurized fuel is used to actuate the IGV actuator and SCV. The FCU
actuator regulator regulates constant fuel pressure to these components.
At APU shutdown, the ECB de-energizes the solenoid valve then the fuel
shut off valve closes.
A dump valve is included in the flow divider. During APU shutdown, a
spring moves the valve and causes a blockag e of the fuel inlet p ort. Valve
Valve
movement also connects the primary and secondary manifolds to the
dump valve port and the remaining fuel is vaporized into the exhaust.
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APU AIR SYSTEM DESCRIPTION (3)

General
APU Bleed Air System,

APU Secondary Air System,
APU Compartment Cooling.
APU Bleed Air System

The functions of the bleed air system are:
Supply APU bleed air to the aircraft Environmental Control System
(ECS) and to the Main Engine Start (MES),
Supply load compressor surge protection.
APU Secondary Air System

The secondary air system uses pressurized P3 air to seal the bearing
compartments and to cool the turbine disks.
APU Compartment Cooling

The cooling air system supplies air to the ACOC and helps in the
cooling and ventilating of the APU compartment.
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APU Compartment Cooling
The cooling air system supplies air to t he ACOC

ACOC and helps in the cooling
and ventilating of the APU compartment.
It uses the eductor to pull air from the APU compartment through the
ACOC.
Behind the ACOC, the APU exhaust flow causes a low-pressure, and
then the cooling air is mixed with the exhaust gas and is discharged
overboard.
To maintain a normal pressure into the APU compartment an APU
pressure relief flap is installed on the left maintenance door.
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0 APU COMPARTMENT COOLING
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A position transducer in the actuator sends the IGV actuator feedback
APU Bleed Air System to the ECB.
The bleed air system includes the following components: LC Air Flow Sensor
Bleed Valve (BV) The LC Air Flow Sensor is installed on the Load Compressor scroll
Surge Control Valve (SCV), and has a total pressure port and static pressure port.
Inlet Gu ide Vane Actuator (IGVA),
(IGVA), The total pressure port gives the sense air pressure to the LC Delta
Load Compressor (LC) air flow sensor, Pressure Sensor.
Load Compressor Delta Pressure sensor, The static pressure port gives a sense for static pressure to both the
Load Compressor static pressure sensor, LC Static and LC Delta Pressure Sensors.
LC Air flow sensor,
APU eductor assembly. LC Delta Pressure Sensor
The Delta Pressure sensor gives a load compressor differential pressure
Bleed Valve
input to the ECB for Surge Control Valve control.
The Bleed Valve has a butterfly valve controlled by a solenoid
(normally closed solenoid). LC Static Pressure Sensor
The ECB commands the opening of the sol enoid then the P3 pressure The Static Pressure sensor gives a load compressor static pressure
opens the Bleed Valve.
Valve. input to the ECB for Surge Control Valve and a delivery pressure
The two electrical position switches send to the ECB a signal indication to the airframe.
indicating the position of the valve (open or closed).
APU Bleed Air System Interface
Surge Control Valve The ECB is connected to the ADCN to send information to other
The Surge Control Valve (SCV) has a butterfly valve operated by a aircraft systems through the AFDX network.
1 fuel driven actuator. The ECB sends the APU BLEED VAL VALVE
VE CLOSED sign al to the
0
0
0 The SCV actuator receives an electrical command from the ECB. CPIOM Interface.
0
0
0 The ECB positions the valve based upon input from the Load
0
0
This discrete signal goes to the Pneumatic Air Distribution System
4
D Compressor (LC) Static Pressure and Delta Pressure Sensors. (PADS)
(PADS) application h osted by CPIOM-A (PADS application is a part
9
4 A Linear Variable Differential Transducer (LVDT) sends the valve
M of the ATA 36).
L
- position feedback to the ECB.
0
T
0 APU Bleed Air Functional Description
T
K
Inlet Guide Vane (IGV) Actuator
0
L The IGV actuator controls the fuel pressure to position the variable During the st art sequence, the Bleed Valve
Valve remains de-energized closed
-
1 and the SCV is energized open. Upon completion of the start sequence,
6 Inlet Guide Vanes (IGV).
1
6 the "APU Available" indication is shown on the ECAM and the APU
0 The ECB operates the IGV torque motor in response to SCV position
W
1 and aircraft demand. bleed can be selected.
L
Upon receiving a bleed command from the aircraft, the ECB energizes
the Bleed Valve solenoid open making P3 air open the butterfly valve.
At the same time, the SCV is commanded closed.
The ECB uses a position feedback signals from both the Bleed Valve
and Surge Control Valve to determine the valve positio ning.
When MES is selected, the ECB commands the SCV open.
The ECB controls the valve position in order to maintain a preset Load
Compressor discharge airflow value.
The ECB uses inputs from the LC Delta Pressure and Static Pressure
Sensors to determine the Load Compressor discharge airflow.
Based upon the inputs from the LC Delta and Static Pressure Sensors,
the ECB is able to detect an impending compressor surge.
If an impending surge is detected, the SCV is commanded fully open.
During APU cool down and shutdown, the ECB closes the Bleed Valve
and opens the SCV.
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0 APU BLEED AIR SYSTEM & APU BLEED AIR FUNCTIONAL DE SCRIPTION
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APU INTERFACES DESCRIPTION (3)

- Engine Electronic Controller (EEC),
APU Interfaces
The ECB is a single channel FADEC (Full-Authority Digital Engine

Control) that gives automatic operation of the APU, from APU start
procedure to APU Shut-Down The ECB interchanges information with
the aircraft through an Avionics Full Duplex (AFDX) Ethernet data link.
This system supplies:
- Control for the automatic operation of the APU,
- Control for the APU at a governed speed,
- Automatic cool and stop sequences,
- Protection of the APU from a failure or an overload (Protection
Shutdown),
- Monitored Line Replaceable Units (LRUs) and the APU parameters
through the Data Memory Module (DMM),
- APU System Tests. The ECB has a BITE (Built-in-Test Equipment)
that does checks and monitors.
ECB Interfaces With The Aircraft Systems

The ECB interchanges information with the following Aircraft
systems:
- Integrated Control Panel (ICP),
- Air Generation System (AGS),
1 - Generator and Ground Power Control Unit (GGPCU),
0
0
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0 - Fuel Quantity & Management System (FQMS),
0
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0 - Flight Warning System (FWS),
0
5
D - Control and Display System (CDS),
9
4
M - Flight Data Recording System (FDRS),
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- - Landing Gear Extention Retraction System (LGERS),
0
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0 - Air Data Inertial Reference System (ADIRS),
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- Bleed Air System (Pneumatic Air Di stribution System, PADS),
- (Engine Bleed Air System, EBAS), (OverHeat Detection System,
1
6
1 OHDS),
6
0
W - Onboard Maintenance System (OMS),
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) APU INTERFACES DESCRIPTION (3) Apr 18, 2006
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0 APU INTERFACES - ECB INTERFACES WITH THE AIRCRAFT SYSTEMS
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APU INTERFACES DESCRIPTION (3)

APU Data Memory Module (DMM)
The Data Memory Module (DMM) gives APU life data related to an
APU, and keeps the data even if the ECB is replaced.
The DMM receives its data from the ECB (Non Volatile
Volatile Memory, NVM).
The data kept in the DMM are the following ones:
- APU fault Information,
Operational Data:
- APU operation hours,
- Number of APU Starts,
- Number of APU Main Engine Starting (MES) cycles,
- MES operation time,
- ECS operation time,
- Number of unusual shutdowns,
- No load operation Time,
- EGT time limit,
- EGT trim.
Identification Data:
- APU serial number,
- ECB software number.
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0 APU DATA MEMORY MODULE (DMM)
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APU IGNITION & STARTING DESCRIPTION (3)

Functional Description
The ignition and starting system supplies the electrical and mechanical
energy necessary to initiate and sustain the combustion process during
the APU start sequence.
The system becomes dormant as soon as the APU is able to sustain
combustion.
The ignition and starting system includes the following components:
- APU switch (cockpit),
- Starter,
- Ignition exciter,
- Ignition cables,
- Igniters.
During the APU start and stop sequences, the ECB gives the automatic
operation. It governs the speed, the temperature, the Inlet Guide Vane
(IGV), the IGV actuat or, the Surge Control Valve
Valve (SCV) and t he Fault
detection and accommodation (BITE).
When the APU switch is pushed "ON", the ECB initiates the power up
sequence, and commands the inlet flap to open.
Once all the pre-start conditions have been satisfied, the starter control
into the ECB energizes the main and back up start contactors.
Then the APU TRU or the APU battery supplies t he starter motor through
1
0 the APU start DC bus.
0
0
0
0
0
To control the APU start sequence the ECB uses inputs from N1 and N2
0
0 dual speed coil speed sensors and Exhaust Gas Temperature (EGT)
6
D
9 sensors by comparing speed and the EGT rises against preset values.
4
M During the APU operation, speed sensor inputs are used by the ECB to
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maintain 100% N1 engine speed and give N1 and N2 overspeed
0
T protection.
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0 EGT Sensors are used by the ECB to maintain the engine EGT within
L
-
1 acceptable limits by controlling the IGV, the Fuel Metering Valve
Valve (FMV)
6
1
6 and the fuel shut-off solenoid if a protective shutdown signal occurs.
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APU Start Sequence
The start sequencing includes the following logic:

The APU push button "ON" signal initiates power to the ECB, triggering
a series of ground functional checks.
After a successful initial built-in-test ch eck of all hardware functions, the
ECB signals an "APU START" command when the inlet flap is fully
open.
The ECB sets the IGV position to 47% open and sets SCV to open.
It energizes the two start contactors that provide electrical power to the
starter motor.
As the start sequence begins and the engine spools up (8% N2), the ECB
establishes start fuel flow energizing the FCU shut off valve and then
igniters are also energized.
Following completion of a successful start, the starter and igniters are
de-energized (40% N2) and the APU continues to accelerate the speed.
When the engine speed N2 reaches 55%, the IGVs are set to the minimum
position
As the free turbine reaches its reference speed, the N2 governor takes
over the control and manages the final acceleration and stabilization to
approximately 86%N2.
The engine 86% N2 is a "NO LOAD" speed, which is maintained to
1
0 control 100% N1 (N1 reference speed).
0
0
0
0
0
Start parameters such as initial start flow and acceleration rates are
0
0 adjusted based on ambient conditions and oil temperature.
6
D
9 As applicable during the start and run-up sequence, pneumatic and
4
M generator loading available signals are indicated.
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0 APU START SEQUENCE
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APU Normal Shutdown
The normal APU shutdown cycle begins with an "APU SWITCH OFF"
signal that indicates removal of the pneumatic compressor load and
initiation of the shutdown cycle.
The ECB closes the bleed valve and starts a 50 second cool down period.
When the N1 speed decreases to 95% the "APU AVAIL" indication
disappears.
At the end of the cool down period, the ECB decreases N1 speed to 67%
and moves the IGVs to the 47% open position over the next 10 seconds.
To shut down the APU the ECB simulates a N1 overspeed condition,
modulating the FCU torque motor so there is no more fuel flow.
When the system detects the simulated overspeed, it de-energizes the
FCU shutdown solenoid to stop all fuel flow.
At 20% N2 speed the aircraft fuel supply is closed.
When the N2 speed decreases to 7%, the inl et flap is closed and the ECB
is de energized.
The ECB monitors the complete shutdown process; if the protection
system fails the ECB also sets the applicable fault in the DMM.
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0 APU NORMAL SHUTDOWN
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A protective shutdown is initiated whenever the following conditions are
APU Protective Shutdowns encountered in flight:
- A/C Emergency Stop Discrete (input from airframe),
Each protective shutdown signal results in immediate APU shutdown by
- N1 Overspeed (N1 > 106.3%),
de-energizing the FCU shutdown solenoid.
- N2 Overspeed (N2 > 102.5%),
The cause of any protective shutdown is stored in the DMM and is sent
- Significant ECB Fault,
to the aircraft maintenance computer for the APU maintenance and fault
- Fuel Control Unit FCU fault,
isolation.
- Loss of Main DC Supply (except when starting),
The difference between protective shutdown and a normal shutdown is
- Loss of N1 Overspeed protection,
that there is no cool down cycle.
A protective shutdown is initiated whenever the following conditions are
- Both SCV and Bleed Valve
Valve Closed (Bleed Valve closed and SCV 90%
encountered on ground:
closed or if N1 > 20% and BV not fully open and SCV 40%),
- A/C Emergency Stop Discrete (input from airframe),
- N2 corrected limit exceeded for min fuel flow (function of altitude).
- N1 Overspeed (N1 > 106.3%),
- N2 Overspeed (N2 > 102.5%),
- N1 Underspeed (N1 < 88.5%),
- Low Main Oil Pressure (< 55 psig),
- Low Oil Pressure Gen (< 48 psig),
- Main High Oil Temperature (> 135 C), °
- High Oil Temperature Gen (> 146 C),

°
- Gen. No. 1 High Oil temperature (> 164 C),

°
1
0 - Gen. No. 2 High Oil Temperature (> 164 C),
°
0
0
0
0
0
- Engine Oil Filter Bypass (Shutdown in event of oil filter bypass),
0
0 - Generator Oil Filter Bypass (Shutdown in event of oil filter bypass),
6
D
9 - EGT Overtemperature (> 900 C for 30 sec and > 934 C),
° °
4
M - Significant ECB Fault,
L
-
0
T
- Loss of Main DC Supply (except when starting),
0
T - Fuel Control Unit FCU fault,
K
0 - Reverse Flow (Bleed Valve not closed),
L
-
1 - Both SCV and Bleed Valve
Valve Closed (Bleed Valve closed and SCV 90%
6
1
6 closed or if N1 > 20% and BV not fully open and SCV 40%),
0
W - Surge Protection (P STA
STATique rate of change<100 psia / sec).
1
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0 APU PROTECTIVE SHUTDOWNS
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APU SYSTEM MAINTENANCE (3)

APU Tests
The APU provides the following interactive tests:

- APU tests,
- APU safestore function,
- APU status and configuration,
These tests are launched from the OMS HMI.
1
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0 APU TESTS
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APU SYSTEM MAINTENANCE (3)

APU Menu
The APU MENU page of the Onboard Main tenance System (OMS) gives
the following functions:
APU tests:
. System Test
. Air Intake Flap Test
. Oil StatusTest
. Dry Crank Test
. Wet Crank Test
APU Status Data & Configuration:
. APU Status Data
. APU History Data
. Software Pin Programming
. Shutdown Report Data
APU Safestore Function:
. ECB Shop Data Memory.
1
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0 APU MENU
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COMPONENT LOCATION (3)

APU
A/C Zone 315

Zone 162
Zone 252
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) COMPONENT LOCATION (3) Apr 18, 2006
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) COMPONENT LOCATION (3) Apr 18, 2006
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

Level III Ata 49 Apu

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Level III Ata 49 Apu

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A380

TECHNICAL TRAINING MANUAL

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LEVEL III - ATA 49 APU

APU ASSEMBLY DESCRIPTION (3)

The APU is installed at a 15 angle in a fireproof compartment of the

aircraft tailcone. Two maintenance doors at the bottom of the tailcone

APU ASSEMBLY DESCRIPTION (3)

The APU is attached to the APU compartment structure by a suspension

APU ASSEMBLY DESCRIPTION (3)

APU Front Mounts

APU ASSEMBLY DESCRIPTION (3)

APU Rear Mounts

APU ASSEMBLY DESCRIPTION (3)

APU ASSEMBLY DESCRIPTION (3)

The APU exhaust muffler is composed of:

APU OIL SYSTEM DESCRIPTION (3)

This Page Intentionally Left Blank

APU OIL SYSTEM DESCRIPTION (3)

This Page Intentionally Left Blank

APU FUEL SYSTEM DESCRIPTION (3)

APU FUEL SYSTEM DESCRIPTION (3)

Flow Divider And Dump Valve

APU FUEL SYSTEM DESCRIPTION (3)

This Page Intentionally Left Blank

APU AIR SYSTEM DESCRIPTION (3)

APU Bleed Air System,

APU Bleed Air System

APU Secondary Air System

APU Compartment Cooling

APU AIR SYSTEM DESCRIPTION (3)

The cooling air system supplies air to t he ACOC

APU AIR SYSTEM DESCRIPTION (3)

This Page Intentionally Left Blank

APU INTERFACES DESCRIPTION (3)

The ECB is a single channel FADEC (Full-Authority Digital Engine

ECB Interfaces With The Aircraft Systems

APU INTERFACES DESCRIPTION (3)

APU IGNITION & STARTING DESCRIPTION (3)

APU IGNITION & STARTING DESCRIPTION (3)

The start sequencing includes the following logic:

APU IGNITION & STARTING DESCRIPTION (3)

APU IGNITION & STARTING DESCRIPTION (3)

- High Oil Temperature Gen (> 146 C),

- Gen. No. 1 High Oil temperature (> 164 C),

APU SYSTEM MAINTENANCE (3)

The APU provides the following interactive tests:

APU SYSTEM MAINTENANCE (3)

COMPONENT LOCATION (3)

A/C Zone 315

This Page Intentionally Left Blank

AN EADS JOINT COMPANY

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