Aps 3200 Training

7/21/2019 Aps 3200 Training

APS 3200 AUXILIARY POWER UNIT
TRAINING COURSE
(ECB SOFTWARE VERSION 6.0)
LINE MAINTENANCE AND FAULT ISOLATION
THIS HANDBOOK IS FOR REFERENCE PURPOSES ONLY.

IF FAULT ISOLATION OR MAINTENANCE IS REQUIRED, REFER
TO THE APPLICABLE MANUFACTURERS TECHNICAL MANUAL
FOR SPECIFIC PROCEDURES
Hamilton Sundstrand reserves the right to make changes in specifications
and other information contained in this publication without prior notice
NOTICE
THIS TRAINING MANUAL IS TO BE USED FOR TRAINING PUPOSES ONLY

This training manual was prepared by Hamilton Sundstrand for training purposes only.
Some information contained herein is proprietary and/or copyrighted information of
Hamilton Sundstrand. As a condition of, and as consideration for receiving this
document, the recipient agrees that this document and the information contained
therein shall not be disclosed outside the recipient or duplicated or used for any
purpose without Hamilton Sundstrand’s prior written consent.
HSPS CT/ NOV. 2006 © 2006 Hamilton Sundstrand Corporation
http://slidepdf.com/reader/full/aps-3200-training 1/739
HSPS CT/NOV. 2006

HAMILTON SUNDSTRAND PROPRIETARY
Use or disclosure of this data is subject to the

restriction on the title page of this document
AIRBUS AIRCRAFT
HSPS CT/NOV. 2006
Restriction on the title page of this document
HSPS CT/NOV. 2006

APS 3200 Auxi liary Power Unit
Front Matter
HSPS CT/NOV. 2006 Page i


restriction on the title page of this document.
TABLE OF CONTENTS
SUBJECT PAGE SUBJECT SECTION
Preface............................................................................................iii Introduction...................................................................................... 1
Abbreviations ................................................................................. v Power Unit....................................................................................... 2
APU Leading Particulars ...............................................................viii Oil System ....................................................................................... 3
Fuel System ....................................................................................4
Air System....................................................................................... 5
Control System................................................................................ 6
Indicating System............................................................................ 7
Starting System............................................................................... 8
Electrical System............................................................................. 9
APU Installation.............................................................................10
Maintenance.................................................................................. 11
Fault Isolation ................................................................................ 12
Troubleshooting............................................................................. 13
HSPS CT/NOV. 2006 Page ii


PREFACE
GENERAL DESCRIPTION FAA AND AIRCRAFT MANUFACTURER APPROVED

PUBLICATIONS
The APS 3200 Auxiliary Power Unit Maintenance Training Course,
developed by the Customer Service Training Group of Hamilton The Airline is provided a variety of FAA and Aircraft Manufacturer
Sundstrand Power Systems, is designed to give the student an approved publications for the APS 3200 APU. These publications
understanding of the various components of the Auxiliary Power Unit are:
(APU) and their functions. This course also provides routine
maintenance and troubleshooting. Aircraft Flight Crew Manuals
STUDENT WORKBOOK Aircraft Maintenance Manuals
This workbook is intended for the “limited” purpose of providing Engine and Component Maintenance Manuals
component familiarization, general data, and support information for
this maintenance course. Service Bulletins
This is an uncontrolled document and will not be updated or revised Chapter 49 of the aircraft maintenance manual presents detailed
on a regular basis. Specific values given in this document such as APU and LRU removal and installation procedures plus maintenance
speed, temperature, and pressure are provided for the purpose of and servicing techniques that can be accomplished at the flight-line.
illustration and are not necessarily representative of the true values Careful study of Chapter 49 will add to the student's expertise in
of the APS 3200 APU. troubleshooting and maintaining the Hamilton Sundstrand APS 3200
APU.
HSPS CT/ NOV. 2006 Page iii


AIRCRAFT APPLICATIONS
The information presented in this course applies to the following

aircraft:
AIRBUS 318, 319, 320, 321
HSPS CT/NOV. 2006 Page iv

LIST OF ABBREVIATIONS
The abbreviations/symbols shown below are used in this manual:
A/D Analog/Digital CMM Components Maintenance Manual

CPU Central Processor Unit
A/C Aircraft
AC Alternating Current D/A Digital/Analog
ACARS Aircraft Communication Addressing and Reporting System DC Direct Current
ACMS Aircraft Condition Monitoring System ECAM Electronic Centralized Aircraft Monitoring
ADIRU Air Data Inertial Reference Unit EC dB Decibel
AIDS Aircraft Integrated Data System B Electronic Control Box
APIC Auxiliary Power International Corp. ECS Environmental Control System
APS Auxiliary Power System EGT Exhaust Gas Temperature

APU Auxiliary Power Unit EMI Electro-Magnetic Interference
ARINC Aeronautical Radio Inc. EPLD Erasable Programmable Logic Device
ATA Air Transport Association ETOPS Extended Twin Engine Operations
AVAIL APU Available FADEC Full Authority Digital Electronic Controller
BATT Battery FAR Federal Airworthiness Regulation
BCV Bleed Control Valve FCU Fuel Control Unit
BITE Built-In Test Equipment FET Field Effect Transistor

BMC Bleed Monitor Computer FOD Foreign Object Damage
CB Circuit Breaker ft Feet
cc/h Cubic centimeters per hour FWD Forward
CFDS Centralized Fault Display System GBX Gearbox
CLR Clear
HSPS CT/NOV. 2006 Page v

GCU Generator Control Unit L Liter

GMT Greenwich Mean Time l/h Liters Per Hour
GPH Gallons Per Hour lb Pound
lbs/hr Pounds Per Hour
HOT High Oil Temperature
lbs/m Pounds Per Minute
HP Horse Power
lbs/sec. Pounds Per Second
HSPS Hamilton Sundstrand Power System
LC Load Compressor
Hz Hertz
LOP Low Oil Pressure
ICAO International Civil Aviation Organization
LP Low Pressure
ID Identification
LRU Line Replaceable Unit
IGV Inlet Guide Vane
LVDT Linear Voltage Differential Transducer
IPC Illustrated Parts Catalogue
m Meter
ISA International Standard Atmosphere
mA Milliampere
JAR Joint Airworthiness Requirement
MAX Maximum
kg Kilogram
MCDU Multi-function Control and Display Unit
kg/m Kilograms Per Minute
MES Main Engine Start
kg/s Kilograms Per Second
MHz Mega Hertz
kHz Kilo Hertz
P Qts Quarts
kPa Kilopascal
MIN Minimum
kPaa Kilopascals Absolute
mm Millimeter
kPad Kilopascals Differential
MMEL Master Minimum Equipment List
kPag Kilopascals Gauge
MTBF Mean Time Between Failure
kW Kilo Watt
HSPS CT/NOV. 2006 Page vi

SIG Pounds Per Square Inch Gauge THR Threshold

MTBUR Mean Time Between Unscheduled Removals TRU Transformer Rectifier Unit
mV Millivolt
N Rotation Speed TSO Technical Standard Order
NGV Nozzle Guide Vane US G US Gallon
NVM Non Volatile Memory VAC Volts, Alternating Current
OAP Outside Air Pressure VDC Volts, Direct Current
OAT Outside Air Temperature °C Degrees Celsius
OBRM On Board Replaceable Memory °F Degrees Fahrenheit
P/N Part Number > Is Greater Than
PCD Pressure Compressor Discharge < Is Less Than
PMG Permanent Magnet Generator ± Plus or Minus
PS Power Section Ω Ohm
PSIA Pounds Per Square Inch Absolute Δ Differential
PSID Pounds Per Square Inch Differential % Percent
RAM Random Access Memory
ROM Read Only Memory
RPM Revolutions Per Minute
RTD Resistive Temperature Device
S Seconds
S/N Serial Number
SSLC Single Shaft Load Compressor
STS Status
HSPS CT/NOV. 2006 Page vii
APU LEADING PARTICULARS
WEIGHT 136 Kg (299 lbs) (dry)
OPERATING ALTITUDE -304.8 M to 11,887 M (-1,000 to 39,000 ft)
SEA LEVEL 15°C (59°F) STD DAY PERFORMANCE
OUTPUT SHAFT HORSEPOWER 399.7 Kw (536 HP)
ROTOR SPEED 100% (49,300 RPM)
ROTOR OVERSPEED (SHUTDOWN) 105% (51,765 RPM)
BACK UP OVERSPEED (SHUTDOWN) 107% (52,751 RPM)
ROTOR UNDERSPEED (SHUTDOWN) 95% (46,835 RPM)

BLEED AIRFLOW 1.8 kg/SEC (2.6 LBS/SEC)
BLEED AIR PRESSURE 290 kPag (42 PSIG)
FUEL CONSUMPTION 148 kg/HR (178 L/HR) [327 LB/HR (47 GAL/HR)]
HSPS CT/ NOV. 2006 Page viii

EXHAUST GAS TEMPERATURE (SHUTDOWN)
START % SPEED EXHAUST GAS TEMPERATURE

0% 427°C (800°F)
10% 788°C (1450°F)
20% 899°C (1650°F)
30% 899°C (1650°F)
50% 853°C (1567°F)
80% 788°C (1450°F)
100% 670°C (1238°F)
RUN % SPEED EXHAUST GAS TEMPERATURE
100% 722°C (1332°F)
HSPS CT/NOV. 2006 Page ix

GEARBOX SPEEDS Input 49,300 RPM

Generator 24,034 RPM (output)
Fuel Control 10,129 RPM (output)
Starter 32,045 RPM (output)
Cooling Fan 51,965 RPM (output)
Oil Pump 4,137 RPM (output)
OIL PRESSURE 241 kPag (35 PSIG) (minimum)

345-414 kPag (50-60 PSIG) (normal)
OIL CAPACITY 3.9 L (4.16 Qts) (add)

5.4 L (5.72 Qts) (full)
OIL TEMPERATURE (SHUT DOWN) 135°C (275°F) AC

185°C (365°F) Lubrication
Generatorsystem
APPROVED OIL SPECIFICATION: CAUTION:

DO NOT MIX OR SUBSTITUTE OIL SPECIFICATIONS. USE ONLY ONE OF THE
MIL-PRF-7808
APPROVED OILS. IF THE OIL SUPPLY IS LOW AND THE OIL BEING USED IS NOT
AVAILA BLE, DRAIN THE OIL SUMP AND CHANGE THE OIL FILTER. SERVICE THE
MIL-PRF-23699
OIL SYSTEM WITH AN APPROVED OIL.

HSPS CT/NOV. 2006 Page x

APPROVED FUELS
Fuel Type Specification Temperature Range

Jet A ATSM D1655 (NATO Code F-35) ° ° ° °
-35 C (-30 F) to +57 C (+135 F)
Jet A-1 ATSM D1655 (NATO Code F-35) -43°C (-45°F) to +57°C (+135°F)
Jet B ATSM D1655 (NATO Code F-45) -54°C (-65°F) to +57°C (+135°F)
JP-4 MIL-T-5624 (NATO Code F-40) -54°C (-65°F) to +57°C (+135°F)
JP-5 MIL-T-5624 (NATO Code F-44) -35°C (-30°F) to +93°C (+ 200°F)
HSPS CT/NOV. 2006 Page xi

HSPS CT/NOV. 2006 Page xii

.
APS 3200
AUXILIARY POWER UNIT
SECTION 1
INTRODUCTION
HSPS CT/NOV. 2006 Page 1.0

APS 3200- GENERAL PRESENTATION
Function The APU is a single spool gas turbine engine which drives a load
compressor and an AC generator.
The APS 3200 is designed to provide compressed air and electrical
power to the aircraft on the ground and in flight. The ECB is an electronic contro ller, FADEC type (Full Authority
Digital Electronic Control).
- Electrical power supply to aircraft systems
Component Location
- Compressed air supply to aircraft systems:
- The APU is installed in the tail section of the aircraft.
• Environmental Control System (ECS)
• Main Engine Start (MES) - The ECB is installed in the aft cargo compartment, right side,
• Various systems... forward of the cargo door.
Requirements Control and Display

Regulations: - JAR part 25, change 13 - On the overhead panel for APU operation and fire control
- FAR part 25
On the ECAM (Electronic Centralized Aircraft Monitoring) for APU
Certification: - JAR APU change 2 parameters display
Main Compon ents On the external panel, under the nose section, for APU emergency
-shut-down
The main components are:

- The Auxiliary Power Unit (APU)
- The Electronic Control Box (ECB)
- The aircraft systems (Pneumatic system, Electrical system, Control

panels).
HSPS CT/NOV.. 2006 Page 1.1
.
AUXILIA RY
POWER UNIT
ELECTRONIC
CONTROL BOX
(AFT CARGO
COMPARTMENT)
CONTROL AND
DISPLA Y PANELS
AIRBUS A IRCRAFT
.
APS 3200 - DESCRIPTION (1)

Power Unit Load Compressor
The APU consists of a gas turbine engine (Power Section) which The load compressor is a single stage centrifugal compressor driven
drives: directly by the power section. Variable inlet guide vanes are used for
airflow and exhaust gas temperature control.
- A load compressor
Gearbox
- And an AC generator (alternator) through a gearbox.
The gearbox, also driven by the power section, is attached to the
The APU is of modular design. It has three modules: load compressor. The gearbox provides the drive at the correct
speed for the AC generator and the APU mechanically driven
- The power section accessories.
- The load compressor Electronic Control Box
- The gearbox. The ECB provides control and monitoring of the APU and is located
in the aircraft rear cargo compartment.
A common air inlet supplies the load compressor, the cooling fan and
the power section.
Power Section
The power section is a single spool gas turbine engine which

consists of:
- A centrifugal compressor
- A reverse flow combustor chamber
- A two stage axial flow turbine.

.
COMBUSTOR
AC GENERATOR
GEARBOX
TURBINES
LOAD IMPELLER
COMPRESSOR
APS 3200 – DESCRIPTION (1)

.
- The APU air inlet plenum is connected to the aircraft air intake The air inlet plenum is located between the load compressor and
system. the power section.
The APU air inlet plenum has a screen to protect the APU internal - The ignition exciter supplies high energy electrical power to the
components from foreign object damage. ignitor plugs.
- The cooling fan assembly is located at the top of the gearbox The ignition exciter is mounted on the left side of the air inlet
front face. plenum.
- The starter motor drives the APU rotor assembly during starting. - The oil cooler transfers the heat of the lubricating oil to the cooling
air supplied by the cooling fan assembly.
The starter motor is located on the front face of the gearbox.
- The APU exh aus t system delivers the APU exhaust gases to the
- The fuel control unit supplies and meters fuel to the APU. It is aircraft exhaust pipe.
located on the gearbox front face.
- The load compressor scroll houses the load compressor

impeller.
- The air inlet plenum delivers air to the impellers.

COOLING FAN
ASSEMBL Y
AIR BYPA SS
STARTER PLENUM
MOTOR
OIL COOLER
AIR INLET
PLENUM
EXCITER
FUEL CONTROL
APU AIR
UNIT
INLET
LOAD COMPRESSOR
SCROLL


Identification of Components
- The gearbox provides the drive for the AC generator and the

accessories for APU operation.
The gearbox also provides the sump for the oil system.
- The AC gener ato r that provides electrical power for the aircraft
systems.
- The cooling fan assembly for airflow through the oil cooler and
ventilation of the APU compartment.
The cooling fan assembly is located on the gearbox front face.
- The APU dr ain co ll ect or . The collector is installed on the right

side of the gearbox by two struts.
- The air- bleed system that includes a servo valve, an actuator,

and a bleed control valve.
- The inlet guide vane system that includes a servo valve, an

actuator, the inlet guide vanes and their control mechanism.
- The combustor housing that houses the combustor chamber.
- Main and pilot f uel injection system installed on the combustor

housing.

.

MAIN AND PILOT
FUEL INJECTION
SYSTEM
COOLING FAN
ASSEMBL Y
INLET
GUIDE VANE
ACTUATOR
BLEED CONTROL
VALVE
AC GENERATOR
MOUNTING PAD
APU DRAIN
COLLECTOR
GEARBOX

.

APS 3200 - OPERATION
Power section provides the shaft power to drive the load The load compressor supplies compressed air to the aircraft
compressor and the gearbox. pneumatic system. The air is compressed by a single stage
centrifugal impeller and uses variable inlet guide vanes to control the
Power
ambientisair
produced
and theby transforming
fuel the energy contained
through thermodynamic in the
cycle: compression, air flow.valve.
control The compressed air is delivered through a scroll to the bleed
combustion, expansion.
The gearbox provides the drive for the AC generator, and
- Compression of the air in the single stage centrifugal compressor accessories for APU operation.
- Combustion of the air-fuel mixture in the reverse flow combustor The AC generator that provides electrical power for the aircraft
chamber systems.
- Expansion of the burned gases across the two stage axial flow
turbine to drive: The Electronic Control Box receives various signals from the
aircraft and the APU to operate and monitor the APU.
• The power section impeller The electronic control box controls the following:
• The load compressor impeller - Rotation speed (N) (fuel flow)
• The gearbox. - Load compressor surge protection (bleed control valve)
- Exhaust Gas Temperature (EGT) (inlet guide vanes).

TO TO APU POWER SECTION

AIRCRAFT EXHAUST
BLEED CONTROL COMPRESSION COMBUSTION EXPANSION

VALVE
GENERATOR
EXHAUST
GEARBOX
LOAD COMPRESSOR AMBIENT AIR

COMPRESSED A IR
COMBUSTION
EXHAUST
FUEL FLOW
ELECTRICAL SIGNALS
ECB
IGV ACTUATOR
FUEL CONTROL


APS 3200
SECTION 2
POWER UNIT
HSPS CT/NOV..2006 Page 2.0

.
POWER UNIT - GENERAL
Function - Rotation speed .......................49 300 RPM

- Direction of rotation ................clockwise (view from the rear)
The APU provides compressed air and electrical power to the aircraft.
- APU dry weight ......................136 kg (299 lbs).
Location Main Components
The APU is installed in the aircraft tail section.
- Gearbox (with AC generator and APU accessory drive)
Type
- Load compressor (centrifugal type provided with inlet guide vanes)
Single spool gas turbine engine driving a load compressor and an AC
- Air i nl et plenum (air in take and air di st ri bu ti on )
generator.
- Power section including:
Main Characteristics
• A centrifugal impeller
Characteristics at Aero Design Point, installed APU (ISA, sea level) are
given for information only:
A reverse flow combustor chamber
- Total power ............................400 kW (536 HP)
• A two stage axial flow turbine.
- Specific fuel consumption .......0.372 kg/kW.h (0.61 Ib/HP.H)
- Fuel consumption ...................148 kg/HR (178 L/HR)
................................................[327 LB/HR (47 GAL/HR)]
- Electrical power ......................132 kW (177 HP)
- Pneumatic power ...................252 kW (338 HP)
- Bleed air flow .........................1.2 kg/sec. (2.6 lbs/sec.)
- Bleed air pressure ..................390 kPa (42 PSI)

LOAD
COMPRESSOR
CENTRIFUGAL COMBUSTOR
COMPRESSOR CHAMBER
AC GENERATOR
GEARBOX AIR INLET TURBINES

PLENUM
ECB

.
POWER UNIT - DESCRIPTION (1)
The first part of the description deals with the APU rotating assembly Power Section
and the second part will consider the modular design of the APU.
The power section provides mechanical shaft power to drive the load
The following main components are considered in this description: compressor and the gearbox.
gearbox, air intake plenum, load compressor and power section.
The power section comprises:
Gearbox
- A single stage centrifugal impeller
The gearbox located at the front of the APU provides the mechanical
drive for the AC generator and the accessories required for the APU - A reverse flow combustion chamber
operation. The oil sump is also part of the gearbox.
- A two stage axial flow turbine
Load Compressor
- An exhaust system.
The load compressor is driven by the power section and provides
compressed air to the aircraft pneumatic system. It is a centrifugal The main rotor assembly is supported by two bearings: A ball
impeller that has variable inlet guide vanes to control the air flow bearing at the front of the load compressor, a roller bearing at the
output. rear of the turbine.
Ai r Inlet Plenum
The plenum is located between the load compressor and the power
section. The and

compressor plenum directs
the oil thesystem.
cooling air supply to the power section, load

.

DRIVE TRAIN
FOR AC GENERATOR
CENTRIFUGAL
AND APU ACCESSORIES COMBUSTION
IMPELLER
FRONT CHAMBER
BEARING
EXHAUST
CENTRIFUGAL VARIABLE REAR

IMPELLER INLET GUIDE BEARING
AIR INLET
VANES
PLENUM
OIL TURBINES
SUMP

.
POWER SECTION
LOA D COMPRESSOR IMPELLER
IMPELLER
FRONT BALL
BEARING
QUILL
SECURING
NUT
INTER REAR ROLLER SECURING

TIE SHAFT BEARING NUT
BOLT TURBINES


A320-457a
.
POWER UNIT - OPERATION
General The gases are then expelled overboard through the aircraft exhaust
system.
The power section produces mechanical shaft power for APU
operation. Load Compressor Operation
This mechanical power is used to drive: The load compressor is driven by the power section and produces air
flow to the aircraft pneumatic systems.
- The load compressor which supplies compressed air
Gearbox Operation
- The AC generator which supplies electrical power
The gearbox is driven by the power section to operate the APU
- Accessories required for the operation of the APU. accessories and the AC generator.
Power Section Operation Electronic Control Box (ECB)

The air enters the power section through the aircraft air inlet and the The ECB provides control and monitoring of the APU.
APU plenum.
In the plenum, this air is divided into two flows; one for the load
compressor and one for the power section.
The power section air is directed to the centrifugal impeller which
increases the air pressure.

The air is then admitted to the combustion chamber, mixed with the
fuel and burned to provide a continuous combustion process. The
gases are expanded across the turbines that transforms the gas
energy into mechanical energy.

.

BLEED
CONTROL
VALVE
COMPRESSED
COMPRESSED AIR TO EXHAUST
AIR TO AIRCRAFT
AC GENERATOR
AMB IENT AIR ECB

COMPRESSED A IR
COMBUSTION
EXHAUST

A320-458a
.
GEARBOX - GENERAL
Location Gearbox Front Face View
The gearbox is located at the front of the load compressor scroll. - Oil cooling fan drive pad
Main Features - AC generator drive pad

- Modular design - Starter motor drive pad
- Mechanical efficiency: 0.98 - Fuel control unit drive pad
- Weight: 17 kg (37.4 lbs) - Accessories (oil filters, oil level sensor, de-oiling valve...).
- Oil sump Gearbox Left Side View
- Gearbox drive power: 148 kW (198 HP) - Oil sight glass
- AC generator drive power: 132 kW (177 HP) - Oil fill tube
- Accessories drive power: 16 kW (21 HP) - High oil temperature sensor
- Material for housing: Aluminum alloy. - Speed sensor
- Gearbox
scroll) mounting flange (attachment with the load compressor
- APU front left mount.

.
COOLING FAN
MOUNTING
FLANGE AC GENERATOR
APU FRONT
MOUNT
STARTER MOTOR
FUEL CONTROL
DE-OILING
DE-OILING
VALVE VALVE
FWD
SPEED
SENSOR
OIL FILL
TUBE
OIL LEVEL
OIL SIGHT SENSOR
GLASS
OIL
FILTERS
HIGH OIL TEMPERATURE
GEARBOX - GENERAL

A320-459a
.
GEARBOX DESCRIPTIO (1)
This description considers the gears, the bearings and the drive Starter Motor Drive
pads. - Speed: 32045 RPM
- Direction of rotation: Anti clockwise
Gears - Starter clutch: Sprag type.
The gearbox comprises of 8 spur type gears made of steel alloy. The Fuel Pump Drive
gear train provides the correct speeds for the APU driven units. - Speed: 10129 RPM
-Direction o f rotation: Clockwise.
Bearings
The gears are supported by bearings: 6 roller bearings and 6 ball Oil Pump Drives
bearings. - Lubrication pump
• Speed: 4137 RPM
AC Generat or Dri ve • Direction of rotation: Clockwise.
- Speed: 24034 RPM Scavenge pumps
- Direction of rotation: Clockwise. • Speed: 4137 RPM
Direction of rotation: Anti clockwise.
Intermediate Gear
- Speed: 14349 RPM Note: Direction of rotation by viewing the front of the gearbox.
- Direction of rotation: Clockwise
- Centrifugal air-oil separator.
Cooling Fan Drive

- Speed: 51965 RPM
- PMG (Permanent Magnet Generator).

.
-
FRONT VIEW
COOLING FAN
INTERMEDIATE DRIVE
GEAR (51965 RPM)
(14349 RPM)
STARTER MOTOR
DRIVE
AC GENERATOR
(32045 RPM)
DRIVE
(24034 RPM)
FUEL PUMP
DRIVE
(10129 RPM)
DRIVE
OIL PUMP
GEAR
DRIVES
(49300 RPM)
GEARBOX - DESCRIPTION (1) (4137 RPM)

.
GEARBOX - DESCRIPTION (2)
Identification of Gearbox Components • The fuel control unit drive gear

• The oil pump drive gears.
- The gearbox housing which forms the oil sump and provides the
accessories for the oil system (oil filter, oil level sensor, magnetic
plug...).
The gearbox housing also provides the mounting pads for:
• The oil cooling fan
• The AC generator
• The starter motor
• The fuel control unit
The gearbox housing is attached to the load compressor scroll by

a mounting flange.
- The APU fr on t left and ri gh t mou nt s are located on the sides of

the gearbox.
- The gearbox gear train which includes:
• The AC generator drive gear

• The intermediate gear, which also forms the air-oil
separator
• The starter motor drive gear

.
INTERMEDIATE
AC GENERATOR GEAR
DRIVE GEAR
STARTER MOTOR
DRIVE GEAR
DRIVE
GEAR
FUEL CONTROL
UNIT DRIVE
GEAR
OIL PUMP
GEARBOX DRIVE GEARS GEAR TRAIN

A320-461a
.
GEARBOX - OPERATION
During Starting Normal Running Condit ion
The starter motor is electrically energized and provides the torque to The power section provides the mechanical power to drive the load
crank the gear train and the APU rotor assembly. compressor and the gearbox drive gear.
At self-sustaining speed, the electrical supply to the starter is de- The drive gear meshes directly with the AC generator gear.
energized and the starter is disengaged by the sprag clutch.
It also drives an intermediate gear which in turn drives the oil cooler
fan gear, the starter motor gear and the fuel control unit and oil pump
gears


AC GENERATOR
DRIVE
COOLING
FAN GEAR
DRIVE
GEAR INTERMEDIATE
GEAR
DRIVEN
GEAR
STARTER
DRIVE GEAR
FUEL CONTROL
UNIT DRIVE GEAR
DRIVE
GEAR
START OPERATION OIL PUMP RUN OPERATION

DRIVE GEARS
GEARBOX - OPERATION

restriction on the title page of this document. A320-461a
.
AIR INLET PLENUM - GENERAL
Location Construction
The inlet plenum is located between the load compressor and the The plenum is of sandwich construction with a structural envelope,
power section. Nomex and felt metal. The structural envelope and Nomex are fire
Main Features proof.

Operation
- Acoustically treated part
In the plenum, the air is separated into two flows by the splitter.
- Shop replaceable unit
- One for the power section: 2.2 kg/s (4.8 lbs/sec.)
- Weight: approx. 7.5 kg (16.5 lbs).
- One for the load compressor and cooling fan: 1.2 kg/s (2.6
lbs/sec.).
Main Compon ents
The plenum consists of two parts, upper and lower, which are
connected by quick disconnect latches.
The lower part interfaces with the aircraft air inlet system. The air
inlet to the plenum is provided with a screen made of stainless steel
that protects the APU internal components from foreign object
damage.
The upper part has an outlet for air supply to the oil cooling system
(supply to the oil cooler fan).

.

COOLING FAN
AIR SUPPLY
QUICK DISCONNECT
LATCHES
AMBIENT AIR
COMPRESSED A IR
LOAD
COMPRESSOR
IMPELLER SPLITTER SCREEN

.
AIR INLET PLENUM - DESCRIPTION
Identification of the Air Inlet Plenum Components
- The lower part of the air inlet plenum interfaces with the APU air
inlet system. It has a screen to protect the APU internal
components from foreign object damage.

The lower part incorporates noise treatment and a splitter which
separates the air into two flows. It also provides the support for the
following components:
• The ambient air pressure and temperature sensors
• The differential pressure sensor
• The low oil pressure switch
• The ignition exciter.
- The upper part of the air inlet plenum is also noise treated.
The upper part has an oval outlet to supply air to the oil cooling
system
- The quick disconnect latches secure the upper part and lower

part of the air inlet plenum.

.
COOLING FAN
AIR SUPPLY
PLENUM SPLITTER
UPPER PART
AIR INLET PLENUM

HOUSING LOWER PART
QUICK
DISCONNECT
LATCH
INLET
LOCATING SCREEN
TAB

A320-464a
.
LOAD COMPRESSOR - GENERAL
The load compressor is installed between the gearbox and the power - Rotating components (compressor shaft, impeller, bearing,
section. bearing seals)
Type - Stationary components (air inlet housing, variable inlet guide

vanes, impeller shroud, diffuser, and scroll).
High pressure centrifugal impeller provided with inlet guide vanes.
Main Features
- Air flow: 1.2 kg/s (2.6 lbs/sec.)
- Pressure ratio: 4:1
- Max outlet temperature: 232°C (450°F)
- Rotation speed: 49 300 RPM
- Direction of rotation: clockwise (viewed from the rear of the APU).

.
BLEED CONTROL
VALVE
COMPRESSED A IR COMPRESSED
TO AIRCRAFT AIR TO
EXHAUST
SCROLL
AMBIENT AIR
COMPRESSED A IR
COMPRESSOR INLET GUIDE

IMPELLER VANES

A320-465a
7/21/2019 . Aps 3200 Training
LOAD COMPRESSOR - DESCRIPTION (1)
The first part of this description deals with the load compressor Compressor Diffuser
components, the second part will consider the inlet guide vanes
control mechanism and the third part the identification of all the It consists of 19 cambered vanes made of steel alloy.
components.
Ai r Inlet Housi ng Scroll

The annular scroll provides the air outlet of the load compressor. It is
The housing allows the passage of air to the load compressor and cast aluminum.
supports the inlet guide vanes. It is made of aluminum alloy.
The scroll housing provides passages for static air pressure to the
Compressor Impeller load compressor discharge pressure sensor.
The impeller is constructed of titanium alloy. The rear shaft of the Bearing
impeller is connected to the rotor intershaft using a curvic coupling.
The front is supported by a ball bearing. A ball thrust bearing supports the front shaft of the load compressor.
It is mounted in the load compressor housing.
Compressor Shroud
Bearing Seals
The shroud houses the impeller and is constructed of steel alloy.
Oil that is used to lubricate the front bearing is prevented from
entering the impeller area by a floating carbon seal and a labyrinth
seal.

7/21/2019 . Aps 3200 Training
COMPRESSOR
SQUEEZE DRAIN DIFFUSER
FILM THRUST
WASHER
COMPRESSOR
SHROUD
BALL
BEARING FLOATING
CARBON
SEAL
LABYRINTH
SEAL
AMB IENT AIR IMPELLER VANE
COMPRESSD AIR

A320-450a
7/21/2019 . Aps 3200 Training
Identification of Load Compressor Components
- The IGV assembl y includes the variable inlet guide vanes, the
rack and pinion mechanism and the air inlet housing
- The compressor shroud houses the impeller.
- The load compressor impeller has main blades and splitter

blades. The impeller is connected at the rear to the inter shaft by
curvic-coupling. The impeller front shaft is supported by the front
bearing.
- The scroll provides the air outlet of the load compressor. The
scroll also houses the load compressor diffuser.
- The front bearing is a ball bearing that supports the impeller front

shaft
- The labyrinth s eal is pressurized with compressed air from the

power section impeller.
- The front bearing nut retains the front bearing and forms the
phonic wheel of the speed sensing system
- The tie-bolt and the securing nut.

7/21/2019 . Aps 3200 Training
SCROLL
LABYRINTH
SEAL
FRONT
BEARING
INLET GUIDE
VANE ASSEMBLY
FRONT BEARING
JOURNAL
COMPRESSOR
SHROUD
LOA D COMPRESSOR
IMPELLER
SECURING TIE FRONT BEARING NUT

BOLT (PHONIC WHEEL)
NUT
LOA D COMPRESSOR - DESCRIPTION (2)

ACTUATOR
ROD HOUSING AIR INLET
HOUSING
IGV
POSITION
INDICATOR
INLET GUIDE
VANE
INLET GUIDE
VANE CONTROL
ROD
RING
INLET GUIDE GEAR SECTOR
VANE GEAR
ASSEMBL Y
LOA D COMPRESSOR – DESCRIPTION (3)

Use or disclosure of this data is subject to the A320-467A
7/21/2019
. Aps 3200 Training
LOAD COMPRESSOR - OPERATION
Ai r Inlet Compression
The ambient air enters the APU through the aircraft air inlet and the As the air enters the blades of the rotating compressor impeller the
APU plenum. air velocity increases.
The plenum air is separated into three flows: The air leaves the tip of the blades at high velocity and flows through
the diffuser vanes where velocity is transformed into pressure.
- Air for the power section
Delivery
- Air for the oil cooling system
The compressed air then flows into the scroll and delivered to the
- Air for the load compressor. pneumatic system through a bleed control valve.
The air for the load compressor passes through the inlet guide
vanes; the flow of air depends upon the position (the angle) of the
vanes. The air is then directed to the blades of the compressor
impeller.

.
COMPRESSED
COMPRESSED AIR TO
AIR TO AIRCRAFT EXHAUST
SCROLL
DIFFUSER
VANE
AMB IENT AIR A IR

COMPRESSED
COMPRESSOR
IMPELLER INLET GUIDE
VANES
LOA D COMPRESSOR - OPERATION

A320-468a
.
POWER SECTION - GENERAL
Function Main Components
The power section provides the power to drive the load compressor The main functional components are:
and the gearbox.
- Single stage centrifugal impeller
Location
- Reverse flow combustion chamber
The power section forms the rear part of the APU.
- Two stage axial flow turbine
Type
- Exhaust.
Single spool gas turbine engine.

.
TWO STAGE
AXIAL FLOW
TURBINES
SINGLE STAGE
CENTRIFUGAL
COMPRESSOR
MAIN CHARA CTERISTICS
POWER
400 Kw (536 HP)
SPECIFIC FUEL CONSUMPTION

0.372 kg/kW.h (0.61 lb/HP.H)
FUEL CONSUMPTION
327 LB/HR (47GAL/HR)
ROTATION SPEED EXHAUST

49300 RPM POWER SECTION - GENERAL
AIR MASS FLOW

2.2 kg/s (4.8 lbs/sec) REVERSE FLOW
COMBUSTION
COMPRESSION RATIO
CHAMBER
8:1

A320-469a
.

IMPELLER
CONTAINMENT
SHIELD
COMPRESSOR
HOUSING
IMPELLER
SHIELD
CURVIC
CURVIC COUPLING
COUPLING
INTER SHAFT
MAIN BLADES
SPLITTER B LA DES
POWER SECTION - COMPRESSOR - GENERAL

.
POWER SECTION - COMPRESSOR - DESCRIPTION
Identification of Compressor Components
- The intermediate shaft is connected to the front of the load

compressor impeller and to the rear of the power section
compressor impeller by curvic-couplings.
- The compressor housing houses the impeller and the

compressor shield.
The compressor housing is attached at the front to the air inlet

housing and at the rear to the diffuser assembly and the combustor
housing.
- The impeller containment shield is mounted to the compressor

housing.
- The impeller has main blades and splitter blades. The impeller is
connected at the front to the intermediate shaft and at the rear to
the turbine by curvic-couplings.
- The diffuser is mounted to the impeller shield.

.
COMPRESSOR
HOUSING
IMPELLER
CONTAINMENT
SHIELD
INTERMEDIATE
SHAFT
DIFFUSER
IMPELLER IMPELLER
SHIELD
POWER SECTION – COMPRESSOR - SECTION

a320-471a
.
COMBUSTOR AIR
HOUSING TUBES
FUEL
INJECTOR
IGNITER
COMBUSTOR
BEND CHAMBER
ASSEMBLY
HEAT
SHIELD TURBINE
CONTAINMENT
SHIELD
POWER SECTION - COMBUSTOR CHAMBER - GENERAL

A320-472a
.
POWER SECTION - COMBUSTOR CHAMBER -DESCRIPTION
Identification of Combusto r Chamber Components
- The combustor housing houses the combustor chamber. It also

has bosses for the mounting of the fuel injectors, the igniter plugs
and the combustor chamber drain valve.
- The combustor chamber has holes and tubes that allows air used
for combustion and cooling to enter the combustor chamber.
- The bend assembly guides the burned gases from the combustor
chamber to the inlet of the first stage turbine nozzle guide vane.
- The heat shield protects the diffuser holder plate of the power
section impeller.
The heat shield is located between the bend assembly and the
diffuser assembly.
- The combust or chamber drain valve is threaded into the bottom

of the combustor housing, this allows unburned fuel to drain
overboard. The valve is closed by air pressure in the combustor
housing.

.
COMBUSTOR
HOUSING
HEAT
SHIELD
COMBUSTOR
CHAMBER DRAIN
VALVE
COMBUSTOR
CHAMBER
FIRST STAGE
TURBINE NOZZLE
COMBUSTOR AIR PRESSURE BEND

ASSEMBL Y
POWER SECTION - COMBUSTOR CHAMB ER - DESCRIPTION

.
FIRST STAGE SECOND STAGE

TURBINE WHEEL NOZZLE GUIDE
SECOND STAGE
VANE
TURBINE WHEEL
FIRST STAGE
NOZZLE GUIDE CONTAINMENT
VANE SHIELD
CURVIC ROLLER TIE

COUPLINGS BEARING BOLT
POWER SECTION - TURBINE - GENERAL

A320-474a
.
POWER SECTION - TURBINE - DESCRIPTION
Identification of Turbine Components
- The first stage nozzle guide vane has 22 vanes installed in front

of the first stage turbine wheel
- The first stage turbine wheel has 37 fir tree blades inserted into a
disc and secured by blade locks.
The turbine wheel is connected to the rear of the power section

impeller and to the second stage turbine wheel by curvic-couplings
- The second stage nozzle guide vane has 26 vanes installed in

front of the second stage turbine wheel
- The second stage turbin e wheel has 31 fir tree blades inserted
into a disc and secured by blade locks. Vibration dampers are
fitted between the blades.
The turbine wheel is connected to the first stage turbine wheel by a

curvic coupling.
The rear of the second stage turbine wheel is supported by a roller

bearing
- The containment shield is located around the turbine wheels.
- The turbine housing is located between the containment shield

and the turbine.
The turbine housing is connected to the exhaust housing.


FIR TREE

BLADES
BLADE VIBRATION
LOCKS DAMPER
SECOND
NOZZLE GUIDE STAGE
VANE SUPPORT TURBINE
WHEEL

NOZZLE GUIDE NOZZLE GUIDE
VANE VANE
FIRST STAGE
TURBINE
TURBINE WHEEL
HOUSING
CONTAINMENT
SHIELD

.
POWER SECTION - EXHAUST - GENERAL
Function
The exhaust directs the exhaust gases to the aircraft exhaust pipe.
Location
The exhaust diffuser is located inside the APU exhaust housing.
Type
One piece, annular exhaust pipe.
Main Compon ents
The exhaust housing is constructed of stainless steel and provides a

passage for the exhaust gases. The housing also contains the rear
bearing and struts that house oil pipes to the rear bearing.

.

FLOATING CARBON SQUEEZE

SEAL FILM
EXHAUST
HOUSING
DISCHARGE
AIR
STRUT
REAR
BEARING ROLLER
BEARING
LABYRINTH FLEXIBLE
AIR BYPASS SEAL CAGE
PLENUM

A320-451a
.
POWER SECTION - EXHAUST - DESCRIPTION
Identification of Exhaust Components
- The exhaust housing consists of an outer housing and diffuser - The rear bearing labyrinth seal is installed on the rear shaft of
cone supported by struts. the second stage turbine wheel.
The inner cone houses the rear bearing assembly and the rear The labyrinth seal is pressurized by compressed air from the
bearing oil pipes. power section compressor.
- The rear bearing housin g: - The air bypass plenum is installed on the exhaust housing and is
provided with a drain connected to the drain system.
• The rear bearing
• The rear end of the tie-bolt
• The securing nut.

The rear bearing housing has threaded bosses for the mounting of
the rear bearing oil pipes.
- The rear bearing o il pipes:
• The rear bearing oil supply
• The rear bearing oil scavenge

• The rear bearing oil venting.
- The rear bearing is a roller bearing, it is located inside the rear

bearing cage.



AIR BYPASS
PLENUM
REAR BEARING
HOUSING
REAR BEARING
VENT PIPE
SECURING
NUT
EXHAUST
HOUSING
LABYRINTH
SEAL
REAR BEARING OIL

SUPPLY PIPE
REAR BEARING
SCAVENGE PIPE
REAR BEARING A320-476a
CAGE
TIE
BOLT

.
POWER SECTION - OPERATION (1)
The power section produces the shaft power through the Expansion
thermodynamic cycle: compression, combustion, expansion and
exhaust. Expansion of the gases takes place across the two stages of the
turbines, this transforms the gas energy into shaft power.
Compression
The gases flow through the nozzle guide vanes which increase the
Ambient air is directed into the blades of the rotating impeller. The air velocity, then across the turbine blades. The aerodynamic forces
then flows through the divergent passages of the diffuser. (The air cause the turbine wheels to rotate.
velocity is transformed into pressure.)
During expansion, the velocity of the gases increases and the
Combustion pressure and temperature decrease.
The compressed air is divided into two flows: Exhaust
- A primary flow mixed with the fuel for combustion The gases are then expelled overboard through the exhaust system.
- A secondary flow (dilution air) to cool the combustor and internal
parts.
As a result of the continuous burning process, the pressure

decreases slightly whereas the velocity and the temperature
increase.

.

AMBIENT AIR
COMPRESSED A IR
COMBUSTION
EXHAUST
FUEL
PRESSURE AND
TEMPERATURE
VALUES ARE GIVEN
AT ZERO DESIGN
POINT FOR
INFORMATION
a320-477a

.
The power section provides air flow to pressurize the APU labyrinth Cooling
seals, to cool internal heated parts and balance rotor forces.
To prevent excessive heating of the parts subjected to the
Pressurization combustion gases, a circulation of cooling air (bled at the outlet of
the power section impeller) is provided through the power section
- Pressurization of Labyrinth Seals rotor assembly, and is directed by internal passages to the turbine
wheel faces.
Labyrinth seals are supplied with air pressure. A pressure
difference across the seals provide a non contact seal. Balance of Forces
- Pressurization of Load Compressor Front Bearing The shaft, the turbine wheels, and the compressor impellers are
subjected to axial forces resulting from the operation of the rotor
The pressurized air, bled from the outlet of the power section assembly.
impeller, flows through an external pipe to the labyrinth seal of the
load compressor front bearing and the cooling fan labyrinth seal. To reduceofthe
backside theforces
poweron the bearings,
section impeller.air pressure is used on the
- Pressurizatio n of Power Sectio n Rear Bearing
The pressurized air, bled at the outlet of the power section

impeller, flows through the power section rotor assembly to the
rear bearing labyrinth seal.

.

APS 3200 AUXILIA RT POWER UNIT

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82/739
7/21/2019 Aps
3200 Training
APS 3200
SECTION 3
OIL SYSTEM



7/21/2019 OIL SYSTEM - GENERAL Aps 3200 Training
Function Lubric ation and Cooling Requirements
The system is used to lubricate and cool the APU and the AC - The APU rear bearing
generator.
- The APU front bearing
Location - The gearbox gears and bearings

The system components are all located on the gearbox except the oil
cooler. The cooler is located on the left side of the APU. - The AC generator
Main Features - Cooling Fan
Self contained, full flow system.
- Max oil temperature: 135°C (275°F)
- Normal oil pressure: 345 - 414 kPa (50 - 60 PSIG)
- Low oil pressure: 241 kPa (35 PSIG)
- Oil quantity: 5.4 liters (5.72 Qts) at FULL mark



FRONT
BEARING
REAR
BEARING
GEARBOX
GEARS AND
BEARINGS
OIL SYSTEM
LUBRICATION MAIN FEATURES
AND
COOLING OF OIL SYSTEM - GENERAL MAX OIL TEMPERATURE
AC GENERATOR 135 C (275 F)
OIL SYSTEM COMPONENTS NORMAL OIL PRESSURE
ON GEARBOX 345 – 414 Kpa (50-60 PSIG)
(EXCPT OIL COOLER) LOW OIL PRESSURE
241 KPa (35 PSIG)
OIL QUANTITY
5.4 liters (5.72 Qts)
OIL SYSTEM - GENERAL

HAMILTON SUNSTRAND PROPRIETARY


7/21/2019 OIL SYSTEM - DESCRIPTION Aps 3200 Training
Oil Cooler
Oil Sump The oil cooler cools the oil and has a by-pass valve.
The oil sump is formed by the lower part of the gearbox. De-oili ng Valve
The gearbox has a fill tube for gravity filling, an overflow drain, a The de-oiling valve is a solenoid valve located at the inlet of the
pressure fill connector and a sight glass. pressure pump. When energized open, the valve prevents oil flow
thus reducing the APU starting loads on the starter.
The gearbox intermediate gear also functions as the air/oil separator
and provides air venting of the gearbox. Monitoring Devices
Oil Pumps - Low oil pressure switch
One lubrication pump and two scavenge pumps are driven by the - High oil temperature sensor
gearbox.
- AC generator high oil temperature sensor
The pressure system is provided with a pressure relief valve located
on the front of the gearbox. - Oil level sensor
Oil Filters - Oil level sight glass
There is one filter in the lubrication line and one in the AC generator - Oil filter impending blockage switch indicator on each oil filter
scavenge line. assembly
Both filters are the same and each have a filter element impending - Magnetic drain plug.
blockage switch indicator. They are mounted on the lower front face
of the gearbox. The oil filter by pass valve for each filter is located in
the gearbox and is non adjustable.



HIGH OIL
PRESSURE
7/21/2019 TEMPERATURE Aps 3200 Training
RELIEF VALVE SENSOR CHECK OIL COOLER
LOW OIL VALVE
PRESSURE
SWITCH
CHECK VALVE
AIR OIL
AC GENERATOR
SEPERATOR
HIGH OIL
TEMPERATURE
SENSOR
LUBRICATION
PUMP
DE-OILING
SCAVENGE VALVE
PUMPS
OIL FILTER
OIL LEVEL
BYPASS VALVES
SENSOR
OIL SUMP
OIL PRESSURE OIL
FILLER
OIL RETURN
OIL LEVEL TUBE
AIR-OIL MIST
OIL FILTERS SIGHT GLASS
MAGNETIC
DRAIN PLUG
HSPS CT/NOV.. 2006 OIL SYSTEM - DESCRIPTION Page 3.4

HAMILTON SUNSTRAND PROPRIETARY a 320-481a


7/21/2019
OIL SYSTEM – OPERATION Aps 3200 Training
The main functions of the oil system are : oil supply, scavenge
return, venting and indicating.
Scavenge Return
Oil Supply
After lubrication, the oil returns to the gearbox sump by two
The lubrication pump draws the oil from the sump and delivers it to scavenge pumps:
the oil system. During starting, the de-oiling valve opens and air is -One for the power section rear bearing that returns the oil directly to
drawn into the pump to prevent oil flow. After de-oiling the oil flows to the sump
the oil cooler, then to the filter. One for the AC generator that returns the oil to the sump through a
In the event oil flow through the filter becomes restricted, the switch filter.
indicator is activated. If the filter becomes blocked, the oil filter Note: The front bearing and the gearbox are scavenged by gravity.
bypass valve will open and allow flow to the oil system.
The oil pressure relief valve opens to regulate the oil system Venting
pressure. When the valve is open, some of the oil flow is bypassed
back to the inlet side of the lubrication pump. Oil mist in the gearbox is separated by a centrifugal air-oil separator.
The gearbox is vented to the exhaust through an external pipe.
Scavenge Return
Monitoring
After lubrication, the oil returns to the gearbox sump by two -
scavenge pumps: Low oil pressure switch
- One for the power section rear bearing that returns the oil directly -High oil temperature sensor
to the sump - AC generator high oil temperature sensor
- One for the AC generator that returns the oil to the sump through a - Oil filter impending blockage switch indicators
filter. - Oil level sensor
Note: The front bearing and the gearbox are scavenged by gravity. - Oil level sight glass
- Magnetic drain plug



V
OIL SYSTEM - OPERATION
OIL SUPPLY
OIL PRESSURE
SCAVENGE RETURN
VENTING
a 320-481 a



ENGINE LUBRICATION (1)
Lubrication is required for the AC generator, the gearbox and the

APU bearings.
AC Gener ator Lub ri cat ion an d Cool in g Gearbox Lubrication
Oil Supply Oil Supply
From the lubrication pump and filter, the oil is supplied to the AC The oil flowing from the lubrication pump passes through the filter
generator: and then by means of internal lines and jets is sprayed onto the
gears and bearings.
- One flow for cooling
From the gearbox the oil is also supplied to the cooling fan bearings
- A second flow to lubricate the generator drive shaft splines. and to the rotor assembly front bearing.
Scavenge and Return Scavenge and Return
The oil from the AC generator is scavenged by a pump and returned After lubrication the oil returns to the gearbox sump by gravity.
to the gearbox sump through a filter.




FROM LUBRICATION FROM LUBRICATION
PUMP PUMP
AC GENERATOR DE-OILED

LUBRICATION DE-OILED
AIR TO
AND COOLING AIR TO
EXHAUST EXHAUST
AC GENERATOR
OIL SCAVENGE AC GENERATOR
DRIVE SHAFT SPLINE SPRAY
LUBRICATION JETS
OIL RETURN
TO SUMP
AC GENERATOR LUBRICATION
TO LUBRICATION TO LUBRICATION
OIL SUPPLY PUMP PUMP
OIL PRESSURE
SCAVENGE RETURN
VENTING
AC GENERATOR LUBRICATION GEARBOX L UBRICATION

Use or disclosure of this data is subject to the a 320-482 a


Front Bearing Lub rication
Oil Supply Sealing
The lubrication for the rotor front bearing is provided by pressurized Oil sealing of this assembly is by a floating carbon seal and a
oil from the gearbox oil system. labyrinth seal using air from the power section impeller.
A jet located in the gearbox housing sprays oil between the front end A drain cavity between the seals is vented overboard, into the APU
of the load compressor shaft and the front bearing nut. (Phonic drainmast.
Wheel)
The oil runs along the shaft, lubricates the quill shaft splines and
enters the gap through the split inner races to lubricate the bearing.
Oil flow to the bearing is also provided by oil passages between the
gearbox and bearing outer race to provide a squeeze film to dampen
bearing vibration.
Scavenge and Return
After lubrication the oil is returned to the sump by gravity.



FLOATING AIR FROM

CARBON POWER SECTION
SQUEEZE
SEAL IMPELLER
FILM
BALL BEARING
LABYRINTH
SEALS
INTERNAL OIL
SUPPLY
FRONT BEARING
OIL PRESSURE SPRAY NUT
COMPRESSED A IR
SEA L AIR VENT LOAD
DRAIN COMPRESSOR
CAVITY IMPELLER
ENGINE LUBRICATION (2) - FRONT BEARING LUBRICATION



Rear Bearing Lubr ication
Oil Supply Sealing
The lubrication of the rotor rear bearing is provided by pressurized oil Oil sealing in the bearing area is accomplished by a floating carbon
from the gearbox oil system. seal and a rotating labyrinth seal. The seals are pressurized with air
flow from the power section impeller.
The oil is supplied to the rear bearing through an external pipe.
In the bearing area, the oil is directed to the outer race to provide a
squeeze film and an internal line that sprays oil into the rear tie-bolt
area.
Drilled passages in the tie-bolt allow oil circulation for lubrication and
cooling of the roller bearing.
Scavenge and Return
After lubrication, the oil is scavenged back to the sump through an

external pipe by a scavenge pump.


SQUEEZE OIL SUPPLY
FILM
SECOND STAGE
TURBINE WHEEL
AIR FROM
POWER SECTION
IMPELLER
ROLLER TIE
BOLT
BEARING
ROTATING
LABYRINTH
SEAL FLOATING
OIL PRESSURE CARBON
OIL RETURN SEAL
COMPRESSOR A IR
ENGINE LUBRICATION (3) - REAR BEARING LUBRICATION

HSPS CT/NOV. 2006 a 320-453 a
Page 3.12

OIL SUMP
The sump provides a reservoir for the APU lubrication system. The main components of the oil sump are:
Location - Oil filler tube
The sump is located in the bottom of the gearbox. - Oil overflow boss
Main Features - Oil pressure fill port
- Capacity at the "FULL" mark: 5.4 litters (5.72 Qts) - Air-oil separator
- Capacity at the "ADD" mark: 3.95 litters (4.16 Qts) - Magnetic drain plug
- Pressure relief valve

- Oil level sensor
- Oil level sight glass.


GEARBOX
OIL FILLER
TUBE
OIL
OVERFLOW
OIL LEVEL BOSS
SENSOR
OIL
PRESSURE OIL
FILL PORT LEVEL
SIGHT
GLASS
MAGNETIC
DRAIN PLUG PRESSURE
RELIEF VALVE GEARBOX – LEFT SIDE VIEW
GEARBOX – FRONT VIEW
OIL SUMP

AIR-OIL SEPARATOR
Function Operation
The air-oil separator separates the oil from the air. An air-oil mist is created in the gearbox when the APU is operating.
Location The oil is separated

intermediate from
gear. The oilthe air bytothe
returns therotating
gearboxaction
sumpofbythe gearbox
gravity
and the air is vented through a pipe to the APU exhaust.
The air-oil separator is located in the upper part of the gearbox.
Description
The air-oil separator is part of the gearbox intermediate gear.
The gear has a hollow shaft with radial drillings. The rear of the
hollow shaft vents into a passage in the gearbox housing.



INTERMEDIATE
GEAR
AIR-OIL
SEPERATOR
TO APU
EXHAUST
DE-OILED
OIL MIST
AIR
AIR-OIL SEPARATOR
OIL RETURN
OIL RETURN TO SUMP
TO SUMP
AIR – OIL SEPERATOR


OIL PUMPS - GENERAL OIL PUMPS - DESCRIPTION
7/21/2019 Function Aps 3200 Training
Gerotor Type
One pump is used for the lubrication supply and two pumps for The gerotor is a positive displacement pumping unit consisting of two
scavenge. elements: an inner and outer rotor.
Location The inner rotor has one less tooth than the outer, and has its
The oil pumps are located inside the gearbox front face. centerline positioned at a fixed eccentricity from the centerline of the
Main Features outer element.
- L ubrication pump The inner element is driven by the gearbox.
• Type: Vane type Vane Type
• Flow: 2160 l/h (570 GPH) The vane type pump consisting of a slotted inner rotor equipped with
- AC generator scavenge pump vanes operating in an eccentric housing.
• Type: Vane type pump Operation o f the Pressur e Relief Valve
• Flow: 2160 l/h (570 GPH) The oil pressure relief valve is a non adjustable, spring loaded relief
- Rear bearing scavenge pum p valve.
• Type: Gerotor type pump The valve will open when oil pressure reaches 345-414 kPag (50-60
• Flow: 160 l/h (42 GPH) PSIG).
pump. The oil that is bypassed, returns to the inlet of the lubrication


AC GENERATOR
SCAVENGE PUMP
FUEL CONTROL
UNIT DRIVE
OIL SCAVENGE
PUMPS
OIL PUMP
DRIVE GEARS
REAR BEARING
SCAVENGE LUBRICATION
PUMP PUMP
OIL PRESSURE
PUMP PRESSURE
RELIEF VALVE
a 320-485
a
OIL PUMPS - GENERAL - DESCRIPTION


DE-OILING VALVE
7/21/2019 Function Operation
Aps 3200 Training
The de-oiling valve reduces the APU starting lead during start During the APU start up the de-oiling valve is energized open by the
conditions. ECB. When the valve is open the lubrication pump is prevented from
pumping oil into the system. This reduces the starting load of the
Location APU and allows faster acceleration.
The valve is located on the left side of the gearbox. When the APU accelerates to 55% speed, the ECB de-energizes the
de-oiling valve and allows the lubrication pump to produce oil flow.
Main Features
During shutdown, the de-oiling valve is again energized by the ECB
- Solenoid valve operated by the ECB when the APU de-accelerates to 90% speed. This allows the oil
remaining in the system to return to the oil sump with the exception
- Nominal rating: 28 VDC; 1.0 amps of one quart remaining in the oil cooler.
- Solenoid valve energized open.
Description
The de-oiling valve is a solenoid operated valve directly controlled by

the ECB.

Use or disclosure
restriction of this
on the title data
page of is subject
this to the
document.

DE-OILING VALVE
AIR
GEARBOX LEFT SIDE

TO
OIL
COOLER
OIL SUMP
DE-OILING SYSTEM
TO
LUBRICATION
PUMP
AIR
OIL
FROM
SUMP
DE-OILING VALVE
a 320-486a
DE – OILING SYSTEM

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restriction of this
on the title data
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this to the
document.
OIL FILTERS - GENERAL OIL FILTERS - DESCRIPTION
7/21/2019 Function EachTraining
Aps 3200 filter system consists of:
The function of the oil filters is to filter the oil. - A 20 micron disposable cartridge
There are two filters: one for lubrication and one for the AC generator - An oil filter impending blockage switch indicator
scavenge. They are the same type of filter.
- A by-pass valv
Location
The lubrication filter is located in the pressure line after the oil cooler.
The scavenge filter is located after the AC generator scavenge
pump.
Both filters are installed at the bottom front face of the gearbox.
Main Features
- Filter element: 20 microns
- By-pass valve setting: 345-414 kPad (50-60 PSID)
- Switch indicator setting: 207-241 kPad (30-35 PSID).

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LUBRICATION SWITCH AC GENERATOR
7/21/2019 FILTER INDICATOR SCAVENGE FILTER
Aps 3200 Training
LUBRICATION
FILTER
a 320-487 a

OIL FILTERS - GENERAL - DESCRIPTION

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OIL FILTER - OPERATION
Oil Flow By-pass
In normal operation the oil is filtered and then flows to the oil system. When
kPad (50theto
differential
60 PSID),pressure across
the by-pass thewill
valve filter exceeds
open 345 to 414
and allow
Pre-blockage of the Oil Filters unfiltered oil to flow into the system.
Should the filter become contaminated, a difference in pressure The by-pass valve is located in the gearbox and is non-adjustable.
across the filter will occur.
Two switch indicators are mounted on the front of the gearbox near
each oil filter. The switch indicator provides a visual indication when
the oil temperature is 74°C (165°F) and the oil pressure across the
filter reaches 241 kPad (30-35 PSID). The ECB also monitors each
switch indicator and will store the fault message.

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restriction of this
on the title data
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document.
a 320-488 a

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document.
OIL COOLER - GENERAL OIL COOLER - DESCRIPTION 107/739
The oil cooler is a rectangular unit which includes:
7/21/2019 Function Aps 3200 Training
- An oil cooler housing which consists of an integrally brazed
The oil cooler transfers the heat of the lubr icating oil to the air aluminum heat-exchanger with an aluminum core and a stainless
flowing through the cooler. steel housing.
Location - A check valve and a by-pass valve to regulate the oil flow and
internal pressure of the oil cooler.A drain plug to drain the
The oil cooler is installed on the left side of the APU. oil cooler
In the oil system, the cooler is located between the lubrication pump
and the filter.
Main Features
- Oil cooling ability: 2160 l/h (540 GPH)

- Oil cooler by-pass valve setting:
• Opening threshold: 207 kPad (30 PSID)
• Fully open: 345 kPad (50 PSID).

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document.
a 320-489 a
OIL COOLER – GENERAL - DESRIPTION

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document.
OIL COOLER - OPERATION
7/21/2019 Normal Operation Aps Ai r Flow
3200 Training
The oil delivered by the lubrication pump flows through the aluminum The oil cooler uses the airflow from the cooling fan to remove heat
cooling tubes that are cooled by the cooling fan air flow. from the oil. The heated air is then discharged overboard through an
air duct located in the left APU compartment service door.
The cooled oil then flows to the various APU lubrication points.
By-pass Operation
When the pressure exceeds 207 kPad (30 PSID), the bypass valve
opens.
The oil flow by-passes the cooler to the lubrication system.
Check Valve Operation

The check valve is an oil pressure operated valve.
When the pressure in the oil system is low (de-oiling during start and
shutdown), the check valve closes and prevents draining of the oil
cooler into the sump.
The check valve traps approximately one quart of oil in the oil cooler
when the APU is not running.

COOLING AIR COOLING AIR

http://slidepdf.com/reader/full/aps-3200-training INLET 110/739
INLET
CHECK CHECK
VALVE VALVE
OIL OIL
OUTLET OUTLET
OIL FLOW
BY-PASS RESTRICTION
BY-PASS
VALVE CLOSED
VALVE OPEN
OIL OIL
INLET INLET
OIL FLOW
AIR FLOW
BY-PASS
NORMAL
OPERATION
OPERATION
a 320-490 a

MONITORING DEVICES
http://slidepdf.com/reader/full/aps-3200-training - LOW OIL PRESSURE SWITCH 111/739
General
Function Functional Descriptio n
The Low Oil Pressure (LOP) switch senses the pressure The LOP switch consists of a normally closed switch and is open
downstream of the filter. when normal oil pressure is present.
The LOP is
pressure switch initiates automatic APU shut down when the oil
too low. The ECBofdoes
a speed 100%not(RTL)
check for oil
plus 10 pressure
seconds. until the APU has reached
Location If oil pressure is below 241 kPag (35 PSIG), and the APU is
operating at 100% speed, the APU will shut down after running for
The LOP switch is mounted on the right side of the air inlet plenum 10 seconds.
or on the lower right side of the gearbox
Main Features
- LOP switch setting: 241 kPag (35 PSIG)
- Output signal to ECB: ground signal.
Interfaces
- The ECB
- The APU oil system.


LOW OIL PRESSURE SWITCH
MONITORING DEVICES
a 320-491 a
MONITORING DEVICES - OIL TEMPERATURE SENSOR

General Functional Descriptio n

Function The HOT sensor is a Resistive Temperature Device (RTD) supplied
with a constant current of 1 mA (by the ECB). The resistance varies
The Oil Temperature (HOT) sensor senses the temperature of the oil with the oil temperature and modifies the sensor output voltage.
at the outlet of the oil cooler. When the oil temperature is too high,
the HOT sensor initiates automatic APU shut down. When the oil temperature reaches a limit value of approximately
135°C (275°F), the ECB will initiate automatic APU shut down.
Location
Note: The AC generator also has an integral oil temperature
The HOT sensor is installed on the lower rear face of the gearbox. sensor which causes the APU to shut down when an
excessive temperature is detected (180°C; 365°F). The
Main Features sensor is monitored by the ECB.
- HOT sensor setting: 135° C (275° F)
- Sensor input signal (from ECB): 1 mA
- Sensor output signal (to ECB): variable output voltage
- 100 Ω RTD; 1 mA; 19°C to 149°C (67°F to 300°F.)
Interfaces
- The ECB


TO AIRCRAFT
RESISTIVE ECB
TEMPERATURE
DEVICE
(135C / 275F)
3 WAY
GEARBOX LEFT SIDE SOLENOID VALVE
HOT SENSOR
FROM TO
OIL OIL
COOLER FILTER
OIL SUMP HOT SENSOR
OIL FILTER
OIL COOLER a320-491 a
MONITORING DEVICE
OIL TEMPERATURE SENSOR
MONITORING DEVICES - OIL LEVEL SENSOR

General Functional Descriptio n 115/739
Function The oil level sensor is a Resistive Temperature Device (RTD) that
7/21/2019 the ECB
Aps 3200 supplies with a constant current of 75 mA.
Training
The oil level sensor measures the quantity of oil in the gearbox
sump. The resistance varies with the oil level and changes the sensor
output voltage sensed by the ECB.
When the
warning ofoil
lowlevel is too low,
oil quantity onthe
thesensor provides
lower ECAM, a flight
APU deckpage.
systems At power up, the oil level is checked for a period of 8 seconds and is
determined OK or LOW by the ECB.
Location
If the oil level is low, the ECB will display "OIL QTY LOW" message
The oil level sensor is located on the right side of the gearbox. on the lower ECAM when the APU system page is selected.
Main Features
- Sensor output signal (to ECB): variable output voltage.
Interfaces
- The ECB


GEARBOX FRONT VIEW
MONITORING DEVICES
a320-493a
OIL LEVEL SENSOR

MONITORING DEVICES MAGNETIC DRAIN PLUG

Oil Level Sight Glass A drain plug is located on the lower front side of the gearbox
housing. Removing the plug allows oil drainage from the sump. The
7/21/2019 The oil level sight glass is located on the lower left side of the drain Training
Aps 3200 plug embodies a magnetic chip detector that attracts ferrous
gearbox housing, close to the oil fill tube. metal particles in the oil. The detector can be removed, inspected
and installed without draining the oil sump.
It provides a visual indication of the oil level in the sump.
A self the
when sealing valve chip
magnetic in the drain plug
detector housing prevents oil drainage
is removed.
Oil level ADD and FULL marks are written on the sight glass.


GEARBOX GEARBOX
LEFT SIDE FRONT VIEW
OIL LEVEL SIGHT GLA SS MAGNETIC DRAIN PLUG
OIL LEVEL SIGHT GLASS - MAGNETIC CHIP DETECTOR
MONITORING DEVICES a320-494a

OIL PIPES
External Pipes
Supply
- From lubrication pump, oil cooler and to the gearbox
- From gearbox to power section rear bearing.

Scavenge
- From power section rear bearing to scavenge pump.
Vent
- From power section rear bearing to air-oil separator
- From air-oil separator to APU exhaust system.


OIL PIPES
OIL PRESSURE
OIL SCAVENGE
VENT a320-495a
OIL PIPES


APS 3200
SECTION 4
FUEL SYSTEM

FUEL SYSTEM - GENERAL

Function Components Location
The fuel system provides the supply and the control of fuel to the - The fuel control unit is located on the front face of the gearbox
7/21/2019 APU under all operating conditions. Aps 3200 Training
- The flow divider is located on the combustor housing
Systems Involved
- The aircraft fuel system - housing.

The fuel manifolds and injectors are located on the combustor
- The pneumatic system
- The APU control system
- The APU fuel system.
APU Fuel System Main Compo nen ts
- Fuel control unit
- Flow divider
- Pilot fuel manifold and injectors
- Main fuel manifold and injectors.

FUEL SUPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN FUEL SYSTEM - GENERAL


FUEL SYSTEM - DESCRIPTION
The system consists of a fuel control unit, a flow divider and fuel
manifolds and injectors.
7/21/2019 Fuel Control Unit Aps 3200
FlowTraining
Divider
The fuel control unit contains the following injector components: The flow divider controls the flow to the main and pilot injectors. The
divider also provides pilot purge to the exhaust.
- Low fuel pressure switch (aircraft supplied)
Main Fuel Manifold and Injectors
- Low pressure pump (centrifugal type)
- Manifold to supply fuel to the main injectors
- Filter (filter element, by-pass valve and impending blockage ΔP
indicator) - Main in jectors (six injectors mounted on the combustor housing).
- High pressure pump (gear type pump); Pilot Fuel Manifold and Injectors
- Servo valve (electrically operated valve that meters the fuel flow in - Manifold to supply fuel to the pilot injectors
response to signals from the electronic control box)
- Pilot injectors (three injectors mounted on the combustor
- Constant P valve (pressure differential valve that controls the housing).
differential pressure across the servo valve)
- 3 way solenoid valve (valve operated by the electronic control

box to open and close the fuel supply to the fuel injectors).
- Pressure regulator (fuel pressure supply to the actuators of the

air control system).

http://slidepdf.com/reader/full/aps-3200-training PRESSURE INLET GUIDE 126/739

HIGH VANE
REGULATOR
PRESSURE ACTUATOR
FILTER SERVO
PUMP
7/21/2019 VALVE Aps 3200 Training
PILOT FUEL
MANIFOLD
AND
INJECTORS
FLOW
DIVIDER PURGE TO
EXHAUST
LOW FUEL
PRESSURE
SWITCH
3 WAY
SOLENOID
VALVE
FUEL MAIN FUEL
INLET MANIFOLD
AND
INJECTORS
FUEL SUPPLY
UN-MTERED FUEL DRAIN
METERED FUEL LOW PRESSURE CONSTANT
FUEL RETURN PUMP DELTA-P VALVE a320-497a
FUEL DRAIN
FUEL SYSTEM - OPERATION (1)

Starting
When APU start is selected: During starting, the fuel flow is controlled by the servo valve using
signals from the ECB.
- The starter motor is energized and cranks the APU rotor assembly
7/21/2019 Aps At
3200 Training
self-sustaining speed, the starter and the ignition system are
- The ignition exciter operates and supplies high voltage spark to the deactivated and the APU accelerates to 100% speed.
two igniter plugs
The APU is maintained at 100% speed under all load conditions by
- The 3 way solenoid valve is energized open to provide fuel flow to the servo valve controlling fuel flow.
the injectors
- The servo valve is electrically operated to control the fuel flow.
Fuel from the aircraft fuel system is supplied by the low pressure and
high pressure pumps through the servo valve and the 3 way solenoid
valve.
When the fuel pressure reaches approximately 138 kPad (20 PSID),
the flow divider delivers fuel to the pilot injectors. The fuel injected
into the combustor is ignited by the ignitor plugs.
When the fuel pressure reaches approximately 1380 kPad (200

PSID), the flow divider delivers fuel to the main injectors.

7/21/2019 Aps 3200 Training IGNITION EXCITER AND
IGNITERS OPERATION
TO PILOT INJECTORS
TO MAIN INJECTORS
BY SERVO VALVE
CONTROLLED BY ECB
STARTING
FUEL SUPPLY
UN-METERED FUEL
a320-498 a
METERED FUEL
FUEL RETURN
STARTING
FUEL DRAIN

Running Condition Shut-down
- Stabilized condition When APU shut-down is initiated (manual or automatic), the ECB de-
energizes the 3 way solenoid valve. Fuel flow to the fuel injectors is
The fuel control unit provides a flow higher than APU fuel flow shut off and bypassed back into the fuel system.
7/21/2019 requirements. The fuel is metered by the servo valve and is Aps 3200 Training
controlled by the ECB. The excess fuel is returned to the HP pump One second later the ECB de-energizes the fuel servo valve.
inlet through the constant AP valve and the fuel filter.
Any fuel remaining in the pilot manifold assembly and fuel injectors is
- Transient condition purged into the exhaust by combustor air pressure.
When the load applied to the power section changes, the rotation
speed changes. The ECB senses the change and implements a
signal to the servo valve. The fuel flow is metered to keep the rotor
speed constant.

FUELSUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
a320-499a

FUEL CONTROL UNIT - GENERAL

The fuel control unit (FCU) supplies and meters fuel to the APU. - Fuel pumps
7/21/2019 The fuel control unit also supplies regulated fuel pressure to the inlet Aps 3200 Training
- Filter
guide vane and bleed control valve actuators.
- Servo valve
Location
- 3 way solenoid valve
The fuel control unit is mounted on the front face of the gearbox by a
v-band clamp. - Pressure regulator.
Interfaces
- Aircraft fuel system
- Pneumatic system actuators
- Drain system
- Control system.
Main Features
- Fuel supply by a low pressure pump and a high pressure pump
- Fuel filtering for the high pressure pump.
- Fuel metering by an electronic system (servo valve and electronic

control box).
FUEL FILTER
FUEL SUPPLY
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
a320-500A
SERVO VALVE

FUEL CONTROL UNIT - DESCRIPTION (1)
Components of th e Fuel Control Unit

- A low fuel pressure switch located at the FCU fuel inlet (not - A pressure regulator that provides a constant pressure to the air
shown) system actuators:
- Fuel Pumps • A fuel outlet port (fuel supply to the actuators)
• A low pressure pump (centrifugal type) • A fuel return port (fuel return from the actuators)
• A high pressure pump (gear type) provided with a - A fuel inlet union (connected to the aircraft fuel system)
pressure relief valve
- An electrical connector (current signals from the electronic
- A drain line for the pump shaft seal control box to the 3 way solenoid valve and the servo valve).
- A filter which includes a filter element, a by-pass valve and an O-rings

impending blockage AP indicator
Two O-rings are located on the fuel control. One on the fuel control
- A servo valve (electrically operated valve that meters fuel flow in mounting flange and one on the drive shaft. Both O-rings must be
response to signals from the electronic control box) properly installed or excessive loss of oil will occur when the APU is
operating.
- A constant P valve (a valve that controls the differential pressure
across the servo valve)
- A 3 way solenoid valve (valve operated by the electronic control

box to open and close fuel flow to the fuel injectors)

a320-501a

Low Pressure Fuel Pump High Pressure Fuel Pump

The low pressure fuel pump provides a positive supply to the inlet of The high pressure fuel pump supplies a fuel flow higher than the
the high pressure pump. APU requirements. The excess fuel is returned to the pump inlet
through the constant ΔP valve. The pump is also provided with a
The pump is mechanically driven at the same speed as the high pressure relief valve.
pressure pump by a splined shaft (driven by the gearbox).
Main Features
The splined shaft is provided with a seal and a drain line to the drain
system. - Type: gear type
Main Features - Rotation speed: 10129 RPM
- Type: centrifugal - Pressure: 2068 - 4480 kPad (300 - 650 PSID)
- Rotation speed: 10129 RPM - Flow: 727 kg/h (1600 lbs/hr)
- Pressure: 550 - 690 kPad (80 - 100 PSID) - Relief valve setting: > 4480 kPad (> 650 PSID).
- Flow: 182 kg/h (400 lbs/hr) at 550 kPad (80 PSID). Note: - Fuel flow at 7 % N: 20 kg/h (45 lbs/hr)
- Fuel pressure at 7 % N: 1379 kPad (200 PSID).

FUEL SUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN a320-502a
FUEL DRAIN

Fuel Filter
The filter is located at the outlet of the low pressure pump.
The filter includes the following components:
- A filter element to filter the fuel
Filter specification: 10 microns
- An impending blockage P indicator to provide a visual warning

of a restricted filter
Setting: 48 kPad (7 PSID)
- A by-pass valve to allow the fuel supply in the event of filter

blockage
Setting: 324 kPad (46 + - 4 PSID).
O-ring
An O-ring is located inside the fuel filter cavity of the fuel control unit.
The O-ring functions as a seal and a securing device for the filter
bowel. The bowel is not secured by any external locking device.

FUEL SUPPLY
UN-METERED FUEL a320-503a
METERED FUEL
FUEL RETURN

Servo Valve 3 Way Soleno id Valve
The servo valve meters the fuel during starting and normal operating The valve opens and closes the fuel supply for operation and shut 139/739
conditions. down of the APU.
7/21/2019 The valve consists of a torque motor which operates a fuel metering The solenoid
Aps 3200 Training valve is energized open to supply fuel to the fuel
valve (clevis type). injectors (control from ECB).
The motor is electrically controlled by the ECB. ECB current When de-energized, a spring moves the valve to the close position.
operates the valve to meter fuel flow.
When the valve closes, the fuel is shut off to the injectors and
During starting, the servo valve meters fuel flow to accelerate the bypassed back into the fuel system.
APU.
During a normal or auto shutdown of the APU the ECB de-energizes
In normal operating conditions, the fuel flow is metered to maintain a the 3 way solenoid valve, one second later the servo valve is de-
constant 100% speed. energized.
The main features of the servo valve are: In the event the 3 way solenoid valve does not close, the APU will
shut down when the servo valve is de-energized. If this condition
- Type: Torque motor occurs, the ECB will store a fault message. (APU FUEL VALVE
FAILED OPEN).
- Current: 0 - 100 mA
- Metered flow: 6 - 198 kg/h (13 - 435 lbs/hr).

UN-METERED FUEL
METERED FUEL a320-504a

Constant P Valve Pressure Regulator
The valve maintains a constant pressure differential across the servo The pressure regulator provides the fuel pressure supply to the inlet 141/739
valve. guide vane actuator and the bleed control valve actuator. The valve
is non adjustable.
7/21/2019 The valve senses upstream pressure on one side and downstream Aps 3200 Training
pressure plus the force of a spring on the other side. The valve The pressure regulator is closed from 0 to 60% APU speed. When
position determines the amount of fuel to be returned to the fuel the speed is above 60%, the regulator will open and deliver 1724
system. KPad (250 PSID) of fuel pressure to the actuators.
The ΔP setting of the constant ΔP valve is of 689 kPad (100 PSID)

across the servo valve. The valve is non-adjustable.

REGULATED REFERENCE FUEL RETURN

PRESSURE TO PRESSURE FROM TO LOW
ACTUATORS LOW PRESSURE PRESSURE
PUMP OUTLET PUMP INLET
PRESSURE
FROM HIGH
PRESSURE PUMP
FUEL SUPPLY
UN-METERED FUEL
a320-505a
METERED FUEL
FUEL RETURN
FLOW DIVIDER - GENERAL

Function Interfaces
The flow divider distributes fuel from the fuel control unit to the pilot
http://slidepdf.com/reader/full/aps-3200-training - Fuel control unit 143/739
and main injectors. It also provides purging of the pilot injectors
during APU shut-down. - Main injector manifold
Location - Pilot injector manifold
The flow divider is installed on the left side of the combustor housing. - Exhaust system (purge).
The flow divider is located downstream of the 3 way solenoid valve.
Main Compon ents
The flow divider consists of two valves:
- A pilot injector and purge valve set at approximately 138 kPad (20
PSID) to open.
- A main injector valve set at approximately 1380 kPad (200 PSID)

to open.


FUEL
CONTROL
UNIT
UN-METERED FUEL
FUEL RETURN
FUEL PURGE FLOW DIVIDER - GENERAL
FLOW DIVIDER - DESCRIPTION AND OPERATION

Description Operating
The flow divider consists of: - Starting

Two valves: When the APU is started, the fuel pressure increases to 138 kPad
(20 PSID). The pilot injector valve opens and allows fuel flow to the
7/21/2019 • A pilot injector and purge valve set at approx. 138 kPad Aps 3200
pilotTraining
injectors.
(20 PSID)
When the pressure reaches 1380 kPad (200 PSID), the main
• A main injector valve set at approx. 1380 kPad (200 PSID) injector valve opens allowing fuel flow to the main injectors.
- A filter screen (located at the fuel inlet) - Normal Running Condition
- Fuel inlet/outlet ports: The two valves remain open to allow fuel flow to the pilot injectors
and the main injectors.
• Fuel inlet from the fuel control unit
- Shut-down
• Fuel outlet to the pilot manifold
As the fuel pressure decreases, the two valves close. The fuel
• Fuel outlet to the main manifold remaining in the pilot injectors is purged into the exhaust by
combustor air pressure. At this time, a momentary puff of smoke
• Fuel outlet to the exhaust system (purge). may be viewed coming from the APU exhaust. This is a normal
occurrence.

METERED FUEL
FUEL PURGE
PILOT FUEL MANIFOLD AND INJECTORS

Function
The pilot manifold delivers fuel from the flow divider to the pilot
injectors during start and normal operation. 147/739
It also supplies the pilot fuel injectors with fuel during normal running.
Location
The pilot manifold is mounted around the combustor housing.
Description
The pilot manifold consists of flexible pipes connecting the flow

divider to the three pilot injectors. It is comprised of teflon tubes
encased in a single layer of steel braid that is covered with a rubber
sheath.

FUEL SUPPLY a320-508a

UN METERED FUEL
METERED FUEL
FUEL RETURN PILOT FUEL MANIFOLD AND INJECTORS
PILOT FUEL INJECTORS

Type Description
Simple jet injectors. A simple jet injector comprises:

Location - A pilot injector body and mounting flange
7/21/2019
The three pilot injectors are installed on the rear of the combustor - A fuel nozzle
Aps 3200 Training
housing:
- A heat shield
- One at the top (at 12 o'clock)
The injector fits into a heat shield that is provided with two air inlet
- Two at the bottom (one at 4 o'clock and one at 8 o'clock) holes for cooling.
A gasket between the injector and the combustor housing.
Operation
A continuous flow of fuel is delivered to the combustor by the pilot

injectors and atomized by the fuel nozzles, the fuel is then mixed
with combustor air to maintain the combustion process.

METERED FUEL
INLET
GASKET
COMBUSTOR HOUSING
PILOT FUEL REAR FACE
INJECTOR

COMBUSTOR AIR
COMBUSTION
MAIN FUEL MANIFOLD AND INJECTORS

Function
The main manifold delivers fuel from the flow divider to the main
injectors.
Location

The main manifold is mounted around the combustor housing.
Description
The main manifold consists of flexible pipes connecting the flow

divider to the six main injectors. It is comprised of teflon tubes
sheath.

FUEL SUPPLY
REGULATED FUEL
a320-510a
METERED FUEL
FUEL RETURN
MAIN FUEL INJECTORS

Type Operation
Air blast injectors. A continuous flow of fuel is delivered to the combustor by the main
injectors. The fuel is atomized by combustor air flowing through the
Location shrouded air passage. The fuel is then mixed with combustor air to
maintain the combustion process.
The six main injectors are located on the combustor housing.
Description
An air blast injector comprises:
- A main injector body and mounting flange
- A fuel injection tube and a shrouded air passage
- A gasket between the injector and the combustor housing.

http://slidepdf.com/reader/full/aps-3200-training MAIN INJJECTOR 154/739

BODY
GASKET
FUEL INJECTOR
TUBE
COMBUSTION SWIRL FLOW

METERED FUEL
COMBUSTOR AIR
a320-511a
COMBUSTION
MAIN FUEL INJECTORS

FUEL PIPES
Fuel supp ly Fuel drain (pipe located on the APU left side)
- From the aircraft fuel system to the fuel control unit. - From the flow divider to the exhaust system.
Fuel distribution (pipes located on the APU left side) Fuel drain (pipes located on the APU right side) 155/739
- From the fuel control unit to the flow divider - From the fuel control unit to the APU drain collector
- From the fuel flow divider to: - From the BCV actuator seals to the APU drain collector
• The pilot manifold and injectors - From the IGV actuator seals to the APU drain collector
• The main manifold and injectors - From the combustor housing, air bypass plenum and exhaust pipe
to the APU drain collector.
Fuel distribution (pipes located on the APU right side)
- From the pressure regulator of the fuel control unit to:

• The BCV servo valve (fuel supply and return)
• The IGV servo valve (fuel supply and return).

FUEL FLOW
DIVIDER
FUEL SUPPLY
METERED FUEL
FUEL DRAIN
FUEL PIPES
FUEL SYSTEM INTERFACES

The APU fuel system has several interfaces: aircraft fuel system,
pneumatic fuel system, APU control system, APU drain system.
Ai rc raf t Fuel Sys tem

The APU is supplied with fuel normally from the aircraft left wing
tank. The aircraft low pressure fuel pump provides fuel to the APU
7/21/2019 when the aircraft tank pumps are not operating. Aps 3200 Training
The low pressure valve is controlled by the ECB and is open when
the APU is operating. The valve is closed when the APU is shut
down normally or by the APU fire switch.

FUEL SUPPLY
REGULATED
FUEL DRAIN FUEL
a320-513a

AIRCRAFT FUEL SYSTEM

The aircraft fuel system supplies fuel to the main engines and APU. A low fuel pressure warning switch is located at the fuel inlet to the
fuel inlet to the fuel control unit. The switch sends a signal to the
The aircraft fuel system has three main tanks: ECB if fuel pressure is too low.
- A left tank located inside the left wing The ECB will display "FUEL LO PR" message on the lower ECAM
when the APU system page is selected. This requires the APU to be
- A center tank located between the two wings above 7% speed and the fuel pressure below 109 KPag (15.8 PSIG).
7/21/2019 - A right tank located inside the right wing. Aps 3200 Training
Each tank has electric pumps to supply the engines.
A cross f eed valve, located between the tanks, connects the left
and right engine supply lines. In normal operation, the cross feed
valve is closed.
The low pressure valve isolates the APU from the fuel supply.
The valve is open when the APU is running. It closes when the APU
is shutdown or when the FIRE switch is activated.
The APU low pressure fuel pump is controlled by a pressure switch

located in the fuel line to the APU. The switch senses fuel tank pump
pressure. If the pressure is too low or the fuel tank pumps are turned
off, the switch will cause the APU low pressure fuel pump to turn on.

APU LOW PRESSURE

FUEL PUMP
a320-514a
LOW FUEL PRESSURE

WARNING SWITCH

APS 32OO A UXILIA RY POWER UNIT


.
APS 3200
SECTION 5
AIR SYSTEM

AIR SYSTEM - GENERAL

Function Component Location
The air system provides compressed air to the aircraft on the ground The inlet guide vane system components are located on the right
and in flight. upper side of the air inlet housing. The inlet guid e vanes are
located in the air inlet housing ahead of the load compressor air inlet.
Main Features 163/739
The air bleed system comp onents are located on the right lower
side of the load compressor scroll outlet.
- Flow: 1.2 kg/s (2.6 lbs/sec.)
7/21/2019 Aps All
3200 Training
the sensors are located on the APU.
- Pressure: 289.6 kPag (42 PSIG)
- Temperature: 232°C (450°F). Interfaces
- The ECB
Main Compon ents
Two systems are considered:

- The aircraft pneumatic system
- The inlet g uide vane (IGV) syst em controls the load compressor - The APU fuel system.
airflow and prevents EGT overtemperature of the power section
during load compressor operation. The inlet guide vanes are
controlled by the ECB, servo valve, and the IGV actuator.
- The air bleed system delivers airflow from the load compressor to

the aircraft pneumatic system through a bleed control valve (BCV).
The valve also functions as an anti-surge valve for the load
compressor. The BCV is controlled by the ECB, servo valve, and
the BCV actuator.

.
AMB IENT AIR

COMPRESSED A IR
REGULATED FUEL
FUEL RETURN
HSPS CT/NOV.. 2006 AIR SYSTEM - GENERAL Page 5.2

AIR SYSTEM - OPERATION
Control of the System
The ECB uses various control signals from the aircraft and the APU
sensors to control the inlet guide vanes and the bleed control valve.
Indication
The pressure is indicated on the lower ECAM APU system page
7/21/2019 display. The pressure is indicated by the load compressor discharge Aps 3200 Training
pressure sensor and transmitted to the indicator through the ECB,
the ADIRU, the BMC computers in PSIG.
Ai r Sys tem Oper ati on
The air system operation chart shows IGV and positions during
various modes of operation

.
ENGINE BLEED PACK MODE AIRCRAFT IGV BCV

SPEED SWITCH MODEL POSITION POSITION
%
0 - ALL CLOSED DISCHARGE
7/21/2019 Aps 3200 Training 72º ( 0)
100 OFF CLOSED - ALL CLOSED DISCHARGE

82º ( 0)
100 ON OPEN - ALL OPEN DELIVERY

48º 45º TO 90º
100 ON OPEN ECS A318 OPEN DELIVERY

A319 48º TO -30º 90º
A320

48º TO -10º 90º
100 ON CLOSED MES ALL OPEN DELIVERY
-5º 90º
OPERATION CHART
HSPS CT/NOV.. 2006 AIR SYSTEM - OPERATION Page 5.4

INLET GUIDE VANE SYSTEM - GENERAL
Function Interfaces
-
The inlet guide vane system controls the load compressor air flow to Fuel inlet (fuel pressure)
provide the required flow to the aircraft pneumatic systems.
Fuel outlet (fuel return)
Main Features
- Fuel drain
- Hydraulically operated actuator, controlled by a servo-valve and
7/21/2019 the electronic control box. - Control
Aps 3200 signal from the ECB to the servo valve
Training
Components Involved - Position signal from the LVDT (Linear Voltage Differential
Transducer) to the ECB
- The electronic control box (ECB)
- EGT signal from APU exhaust thermocouples to the ECB.
- The inlet guide vane (IGV) system components: servo valve,
actuator, control mechanism and inlet guide vanes
Components Location
- The servo-valve and actuator form an assembly located on the

right upper part of the APU on the air inlet housing.
- The inlet guide vanes and their control mechanism are located in
the air inlet housing.

REGULATED FUEL
FUEL RETURN
FUEL DRAIN

INLET GUIDE VANE SYSTEM - DESCRIPTION (1)

The system includes the actuator, the control rod and the IGV
mechanism.
IGV Actuator
Hydraulically operated actuator using fuel supplied by the FCU, it

comprises of a servo valve and an operating piston. 169/739
Control Rod
The rod connects the actuator piston to the IGV assembly. It is
connected to the actuator piston by a quick release pin.
IGV Position Indicator
The actuator rod housing has a position indicator cast on the top and
bottom of the housing. The indicator markings range from CLOSED
to OPEN. An external metal tab is attached to the control rod and
functions as a position indicator for the IGV’s and used to manually
move the IGV’s when the APU is not running. The igv’s should be in
the CLOSED position before starting the APU.

IGV POSITION
INDICATOR
OPEN
http://slidepdf.com/reader/full/aps-3200-training CLOSED 170/739

ACTUATOR
ROD HOUSING
METAL TAB
a 320-516.1
HSPS CT/NOV. 2006 INLET GUIDE VANE SYSTEM - DESCRIPTION (1) Page 5.8
Servo Valve IGV Contro l Mechanism and Inlet Guide Vanes
The servo valve controls the position of the actuator piston by using The inlet guide vanes are part of the IGV assembly. A sector gear is
a spill valve that meters the potentiometric jet. The servo valve has a attached to each inlet guide vane and is driven by a common ring
metered fuel pressure inlet from the actuator and a return outlet to gear.
the fuel control unit. The control current (0-100 MA) to the servo
valve is provided by the ECB.
Ac tuato r
The actuator consists of a piston that is positioned by fuel pressure
metered by the servo valve. The actuator also uses double dynamic
seals for piston shaft sealing.
The position of the actuator piston is provided by a Linear Voltage

Differential Transducer (LVDT). The position signal is sent to the
ECB for control of the servo valve.

METRED
FUEL PRESSURE
FUEL PRESSURE
METERED FUEL PRESSURE
FUEL RETURN
FUEL DRAIN
INLET GUIDE VANE SYSTEM - OPERATION
Principle of Operation APU Star ti ng
The ECB provides a control signal (0-100 MA) to the servo valve by During start, the inlet guide vanes are in the closed position to
using the following input signals. reduce the APU starting loads. The inlet guide vanes are also in the
closed position during APU shutdown.
- APU bleed switch
http://slidepdf.com/reader/full/aps-3200-training Operation 173/739
- Speed (100%)
During load compressor operation, the position of the guide vanes
- EGT are controlled by aircraft ECS computer signals sent to the ECB.
- Air inlet pressure and temperature In the event APU exhaust gas temperature is too high during load
compressor operation the ECB will signal the IGV actuator to reduce
- ECS mode airflow delivery of the load compressor.
- MES mode. If inlet guide vane control is faulty, the IGV actuator will automatically
position the guide vanes to the closed position.
The ECB control signal is sent to the servo valve. The servo valve
meters fuel pressure to control the actuator piston movement.
When the actuator moves, the linear voltage differential transducer

(LVDT) sends the actuator position signal back to the ECB.
The actuator piston is maintained in a stabilized position by the ECB

signal (50 MA) to the servo valve.
The actuator piston positions the IGV assembly to control the airflow
delivery of the load compressor.

.
AIR INLET
PRESSURE AND
TEMPERATURE
NOTE:
SEE OPERATION FUEL PRESSURE

CHART PAGE 5.4 FOR METERED FUEL PRESSURE
AIRCRAFT MODEL
AND IGV POSITIONS FUEL
FUEL RETURN
DRAIN

AIR BLEED SYSTEM - GENERAL

The air bleed system provides air delivery to the aircraft pneumatic - The servo-valve, the actuator and the bleed control valve form a
system while preventing load compressor surge. complete assembly located on the right lower part of the auxiliary
power unit at the scroll outlet
Main Features
- Two load compressor discharge pressure pipes:
the electronic control box. • One located in the scroll outlet (high pressure) 175/739
Components Involved • One located in the diffuser of the load compressor (low
7/21/2019 pressure)
Aps 3200 Training
Both are connected to the load compressor discharge
- The Bleed Control Valve (BCV): servo-valve, actuator and valve pressure sensor to prevent load compressor surge.
- Pressure sensors Interfaces
- Ducts. - Fuel inlet
- Fuel outlet
- Fuel drain
- Control signal from the ECB to the servo valve
- Position signal from the LVDT to the ECB
- Pressure signals to the load compressor discharge pressure

sensor.

REGULATED
RETURN FUELFUEL
FUEL DRAIN
HSPS CT/NOV. 2006 AIR BL EED SYSTEM - GENERAL Page 5.14

AIR BLEED SYSTEM - DESCRIPTION (1)
The air bleed supply is controlled by a bleed control valve. APU Bl eed Switch
This valve comprises of a housing, a butterfly valve and an actuator. When the APU master switch is selected to off during bleed air
operation, the APU will continue to run in a cool down mode for a
APU Bl eed Sw itch maximum time of 2 minutes.
When the APU master switch is selected to off during bleed air The cooldown time limit can vary from 0 to 2 minutes. The time limit
operation, the APU will continue to run in a cool down mode for a depends on when the APU bleed switch is turned off prior to 177/739
maximum time of 2 minutes. selecting the APU master switch to OFF.
7/21/2019 Housing Low B
Aps 3200 leed Air Pressure
Training
The housing is mounted on the load compressor scroll outlet by In the event low bleed air pressure occurs, cycle the APU bleed
means of a v-band clamp. switch OFF and then to ON. This may restore the system to normal.
Butterfly Valve
The valve is located in the BCV housing and directs air flow from the
load compressor to the aircraft pneumatic systems, APU exhaust or
both.
The butterfly shaft extends through the top of the BCV housing. The
shaft has a slot machined into it that provides manual positioning of
the valve and also serves as a valve position indicator.

HSPS CT/NOV. 2006 AIR BL EED SYSTEM - DESCRIPTION (1) Page 5.16
Servo Valve Bleed Control Valve
The servo valve controls the position of the actuator piston by using The bleed control valve (BCV) delivers compressed air to the aircraft,
a spill valve that meters the potentiometric jet. The servo valve has a also the valve functions as an anti-surge valve for the load
metered fuel pressure inlet from the actuator and a return outlet to compressor.
Ac tuato r
The position of the actuator piston is provided by a linear voltage

differential transducer (LVDT). The position signal is sent to the ECB
for control of the servo valve.

COMPRESSED A IR
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
AIR BLEED SYSTEM - OPERATION
The ECB provides a control signal (0-100 MA) to the servo valve During start and shutdown the BCV is in the discharge position.
using the following inputs:
If the valve control is faulty, the BCV actuator will automatically
- APU bleed switch position the valve to discharge.
- Speed (100%)
- Air inlet temperature

- Load compressor discharge pressure sensor (ΔP/P).
When the actuator piston moves, the linear voltage differential

transducer (LVDT) sends the actuator position signal back to the
ECB.

The actuator piston positions the BCV to deliver the maximum airflow
to the aircraft pneumatic systems without causing load compressor
surge.

COMPRESSED A IR
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
AIR BL EED SYSTEM - OPERATION

AIR SYSTEM SENSORS - INLET AIR PRESSURE AND TEMPERATURE SENSOR
Function - Supply current: 1 mA
The air inlet pressure and temperature signals are used by the ECB - Range: -55 to +150°C (-62 to 302°F)
for control purposes.
- Resistance at 0°C (0°F): 1000 Ω.
Location
Functional Descriptio n
The pressure and temperature sensors are in one unit which is
located on the right rear side of the air inlet plenum. - The pressure sensor is made of a bridge of 4 resistors printed on
a flexible support. One of them varies if the support is deformed by
Main Features the air pressure. The whole bridge is supplied by a 5 VDC constant
source voltage coming from the ECB. The changes of the variable
Pressure Sensor resistor cause the output to vary (from 0 to 50 mV).
- Type: variable resistor device - The temperature s ensor is a resistor which is fed by a constant 1
mA current supplied by the ECB. The output voltage changes from
- Excitation voltage: + 5 and - 5 VDC approximately 0.8 to 1.2 VDC according to the resistance changes
from -55 to +50°C (-67 to +122°F).
- Output signal: 0 to 50 mV
The ECB detects a sensor failure if:
- Range: 0 to 104 kPaa (0 to 15 PSIA)
- The measured ambient pressure is lower than 3.45 kPaa
- Minimum bridge impedance: 2000 Ω. (0.5 PSIA) or higher than 110 kPaa (16 PSIA)
Temperature Sensor - The measured inlet temperature is lower than -62°C (-80°F) or
higher than 76°C (170°F)
- Type: resistance temperature device
Normal BCV control will be maintained if either air inlet pressure or
temperature sensor is failed.

AIR SYSTEM SENSORS

AIR SYSTEM SENSORS - LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS
General Description
Function The two sensors are made of a bridge of 4 resistors.
The load compressor discharge pressure sensors sense load The resistors are printed on a flexible support and one of them varies
compressor air pressure (high pressure) and (low pressure). if the support is deformed by the pressure.
The ECB receives signals from the sensors and adjusts the bleed The bridges are supplied by a constant source voltage of 5 VDC
control valve (BCV) to prevent load compressor surge. coming from the ECB. 185/739
Location The changes of the variable resistor causes the output voltage to
7/21/2019 vary (from
Aps 3200 0 to 50 millivolt).
Training
The pressure sensors (ΔP/P) are assembled as one unit. The
sensors are located on the right front side of the air inlet plenum. The ECB detects a sensor failure if:
Main Features - The measured pressure is lower than 3.45 kPad (0.5 PSID) or
higher than 172 kPa (25 PSI) or than 690 kPa (100 PSI)
The pressure sensors are variable resistor devices.
The load compressor bleed air pressure is displayed on the lower
Excitation voltage: + 5 and - 5 VDC ECAM when the APU system page is selected.
Output signal: 0 to 50 mV
Range 0 to 172 kPad (0 to 25 PSID) (ΔP)

0 to 689 kPaa (0 to 100 PSIA) (P)
Minimum bridge impedance: 2000 Ω.

LOA D COMPRESSOR DISCHARGE PRESSURE SENSORS
HSPS CT/NOV. 2006 AIR SYSTEM SENSORS Page 5.24

ACCESSORY COOLING - GENERAL
Function Cooling Fan
The accessory cooling system supplies air for the oil cooler and for The fan provides cooling air to the oil cooler and to the compartment
the APU compartment ventilation. cooling duct. The fan assembly incorporates a permanent magnet
generator that is used for APU backup overspeed and to prevent
Location momentary power interruption of the ECB.
The system components are located on the APU. Fan Outl et Duct
Main Features This duct connects the outlet of the cooling fan to the inlet of the oil
cooler.
Cooling by circulation of air taken from the air inlet plenum and
accelerated by the cooling fan. Oil Cooler Exhaust Duct
Main Compon ents This duct connects the oil cooler outlet to the APU compartment door
vent.
The main components of the system are the fan inlet duct assembly,
the cooling fan, the fan outlet duct assembly, the oil cooler and the Compartment Cooling
oil cooler exhaust duct.
The APU compartment is ventilated by air ducted from the cooling
Fan Inlet Duct fan outlet duct. The air is discharged into the compartment through
the compartment cooling duct.
This duct connects the engine air inlet plenum to the inlet of the
cooling fan.


ACCESSORY COOLING - COOLING FAN
General Main Components
Function - The cooling fan assembly includes:
The cooling fan (driven by the gearbox) provides air circulation for • An axial flow fan
the oil cooler and ventilation of the APU compartment.
• The fan drive gear
The cooling fan incorporates a permanent magnet generator that
provides momentary direct current power, and a backup overspeed
http://slidepdf.com/reader/full/aps-3200-training • 2 roller bearings 189/739
signal to the electronic control box.
- Fan inlet and outlet ducts
Location
- A permanent magnet generator and control box.
The cooling fan is located at the top of the gearbox front face and is
secured by a V-band clamp.
Main Features
- Cooling fan rotation speed: 51965 RPM
- Permanent Magnet Generator output: 40 VDC (100% of N)
- Speed signal for back-up of the overspeed protection system:

107%.

COOLING FAN - GENERAL

ACCESSORY COOLING
Description Operation
The cooling fan is mounted on the gearbox and aligned by a locating Cooling Fan
pin. The fan mounting flange is secured to the gearbox by a v-band
clamp. The cooling fan accelerates the air flow through the oil cooler.
Cooling air is also used for APU compartment cooling.
The fan is driven by a shaft assembly that is supported by two ball
bearings, the bearings are lubricated by the APU oil system. The PMG
shaft assembly uses a carbon seal and two labyrinth seals
pressurized by the power section impeller air. The oil used for The permanent magnet generator (PMG) is driven by the cooling fan
lubrication of the cooling fan is returned to the oil sump by gravity. shaft. The PMG provides momentary (240 msec) of rectified
electrical power to the ECB when the aircraft electrical power is
7/21/2019 A permanent magnet generator (PMG) and a printed circuit board Aps 3200 Training
interrupted during power transfer.
are located in the fan housing. The printed circuit board contains the
rectifier components for the PMG electrical power output to the ECB. One unrectified PMG output provides a frequency signal to the ECB
that is used for the back up overspeed signal.
The cooling fan can be used to turn the APU rotor assembly during
borescoping. This
manually rotate theisfan
accomplished
impeller. by removing the fan inlet duct and

AMBIENT AIR
OIL SUPPLY
OIL DRAIN
PRESSURIZED A IR
COOLING FAN - DESCRIPTION AND OPERATION
ACCESSORY COOLING
AIRCRAFT PNEUMATIC SYSTEM
The aircraft pneumatic system supplies compressed air to the

following:
- Aircraft air conditioning system
- Water tank pressurization
- Aft cargo heating
- Wing anti-icing system 193/739
- Main engine starting system
- Hydraulic reservoir pressurization.
The compressed air , used by the aircraft pneumatic system, can be

supplied by:
- The APU
- Number 1 engine
- Number 2 engine
- Ground air source.


HOT
AIR
PACK 2
ENG 2
PACK 1 BLEED
X BLEED
ENG. 1
BLEED
APU
BLEED 194/739
GROUND
VALVE
AIR
(BCV)
SUPPLY
7/21/2019 FAULT LIGHT Aps 3200 Training

OFF LIGHT
APU COMPRESSED AIR

ENGINE FAN COOLING AIR


APS 3200
SECTION 6
CONTROL SYSTEM

HAMILTON STANDARD PROPRIETARY
APU CONTROL SYSTEM - GENERAL
Functions Main Components
The functions of the APU Control System are: The main components of the APU control system are:
- To keep the power unit rotation speed constant to maintain AC - The APU components (sensors, pressure switches, servo-valve,
generator frequency actuators ...)
- To protect the power unit from overtemperature - The electronic control box
- To avoid load compressor surge - The aircraft control panels.

- To ensure a proper start of the power unit
7/21/2019 - To provide a proper start sequence. Aps 3200 Training
- To monitor APU component operation.
- To supply fault information for trouble shooting, engine trend

monitoring and historical data retention.
Main Features
- FADEC (Full Authority Digital Electronic Controller)
- Single computer
- power
Electrical supply
backup from
from thethe aircraft
cooling fanDC system and momentary
PMG.


APU CONTROL SYSTEM - DESCRIPTION (1)
General ECB Outputs
This description considers: They are the accessories (electro-valves, relays...) and indicating
devices.
ECB Electrical Supply
- The ECB inputs
- 28 VDC supply: from the aircraft electrical system
- The ECB outputs
- Momentary supply: from the permanent magnet generator (part of
- The ECB supply the cooling fan assembly). 199/739
- The electrical harness. Electrical Harness
ECB The APU harness connects the APU to the aircraft electrical system.
The ECB is located in the aft cargo compartment.
The unit is made of six printed wiring assemblies using digital

technology components.
ECB Inputs
They are the sensors (rotation speed, temperature, pressure...) and

discrete signals (microswitches and switches).


Control System Components - Inlet guide vane servo valve
Components of the control system: - Bleed control valve servo valve
- Low oil pressure switch - Fuel servo valve
- Oil filter switch indicators - 3 way solenoid valve
- High oil temperature sensor - Low fuel pressure switch

- Oil level sensor
http://slidepdf.com/reader/full/aps-3200-training - Permanent magnet generator 201/739
- De-oiling valve - Engine identification module
- Speed sensors - Exciter
- EGT sensors - Starter voltage sensing
- Inlet air pressure sensor - Centralized Fault Display System (CFDS)
- Inlet air temperature sensor - Aircraft discrete inputs and outputs.
- Load compressor discharge pressure sensor
- Linear voltage differential transducers (LVDTs)

CONTROL SYSTEM COMPONENTS

APU CONTROL SYSTEM - OPERATION (1)
Rotation Speed Contro l Exhaust Gas Temperatu re (EGT) Contr ol
General General
This function meters the fuel flow to maintain a constant rotor speed. This function protects the power unit against over-temperature.
Components Involved Components Involved
- Speed sensors - EGT thermocouples, the speed sensors and the inlet pressure and
temperature signals
- Electronic Control Box (ECB)
- ECB
- Fuel servo-valve.
- IGV actuator.
Principle of Operation
The ECB compares rotor speed with a nominal speed datum to
control
requiredthe fuel
fuel servo-valve.
flow to maintainThe servo-valve
100% then
rotor speed provides
under the load
all APU The ECB compares the actual EGT with an EGT datum.
conditions. The EGT datum is a function of the operating mode (ECS or MES)
and of the ambient air conditions (P1 and T1).
The ECB controls the IGV servo-valve as a function of EGT.
The IGV's are modulated toward close as EGT exceeds the datum.

FUEL SUPPLY
UN METERED
METERED FUEL
FUEL
FUEL RETURN APU CONTROL SYSTEM - OPERATION (1)
ROTATION SPEED CONTROL AND EGT CONTROL
Load Compressor Surge Control Load Compressor Reverse Flow Protection
General General
This function protects the load compressor from surge. This function shuts down the APU in case of load compressor surge
(eg. back pressure from the aircraft pneumatic system).
Components Involved
Components Involved
- Load compressor output pressure sensors
- Electronic Control Box (ECB)
- ECB
Bleed control valve.
- Fuel system and bleed control valve.
7/21/2019 Principle of Operation Aps 3200 Training
The ECB compares the load compressor delivery pressure ratio
Δ
(theP/P) with
bleed a datum
control pressure
valve ratio. Intocase
is modulated of a low
discharge airairflow
into thecondition,
APU The ECB compares the load compressor delivery pressure ratio with
two datums:
exhaust.
When the first datum is reached, the bleed control valve (BCV) will
move to the discharge position.
When the second datum is reached, the APU will automatically

shutdown.

METERED FUEL
LOA D COMPRESSOR SURGE CONTROL AND REVERSE FLOW PROTECTION

APU Star t Fuel Flow Cont ro l
General Principle of Operation
This function meters the fuel flow during APU starting. The fuel flow program has two phases:
Components Involved - The first phase: EGT rise
- temperature
Speed sensors, the EGT thermocouples, the air inlet pressure and
probes - The second phase: From EGT rise to 95% speed + 2 seconds.
During the first phase, the fuel supply is used to fill the manifold. Fuel
- Electronic Control Box (ECB) flow is metered as a function of rotor speed only. 207/739
- Fuel servo-valve. During the second phase, fuel flow is scheduled as a function of two
7/21/2019 programs
Aps 3200 (automatically selected):
Training
The first program controls the fuel flow rate after comparing the
actual acceleration with the acceleration rate datum.
The second program controls the fuel flow rate after comparing the
actual EGT with the EGT datum.

CONTROL
SYSTEM
ECB
FUEL SUPPLY
METERED FUEL
FUEL DRAIN
APU START FUEL FLOW CONTROL

APU Faul t Sys tem
General
The APU is either shut down automatically or a warning is given in

case of a fault.
Components
- The sensors
- The ECB 209/739
- The electrical accessories.
Operation
In the event of a fault shutdown of the APU, the supplied electrical

and pneumatic loads are removed.
Warning lights, messages and indicators are displayed in the flight

deck.
Fault messages are available through the Centralized Fault Display

System.

Monitoring
Function
The system provides information about the APU actual status,

operation and maintenance.
The system displays:
- APU parameters
- Events and hours count

- Condition and faults.
Components Involved
- APU control system components
- The ECB
- The flight deck indicating system (CFDS, ECAM, MCDU).

MONITORING
HSPS CT/NOV.. 2006 APU CONTROL SYSTEM - OPERATION (5) Page 6.16
ELECTRONIC CONTROL BOX - GENERAL
Function Weight and Dimensions
The Electronic Control Box (ECB) controls and monitors the Auxiliary Weight: 7.3 kg (16.1 lbs)
Power Unit systems. Dimensions:
Location Weight and Dimensions
-• Width: 159 mm (6.2 inches)
The ECB is installed in the aft cargo compartment. • Height: 195.4 mm (7.6 inches)
• Depth: 375.4 mm (14.6 inches).
Main Features Main Components
-
Full Authority Digital Electronic Controller (FADEC) The main components are:
- On Board Replaceable Memory Module (OBRM) for design - The ECB enclosure which houses Printed Wiring Assemblies
flexibility and reduced component count (PWA) 213/739
- Modular design for reliability, maintainability and testability - The ECB front face which includes:
- No calibration required • A RS 232-C connector
7/21/2019 - Digital communication links (ARINC 429 and RS 232-C) • A front cover door housing the On Board Replaceable
Aps 3200 Training
Memory Module (OBRM)
• A handle
- The ECB rear face which includes an ARINC 600 connector.
Identification
The electronic control box has an identification plate and a

modification plate, both located on the front face of the ECB.


ELECTRONIC CONTROL BOX - DESCRIPTION (1)
ECB Inputs The bleed con trol valve (BCV) command is transmitted to the
ECB by means of an aircraft discrete signal. Upon receipt of this
General command, the ECB contro ls the opening o f the BCV to sup ply
the aircraft pneumatic sys tem.
This chapter considers the discrete and analog input signals to the
ECB. Ai r/g roun d Conf igur ati on Swi tch (open /gr ou nd )
Sensors and Discrete Inputs from Ai rcraft to ECB
This signal to the ECB is to indicate whether or not the aircraft is in-
The corresponding signals form part of the ECB Inputs-Outputs flight operation. Special considerations (i.e. safety systems) apply for
definitions and PIN assignments. in-flight operation.
definitions and PIN assignments. in flight operation.
7/21/2019 APU Sto p (gro un d) Aps 3200

MES Training
Mode (28 V)
The stop signal is transmitted to the ECB by the APU master switch This signal indicates to the ECB whether or not the aircraft is in Main
in the flight deck. Actuating the switch causes a contact closure to Engine Start mode (MES) of operation. The circuit is normally open.
ground. In the MES mode, the aircraft causes the circuit to close and to
supply a 28 V signal to the ECB.
Bleed Control Valve Activation (ground)
Start Contactor Monitor (28 VDC/open/ground)
Emergency Stop (ground fo r approx. 150 ms)
This discrete 28 VDC signal tells the ECB whether or not the back-up
The emergency stop signal is transmitted to the ECB by means of a start contactor is closed or whether or not it is open.
discrete signal created by a contact closure to ground. The start contactor monitor is used exclusively for fault isolation
purposes.

SENSORS AND DISCRETE INPUTS FROM AIRCRAFT TO ECB

Sensors and Discrete Inputs from Air craft to ECB (continued) Low Fuel Pressure Switch (open/ground)
Ai r Intake Flap Op en Posi ti on (28 VDC) The switch closes to ground when the fuel pressure falls below a
given pressure.
When the air intake flap is in the fully open position, a switch is
activated to supply a 28 VDC signal to the ECB. Ai r Intake Flap Closed Posit io n (groun d)
This signal is used to initiate the start sequence. When the air intake flap is in the fully closed position, a switch is
activated to the closed position and provides a ground signal to the
JAR Configur ation ECB. The aircraft relay operation is maintained until the flap closed
signal is received.
The ECB is programmed in the JAR mode. This means that all
shutdown faults sensed by the ECB will cause the APU to shutdown
http://slidepdf.com/reader/full/aps-3200-training Ai r Intake Flap Movement (28 VDC) 217/739
on the ground or in flight.
During normal APU operation, a 28 VDC signal is transmitted to the
Start Command (28 VDC for appro x. 150 ms) ECB when voltage is being applied to open or close the air intake
flap.
This command is activated by momentarily placing the start button in
the flight deck to "on". This action provides a 28 V signal to the ECB. Generator Oil Temperature Sensor (100 )
This sensor is mounted in the AC generator. The wiring uses the

generator connector, P4. The sensor is a resistance temperature
device (RTD). It's variable resistance is a function of temperature
and is supplied with a constant current of 1 mA.


Sensors and Discrete Inputs from APU to ECB This sensor is a variable resistance device supplied by a constant
source voltage of 5 VDC.
Low Oil Pressure Switch (ground )
The output ranges from 0 to 50 mV for a 0 to 15 PSIA range of air
The low oil pressure switch is a normally closed contact. The switch pressure.
opens and remains open when oil pressure is present.
Load Compressor Discharge Air Pressure Sensors (P) and ( P)
Oil Filter Switch Indicators
There are two sensors: one to measure the pressure at the load
This is a differential pressure switch that is normally open. The compressor scroll (P), the other one to measure the differential air
contact closes and provides a ground signal in case of filter pressure between the diffuser and the scroll (AP). The ratio signal
restriction. AP/P is used to prevent load compressor surge.
EGT Sensor s The two sensors are of variable resistance type supplied by a
constant voltage of 5 VDC.
The EGT is measured by two independent thermocouples. They are
7/21/2019 K type (Chromel-Alumel). Aps 3200 Training range from 0 to 50 mV for a 0 to 100 PSIA (absolute) or
The outputs
0 to 25 PSID (differential) ranges of air pressure.
The output is of approx. 1 mV per 24°C (43°F).
Rotation Speed Sensors
High Oil Temperature Sensor (100 )
There are two independent speed sensors mounted in the gearbox.
The sensor is a Resistance Temperature Device (RTD). The
resistance varies according to the oil temperature and is supplied They provide a wave signal as a function of the teeth on the phonetic
with a constant current of 1 mA. wheel (24) and the rotation speed (i.e. 19720 Hz at 100% speed).
Inlet Air Pressure Sensor

SENSORS AND DISCRETE INPUTS - FROM APU TO ECB
HSPS CT/NOV.. 2006 ELECTRONIC CONTROL BOX - DESCRIPTION (3) Page 6.24
Sensors and Discrete Inputs fro m APU to ECB (continued) IGV and Bl eed Contro l Valve LVDTs
(Linear Voltage Differential Transducer)
Inlet Air Temperature Sensor (1000 RTD)
LVDTs are used to detect the actual displacement of the IGV and
The sensor is a variable resistance temperature device supplied by a BCV actuators. Their signal is fed back to the ECB for the purpose of
constant source current of 1 mA. Temperature range -55 to 150°C servo control.
(-67 to 302°F).
Their primary coil is supplied with a constant voltage of 10 VAC.
Engine ID Modu le Their secondary coil provides a variable output voltage.
The engine identification (ID) module is resistors that provide the Upon loss of electrical signal, the IGV will close or the BCV opens to
ECB with 3 voltage lines V 1, V2, V3 matched to the engine ID discharge.
number. The engine serial number is the sum of the ID number and
http://slidepdf.com/reader/full/aps-3200-training Oil Level Senso r (100 A) 221/739
the number 1000.
The engine ID number is stored in the ECB NOVRAM memory as The gearbox mounted oil level sensor is a Resistance Temperature
7/21/2019 part of the power up initialization. The ID module is considered failed Aps 3200 Training
Device (RTD) type. The variable resistance value is provided with a
when all inputs are shorted, one or all inputs are open, a number constant current of 75 mA. The oil level is checked at power up over
greater than 2048 is used, or 3 consecutive readings at power up a period of 8 seconds and is determined OK or LOW.
initialization are not identical.

SENSORS AND DISCRETE INPUTS FROM APU TO ECB
Sensors and Discrete Inputs fro m APU to ECB (continued) Starter Motor Voltage
Permanent Magnet Generator (PMG) The starter motor is monitored by the ECB for low voltage during
APU start. The low voltage sensing connector is located on the front
A Permanent Magnet Generator (PMG) is installed in the cooling fan. face of the starter motor housing.
The assembly consists of the PMG rectifier circuit and a DC fusible
link.
The PMG provides the ECB with rectified power and one unrectified
signal from one of the three phases (backup overspeed protection at
107%).
The unrectified output is current limited (short circuit protection) by

means of a resistor. The fusible link trip point is at 10 A. 223/739
The rectified output provides 40 VDC at 100% speed for back-up
7/21/2019 power supply to the ECB in the event of a momentary interruption in Aps 3200 Training
the main power supply. This back-up supply lasts for 240 msec.
Note: The failure of the PMG/Speed circuit at startup will cause the
APU to shutdown during acceleration.


ECB Outputs Bleed Control Valve Open (28 VDC, 0.1 A)
General The ECB transmits a discrete signal to the aircraft indicating system
when the bleed control valve is in the position that allows maximum
This chapter considers the discrete and digital outputs of the ECB. flow to the aircraft pneumatic system.
Discrete and Digital Outputs (to the aircraft) APU Av ail abl e (28 VDC, 0.4 A)
Backup Start Contacto r (28 VDC, 1 A nom inal) The ECB provides a discrete signal to the AVAIL light in the start
switch when the APU has completed the start sequence and is ready
This contactor is energized by means of a discrete signal. The signal to load.
is supplied through a Field Effect Transistor (FET) in the ECB.
Start in Progress (28 VDC, 0.1 A)
Main Start Contact or (28 VDC, 1 A nomi nal)
The ECB transmits a discrete signal to the ON light in the start switch
This contactor is energized by means of a discrete signal. The signal to indicate a start is in progress.
is supplied through a FET device in the ECB.
The light is "ON" from the beginning of the start until the "APU
Ai rc raf t Relay (gr ou nd , 0.4 A) available" light turns on.
The aircraft relay is activated by a closed contact to ground through Fault (28 VDC, 0.2 A)
the ECB. The aircraft relay is activated when the ECB is energized
and no stop command is present. The ECB transmits a fault discrete signal to the aircraft for all
shutdowns.

DISCRETE AND DIGITAL OUTPUTS (TO THE AIRCRAFT)
Discrete and Digital Outputs (to the aircraft) (continued) • ARINC 429 inpu t fro m ECS: It is used by the ECB to
receive specific data from the Environmental Control
Flap Open Command (28 VDC, 3.5 A) System (i.e. ECS demand signal, ECS valve status word,
etc...)
The ECB provides a power output for opening the air intake flap. The The ECS demand signal is used in the control of the IGV's.
flap open command is emitted through a FET device in the ECB. The ECS valve status word informs the ECB of the number
of air conditioning packs currently supplying air
This output is protected against overload and short circuits.
• ARINC 429 CFDS out pu t: The ARINC 429 output
Flap Closed Command (28 VDC, 3.5 A) transmits data to the CFDS, ECAM (Electronic Centralized
Aircraft Monitoring) and ACMS (Aircraft Condition
The ECB provides a power output for closing the air intake flap. The Monitoring System)
flap closed command is emitted through a FET device in the ECB.
- One RS 232 C interface: This interface is accessible on the rear
This output is protected against overload and short circuits. ARINC connector and on the front face connector.
Ai rc raf t Serial Co mmun ic ati on s It can be used:
Data communication is achieved by means of four serial • As a maintenance tool

communication links:
• To access the test modes of the ECB
- ARINC 429 CFDS out pu t: Three ARINC 429 serial links (they
operate at low speed - 12.5 K bits/sec) • To change the ECB software characteristics during
development.
• ARINC 429 inpu t f ro m CFDS: It is used by the ECB to
receive specific data from the Central Fault Display
System with appropriate ARINC labels

Discrete and Analog Outputs (to the APU) IGV and Bleed Control Valve LVDTs (3000 Hz, 10 VAC)
Oil System De-oili ng valve (28 VDC, 1 A) These two separate outputs supply a reference source signal to each
primary coil.
This output is activated to operate the valve during starting and
shutdown. IGV, Bleed Cont rol Valve, Fuel Servo (0 - 100 mA)
Exci ter (28 VDC, 2 A) These three separate outputs supply a variable low intensity signal to
the corresponding servo-valve.
This output is activated to supply the exciter during starting.
3 Way Solenoid Valve (28 VDC, 1 A)
This output is activated to operate the valve for start and shutdown.
Oil Level RTD, Oil Filt er and L OP switch es (Rtn, 1 A)
7/21/2019 This output is common to all three items. Aps 3200 Training
Pressure Transd ucers Excitatio n (5 VDC, 30 mA)
This output is activated to operate the air pressure transducers with

a stabilized voltage.

DISCRETE AND DIGITAL OUTPUTS (TO THE APU)

Hardware Description - An On Board Replaceable Memory Module (OBRM) accessible

through a removable front cover door.
The Electronic Control Box consists of an enclosure which includes
the following components: The board is equipped with an UVPROM type memory to be used
as the programme memory space for the ECB.
- Six Printed Wiring Assemblies (PWA):
- Two electrical connectors:
• A speed and temperature PWA
• A RS 232 connector located on the ECB front face
• A discrete input-output PWA
• An ARINC 600 connector located on the ECB rear face.
• A microprocessor PWA
• An analog input PWA

• An analog output PWA
7/21/2019 • A power supply PWA Aps 3200 Training
- One printed wiring assembly for Electromagnetic Interference

(EMI) and lightn ing p rotection
- PWA gui des
- A backplate to interconnect the various PWA
- One High Power Switc h FET Module (FET: Field Effect

Transistor)
- One Input Power Filter Module
HARDWARE DESCRIPTION
ELECTRONIC CONTROL BOX - OPERATION (1)
General Power Up State
The operating phases are: General

When the APU master switch is selected to ON, the ECB enters the
- Power up POWER UP state.
The POWER UP state lasts approximately 3 sec.
- Watch state Operation
The ECB checks that outputs are not energized except those that
- Start preparation state are required.
The ECB enters self test.
- Starting state The ECB is able to recognize and record the occurrence of start or
emergency stop signals.
- Run state Upon receipt and validation of the start signal, the "start in progress"
output is energized.
- Cool down state
The requirement to activate the "start in progress" output also 233/739
applies to the WATCH state.
- Shutdown state In case of an emergency stop signal being received, the ECB closes
the air intake and deactivates the aircraft relay output once the air
intake is closed.

HSPS CT/NOV.. 2006 ELECTRONIC CONTROL B OX - OPERATION (1) Page 6.38

Watch State Start Preparation State
General General
After completion of the POWER UP state the ECB automatically Upon receipt of the start command, the ECB enters the START
enters the WATCH state. PREPARATION state.
Operation Operation
The ECB is able to recognize and record the occurrence of start or During this state the flap actuator position, the oil level and the
emergency signals. rotation speed is checked. If the speed is greater than 7%, the start
command will be inhibited until the speed is less than or equal to 7%.
Upon receipt of an emergency stop signal the ECB closes the air
intake and deactivates the aircraft relay output once the air intake is The ECB enters the START PREPARATION state automatically
closed. without requiring a new start command.
The ECB self tests as required.

ELECTRONIC CONTROL B OX - OPERATION (2)

Starting State - Sequences - EGT ris e
General • Acceleration control to steady state speed control.
The STARTING STATE is controlled by the ECB. - At 55% speed
A stop signal at any time during the STARTING STATE will • Exciter de-energized
shutdown the APU.
• Gearbox de-oiling valve and main start contactor de-
energized.
Operation
- At 55% speed + 5 sec
The electrical sequences selected by the ECB are:
• Backup start contactor de-energized.
- Backup start contractor supply
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- Gearbox de-oiling valve
• Surge control activated
- Exciter
• APU available signal activated
- Main start contactor
• Start in progress output de-activated
- 3 way solenoid valve • Steady state speed control loop activated
• Enter RUN STATE.
- Pulse fuel servo valve
- Manifold fill algorithm
- Open loop fuel schedule activation.


Starting State- Fuel Control Ac cel erat io n Cont rol - Gener al
General This control occurs from EGT rise until steady state speed control is
reached.
There are three consecutive programs used to supply and meter the
fuel during starting: Fuel flow during acceleration is controlled by speed and EGT signals
to the ECB.
- Manifold Fill Algorithm
- Open Loop fuel schedule

- Acceleration control
Manifold Fill Algorith m - General
During engine start up the ECB controls the fuel servo valve to 239/739
implement the manifold fill algorithm.
7/21/2019 The control is an open loop schedule based on the rotation speed, Aps 3200 Training
this ends when a given quantity of fuel is delivered to the manifold.
Open Loop Fuel Schedule - General
This fuel schedule replaces the manifold fill algorithm when the flow
delivered has reached 0.01 kg/m (0.032 lb/m).
The schedule determines a fuel flow rate depending on rotation
speed, ambient
"basic" fuel flow pressure
needed toand temperature.
obtain It isinconsidered
combustion the
the combustor
chamber.
STARTING STATE - FUEL CONTROL

Run State- Fuel and Load Compressor Control Load Compressor Surge Control- General
General This function prevents load compressor surge. This is accomplished

when the bleed switch is ON.
Upon completion of starting, three main functions are activated:
EGT Contr ol - General
- Speed control
To prevent EGT over temperature during load compressor operation,
- Load compressor surge control the ECB will automatically move the IGV's to decrease airflow and
reduce the work load on the power section.
- EGT control.
The AC generator output has priority overload compressor operation.
Speed Control - General
The purpose of speed control is to maintain the APU at 100% speed

under all load conditions. This is accomplished by the fuel control
unit increasing or decreasing fuel flow automatically when APU load
changes occur.

GEARBOX
GEARS
AMBIENT AIR
COMPRESSED A IR
METERED FUEL
COMBUSTION
EXHAUST
RUN STATE - FUEL AND LOAD COMPRESSOR CONTROL - GENERAL

Cool Down State
General
This function allows the APU to operate in a no-load condition before

entering the shutdown state.
When the APU master switch is selected to OFF, all loads are
removed (IGV's closed, Bleed Control valve to discharge).
If the APU was providing bleed air at this time, the APU will continue
to run in a cool down mode for a maximum time of 2 minutes.
The cool down mode time limit can vary from 0 to 2 minutes. The
time limit depends on when the APU bleed switch is turned off prior
to selecting the APU master switch to OFF.
At the end of the cool down mode (if any) the operation enters the
7/21/2019 SHUTDOWN STATE. Aps 3200 Training

COOL DOWN STATE

Shutdown State Note: The APU can be re-started during the shutdown state. This
is accomplished by cycling the master switch OFF to ON and
General then selecting the APU start switch to ON.
The APU enters the shutdown state after a normal shutdown or a The ECB does not close the flap and the APU automatically
fault shutdown occurs. re-starts when 7% speed is reached.

SHUT DOWN STATE
ELECTRONIC CONTROL B OX – OPERATION (7)

Condition Monitor ing Data

General
For long term trend monitoring, the APU control system records the In addition, the ECB records:
engine operating parameters.
- APU operating hours (in one minute increments from speed > 55%
Operation until the 3-way solenoid valve is de-energized.
APU conditioning monitoring parameters are taken during operation - Number of starts (1 start = EGT rise detected + speed > 30%)
of the APU. The ECU does not store this information but it may be
retrieved from the Aircraft Integrated Data System (AIDS) if this - ECB operating hours (in one minute increments, from ECB power
system is installed. ON to ECB power OFF).
The following parameters are: The condition monitoring data is associated with the engine
identification (ID) number, ECB serial number.
- Exhaust Gas Temperature °C
Note 1: The condition monitoring parameters are not taken when
Engine speed % either the inlet pressure or temperature sensors are faulty.
7/21/2019 - Engine inlet pressure PSIA Aps 3200

Note Training
2: If the engine ID module has been determined failed, the
APU system operating history data will be associated with
- Engine inlet temperature °C the last valid engine I D number.
When a new engine ID number occurs, it is used without
- Fuel flow LB/HR erasing the previously recorded historical data.
The oldest data is overwritten by the new data as it is
recorded.
The ECB records the condition monitoring data associated
with the last APU cycle and the data is available via the
ARINC 429 link.

BUILT-IN TEST - OPERATION - POWER UP TEST


HPS CT/NOV. 2006 Page 6. 53
APS 3200
SECTION 7
http://slidepdf.com/reader/full/aps-3200-training INDICATING SYSTEM 250/739

HSPS CT/ NOV.. 2006 Page 7.0

INDICATING SYSTEM
Main Compon ents Note: This chapter covers the APU indicating components and
provides general information on the aircraft system.
- APU components (speed sensors, thermocouples and engine ID
module) ECAM: Electronic Centralized Aircraft Monitoring.
- The Electronic Control Box (ECB) MCDU: Multi-function Control and Display Unit.
- The aircraft control panel which includes:
• APU master switch and APU start switch

• ECAM, MCDU
• FUEL, AIR CONDITIONING, ELECTRIC and FIRE control

panels
• MASTER WARNING and MASTER CAUTION LIGHTS

- The EXTERNAL CONTROL PANEL.

The EXTERNAL CONTROL PANEL.

INDICATING SYSTEM
ROTATION SPEED INDICATION SYSTEM - GENERAL

The rotation speed signal is used by the ECB for: - One "phonic" wheel with 24 teeth
- Indication - Two electromagnetic sensors (single coil)
- Fuel metering - Harness
- ECB Sequencing - ECB.
- ECB Control functions. Location of the Main Components
Main Features The phonic wheel is secured to the rotor front bearing journal.
Two sensors. The two speed sensors are located in the gearbox housing at 5
o'clock and 7 o'clock. Each one is secured by a single bolt.
Interfaces
The ECB provides the speed information to the CFDS/ECAM display
system.

UN METERED FUEL
METERED FUEL
OIL LEVEL
ROTATION SPEED INDICATION SYSTEM -

DESCRIPTION AND OPERATION
- Phonic wheel has 24 teeth The phonic wheel rotates with the rotor assembly, as the teeth pass
by each speed sensor they generate a voltage. The voltage is
- Two single coil speed sensors (the coil surrounds a magnetic core) proportional to the speed of the phonic wheel. The signal is sent to
the ECB for speed indication and system control.
• Phonic wheel-speed sensor gap: 0.5 mm (0.018 inch); gap
not adjustable The ECB will calculate the average signal of the two speed sensors.
In the event
select a signal
the sensor difference
indicating the of 5% orvalue.
highest more occurs, the ECB will
- The two sensors are connected to the ECB
• Frequency signal at 100 %: 19720 Hz (49300 RPM) APU speed indication is displayed on the lower ECAM when the
APU system page is selected.
• Frequency signal range: 0 to 24 KHz; 0 to 50 volts.

HSPS CT/NOV.. 2006 ROTATION SPEED INDICATION SYSTEM - DESCRIPTION - OPERATION Page 7.6
EGT INDICATION SYSTEM - GENERAL

The EGT signal is used for: - Two thermocouples
- Indication - Harness
- Load compressor control - ECB.
- Sequences Location of the Main Components
- Control functions. The two thermocouples are located in the power section exhaust
housing.
Main Features
The system uses K type chromel-alumel thermocouples and has a

cold junction compensation built into the ECB.
Interfaces
The ECB provides the EGT information to the ECAM display system.

HSPS CT/NOV.. 2006 EGT INDICATION SYSTEM - GENERAL Page 7.8

EGT INDICATION SYSTEM - DESCRIPTION

AND OPERATION
Functional Descripti on
Each thermocouple is secured into the exhaust housing by a bolt.
They are connected separately to the ECB.
Operation
The thermocouple
for engine generates
control and a millivolt
indication (EGT) signal to the ECB that is used
The voltage value is of approximately 1 millivolt per 24°C (43°F).
The ECB compensates automatically the cold junction effect and

calculates the average EGT value.
An EGT system failure is declared if:

EGT is lower than 120 C (250 F)
7/21/2019 - EGT is higher than 1200°C (2200°F). Aps 3200 Training
The ECU will calculate the average signal of the two thermocouples.
In the event a signal difference of 121°C (250°F) or more occurs, the
ECB will select the thermocouple indicating the highest value.
APU exhaust gas temperature indication is displayed on the lower

ECAM when the APU system page is selected.

HSPS CT/NOV.. 2006 EGT INDICATION SYSTEM - DESCRIPTION - OPERATION Page 7.10
ENGINE IDENTIFICATION MODULE

To provide the engine serial number to the ECB. The ID module uses resistors located on a printed circuit board.
Location The board is housed in an electrical plug and is connected to the

ECB by means of 4 electrical wires.
The module is installed on the ignition exciter support bracket (APU
left side). There are 3 voltage lines V1, V2, V3 and a return line.
Main Features The engine ID number is read, validated and stored during the power
up phase of the ECB.
The ID module consists of a printed circuit board.
In case of ID module failure, the APU history data will be associated
with the last valid ID number.
When a new engine ID number occurs, it is used without erasing the

previously recorded historical data.

HSPS CT/NOV.. 2006 ENGINE IDENTIFICATION MODULE Page 7.12

MONITORING SYSTEM - GENERAL
General Warning, caution and indicating lig hts

This system gives information about the APU actual status, for MASTER WARNING, MASTER CAUTION and annunciator lights
operation and maintenance. provide visual warning indications.
Description A FAULT light is incorporated in the APU master switch button, APU
GEN button and APU BLEED button.
Indication of operating parameters
There are also the following lights:
The APU operating parameters are displayed on the lower Electronic
Centralized Aircraft Monitoring (ECAM) when the APU system page - APU "ON" light in the APU master switch
is selected.
- APU "START / ON" and APU "AVAILABLE" light in the APU start
Maintenance and fault is olation button
The ECB provides maintenance and fault information to the aircraft - APU GEN "OFF" light in the APU GEN button
Centralized Fault Display System (CFDS). This information is
displayed on the Multi-function Control and Display Unit (MCDU) in - APU BLEED "ON" light in the APU BLEED button
the flight deck.
- APU fire lights on the external control panel and in the flight deck.
Warning messages
APU warning messages are displayed on the upper ECAM and the
APU system page appears on the lower ECAM.



APS 3200
SECTION 8
STARTING SYSTEM

STARTING SYSTEM - GENERAL
Function Starting System Components
The starting system allows the APU to be started on the ground and - Starter motor for cranking
in flight.
- Ignition exciter and igniters for ignition
Starting requires:
- Fuel system
- The cranking of the rotor assembly
- Control components (Electronic Control Box, APU Master Switch,
- The fuel supply External Control Panel, Fire Extinguishing Panel).
- The ignition of the air-fuel mixture
- The automatic control of starting sequences.
Starting Requirements
- Starting envelope. Normal start throughout the operating envelope:

minus 300 m to 11900 m (minus 1000 ft to 39000 ft)
- Starting time from zero speed to governed speed: less than 80
seconds
- Starting attempts: 3 consecutive starts and cooling for 1 hour.


STARTING SYSTEM - DESCRIPTION
The components involved are the starter-motor, the ignition exciter, Ignitor Cables
the igniters and components of the fuel system and control system.
There are two igniter ignitor cables (one for each ignitor plug) that
Starter-Motor delivers high voltage from the exciter to the ignitors.
The electric starter motor drives the APU rotor assembly through a Ignitor Plugs
sprag clutch.
Two ignitor plugs are used to ignite the fuel in the combustor
The starter motor is mounted on the gearbox and aligned by a chamber. The ignitors are threaded into the combustor housing.
locating pin. A V-band clamp is used to secure the starter to the drive
pad. Control System
A brush wear indicator pin and a starter low voltage sensing - Start switch and master switches
connector are located on the front of the starter.
- Electronic Control Box.
When brush wear reaches 75%, an indicator pin will appear in the
plastic viewing window. (See Page 8.8)
Starter low voltage is sensed by the ECB through the low voltage
sensing connector. 269/739
Ignition Exciter
The ignition exciter is located on the left side of the APU. The exciter
is a capacitor-discharge unit that uses 28V DC to provide an
intermittent high voltage output to the two ignitor plugs.

ECB
STARTING SYSTEM- DESCRIPTION

STARTING SYSTEM - OPERATION
Start Selection APU starting is controlled by the electronic control box.
Starting is selected from the aircraft control panel: The main phases are:
- Master switch "on" - Initial phase (cranking, fuel supply and ignition)
- APU system page on lower ECAM annunciates ... - Self-sustaining speed (de-energize the starter motor and ignition
exciter)
- Start button.
- 100% speed (speed governing and loading).
Starting Operation
Shutdown Sequence
- Cranking
APU shut-down can be activated automatically or manually:
Energize the starter motor.
- Manually from the APU master switch, from the fire control panel
- Fuel supply or from the external control panel
Fuel servo valve and 3 way solenoid valve energized open. - Automatically by the ECB fault shut-down system.
- Ignition The ECB controls the fuel control unit 3 way solenoid valve. When
the APU is shut down manually or automatically the 3 way solenoid
Ignition exciter energized to provide ignition to the two ignitor valve is de-energized closed. The closed valve shuts off the fuel to
plugs. the fuel injectors.
Starting Cycle

HSPS CT/NOV. 2006 STARTING SYSTEM - OPERATION Page 8.6

STARTER MOTOR - GENERAL
The electric starter motor cranks the APU during the starting state. - The starter motor assembly
Location - The V-band clamp for attachment
The starter-motor is mounted by a V-band clamp on the gearbox - Positive and negative terminals
starter drive pad.
- Visual brushwear indicator
Main Features
- Starter low voltage connector.
- Motor type:
Interfaces
- Weight: 4.22 kg (9.3 lbs)
- Electrical power to the starter motor is provided by the aircraft
- Voltage: 24 VDC (max. 28 VDC) battery system through two start contactors (backup and main)
- Max current: 830 A. - Starter low voltage sensing
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(See Page 8.3)

(See Page 8.3)

STARTER MOTOR CLUTCH
General Operation
Function Two operating phases are considered : starter motor engaged and
starter motor disengaged.
The function of the clutch is to disengage the starter motor when the
APU reaches self-sustaining speed. Starter Motor Engaged
Description When the starter motor is operating, the sprag pawls make contact
with the starter motor shaft and the gear assembly.
The clutch is a Line Replaceable Unit. It is necessary to remove the
starter motor and the bearing support assembly to extract the clutch. Starter Motor Disengaged
The clutch assembly consists of two gears, a starter motor drive At 55% speed the starter motor is de-energized by the ECB.
shaft, 4 bearings and a sprag clutch.
As the starter gear speed increases, centrifugal force moves the
sprag pawls away from the starter motor shaft.
The starter motor shaft is disconnected from the sprag pawls, this
prevents the APU from driving the starter motor mechanically.

OIL SUPPLY STARTER MOTOR CLUTCH - OPERATION

IGNITION EXCITER - GENERAL IGNITION EXCITER - DESCRIPTION
Function The ignition exciter is a sealed metal box assembly with a mounting
bracket.
The ignition exciter transforms low DC voltage into intermittent high
voltage supply to the ignitor plugs. The main components are:
Location - An input circuit with a connector and a DC/AC converter
The ignition exciter is mounted on the left side of the APU. - A high voltage transformer
Main Features - A high voltage output circuit with a rectifier, two capacitors and a
triggering device.
- Voltage range: 10 VDC to 30 VDC
The ignition exciter DC input voltage is sensed by the ECB for fault
- Energy: 0.22 Joules per spark detection.
- Spark duration: 15 microseconds
- Spark rate: 2 Hz at voltage above 10 VDC.

IGNITION EXCITER - GENERAL - DESCRIPTION

IGNITORS AND IGNITOR CABLES
Function
There are two ignitor plugs used to ignite the fuel in the combustor
chamber during start up of the APU. They are connected to the
ignition exciter by two shielded ignitor cables.
Location
The two ignitor plugs are located on the combustor housing:
- One at 5 'o'clock
- One at 9 'o'clock.
Note: Location is looking at the combustor housing rear view.

IGNITOR
CABLES
IGNITORS
HSPS CT/NOV.2006 Page 8.15

APS 3200
SECTION 9
ELECTRICAL SYSTEM

ELECTRICAL SYSTEM
Functions
To operate the electrical accessories by control signals from the

ECB.
To supply AC power from the APU generator to the aircraft electrical

system.
Main Features
- DC power
- AC power.
Main Compon ents
- The electrical accessories
- The ECB
- The electrical harness.


ELECTRICAL SYSTEM
AIRCRAFT/APU HARNESS (1)
Description
ECB conn ectors Ai rc raf t harn ess
The ECB has 2 connectors: - DC power to ECB and start contactors
- An ARINC 600-2 connector with 3 inserts (A, B, C) - ARINC 429 data link
- A RS 232 C connector. - AC generator control
The ARINC 600 connector is installed at the rear of the ECB and - AC generator excitation control
plugs into a shelf mounted aircraft connector.
- RS 232 C connector.
The ARINC 600 connector carries all inputs/outputs of the ECB plus
the ARINC 429 data link. There are three firewall connectors that connect the ECB to the
engine harness. They are identified as (J-1, J-2 and J-3).
The RS 232 connector can be accessed through the front and the
rear connectors for maintenance purposes.

ECB CONNECTORS - AIRCRAFT HARNESS

Descripti on (continu ed)
APU eng in e har nes s P2 connector:

The engine harness is connected to three firewall connectors, they - Load compressor discharge pressure sensors
are identified as (P-1, P-2 and P-3). - IGV actuator (servo valve and LVDT)
P1 connector: - BCV actuator (servo valve)
- PMG - Fuel servo valve
- 3 way solenoid valve - Speeds sensor 1 and 2
- Ignition exciter - Oil temperature sensor
- Starter Motor (low voltage sense signal) - EGT sensor 1 and 2
-- Bleed
Gearbox Control Valve
de-oiling LVDT
valve -- Engine
Air inletID moduleand temperature sensor.
pressure
- Oil filter switch indicators P3 connector:
- Low oil pressure switch - AC generator PMG
- Oil level sensor - AC generator excitation control.
- Low fuel pressure switch
- Generator high oil temperature sensor
- AC generator current transformers.

APU HARNESS

Starter motor electrical pow er supply c ables AC gener ator h arn ess
The starter motor DC power supply is provided by the aircraft The AC generator connector P-4 is part of the engine harness. The
batteries or the Transformer Rectifier Unit (TRU). connector provides the following signals:
The supply is controlled by two contactors in series (backup and - AC generator oil temperature and control signals through the P-1
main start contactors). The power cables link the start contactors engine harness connector
directly to the starter motor (+ and -cables).
- AC generator PMG signal and exciter field control through the P-3
engine harness connector.
The four AC generator cables are connected to the aircraft electrical

buss system. Three of the cables provide AC power and the fourth
cable is a neutral.

STARTER MOTOR CABLES - AC GENERATOR HARNESS
HSPS CT/NOV. 2006 AIRCRAFT/APU HARNESS (3) Page 9.8

AC GENERATOR - GENERAL
Function Interfaces
The AC generator (Alternating Current Generator) provides electrical - Oil system (lubrication, cooling)
power to the aircraft systems. - Generator Control Unit (GCU)
Location - Electronic Control Box (ECB).
The AC generator is mounted on the front face of the gearbox. Main Components
Type - Permanent Magnet Generator
- Brushless - Current transformers
- 3 phases - High oil temperature sensor (HOT).
- Oil cooled.
Main Features
-- Nominal power:
Output: 115 90 kVA
V, 400 Hz
- Rotation speed: 24 034 RPM at 100 % APU speed
- Direction of rotation: Clockwise viewing the pad
- Weight: approx. 22.7 kg (50 lbs).


ELECTRICAL SYSTEM INTERFACES
The APU AC generator is connected to the aircraft electrical systems

through the APU line contactor.
The lower ECAM, APU system page displays the AC generator
parameters:
- The percent of load
- The output voltage (115 V)
- The output frequency (400 Hz).





APS 3200
SECTION 10
APU INSTALLATION

HANMILTON SUNDSTRAND PROPRIETARY
APU COMPARTMENT
The APU compartment is located inside the aircraft tail cone.
The compartment is fire proof using firewalls made of titanium alloy.
Two longitudinally-hinged access doors provide access to the APU

compartment.
The air inlet duct assembly is attached to the right access door and
provides a ducted airflow to the APU air inlet plenum.
The APU compartment,

separate compartment has a fireofextinguishing
forward the firewall. bottle located in a
Cooling and ventilation of the compartment is provided by the APU

cooling fan. The fan provides air flow to the oil cooler and the APU
compartment.

AMB IENT AIR

COMPRESSED A IR APU COMPARTMENT
EXHAUST GAS

APU ATTACHMENT
The APU is attached to the aircraft tail cone structure by three struts.
The struts are connected to the APU through vibration isolators.
The two forward struts are attached to mounts on each side of the
gearbox. The rear strut is attached to the power section impeller
containment shield.
A lifting eye is also provided for installation and removal of the APU.


HSPS CT/NOV. 2006 APU ATTACHMENT Page 10.4

AIR INLET SYSTEM
Function The Diverter directs ambient air flow into the air inlet when the
The air inlet system provides ambient air to the APU air inlet plenum. aircraft is operating at high airspeeds.
The Air Inlet has a flap that is opened and closed by an electric
Location actuator. The actuator is controlled by the ECB.
The air inlet is located on the underside of the tail section. The Diffuser slows the airflow delivery to the APU.
System Components The Elbow is attached to the diffuser and directs the ambient airflow
into the APU air inlet plenum.
The air inlet system includes: The air inlet duct assembly is secured to the right access door and
- The diverter can be removed to provide better accessibility to the APU.
- The air inlet
- The diffuser
- The elbow
- The interface with the APU inlet plenum.

AMB IENT AIR

AIR INLET SYSTEM

EXHAUST SYSTEM
Function
The exhaust system directs the APU exhaust gasses overboard.
Location
The system is installed in the tail cone between the APU exhaust
and the end of the tail cone.
System Components
- The exhaust pipe
- The exhaust muffler
- The insulation
- The sealing ring.
The exhaust pipe is mounted on rails that are attached to the inside
of the tail cone.
This allows the exhaust pipe to be disconnected from the APU and
moved rearward to provide additional clearance during removal and
installation of the APU.

EXHAUST GAS
EXHAUST SYSTEM
DRAIN SYSTEM (1)
Function - Flow Divider Purge Drain (To exhaust)
The APU drain system provides drains from various components. - Gearbox Vent (To exhaust).
The fluids are collected and drained overboard through the drain
mast.
The fuel control unit, BCV actuator and IGV actuator use a common
drain to the aircraft drain tank. Fluids are siphoned from the drain
tank, into the drain mast and then discharged overboard when the
aircraft is in flight.
The other common and single drains flow directly into the drain mast
and then discharge overboard.
APU Drai ns and Vent
- Combustor Drain
- Air Bypass Plenum Drain
- Exhaust Pipe Drain
- Front Bearing Seal Drain
- Fuel Control Unit Drain 305/739
- BCV Actuator Seal Drain
- IGV Actuator Seal Drain

SIPHON TUBE
COLLECTOR
TANK
DRAIN FLUID
HSPS CT/NOV. 2006 DRAIN SYSTEM (1) Page 10.10

FIRE PROTECTION
APU fire protection consists of a detection system and an Operation

extinguishing system. The systems are supplied by the aircraft
manufacturer. The APU fire control panel is located in the flight deck overhead
panel.
Fire Detection and Extinguish ing
Pushing the fire switch will immediately shut down the APU and arm
The detection system uses two continuous sensing elements the fire extinguishing system.
installed on the APU compartment walls.
In the event of an APU fire on the ground, the APU will automatically
One fire bottle is available for fire extinguishing. The bottle is shutdown and discharge the extinguishing system.
installed on the forward side of the APU compartment firewall.

HSPS CT/NOV. 2006 FIRE PROTECTION Page 10.12



APS 3200
SECTION 11
MAINTENANCE

INSPECTION AND CHECKS
Visual Inspections Borescope Inspection
Opening the APU compartment for corrective maintenance or The APU internal components may be inspected by using a flexible
servicing provides the opportunity to visually inspect the APU for borescope. To rotate the APU internal components, the cooling fan
security, leaks, and warning indicators. The following are inlet duct may be removed to allow manual rotation of the fan
recommended inspection items: impeller.
- Engine mounts The following components can be inspected with the APU installed in
the aircraft.
- Engine Components and Fluid lines
- Load compressor impeller and guide vanes
- Oil Quantity and Magnetic Drain plug
- Power section impeller
- Oil and Fuel Filter impending blockage Indicators
- Combustor, viewed through the ignitor and fuel injector bosses
- Electrical harness and Connectors
- First stage turbine wheel
- Engine Air Inlet Plenum
- Second stage turbine wheel.
- Engine Combustor Housing and Exhaust System.
Refer to the Aircraft Maintenance Manual for borescope
procedures.


7/21/2019 VISUAL INSPECTIONS -Aps 3200 TrainingINSPECTION
BORESCOPE
HSPS CT/NOV. 2006 INSPECTION AND CHECKS Page 11.2

LINE REPLACEABLE UNITS
The following Line Replaceable Units (LRU's) can be removed and

replaced without removing the APU from the aircraft:
Electronic Control Box Pilot Fuel Injectors

Engine Harness Main Fuel Injectors
Identification Module Inlet Guide Vane Actuator
Starter Motor Bleed Control Valve
Clutch Assembly Compressor Discharge Sensor
Ignition Exciter Cooling Fan Assembly
Ignitor Cables AC

FuelGenerator Pad
and Oil Pipes
Ignitor Plugs
Speed Sensors Combustor Chamber Drain Valve
Thermocouples
Air Inlet Pressure And Temperature Sensor
Oil Filter Elements
Switch Indicators
Magnetic Drain Plug
De-Oiling Valve
Low Oil Pressure Switch
Oil Temperature Sensor
Oil Level Sensor
Oil Pressure Relief Valve
Oil Cooler
Fuel Control Unit
Fuel Filter Element
Flow Divider Assembly
Pilot Manifold Assembly
7/21/2019 Main Manifold Assembly Aps 3200 Training

COOLING FAN
ASSEMBL Y
OIL COOLER
STARTER
IGNITION
EXCITER
ENGINE
HARNESS
IDENTIFICATION
MODULE 314/739
FUEL CONTROL
DE OILING
UNIT
VALVE
HSPS CT/NOV.. 2006 LEFT FRONT-TOP VIEW Page 11.4

INLET GUIDE
VANE
ACTUATOR
BLEED
CONTROL
VALVE
COMPRESSOR AC GENERATOR

DISCHARGE MOUNTING PAD
SENSOR
OIL 315/739
LEVEL
SPEED
SENSOR
SENSOR
RIGHT FRONT TOP VIEW
SWITCH
INDICATORS
GENERATOR
SCAVENGE
FILTER
LUBRICATION
FILTER
MAGNETIC OIL PRESSURE
DRAIN PLUG REIEF VALVE
HSPS CT/NOV. 2006 RIGHT FRONT BOTTOM VIEW Page 11.6

IGNITOR
FUEL FLOW
DIVIDER
ASSEMBLY
PILOT
MANIFOLD
ASSEMBL Y
MAIN
MANIFOLD
ASSEMBL Y
FUEL
FILTER
THERMOCOUPLE
IGNITOR
CABLES
SPEED
SENSOR
OIL TEMPERATURE
SENSOR
7/21/2019 Aps 3200

LEFT REAR BOTTOM Training
VIEW

AIR INLET AND
TEMPERATURE
SENSOR
LOW OIL
PRESSURE SWITCH
NOTE:
(The switch may also
http://slidepdf.com/reader/full/aps-3200-training be Located on the 318/739
lower right side of
the gearbox)
RIGHT REAR TOP VIEW
THEMOCOUPLE
IGNITOR
MAIN FUEL
INJECTOR
COMBUSTOR
DRAIN CHECK
CHECK VALVE
http://slidepdf.com/reader/full/aps-3200-training PILOT FUEL AIR INLET AND 319/739

INJECTOR TEMPERATURE
SENSOR
RIGHT REAR BOTTOM VIEW
APS 3200
AUXIL IARY POWER UNIT
SECTION 12
FAULT ISOLATION
VERSION 6.0


GENERAL DESCRIPTION CFDIU/PRINTER INTERFACE
The centralized fault display system (CFDS) provides electronic The CFDIU sends MCDU screen information and print commands to
system fault detection, fault storage, fault displays, operational the optional printer automatically or on request.
testing and troubleshooting from the flight deck multi-purpose control
CFDIU/ACARS INTERFACE
and display unit (MCDU).
CENTRAL IZED FAULT DISPLA Y A ND INTERFACE UNIT

The CFDIU sends fault information to the optional ACARS for down-
linking when selected manually by the MCDU operator or when an
The CFDIU provides the interface between the APU electronic uplink request is received from a ground station via the ACARS
control box (ECB) and the MCDU for screen display of APU fault management unit.
information.
MULTIPURPOSE CONTROL AND DISPLAY UNITS
The Multipurpose Control and Display Unit (MCDU) is a display unit

and a keyboard used by the CFDS to display and interrogate faults
and to initiate system tests. Both MCDU's (Multipurpose Control and
Display Unit) are connected to the CFDS.
Only one MCDU can be used when interrogating the CFDS.
HAMILTO SUNDSTRAND PROPRIETARY

MCDU - 2
MCDU - 1
CENTRAL IZED FAULT DISPLA Y SYSTEM

APU FA ULT WA RNINGS
Flight Deck Fault Warnings are identified as Class 1, 2 and 3. CLASS 2

Class 1 faults are further identified as Level 3, 2 and 1. - These failures are indicated on the STATUS page, under the title
of MAINTENANCE.
CLASS 1 - They are also accessible through the CFDS.
- Level 3
- This level corresponds to warnings needing immediate indicates that the STATUS page is not empty and
action. STS flashes in flight phase 10 on the upper ECAM display.
- Level 3 warnings are associated with:
- Repetitive chime
- Warning message on upper ECAM display
- Master Warning Light flashing Red CLASS 3
- APU systems page on lower ECAM display

- These failures are only accessible through the CFDS. No APU
- Level 2 fault warnings are displayed.
- This level corresponds to abnormal situations needing
immediate awareness but not immediate action.
- Single chime
- Master caution steady Am ber light
- Warning messages on upper ECAM display
-Level
APU1 system page on lower ECAM display
- This level corresponds to reduced bleed air performance
- It is associated with low or zero duct pressure
- Low or zero duct pressure is visible (lower ECAM display) on
the engine system page during MES or on the APU
system page.

STATUS
STATUS (STS) indication is an "attention getter" on the upper ECAM

display.
STATUS (STS) indicates that a status message (class 1 or class 2

fault) is present and further maintenance action may be required. A
flashing STS indication occurs after the second engine shutdown in
Flight Phase 10. It is necessary to press the STS key on the ECAM
control panel for the STATUS page to appear on the lower ECAM
display.

7/21/2019 UPPER ECAM ADVISORY
ApsAND
3200STATUS
Training DISPLAY

ECAM CONTROL PA NEL
The control panel allows selection of the aircraft system page

including APU. Pressing the Status (STS) key presents the STATUS
page on the lower ECAM display. The STATUS page will indicate the
faulty aircraft systems under the INOP SYS (Class 1 Fault) and
MAINTENANCE (Class 2 Fault) titles.


MULTIPURPOSE CONTROL AND DISPLAY UNITS APU FA ULT OPERA TION
The Multipurpose Control and Display Unit (MCDU) is a display unit SYSTEM SELECTION
and to initiate system tests. Both MCDU's (Multipurpose Control and The MCDU MENU page is displayed when the MCDU MENU key is
Display Unit) are connected to the CFDS. pushed.
Only one MCDU can be used when interrogating the CFDS. Selecting the CFDS line select key will then display CFDS menu.
Pressing the MCDU MENU key, the MCDU menu page is displayed, Pressing the SYSTEM REPORT/TEST line select key displays the
and any one of the systems connected to the MCDU can be SYSTEM REPORT TEST menu.
selected.
A multiple page display is indicated by an arrow (∇) in the right upper

corner of the screen. In this case the NEXT PAGE key must be used
to provide access to the various pages of the display. The NEXT
PAGE key can be used as long as the arrow is displayed.
Twelve line select keys, six on the left and six on the right, provide
access to a page or a function. The line select keys permit access to
a page or a function when these prompt symbols appear (>, <). They
are identified as 1L to 6L on the left, and 1R to 6R on the right.
If a flight deck printer is installed and operational, the current MCDU

display screen may be printed by pushing the PRINT line select key.
7/21/2019 HSPS CT/NOV. 2006 Aps 3200 Training Page 12.9


7/21/2019 MULTIPURPOSE CONTROL ANDTraining
Aps 3200 DISPLAY UNIT

APU FA ULT OPERA TION
SYSTEM REPORT/TEST APU
When SYSTEM REPORT/TEST is selected while on the ground, a There are two APU menu pages available. The first page displays
systems menu is displayed. The APU selection is located on the the following information:
second page of the menu. Pushing the NEXT PAGE key will display
APU. LASTLEGREPORT
Selection of the RETURN line select key on the first page will display PREVIOUSLEGREPORT
MCDU MENU.
LRUIDENTIFICATION
Selection of the RETURN line select key on the second page will
display the first page of SYSTEM REPORT/ TEST. SYSTEMSELF-TEST
SHUTDOWNS
The second page of the APU menu when selected by the

NEXTPAGE key, displays the following information:
APUDATA/OIL
CLASS3FAULTS
Selection of the RETURN line select key on the First Page will
display the Second Page of SYSTEM REPORT/TEST.
Selection of the RETURN line select key on the (Second Page) will
display the (First Page) of APU menu.


APU L AST L EG REPORT APU PREVIOUS LEGS REPORT
The Last Leg Report displays fault information delivered by the The Last Leg Report contents are transferred into the Previous Leg
CFDS system. It can store up to 40 failures during the Last Leg. The Report with each new flight leg. The report can store up to 200
Last LEG Report displays only class 1 and 2 faults and contains the failures over the last 63 flight legs. Each LRU is identified along with
identity of each LRU, its corresponding Date, GMT, ATA chapter and the Aircraft identification, Leg number, Date, GMT, ATA chapter and
Fault Code Number (FCN) for each fault occurrence. The Functional Fault Code Number (FCN) for each fault occurrence. The Functional
Identification Number (FIN) appears after each LRU. In the case of Identification Number (FIN) appears after each LRU. In the case of
multiple failures, the failures will be displayed in chronological order multiple failures, the failures will be displayed in reverse
with two failures per page. A maximum count of four intermittent chronological order with two failures per page. Prompts (>) at the
faults will only be displayed in the same flight leg. Prompts (>) at the end of each LRU message indicate the line select key to display the
end ofFAULT
APU each LRU message indicate
CONDITIONS screen. the line
All of select
the Last key
Leg to display
Report is the APU
REPORTFAULT CONDITIONS
displayed screen.
page will Onlywhen
be printed the PREVIOUS
the PRINT LEGS
line select
printed when the PRINT line select key is pushed, even if it contains key is pushed.
several pages.
Selection of the RETURN line select key will display APU menu,
Selection of the RETURN line select key will display APU menu, (First Page).
(First Page).


APU L RU IDENTIFICATION APU SYSTEM SEL F TEST
The LRU Identification page displays the ECB Part Number, ECB A self test of LRU's may be initiated through the CFDS. The test can
Serial Number and the ECB Software Version. only be accomplished when the APU is not running and the Master
Switch is ON. In case of no failures or when the test is in progress, or
The ECB part number is adjustable and is stored in the NVM. The lack of availability of the test function, the message of TEST OK, IN
built letter (H) following the part number is adjustable from A to Z. PROGRESS and NOT AVAILABLE will be displayed respectively.
Detected failures will be displayed with their ATA Chapter and Fault
Selection of the RETURN line select key will display APU menu, Code Number (FCN). The Functional Identification Number (FIN)
(First Page). appears after each LRU. In the case of multiple failures, the failures
will be displayed in chronological order with two failures per page.
OnlyPRINT
the the SYSTEM SELF
line select keyTEST displayed page will be printed when
is pushed.
(First Page).


APU SHUTDOWNS APU DA TA/OIL
The Shutdowns page contains its corresponding Date, GMT, Fault APU Data/Oil page contains the Date, APU Serial Number (S/N),
Code Number (FCN), shutdown message and the identity of the Hours, Start Attempts, Start Cycles and Oil level status. Prompts (>)
LRU. The Shutdowns will be displayed in reverse chronological order at the end of the message indicate the line select key to display the
with only one shutdown per page. Prompts (>) at the end of each "Update APU Data" screen.
LRU message indicate the line select key to display the APU FAULT
CONDITIONS screen. Selection of the RETURN line select key will display APU menu,
(Second Page).
In case there are no shutdowns, the message of NO SHUTDOWNS
will be displayed. Only the SHUTDOWNS displayed page will be
printed when the PRINT line select key is pushed.

(First Page).
7/21/2019 Aps 3200
HAMILTO SUNDSTRAND Training
PROPRIETARY

7/21/2019 Aps 3200
PROPRIETARY

APU CL ASS 3 FA ULTS
Class 3 Faults can be stored up to 200 failures over the last 63 flight
legs. Each LRU is identified along with the Aircraft identification, Leg
number, GMT, ATA chapter and Fault Code Number (FCN) for each
fault occurrence. The Functional Identification Number (FIN) appears
after each LRU. In the case of multiple failures, the failures will be
displayed in reverse chronological order with two failures per page.
Prompts (>) at the end of each LRU message indicate the line select
key to display the APU FAULT CONDITIONS screen.
In case there are NO CLASS 3 FAULTS detected, the message NO

FAULTS will be displayed. Only the CLASS 3 FAULTS displayed
page will be printed when the PRINT line select key is pushed.
(Second Page).
7/21/2019 Aps 3200
PROPRIETARY

7/21/2019 HAMILTO SUNDSTRAND PROPRIETARY
Aps 3200 Training

UPDATE APU DATA
Selection
and cyclesofwhen
this screen allows
the ECB the
or the operator
APU to update the APU hours
is changed.
The Update APU Data screen is only accessible by prompts (>) from
the APU Data/Oil Screen. The Update APU Data screen displays the
APU Serial Number (S/N), and current values of Hours and Cycles.
The new values of hours and cycles can be entered by use of MCDU
keyboard. After line key 3L is pressed (Prompt <) the screen will
display the new values for APU hours and cycles when the ECB or
APU is changed.
The HOURS and CYCLES will be printed when the PRINT line select
key is pushed.
Selection of the RETURN line select key will display the APU
DATA/OIL screen.
7/21/2019 HAMILTO SUNDSTRAND PROPRIETARY
Aps 3200 Training
FAULT CONDITIONS
The
keysFault Conditions
indicated screens
by prompt are
(>) on only
the available
Last by the
Leg Report, line select
Previous Legs
Report, Shutdown and Class 3 fault screens. Selection will display
the Fault Conditions screen-1 or screen-2. Each screen will display
the APU S/N, Date, GMT and the identity of the LRU. The Functional
Identification Number (FIN) appears after the LRU.
Engine data from the fault data stored in the Electronic Control Box
non-volatile memory will also appear on each screen. (See Screen-1
and Screen-2 Parameters on page 12-24).
One screen at a time is displayed. To select screen-2 when screen-1

is displayed or select screen-1 when screen-2 is displayed it is
necessary to press the NEXT PAGE key on the Multipurpose Control
and Display Unit (MCDU).
Only the screen that is displayed (Screen-1 or Screen-2) will be

Selection of the RETURN line select key will display the screen that
was shown preceding selection of the Fault Selection Screens.

FLIGHT DECK PRINTER
The Printer provides onboard printouts concerning various aircraft

systems, one at a time.
MANUAL PRINT
In manual mode, prints of the MCDU screen display are printed

when the PRINT line select key is pushed.
AUTOMA TIC PRINT
In flight phase 10, the Post Flight Report will be automatically

printed. The Post Flight Report is the sum of the LAST LEG
REPORT and the LAST LEG ECAM REPORT.
A list of ECAM Warnings and Fault Messages with the associated

time and ATA chapter references are provided on the printed tape.
http://slidepdf.com/reader/full/aps-3200-training FLIGHT DECK PRINTER 346/739

FAULT CHARTS SYSTEM SEVERITY LEVEL
The following Fault Charts provide the information that will be sent to System Severity Levels are not sent to the CFDS. It is presented
the CFDS by the ECB in the event of a fault. here only as information.
Thefollowing
the information appears in the Fault Chart columns located under
headings: Once a fault has been identified with a switch or a sensor that
component will no longer be used for further fault detection, isolation
Version 5.0 or control until the fault is no longer present. Detected faults can be
cleared and a restart may be possible once the master switch is
MCDU LRU Message cycled.
MCDU Shutdown Message
Fault Code SYSTEM
Fault Class SEVERITY LEVEL ECB ACTION ECB MESSAGE
LRU ID
ATA Chapter 1 SHUTDOWN TRANSMIT FAULT
MESSAGE
System Severity level
2 SHUTDOWN TRANSMIT FAULT
MESSAGE
3 SHUTDOWN IF REDUNDANT TRANSMIT FAULT

SOURCE NOT AVAILABLE MESSAGE
4 CONTINUE TO OPERATE TRANSMIT FAULT

MESSAGE
X NOT APPLICABLE
P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
MCDU MCDU E T T R U D D
FAULT FAULT LRU ATA R C P T N O O T
LRU SHUTDOWN H R I
N E
CODE CLASS ID CHAPTER
U W W S
MESSAGE MESSAGE P E G N T
P N
SYSTEM SEVERITY LEVEL
BLD FLOW XDCR (8039KM) 0 1 13 495112 4 4 4 4 4 4 4 4
BLD FLOW XDCR (8039KM) 1 1 13 495112 4 4 4 4 4 4 4 4
COOLING FAN PMG ASSY (8055KM) 2 1 53 495253 X X X 4 4 4 4 X
BLD FLOW XDCR (8039KM) 3 1 13 495112 4 4 4 4 4 4 4 4
INLET T-P SNSR (8013KM) 4 1 29 492317 4 4 4 4 4 4 4 4
INLET T-P SNSR (8013KM) 5 1 29 492317 4 4 4 4 4 4 4 4

INLET T-P SNSR (8013KM) 6 1 29 492317 4 4 4 4 4 4 4 4
(BLANK) 7
INLET T-P SNSR (8013KM) 8 1 29 492317 4 4 4 4 4 4 4 4
INLET T-P SNSR (8013KM) 9 1 29 492317 4 4 4 4 4 4 4 4
GENERATOR (8XS) 10 3 25 242351 3 3 3 3 3 3 3 3
GENERATOR (8XS) 11 3 25 242351 3 3 3 3 3 3 3 3
OIL TEMP SNSR (8084KM) 12 3 38 499151 3 3 3 3 3 3 3 3

OIL TEMP SNSR (8084KM) 13 3 38 499151 3 3 3 3 3 3 3 3
ECB (59KD) 14 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 15 3 14 496134 4 4 4 4 4 4 4 4
DE-OILING SOL (8083KM) 16 3 12 499149 4 X X 4 X X 4 4
CONTACTOR (5KA) 17 1 59 494255 X X X 4 X X X X

HSPS CT/ NOV. 2006 Page 12.28
P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N
WRG: ECB PIN AB-H9 19 3 45 496100 X X X 4 X X X X
WRG: ECB PIN AB-J6 20 3 3 496100 X X X X 4 4 X X
FUEL CTL UNIT (8022KM) 21 1 21 493211 4 X X 4 4 4 X 4
WRG: ECB PIN AB-H8 22 2 6 496100 X X X X 4 X X X
EXCITER SHORTED 23 1 26 494138 X X X 4 X X X X
ECB (59KD) 24 2 14 496134 4 4 4 4 4 4 X 4

INLET FLAP ACTR (4015KM) 25 2 2 491651 4 4 X X X X 4 4
ECB (59KD) 27 3 14 496134 4 4 X X X X 4 4
ECB (59KD) 28 3 14 496134 3 3 3 3 3 3 3 3
SPEED SNSR1 (8060KM1) 29 3 40 497113 X X 3 3 3 3 3 X
ECB (59KD) 30 3 14 496134 X X X 3 3 3 X X
ECB (59KD) 31 3 14 496134 3 3 3 3 3 3 3 3

SPEED SNSR2 (8060KM2) 32 3 42 497113 X X 3 3 3 3 3 X
SPEED SNSR1 (8060KM1) AND LOSS OF SPEED 33 1 44 497113 1 1 1 1 1 1 1 1

SPEED SNSR2 (8060KM2)
(SPEED SENSORS DO NOT MATCH - NO TEXT) 34 3 NO TEXT 4 4 4 4 4 4 4 4
EGT TC1 (8075KM1) 35 3 15 497215 X X X 3 3 3 X X
EGT TC1 (8057KM1) 36 3 15 497215 3 3 3 3 3 3 3 3
7/21/2019 Use or disclosure of this Aps 3200

data Training
is subject to the
P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N
EGT TC2 (8057KM2) 37 3 18 497215 X X X 3 3 3 X X
EGT TC2 (8057KM2) 38 3 18 497215 3 3 3 3 3 3 3 3
GEN SCAN FILTER (8069KM) AND 39 2 7 499141 4 4 4 4 4 4 4 X

LUB FILTER (8076KM)
- LOSS OF DC POWER 40 1 - - X X X 1 1 1 X X
SERIAL NUMBER ENCODER (8061KM) 41 3 39 497331 4 X X X X X X 4
IGNITION UNIT (8030KM) NO FLAME 42 1 26 494138 X X X 1 X X X X
ECB (59KD) NO FLAME 42 1 14 496134 X X X 1 X X X X
FUEL CONTROL UNIT (8022KM) NO FLAME 42 1 21 493211 X X X 1 X X X X
CHECK APU FUEL SUPPLY NO FLAME 42 1 70 282200 X X X 1 X X X X

FUEL CONTROL (8022KM)
OIL PRESS SW (8091KM) 43 2 36 499414 4 4 X X X X X 4
CHECK OIL LEAKAGE/OIL PRESS SW (8091KM) LOW OIL PRESSURE 44 1 37 499100 X X X 2 2 2 X X

CHECK OIL COOLER ASSY HIGH OIL TEMPERATURE 46 1 9 499144 X X X 2 2 2 X X
CHECK OIL SYSTEM/GENERATOR (8XS) GEN HIGH OIL TEMP 47 1 24 499100 X X X 2 2 2 X X
LOW OIL LEVEL 48 2 32 499300 4 4 X X X X X 4
OIL LEVEL SNSR (8089KM) 49 2 35 499317 4 4 X X X X X 4


data Training
is subject to the
P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N
ACFT BAT NOT SELECTED/CONTACTOR (5KA) NO ACCELERATION 51 1 11 243800 X X X 1 X X X X
CONTACTOR (5KA) NO ACCELERATION 51 1 59 494255 X X X 1 X X X X
CURRENT LIMITER (6KA)/CONTACTOR (10KA) NO ACCELERATION 51 1 51 494200 X X X 1 X X X X
STATOR MOTOR (8KA)/STARTERCLUTCH NO ACCELERATION 51 1 46 494251 X X X 1 X X X X

(8033KM)
ECB (59KD) NO ACCELERATION 52 1 14 496134 X X X 1 X X X X
FUEL CTL UNIT (8022KM) NO ACCELERATION 52 1 21 493211 X X X 1 X X X X
CHECK APU FUEL SUPPLY NO ACCELERATION 52 1 70 282200 X X X 1 X X X X
FUEL CTL UNIT (8022KM)/FLOW DIVIDER NO ACCELERATION 52 1 23 493211 X X X 1 X X X X

(8024KM)
DE-OILING SOL (8083KM) NO ACCELERATION 53 1 12 499149 X X X 2 X X X X

IGV ACTR (8014KM) NO ACCELERATION 53 1 28 492351 X X X 2 X X X X
STARTER MOTOR (8KA)/BLD CTL VLV (8051KM) NO ACCELERATION 53 1 46 494251 X X X 2 X X X X
FLOW DIVIDER (8024KM) NO ACCELERATION 53 1 68 493213 X X X 2 X X X X
FLOW CTL UNIT (8022KM) NO ACCELERATION 53 1 21 493211 X X X 2 X X X X
ECB (59KD) 54 3 14 496134 4 X X X X X X 4
ECB (59KD) 55 3 14 496134 4 X X X X X X 4


data Training
is subject to the
P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N
ECB (59KD) 56 3 14 496134 4 X X X X X X 4
INLET FLAP ACTR (4015KM) 57 2 2 491651 4 4 4 4 4 4 4 4
INLET FLAP ACTR (4015KM) 58 2 2 491651 X 4 4 4 X X 4 4
FUEL CTL UNIT (8022KM) 59 1 21 493211 4 X X X X X X 4
ECB (59KD) ECB FAILURE 61 1 14 496134 X X X 2 2 2 X X

IGV ACTR (8014KM) 62 1 28 492351 X X X X 4 X X X
ECB (59KD) 64 2 14 496134 X X X X 4 X X X
(BLANK) 65
ECB (59KD) 66 2 14 496134 X X X X 4 X X X
ECB (59KD) UNDERSPEED 67 1 14 496134 X X X X 1 1 X X
CHECK APU FUEL SUPPLY UNDERSPEED 67 1 70 282200 X X X X 1 1 X X

FUEL CTL UNIT (8022KM) UNDERSPEED 67 1 21 493211 X X X X 1 1 X X
SPD SNSR1 (8060KM1) AND OVERSPEED 68 1 44 497113 X X X 1 1 1 X X

SPD SNSR2 (8060KM2)
ECB (59KD) OVERSPEED 68 1 14 496134 X X X 1 1 1 X X
FUEL CTL UNIT (8022KM) OVERSPEED 68 1 21 493211 X X X 1 1 1 X X
BLEED CTL VLV (8051KM) 69 1 5 495153 X X X X 4 X X X

data Training
is subject to the
P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N
ECB (59KD) 71 1 14 496134 X X X X 4 X X X
(BLANK) 72
ECB (59KD) 73 2 14 496134 X X X X 4 X X X
ECB (59KD) ECB FAILURE 74 1 14 496134 1 X X X X X X X
ECB (59KD) 75 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 76 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 77 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 78 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 79 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 80 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 81 3 14 496134 4 X 4 4 4 4 X 4
ECB (59KD) 82 2 14 496134 4 4 4 4 4 4 4 4

ECB (59KD) 83 3 14 496134 4 4 4 4 4 4 4 4
ACFT BAT NOT SELECTED/ 85 1 11 243800 X X X 4 X X X X

CONTACTOR (5KA)
7/21/2019 Use or disclosure of this data

Aps is subject
3200 to the
Training
P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N
IGNITION UNIT (8030KM) 91 1 26 494138 X X X 4 X X X X
SPEED SNSR1 (8060M1) 92 3 40 497113 3 3 3 3 3 3 3 3
SPEED SNSR1 (8060M1) 93 3 40 497113 3 3 3 3 3 3 3 X
SPEED SNSR2 (8060KM2) 94 3 42 497113 3 3 3 3 3 3 3 3
SPEED SNSR2 (8060KM2) 95 3 42 497113 3 3 3 3 3 3 3 X
BLEED CTL VLV (8051KM) 96 1 5 495153 X X X X 4 4 X X
BLEED CTL VLV (8051KM) SURGE/REVERSE FLOW 97 1 5 495153 X X X X 2 2 X X
IGV ACTR (8014KM) OVERTEMPERATURE 98 1 28 492351 X X X 2 2 2 X X
EGT TC1 (8057KM1) OVERTEMPERATURE 98 1 15 497215 X X X 2 2 2 X X

FUEL CTL UNIT (8022KM) OVERTEMPERATURE 98 1 21 493211 X X X 2 2 2 X X
FUEL CTL UNIT (8022KM) 99 1 21 493211 X X X X X X 1 X
ECB (59KD) 100 2 14 496134 3 X X X X X X 3
ECB (59KD) 101 2 14 496134 3 X X X X X X 3
EGT TC1 (8057KM1) AND SENSOR FAILURE 102 1 16 497215 2 2 2 2 2 2 2 2

EGT TC2 (8057KM2)
P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N
BLD FLOW XDCR (8039KM) 103 1 13 495112 4 4 4 4 4 4 4 4
ECB (59KD) ECB FAILURE 104 1 14 496134 1 1 1 1 1 1 1 1
NO DATA FROM ECS 106 3 34 216334 X X X X 4 X X X
ECB (59KD) 107 2 14 496134 X 4 4 4 4 4 4 4
ECB (59KD) ECB FAILURE 108 1 14 496134 X 1 1 1 1 1 1 1
FUEL LOW PRESS/LOW FUEL PRESS SW 112 2 31 282214 X X X 4 4 4 X X

(5030QM)
- EMERGENCY STOP 113 1 NO TEXT - 1 1 1 1 1 1 1 1
COOLING FAN PMG ASSY (8055KM) SENSOR FAILURE 114 1 53 495253 X X X 1 X X X X
ECB (59KD) BACKUP OVERSPEED 115 1 14 496134 X 1 1 1 1 1 1 1
SPD SNSR1 (8060KM1) AND BACKUP OVERSPEED 115 1 44 497113 X 1 1 1 1 1 1 1

SPD SNSR2 (8060KM2)
FUEL CTL UNIT (8022KM) BACKUP OVERSPEED 115 1 21 493211 X 1 1 1 1 1 1 1
COOLING FAN PMG ASSY (8055KM) BACKUP OVERSPEED 115 1 53 495253 X 1 1 1 1 1 1 1
ECB (59KD) BACKUP OVERSPEED 116 1 14 496134 1 X X X X X X X

CIRCUIT FAILURE
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this Training
document.
P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N
ECB (59KD) 117 1 14 496134 4 X X X X X X 4
CHECK APU FUEL SUPPLY 118 1 70 282200 X X X X 4 4 4 X
IGV ACTR (8014KM) 118 1 28 492351 X X X X 4 4 4 X
BLEED CTL VLV (8051KM) 119 1 5 495153 X X X X 4 4 4 X
INLET FLAP ACTR (4015KM) 120 2 2 491651 X X X X X X 4 X
INLET FLAP ACTR (4015KM) AIR INTAKE NOT OPEN 121 1 2 491651 X 1 1 X X X X 1
OIL TEMP SNSR (8084KM) AND GENERATOR SENSOR FAILURE 122 1 50 499151 2 2 2 2 2 2 2 2
(8XS)`
ECB (59KD)/APU HARNESS (8001KM) 123 1 8 496134 4 4 4 4 4 4 4 4
WRG: ACFT TYPE PIN/FCB (59KD) 124 3 47 496100 4 X X X X X X X
WRG: ECB PIN AB-H5 125 3 4 496100 4 4 4 4 4 4 4 4
CURRENT LIMITER (6KA)/CONTACTOR (10KA) 126 1 51 494200 X X X 4 X X X X
(BLANK) 131
ECB (59KD) ECB FAILURE 132 1 14 496134 1 X X X X X X 1
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document.
P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N
FIRE EMERG-STOP RELAY (6WF) 133 3 54 262200 X X X X X X 4 X
FIRE EMER STOP RELAY (6WF) 134 3 54 262200 X X X X X X 4 X
ECB (59KD) 135 3 14 496134 X 4 4 4 4 4 4 X
(EMERGENCY STOP TEST - NO TEXT) 136 3 NO TEXT - 4 4 X X X X X X
(BLANK) 137
BLEED CTL VLV (8051KM) 138 1 5 495153 X X X 4 X X X X
IGV ACTR (8014KM) 139 1 28 492351 X X X 4 X X X X
OIL PRESS SW (8091KM) AND OIL LVL SNSR SENSOR FAILURE 140 1 55 499414 2 2 X X X X X 2
(8089KM)
OIL PRESS SW (8091KM) AND LOW OIL LEVEL SENSOR FAILURE 141 1 56 499414 2 2 X X X X X 2
ECB (59KD) LOSS OF SPEED 142 1 14 496134 1 1 1 1 1 1 1 1
SPD SNSR1 (8060KM1) AND ECB (59KD) LOSS OF SPEED 145 1 41 497133 1 1 1 1 1 1 1 1
(BLANK) 147
(BLANK) 148
BLD FLOW XDCR (8039KM) 149 1 13 499112 X X X 4 4 4 4 X
ECB (59KD) ECB FAILURE 150 1 14 496134 X 1 1 1 1 1 1 X
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P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N

ECB (59KD) 165 3 14 496134 4 4 4 4 4 4 4 X
ECB (59KD) 166 3 14 496134 X 4 4 4 4 4 4 X
ECB (59KD) APU FUEL VALVE FAILED OPEN 168 1 14 496134 X 1 X X X X 1 X
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7/21/2019 Aps of
this Training
document.
P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N
BLD FLOW XDCR (8039KM)/ 169 1 48 495112 X X X X 4 4 X X

BLD CTL VLV (8051KM)
INLET T-P SNSR (8013KM) 170 1 29 492317 4 4 4 4 4 4 4 4
BLD FLOW XDCR (8039KM) 170 1 13 495112 4 4 4 4 4 4 4 4
BLD FLOW XDCR (8039KM) 171 1 13 495112 X X X X 4 X X X
BLEED CTL VLV (8051KM)/ 174 1 69 495153 X X X X 4 X X X

FUEL CTL UNIT (8022KM)
HSPS CT/NOV. 2006

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Aps of this Training
3200 document.
APS 3200
SECTION 13
TROUBLESHOOTING

TROUBLESHOOTING
GENERAL REQUIRED HARDWARE
The troubleshooting system is designed to provide additional Downloading of the ECB requires the following equipment:
information to aid in the maintenance and repair of the Auxiliary
Power Unit (APU) by downloading the Electronic Control Box (ECB) Laptop computer or Personal Computer (PC) with at least
located in the aircraft aft cargo compartment. 3MB of free hard disc space, a modem and a Windows 95 or
Maintenance information is stored in the nonvolatile memory of the later operating system.
ECB and can be retrieved and analyzed by downloading into a
laptop computer. The computer displays information and A special interface cable is required to connect the
recommended actions from the following stored data: Computer to the ECB. The interface cable (P/N AGE 70021)
is available by contacting Hamilton Sundstrand.
CONDITIONING MONITORING DATA
This data consists of engine parameters taken at each engine start

and shutdown. Data is provided for the last twelve engine run cycles.
FAULT DATA
The data consists of maintenance and fault messages for class 1,

class 2 faults and class 3 faults.


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TROUBLESHOOTING
ECB TROUBLESHOOTING AID
To download and diagnose fault data, refer to APIC SIL APS32-

0049-47 for in-depth instructions.
Basic Steps:
• Connect the interface cable from the computer to the ECB.
• Power-up computer.
• Select Diagnose on the tool bar.
• Enter operators name on the Setup screen.
• APU master switch ON (APU not running.)
• Select Continue on the Setup screen.


TROUBLESHOOTING
ECB TROUBLESHOOTING AID (Fault Information)
The computer screen displays Class 1, Class 2 faults and Class 3

faults. The screen will download and provide a file automatically for
review. (See example on page 13.6.)
Select the Most Recent scroll bar on the screen to scroll through the
various faults.
Each fault or fault combination is provided with a fault description
and recommended action.


TROUBLESHOOTING
REAL-TIME DATA MONITORING
With the Real-Time Data monitoring screen displayed, select Analog

I/O, Speed/Temp, or Discreet Inputs. Each selection displays a
screen that provides real time data. The data is viewed at the bottom
of the screen when a data box is selected.
Note: The more data boxes selected the longer it takes for the
information to appear. Select data that is related to the
specific fault for a faster response time.
BASIC STEPS:
• Start and run APU.
• Select data box.
• Select Start Monitoring.
• Select Stop Monitoring after data has been taken.
Selecting
name Save
allows theData
dataat
tothe
be bottom
saved. of thepage
(See screen and
13.9 selecting
and example a file
on
page 13.10.)

HAMILTON SUNDSTRAND PROPRIETARY 367/739

TROUBLESHOOTING
SNAPSHOT VIEW
BASIC STEPS:
• Select Snapshot with the APU operating

• Select Analog Inputs.
• Select Discrete Inputs.
• Click on Take Snapshot. (This will provide one quick view
of data)



APS 3200 Auxi liary Power Unit
Front Matter
HSPS CT/NOV. 2006 Page i

TABLE OF CONTENTS
SUBJECT PAGE SUBJECT SECTION
Preface............................................................................................iii Introduction...................................................................................... 1
Abbreviations ................................................................................. v Power Unit....................................................................................... 2
APU Leading Particulars ...............................................................viii Oil System ....................................................................................... 3
Fuel System ....................................................................................4
Air System....................................................................................... 5
Control System................................................................................ 6
Indicating System............................................................................ 7
Starting System............................................................................... 8
Electrical System............................................................................. 9
APU Installation.............................................................................10
Maintenance.................................................................................. 11
Fault Isolation ................................................................................ 12
Troubleshooting............................................................................. 13
HSPS CT/NOV. 2006 Page ii

PREFACE
GENERAL DESCRIPTION FAA AND AIRCRAFT MANUFACTURER APPROVED

PUBLICATIONS
The APS 3200 Auxiliary Power Unit Maintenance Training Course,
developed by the Customer Service Training Group of Hamilton The Airline is provided a variety of FAA and Aircraft Manufacturer
Sundstrand Power Systems, is designed to give the student an approved publications for the APS 3200 APU. These publications
understanding of the various components of the Auxiliary Power Unit are:
(APU) and their functions. This course also provides routine
maintenance and troubleshooting. Aircraft Flight Crew Manuals
STUDENT WORKBOOK Aircraft Maintenance Manuals
This workbook is intended for the “limited” purpose of providing Engine and Component Maintenance Manuals
component familiarization,
this maintenance course. general data, and support information for Service Bulletins
This is an uncontrolled document and will not be updated or revised Chapter 49 of the aircraft maintenance manual presents detailed
on a regular basis. Specific values given in this document such as APU and LRU removal and installation procedures plus maintenance
speed, temperature, and pressure are provided for the purpose of and servicing techniques that can be accomplished at the flight-line.
illustration and are not necessarily representative of the true values Careful study of Chapter 49 will add to the student's expertise in
of the APS 3200 APU. troubleshooting and maintaining the Hamilton Sundstrand APS 3200
APU.
HSPS CT/ NOV. 2006 Page iii

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AIRCRAFT APPLICATIONS
The information presented in this course applies to the following

aircraft:
AIRBUS 318, 319, 320, 321
HSPS CT/NOV. 2006 Page iv


The abbreviations/symbols shown below are used in this manual:
A/D Analog/Digital CMM Components Maintenance Manual

A/C Aircraft CPU Central Processor Unit
AC Alternating Current D/A Digital/Analog
ACARS Aircraft Communication Addressing and Reporting System DC Direct Current
ACMS Aircraft Condition Monitoring System ECAM Electronic Centralized Aircraft Monitoring
ADIRU Air Data Inertial Reference Unit EC dB Decibel
AIDS Aircraft Integrated Data System B Electronic Control Box
APIC Auxiliary Power International Corp. ECS Environmental Control System
APS Auxiliary Power System EGT Exhaust Gas Temperature
APU Auxiliary Power Unit EMI Electro-Magnetic Interference
ARINC Aeronautical Radio Inc. EPLD Erasable Programmable Logic Device
ATA Air Transport Association ETOPS Extended Twin Engine Operations
AVAIL APU Available FADEC Full Authority Digital Electronic Controller
BATT Battery FAR Federal Airworthiness Regulation
BCV Bleed Control Valve FCU Fuel Control Unit
BITE Built-In Test Equipment FET Field Effect Transistor
BMC Bleed Monitor Computer FOD Foreign Object Damage
CB Circuit Breaker ft Feet
cc/h Cubic centimeters per hour FWD Forward
CFDS Centralized Fault Display System GBX Gearbox
CLR Clear
HSPS CT/NOV. 2006 Page v

GCU Generator Control Unit L Liter

GMT Greenwich Mean Time l/h Liters Per Hour
GPH Gallons Per Hour lb Pound

lbs/hr Pounds Per Hour
HOT High Oil Temperature
lbs/m Pounds Per Minute
HP Horse Power
lbs/sec. Pounds Per Second
HSPS Hamilton Sundstrand Power System
LC Load Compressor
Hz Hertz
LOP Low Oil Pressure
ICAO International Civil Aviation Organization
LP Low Pressure
ID Identification
IGV Inlet Guide Vane LRU Line Replaceable Unit
LVDT Linear Voltage Differential Transducer
IPC Illustrated Parts Catalogue
m Meter
ISA International Standard Atmosphere
mA Milliampere
JAR Joint Airworthiness Requirement
MAX Maximum
kg Kilogram
MCDU Multi-function Control and Display Unit
kg/m Kilograms Per Minute
MES Main Engine Start
kg/s Kilograms Per Second
kHz Kilo Hertz MHz Mega Hertz
P Qts Quarts
kPa Kilopascal
MIN Minimum
kPaa Kilopascals Absolute
mm Millimeter
kPad Kilopascals Differential
MMEL Master Minimum Equipment List
kPag Kilopascals Gauge
MTBF Mean Time Between Failure
kW Kilo Watt
HSPS CT/NOV. 2006 Page vi


SIG Pounds Per Square Inch Gauge THR Threshold

MTBUR Mean Time Between Unscheduled Removals TRU Transformer Rectifier Unit
mV Millivolt
N Rotation Speed TSO Technical Standard Order
NGV Nozzle Guide Vane US G US Gallon
NVM Non Volatile Memory VAC Volts, Alternating Current
OAP Outside Air Pressure VDC Volts, Direct Current
OAT Outside Air Temperature °C Degrees Celsius
OBRM On Board Replaceable Memory °F Degrees Fahrenheit
P/N Part Number > Is Greater Than

PCD Pressure Compressor Discharge < Is Less Than
PMG Permanent Magnet Generator ± Plus or Minus
PS Power Section Ω Ohm
PSIA Pounds Per Square Inch Absolute Δ Differential
PSID Pounds Per Square Inch Differential % Percent
RAM Random Access Memory
ROM Read Only Memory

RPM Revolutions Per Minute
RTD Resistive Temperature Device
S Seconds
S/N Serial Number
SSLC Single Shaft Load Compressor
STS Status
HSPS CT/NOV. 2006 Page vii


WEIGHT 136 Kg (299 lbs) (dry)
OPERATING ALTITUDE -304.8 M to 11,887 M (-1,000 to 39,000 ft)
SEA LEVEL 15°C (59°F) STD DAY PERFORMANCE
OUTPUT SHAFT HORSEPOWER 399.7 Kw (536 HP)
ROTOR SPEED 100% (49,300 RPM)
ROTOR OVERSPEED (SHUTDOWN) 105% (51,765 RPM)
BACK UP OVERSPEED (SHUTDOWN) 107% (52,751 RPM)
ROTOR UNDERSPEED (SHUTDOWN) 95% (46,835 RPM)
BLEED AIRFLOW 1.8 kg/SEC (2.6 LBS/SEC)
BLEED AIR PRESSURE 290 kPag (42 PSIG)
FUEL CONSUMPTION 148 kg/HR (178 L/HR) [327 LB/HR (47 GAL/HR)]
HSPS CT/ NOV. 2006 Page viii

EXHAUST GAS TEMPERATURE (SHUTDOWN)
START % SPEED EXHAUST GAS TEMPERATURE
0% 427°C (800°F)
10% 788°C (1450°F)
20% 899°C (1650°F)
30% 899°C (1650°F)
50% 853°C (1567°F)
80% 788°C (1450°F)
100% 670°C (1238°F)
RUN % SPEED EXHAUST GAS TEMPERATURE
100% 722°C (1332°F)
HSPS CT/NOV. 2006 Page ix

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GEARBOX SPEEDS Input 49,300 RPM

Generator 24,034 RPM (output)
Fuel Control 10,129 RPM (output)
Starter
Cooling Fan 32,045 RPM
51,965 RPM (output)
(output)
Oil Pump 4,137 RPM (output)
OIL PRESSURE 241 kPag (35 PSIG) (minimum)

345-414 kPag (50-60 PSIG) (normal)
OIL CAPACITY 3.9 L (4.16 Qts) (add)

5.4 L (5.72 Qts) (full)
OIL TEMPERATURE (SHUT DOWN) 135°C (275°F) Lubrication system

185°C (365°F) AC Generator
APPROVED OIL SPECIFICATION: CAUTION:

DO NOT MIX OR SUBSTITUTE OIL SPECIFICATIONS. USE ONLY ONE OF THE
MIL-PRF-7808
APPROVED OILS. IF THE OIL SUPPLY IS LOW AND THE OIL BEING USED IS NOT
AVAILA BLE, DRAIN THE OIL SUMP AND CHANGE THE OIL FILTER. SERVICE THE
MIL-PRF-23699
OIL SYSTEM WITH AN APPROVED OIL.
HSPS CT/NOV. 2006 Page x

APPROVED FUELS
Fuel Type Specification Temperature Range
Jet A ATSM D1655 (NATO Code F-35) -35°C (-30°F) to +57°C (+135°F)
Jet A-1 ATSM D1655 (NATO Code F-35) -43°C (-45°F) to +57°C (+135°F)
Jet B ATSM D1655 (NATO Code F-45) -54°C (-65°F) to +57°C (+135°F)
JP-4 MIL-T-5624 (NATO Code F-40) -54°C (-65°F) to +57°C (+135°F)
HSPS CT/NOV. 2006 Page xi

HSPS CT/NOV. 2006 Page xii


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.
APS 3200
SECTION 1
INTRODUCTION

APS 3200- GENERAL PRESENTATION
Function The APU is a single spool gas turbine engine which drives a load
compressor and an AC generator.
The APS 3200 is designed to provide compressed air and electrical
power to the aircraft on the ground and in flight. The ECB
Digital is an electronic
Electronic contro ller, FADEC type (Full Authority
Control).
- Electrical power supply to aircraft systems
Component Location
- Compressed air supply to aircraft systems:
- The APU is installed in the tail section of the aircraft.
• Environmental Control System (ECS)
• Main Engine Start (MES) - The ECB is installed in the aft cargo compartment, right side,
• Various systems... forward of the cargo door.
Requirements Control and Display
Regulations: - JAR part 25, change 13 - On the overhead panel for APU operation and fire control
- FAR part 25
On the ECAM (Electronic Centralized Aircraft Monitoring) for APU
Certification: - JAR APU change 2 parameters display
Main Compon ents On the external panel, under the nose section, for APU emergency
-shut-down
The main components are:
- The Auxiliary Power Unit (APU)
- The aircraft systems (Pneumatic system, Electrical system, Control

panels).
HSPS CT/NOV.. 2006 HAMILTON SUNDSTRAND PROPRIETARY Page 1.1

.
AUXILIA RY
POWER UNIT
ELECTRONIC
CONTROL BOX
(AFT CARGO
COMPARTMENT)
CONTROL AND
DISPLA Y PANELS
AIRBUS A IRCRAFT

.

Power Unit Load Compressor
The APU consists of a gas turbine engine (Power Section) which The load compressor is a single stage centrifugal compressor driven
drives: directly by the power section. Variable inlet guide vanes are used for
airflow and exhaust gas temperature control.
- A load compressor
Gearbox
- And an AC generator (alternator) through a gearbox.
The gearbox, also driven by the power section, is attached to the
The APU is of modular design. It has three modules: load compressor. The gearbox provides the drive at the correct
speed for the AC generator and the APU mechanically driven
- The power section accessories.
- Electronic Control Box

The load compressor
- The gearbox. The ECB provides control and monitoring of the APU and is located
in the aircraft rear cargo compartment.
A common air inlet supplies the load compressor, the cooling fan and
the power section.
Power Section
The power section is a single spool gas turbine engine which

consists of:
- A centrifugal compressor
- A reverse flow combustor chamber
- A two stage axial flow turbine.
HSPS CT/NOV. 2006 HAMILTON SUNDSTRAND PROPRIETARY Page 1.3

.
COMBUSTOR
AC GENERATOR
GEARBOX
TURBINES
LOAD IMPELLER
COMPRESSOR

.
- The APU air inlet plenum is connected to the aircraft air intake The air inlet plenum is located between the load compressor and
system. the power section.
The APU air inlet plenum has a screen to protect the APU internal - The ignition exciter supplies high energy electrical power to the
components from foreign object damage. ignitor plugs.
- The cooling fan assembly is located at the top of the gearbox The ignition exciter is mounted on the left side of the air inlet
front face. plenum.
- The starter motor drives the APU rotor assembly during starting. - The oil cooler transfers the heat of the lubricating oil to the cooling
air supplied by the cooling fan assembly.
The starter motor is located on the front face of the gearbox.
- The fuel control unit supplies and meters fuel to the APU. It is - The APU exh aus
aircraft exhaust t system delivers the APU exhaust gases to the
pipe.
located on the gearbox front face.
- The load compressor scroll houses the load compressor

impeller.
- The air inlet plenum delivers air to the impellers.

COOLING FAN
ASSEMBL Y
AIR BYPA SS
STARTER PLENUM
MOTOR
OIL COOLER
AIR INLET
PLENUM
EXCITER
FUEL CONTROL
APU AIR
UNIT
INLET
LOAD COMPRESSOR
SCROLL


Identification of Components
- The gearbox provides the drive for the AC generator and the

accessories for APU operation.
The gearbox also provides the sump for the oil system.
- The AC gener ato r that provides electrical power for the aircraft
systems.
- The cooling fan assembly for airflow through the oil cooler and
ventilation of the APU compartment.
The cooling fan assembly is located on the gearbox front face.
- The APU dr ain co ll ect or . The collector is installed on the right

side of the gearbox by two struts.
- The air- bleed system that includes a servo valve, an actuator,

and a bleed control valve.
- The inlet guide vane system that includes a servo valve, an

actuator, the inlet guide vanes and their control mechanism.
- The combustor housing that houses the combustor chamber.
- Main and pilot f uel injection system installed on the combustor

housing.

.

MAIN AND PILOT
FUEL INJECTION
SYSTEM
COOLING FAN
ASSEMBL Y
INLET
GUIDE VANE
ACTUATOR
BLEED CONTROL
VALVE
AC GENERATOR
MOUNTING PAD
APU DRAIN
COLLECTOR
GEARBOX


.

Power section provides the shaft power to drive the load The load compressor supplies compressed air to the aircraft
compressor and the gearbox. pneumatic system. The air is compressed by a single stage
centrifugal impeller and uses variable inlet guide vanes to control the
Power is produced by transforming the energy contained in the air flow. The compressed air is delivered through a scroll to the bleed
ambient air and the fuel through thermodynamic cycle: compression, control valve.
combustion, expansion.
The gearbox provides the drive for the AC generator, and
- Compression of the air in the single stage centrifugal compressor accessories for APU operation.
- Combustion of the air-fuel mixture in the reverse flow combustor The AC generator that provides electrical power for the aircraft
chamber systems.
- Expansion of the burned gases across the two stage axial flow
turbine to drive: The Electronic Control Box receives various signals from the
aircraft and the APU to operate and monitor the APU.
• The power section impeller The electronic control box controls the following:
• The load compressor impeller - Rotation speed (N) (fuel flow)
• The gearbox. - Load compressor surge protection (bleed control valve)
- Exhaust Gas Temperature (EGT) (inlet guide vanes).

TO TO APU POWER SECTION

AIRCRAFT EXHAUST
BLEED CONTROL COMPRESSION COMBUSTION EXPANSION

VALVE
GENERATOR
EXHAUST
GEARBOX
LOAD COMPRESSOR AMBIENT AIR

COMPRESSED A IR
COMBUSTION
EXHAUST
FUEL FLOW
ELECTRICAL SIGNALS
ECB
IGV ACTUATOR
FUEL CONTROL


APS 3200
SECTION 2
POWER UNIT

.
Function - Rotation speed .......................49 300 RPM

- Direction of rotation ................clockwise (view from the rear)
The APU provides compressed air and electrical power to the aircraft.
- APU dry weight ......................136 kg (299 lbs).
Location
Main Components
The APU is installed in the aircraft tail section.
- Gearbox (with AC generator and APU accessory drive)
Type
- Load compressor (centrifugal type provided with inlet guide vanes)
Single spool gas turbine engine driving a load compressor and an AC
- Air i nl et plenum (air in take and air di st ri bu ti on )
generator.
Main Characteristics - Power section including:
• A centrifugal impeller
Characteristics at Aero Design Point, installed APU (ISA, sea level) are
given for information only:
A reverse flow combustor chamber
- Total power ............................400 kW (536 HP)
• A two stage axial flow turbine.
- Specific fuel consumption .......0.372 kg/kW.h (0.61 Ib/HP.H)
- Fuel consumption ...................148 kg/HR (178 L/HR)
................................................[327 LB/HR (47 GAL/HR)]
- Electrical power ......................132 kW (177 HP)
- Pneumatic power ...................252 kW (338 HP)
- Bleed air flow .........................1.2 kg/sec. (2.6 lbs/sec.)
- Bleed air pressure ..................390 kPa (42 PSI)

LOAD
COMPRESSOR
CENTRIFUGAL COMBUSTOR
AC GENERATOR COMPRESSOR CHAMBER
GEARBOX AIR INLET TURBINES
PLENUM
ECB

.
The first part of the description deals with the APU rotating assembly Power Section
and the second part will consider the modular design of the APU.
The power section provides mechanical shaft power to drive the load
The following
gearbox, main plenum,
air intake components
load are considered
compressor andinpower
this description:
section. compressor and the gearbox.
The power section comprises:
Gearbox
- A single stage centrifugal impeller
The gearbox located at the front of the APU provides the mechanical
drive for the AC generator and the accessories required for the APU - A reverse flow combustion chamber
operation. The oil sump is also part of the gearbox.
- A two stage axial flow turbine
Load Compressor
- An exhaust system.
The load compressor is driven by the power section and provides
compressed air to the aircraft pneumatic system. It is a centrifugal The main rotor assembly is supported by two bearings: A ball
impeller that has variable inlet guide vanes to control the air flow bearing at the front of the load compressor, a roller bearing at the
output. rear of the turbine.
Ai r Inlet Plenum
The plenum is located between the load compressor and the power
section. The plenum directs the air supply to the power section, load
compressor and the oil cooling system.

.

DRIVE TRAIN
FOR AC GENERATOR
CENTRIFUGAL
AND APU ACCESSORIES COMBUSTION
IMPELLER
FRONT CHAMBER
BEARING
EXHAUST
CENTRIFUGAL VARIABLE REAR

IMPELLER INLET GUIDE BEARING
AIR INLET
VANES
PLENUM
TURBINES
OIL
SUMP

.
POWER UNIT – DESCRIPTION (2)
APU Rot ating As sem bl y Bearings
The APU rotating assembly includes the following components: The APU rotor assembly is supported by two bearings:
- The load compressor impeller - Front ball bearing
- The inter shaft which connects the load compressor impeller to the - Rear roller bearing
power section rotor assembly
Quill Shaft
- The compressor impeller of the power section
The quill shaft is splined into the rotor shaft and provides the
- The turbine wheels. mechanical connection between the APU rotor shaft and the
gearbox.
The tie-bolt secures the main components of the APU rotor
assembly.

.
POWER SECTION
LOA D COMPRESSOR IMPELLER
IMPELLER
FRONT BALL
BEARING
QUILL
SECURING
NUT
INTER REAR ROLLER SECURING

TIE SHAFT BEARING NUT
BOLT TURBINES

A320-457a
.
General The gases are then expelled overboard through the aircraft exhaust
system.
The power section produces mechanical shaft power for APU
operation. Load Compressor Operation

This mechanical power is used to drive: The load compressor is driven by the power section and produces air
flow to the aircraft pneumatic systems.
- The load compressor which supplies compressed air
Gearbox Operation
- The AC generator which supplies electrical power
The gearbox is driven by the power section to operate the APU
- Accessories required for the operation of the APU. accessories and the AC generator.
Power Section Operation Electronic Control Box (ECB)
The air enters the power section through the aircraft air inlet and the The ECB provides control and monitoring of the APU.
APU plenum.
In the plenum, this air is divided into two flows; one for the load
compressor and one for the power section.
The power section air is directed to the centrifugal impeller which

increases the air pressure.
The air is then admitted to the combustion chamber, mixed with the
fuel and burned to provide a continuous combustion process. The
gases are expanded across the turbines that transforms the gas
energy into mechanical energy.

.

BLEED
CONTROL
VALVE
COMPRESSED
COMPRESSED AIR TO EXHAUST
AIR TO AIRCRAFT
AC GENERATOR
AMB IENT AIR ECB

COMPRESSED A IR
COMBUSTION
EXHAUST

A320-458a
.
GEARBOX - GENERAL
Location Gearbox Front Face View
The gearbox is located at the front of the load compressor scroll. - Oil cooling fan drive pad
Main Features - AC generator drive pad
- Modular design - Starter motor drive pad
- Mechanical efficiency: 0.98 - Fuel control unit drive pad
- Weight: 17 kg (37.4 lbs) - Accessories (oil filters, oil level sensor, de-oiling valve...).
- Oil sump Gearbox Left Side View
- Gearbox drive power: 148 kW (198 HP) - Oil sight glass
- AC generator drive power: 132 kW (177 HP) - Oil fill tube
- Accessories drive power: 16 kW (21 HP) - High oil temperature sensor
- Material for housing: Aluminum alloy. - Speed sensor
- Gearbox mounting flange (attachment with the load compressor

scroll)
- APU front left mount.

.
COOLING FAN
MOUNTING
FLANGE AC GENERATOR
APU FRONT
MOUNT
STARTER MOTOR
FUEL CONTROL
DE-OILING
DE-OILING VALVE
VALVE
FWD
SPEED
SENSOR
OIL FILL
TUBE
OIL LEVEL
OIL SIGHT SENSOR
GLASS
OIL
FILTERS
HIGH OIL TEMPERATURE
GEARBOX - GENERAL

A320-459a
.
GEARBOX DESCRIPTIO (1)
This description considers the gears, the bearings and the drive Starter Motor Drive
pads. - Speed: 32045 RPM
Gears - Starter clutch: Sprag type.
The gearbox comprises of 8 spur type gears made of steel alloy. The Fuel Pump Drive
gear train provides the correct speeds for the APU driven units. - Speed: 10129 RPM
-Direction o f rotation: Clockwise.
Bearings
The gears are supported by bearings: 6 roller bearings and 6 ball Oil Pump Drives
bearings. - Lubrication pump
• Speed: 4137 RPM
AC Generat or Dri ve • Direction of rotation: Clockwise.
- Speed: 24034 RPM Scavenge pumps
- Direction of rotation: Clockwise. • Speed: 4137 RPM
Direction of rotation: Anti clockwise.
Intermediate Gear
- Speed: 14349 RPM Note: Direction of rotation by viewing the front of the gearbox.
- Direction of rotation: Clockwise
- Centrifugal air-oil separator.
Cooling Fan Drive

- Speed: 51965 RPM
- PMG (Permanent Magnet Generator).

.
-
FRONT VIEW
COOLING FAN
INTERMEDIATE DRIVE
GEAR (51965 RPM)
(14349 RPM)
STARTER MOTOR
DRIVE
AC GENERATOR
(32045 RPM)
DRIVE
(24034 RPM)
FUEL PUMP
DRIVE
(10129 RPM)
DRIVE
OIL PUMP
GEAR
DRIVES
(49300 RPM)
GEARBOX - DESCRIPTION (1) (4137 RPM)

.
Identification of Gearbox Components • The fuel control unit drive gear

• The oil pump drive gears.
- The gearbox housing which forms the oil sump and provides the
accessories for the oil system (oil filter, oil level sensor, magnetic
plug...).
The gearbox housing also provides the mounting pads for:
• The oil cooling fan
• The AC generator
• The starter motor
• The fuel control unit
The gearbox housing is attached to the load compressor scroll by

a mounting flange.
- The APU fr on t left and ri gh t mou nt s are located on the sides of

the gearbox.
- The gearbox gear train which includes:
• The AC generator drive gear

• The intermediate gear, which also forms the air-oil
separator
• The starter motor drive gear

.
INTERMEDIATE
AC GENERATOR GEAR
DRIVE GEAR
STARTER MOTOR
DRIVE GEAR
DRIVE
GEAR
FUEL CONTROL
UNIT DRIVE
GEAR
OIL PUMP
GEARBOX DRIVE GEARS GEAR TRAIN

A320-461a
.
GEARBOX - OPERATION
During Starting Normal Running Condit ion
The starter motor is electrically energized and provides the torque to The power section provides the mechanical power to drive the load
crank the gear train and the APU rotor assembly. compressor and the gearbox drive gear.
At self-sustaining speed, the electrical supply to the starter is de- The drive gear meshes directly with the AC generator gear.
energized and the starter is disengaged by the sprag clutch.
It also drives an intermediate gear which in turn drives the oil cooler
fan gear, the starter motor gear and the fuel control unit and oil pump
gears

AC GENERATOR
DRIVE
COOLING
FAN GEAR
DRIVE INTERMEDIATE
GEAR
GEAR
DRIVEN
GEAR
STARTER
DRIVE GEAR
FUEL CONTROL
UNIT DRIVE GEAR
DRIVE
GEAR
RUN OPERATION
START OPERATION OIL PUMP
DRIVE GEARS
GEARBOX - OPERATION

.
Location Construction
The inlet plenum is located between the load compressor and the The plenum is of sandwich construction with a structural envelope,
power section. Nomex and felt metal. The structural envelope and Nomex are fire
proof.
Main Features
Operation
- Acoustically treated part
In the plenum, the air is separated into two flows by the splitter.
- Shop replaceable unit
- One for the power section: 2.2 kg/s (4.8 lbs/sec.)
- Weight: approx. 7.5 kg (16.5 lbs).
- One for the load compressor and cooling fan: 1.2 kg/s (2.6
Main Compon ents lbs/sec.).
The plenum consists of two parts, upper and lower, which are
connected by quick disconnect latches.
The lower part interfaces with the aircraft air inlet system. The air
inlet to the plenum is provided with a screen made of stainless steel
that protects the APU internal components from foreign object
damage.
The upper part has an outlet for air supply to the oil cooling system
(supply to the oil cooler fan).

.

COOLING FAN
AIR SUPPLY
QUICK DISCONNECT
LATCHES
AMBIENT AIR
COMPRESSED A IR
LOAD
COMPRESSOR
IMPELLER SPLITTER SCREEN

.
Identification of the Air Inlet Plenum Components
- The lower part of the air inlet plenum interfaces with the APU air
inlet system. It has a screen to protect the APU internal
components from foreign object damage.
The lower part incorporates noise treatment and a splitter which

separates the air into two flows. It also provides the support for the
following components:
• The ambient air pressure and temperature sensors
• The differential pressure sensor
• The low oil pressure switch
• The ignition exciter.
- The upper part of the air inlet plenum is also noise treated.
The upper part has an oval outlet to supply air to the oil cooling
system
- The quick disconnect latches secure the upper part and lower

part of the air inlet plenum.

.
COOLING FAN
AIR SUPPLY
PLENUM SPLITTER
UPPER PART
AIR INLET PLENUM

HOUSING LOWER PART
QUICK
DISCONNECT
LATCH
INLET
LOCATING SCREEN
TAB

A320-464a
.
The load compressor is installed between the gearbox and the power - Rotating components (compressor shaft, impeller, bearing,
section. bearing seals)
Type - Stationary components (air inlet housing, variable inlet guide

vanes, impeller shroud, diffuser, and scroll).
High pressure centrifugal impeller provided with inlet guide vanes.
Main Features
- Air flow: 1.2 kg/s (2.6 lbs/sec.)
- Pressure ratio: 4:1
- Max outlet temperature: 232°C (450°F)
- Rotation speed: 49 300 RPM
- Direction of rotation: clockwise (viewed from the rear of the APU).

.
BLEED CONTROL
VALVE
COMPRESSED A IR COMPRESSED
TO AIRCRAFT AIR TO
EXHAUST
SCROLL
AMBIENT AIR
COMPRESSED A IR

IMPELLER VANES

A320-465a
.
The first part of this description deals with the load compressor Compressor Diffuser
components, the second part will consider the inlet guide vanes
control mechanism and the third part the identification of all the It consists of 19 cambered vanes made of steel alloy.
components.
Scroll
Ai r Inlet Housi ng
The annular scroll provides the air outlet of the load compressor. It is
The housing allows the passage of air to the load compressor and cast aluminum.
supports the inlet guide vanes. It is made of aluminum alloy.
The scroll housing provides passages for static air pressure to the
Compressor Impeller load compressor discharge pressure sensor.
The impeller is constructed of titanium alloy. The rear shaft of the Bearing
impeller is connected to the rotor intershaft using a curvic coupling.
The front is supported by a ball bearing. A ball thrust bearing supports the front shaft of the load compressor.
It is mounted in the load compressor housing.
Compressor Shroud
Bearing Seals
The shroud houses the impeller and is constructed of steel alloy.
Oil that is used to lubricate the front bearing is prevented from
entering the impeller area by a floating carbon seal and a labyrinth
seal.

.
DRAIN COMPRESSOR
DIFFUSER
SQUEEZE
FILM THRUST
WASHER
COMPRESSOR
SHROUD
BALL
BEARING FLOATING
CARBON
SEAL
LABYRINTH
SEAL
AMB IENT AIR IMPELLER VANE
COMPRESSD AIR

A320-450a
.
Identification of Load Compressor Components
- The IGV assembl y includes the variable inlet guide vanes, the
rack and pinion mechanism and the air inlet housing
- The compressor shroud houses the impeller.
- The load compressor impeller has main blades and splitter

blades. The impeller is connected at the rear to the inter shaft by
curvic-coupling. The impeller front shaft is supported by the front
bearing.
- The scroll provides the air outlet of the load compressor. The
scroll also houses the load compressor diffuser.
- The front bearing is a ball bearing that supports the impeller front
shaft
- The labyrinth s eal is pressurized with compressed air from the

power section impeller.
- The front bearing nut retains the front bearing and forms the
phonic wheel of the speed sensing system
- The tie-bolt and the securing nut.

.
SCROLL
LABYRINTH
SEAL
FRONT
BEARING
INLET GUIDE
FRONT BEARING VANE ASSEMBLY
JOURNAL
COMPRESSOR
SHROUD
LOA D COMPRESSOR
IMPELLER
TIE FRONT BEARING NUT
SECURING BOLT (PHONIC WHEEL)
NUT
LOA D COMPRESSOR - DESCRIPTION (2)

.
Inlet Guide Vanes The Actuator
The Inlet Guide Vanes (IGV) consist of 24 vanes, made of titanium The actuator is hydraulically operated. It uses fuel pressure metered
alloy and mounted in the inlet housing. by an electrical signal from the electronic control box.
Each inlet guide vane has a sector gear. The Control Rod
There are five guide vanes with holes in them. Three are located at The control rod is mechanically operated by the actuator.
the 6:30 position, one at the ten o’clock and one at the two o’clock
position. The holes allow a minimum amount of air flow to the load The control rod is connected between the actuator and the inlet
compressor to prevent surging when the guide vanes are closed and guide vane assembly.
the APU is operating.
The Inlet Guide Vane Assembl y
Control Mechanism
The inlet guide vane assembly consists of 24 sector gears engaged
The mechanism controls the position of the vanes. The complete into a common ring gear.
mechanism consists of:
The ring gear is connected to the inlet guide vane control rod.
- The actuator
- The control rod
- The rack and pinion mechanism that moves the vanes.

ACTUATOR
ROD HOUSING AIR INLET
HOUSING
IGV
POSITION
INDICATOR
INLET
VANE GUIDE
INLET GUIDE
VANE CONTROL
ROD
RING
INLET GUIDE GEAR SECTOR
VANE GEAR
ASSEMBL Y
LOA D COMPRESSOR – DESCRIPTION (3)

Use or disclosure of this data is subject to the A320-467A
.
LOAD COMPRESSOR - OPERATION
Ai r Inlet Compression
The ambient air enters the APU through the aircraft air inlet and the As the air enters the blades of the rotating compressor impeller the
APU plenum. air velocity increases.
The plenum air is separated into three flows: The air leaves the tip of the blades at high velocity and flows through
the diffuser vanes where velocity is transformed into pressure.
- Air for the power section
Delivery
- Air for the oil cooling system
- Air for the load compressor. The compressed

pneumatic systemair then flows
through intocontrol
a bleed the scroll and delivered to the
valve.
The air for the load compressor passes through the inlet guide
vanes; the flow of air depends upon the position (the angle) of the
vanes. The air is then directed to the blades of the compressor
impeller.

.
COMPRESSED
COMPRESSED AIR TO
AIR TO AIRCRAFT EXHAUST
SCROLL
DIFFUSER
VANE
AMB IENT AIR

COMPRESSED A IR
COMPRESSOR
IMPELLER INLET GUIDE
VANES
LOA D COMPRESSOR - OPERATION

A320-468a
.
The power section provides the power to drive the load compressor The main functional components are:
and the gearbox.
- Single stage centrifugal impeller
Location
- Reverse flow combustion chamber
The power section forms the rear part of the APU.
- Two stage axial flow turbine
Type
- Exhaust.
Single spool gas turbine engine.

.
TWO STAGE
AXIAL FLOW
SINGLE STAGE TURBINES
CENTRIFUGAL
COMPRESSOR
MAIN CHARA CTERISTICS
POWER
400 Kw (536 HP)
SPECIFIC FUEL CONSUMPTION

0.372 kg/kW.h (0.61 lb/HP.H)
FUEL CONSUMPTION
327 LB/HR (47GAL/HR)
ROTATION SPEED EXHAUST

49300 RPM POWER SECTION - GENERAL
AIR MASS FLOW

2.2 kg/s (4.8 lbs/sec) REVERSE FLOW
COMBUSTION
COMPRESSION RATIO
CHAMBER
8:1

A320-469a
.
The impeller supplies the required amount of compressed air to the - The impeller is made of titanium alloy. It has main blades and
combustor chamber. splitter blades. The front and rear shaft are integral with the
impeller which is connected at the front to the inter shaft and at the
Location rear to the turbine shaft by curvic-couplings using a tie-bolt.
The impeller is located at the front of the power section. - The diffuser assembly is made of stainless steel. It has 19 radial
vanes. The diffuser assembly is secured to the scroll with bolts.
Type
The impeller shield is treated with an abradable material that
Single stage, high pressure, centrifugal flow impeller. provides a close tolerance clearance between the shield and the
impeller.
Main Features A containment shield for impeller containment is mounted on the
• Compression ratio: 8:1 outside of the combustor housing.
• Outlet air temperature: 350°C (662°F)
• Rotation speed: 49 300 RPM.

.

IMPELLER
CONTAINMENT
SHIELD
COMPRESSOR
HOUSING
IMPELLER
SHIELD
CURVIC
CURVIC
COUPLING COUPLING
INTER SHAFT
MAIN BLADES
SPLITTER B LA DES

.
Identification of Compressor Components
- The intermediate shaft is connected to the front of the load

compressor impeller and to the rear of the power section
compressor impeller by curvic-couplings.
- The compressor housing houses the impeller and the
compressor shield.
The compressor housing is attached at the front to the air inlet

housing and at the rear to the diffuser assembly and the combustor
housing.
The impeller containment shield is mounted to the compressor

- housing.
- The impeller has main blades and splitter blades. The impeller is
connected at the front to the intermediate shaft and at the rear to
the turbine by curvic-couplings.
- The diffuser is mounted to the impeller shield.

.
COMPRESSOR
HOUSING
IMPELLER
CONTAINMENT
SHIELD
INTERMEDIATE
SHAFT
DIFFUSER

IMPELLER IMPELLER
SHIELD
POWER SECTION – COMPRESSOR - SECTION


a320-471a
.
The combustor chamber burns the air-fuel mixture and delivers the - The combustor housing is made of steel alloy. It houses the
resulting gas to the turbine. combustor chamber. It also has bosses for the mounting of fuel
injectors (3 pilot fuel injectors and 6 main fuel injectors) and
Location igniters. The lower part of the external housing is provided with a
combustor chamber drain valve.
The combustor chamber is located in the middle of the power
section. - The combustor chamber is used for the fuel air mixture
combustion. The combustor chamber and the elbow are made of
Type heat resistant alloy and is provided with air holes and tubes.
Reverse flow, annular combustor chamber. - The heat shield acts as a shield between the bend assembly and
Main Features the impeller and directs the combustor gases to the turbines.
- Fuel air ratio: 1/45
- Turbine inlet temperature: 1020°C (1868°F).

.
COMBUSTOR AIR
HOUSING TUBES
FUEL
INJECTOR
IGNITER
COMBUSTOR
CHAMBER
BEND
ASSEMBLY
HEAT
TURBINE
SHIELD CONTAINMENT
SHIELD


A320-472a
.
POWER SECTION - COMBUSTOR CHAMBER -DESCRIPTION
Identification of Combusto r Chamber Components
- The combustor housing houses the combustor chamber. It also

has bosses for the mounting of the fuel injectors, the igniter plugs
and the combustor chamber drain valve.
- The combustor chamber has holes and tubes that allows air used
for combustion and cooling to enter the combustor chamber.
- The bend assembly guides the burned gases from the combustor
chamber to the inlet of the first stage turbine nozzle guide vane.
- The heat shield protects the diffuser holder plate of the power
section impeller.
The heat shield is located between the bend assembly and the
diffuser assembly.
- The combust or chamber drain valve is threaded into the bottom

of the combustor housing, this allows unburned fuel to drain
overboard. The valve is closed by air pressure in the combustor
housing.

.
COMBUSTOR
HOUSING
HEAT
SHIELD
COMBUSTOR
CHAMBER DRAIN
VALVE
COMBUSTOR
CHAMBER
FIRST STAGE
TURBINE NOZZLE
COMBUSTOR AIR PRESSURE BEND

ASSEMBL Y
POWER SECTION - COMBUSTOR CHAMB ER - DESCRIPTION

.
The turbine extracts the energy from the combustor gases to drive The two stage axial flow turbine comprises of:
the impeller, the load compressor and the gearbox.
- The first stage nozzle guide vane (22 cooled vanes)
Location
- The first stage turbine wheel (37 fir tree blades inserted into a disc)
The turbine is located at the rear of the power section.
- The second stage nozzle guide vane (26 vanes)
Type
- The second stage turbine wheel (31 fir tree blades inserted into a
2 stage, axial flow turbine. disc).
Main Features The turbine

secured by awheels are coupled together by curvic-couplings and
tie-bolt.
• Turbine inlet temperature: 1020°C (1868°F)
A turbine containment shield is located around the turbine wheel.
• Turbine outlet temperature: 614°C (1137°F)
The turbine rear shaft is supported by a roller bearing and is
• Rotation speed: 49300 RPM located in the rear bearing housing.
• Direction of rotation: clockwise (viewed from the rear of the

APU).

.

TURBINE WHEEL NOZZLE GUIDE
SECOND STAGE
VANE TURBINE WHEEL
FIRST STAGE
NOZZLE GUIDE CONTAINMENT
VANE SHIELD
CURVIC ROLLER TIE

COUPLINGS BEARING BOLT

A320-474a
.
Identification of Turbine Components
- The first stage nozzle guide vane has 22 vanes installed in front

of the first stage turbine wheel
- The first stage turbine wheel has 37 fir tree blades inserted into a
disc and secured by blade locks.
The turbine wheel is connected to the rear of the power section

impeller and to the second stage turbine wheel by curvic-couplings
- The second stage nozzle guide vane has 26 vanes installed in

front of the second stage turbine wheel
- The second stage turbin e wheel has 31 fir tree blades inserted
into a disc and secured by blade locks. Vibration dampers are
fitted between the blades.
The turbine wheel is connected to the first stage turbine wheel by a

curvic coupling.
The rear of the second stage turbine wheel is supported by a roller

bearing
- The containment shield is located around the turbine wheels.
- The turbine housing is located between the containment shield

and the turbine.
The turbine housing is connected to the exhaust housing.


FIR TREE

BLADES
BLADE VIBRATION
LOCKS DAMPER
NOZZLE GUIDE SECOND

STAGE
VANE SUPPORT TURBINE
WHEEL

NOZZLE GUIDE NOZZLE GUIDE
VANE
VANE
FIRST STAGE
TURBINE
TURBINE WHEEL
HOUSING
CONTAINMENT
SHIELD

.
Function
The exhaust directs the exhaust gases to the aircraft exhaust pipe.
Location
The exhaust diffuser is located inside the APU exhaust housing.
Type
One piece, annular exhaust pipe.
Main Compon ents
The exhaust housing is constructed of stainless steel and provides a

passage for the exhaust gases. The housing also contains the rear
bearing and struts that house oil pipes to the rear bearing.

.
FLOATING CARBON SQUEEZE

SEAL FILM
EXHAUST
HOUSING
DISCHARGE
AIR
STRUT
REAR
BEARING ROLLER
BEARING
LABYRINTH FLEXIBLE
AIR BYPASS SEAL CAGE
PLENUM

A320-451a
.
Identification of Exhaust Components
- The exhaust housing consists of an outer housing and diffuser - The rear bearing labyrinth seal is installed on the rear shaft of
cone supported by struts. the second stage turbine wheel.
The inner cone houses the rear bearing assembly and the rear The labyrinth seal is pressurized by compressed air from the
bearing oil pipes. power section compressor.
- The rear bearing housin g: - The air bypass plenum is installed on the exhaust housing and is
provided with a drain connected to the drain system.
• The rear bearing
• The rear end of the tie-bolt
• The securing nut.
The rear bearing housing has threaded bosses for the mounting of
the rear bearing oil pipes.
- The rear bearing o il pipes:
• The rear bearing oil supply
• The rear bearing oil scavenge
• The rear bearing oil venting.
- The rear bearing is a roller bearing, it is located inside the rear

bearing cage.


AIR BYPASS
PLENUM
REAR BEARING
HOUSING
REAR BEARING
VENT PIPE
SECURING
NUT
EXHAUST
HOUSING
LABYRINTH
SEAL
REAR BEARING OIL

SUPPLY PIPE
REAR BEARING
SCAVENGE PIPE
REAR BEARING A320-476a
CAGE
TIE
BOLT

.
The power section produces the shaft power through the Expansion
thermodynamic cycle: compression, combustion, expansion and
exhaust. Expansion of the gases takes place across the two stages of the
turbines, this transforms the gas energy into shaft power.
Compression The gases flow through the nozzle guide vanes which increase the
Ambient air is directed into the blades of the rotating impeller. The air velocity, then across the turbine blades. The aerodynamic forces
then flows through the divergent passages of the diffuser. (The air cause the turbine wheels to rotate.
velocity is transformed into pressure.)
During expansion, the velocity of the gases increases and the
Combustion pressure and temperature decrease.
The compressed air is divided into two flows: Exhaust
- A primary flow mixed with the fuel for combustion The gases are then expelled overboard through the exhaust system.
- A secondary flow (dilution air) to cool the combustor and internal

parts.
As a result of the continuous burning process, the pressure

decreases slightly whereas the velocity and the temperature
increase.

.
AMBIENT AIR
COMPRESSED A IR
COMBUSTION
EXHAUST
FUEL
PRESSURE AND
TEMPERATURE
VALUES ARE GIVEN
AT ZERO DESIGN
POINT FOR
INFORMATION
a320-477a

7/21/2019 . Aps 3200 Training
The power section provides air flow to pressurize the APU labyrinth Cooling
seals, to cool internal heated parts and balance rotor forces.
To prevent excessive heating of the parts subjected to the
Pressurization combustion gases, a circulation of cooling air (bled at the outlet of
- Pressurization of Labyrinth Seals the power

rotor section
assembly, impeller)
and is provided
is directed through
by internal the power
passages to thesection
turbine
wheel faces.
Labyrinth seals are supplied with air pressure. A pressure
difference across the seals provide a non contact seal. Balance of Forces
- Pressurization of Load Compressor Front Bearing The shaft, the turbine wheels, and the compressor impellers are
subjected to axial forces resulting from the operation of the rotor
The pressurized air, bled from the outlet of the power section assembly.
impeller, flows through an external pipe to the labyrinth seal of the
load compressor front bearing and the cooling fan labyrinth seal. To reduce the forces on the bearings, air pressure is used on the
backside of the power section impeller.
- Pressurizatio n of Power Sectio n Rear Bearing
The pressurized air, bled at the outlet of the power section

impeller, flows through the power section rotor assembly to the
rear bearing labyrinth seal.


EXTERNAL PIPE TO
LOAD LCOMPRESSOR
FRONT BEARING AND
COOLING FAN
LABYRINTH SEALS
AXIAL THRUST
AMIENT AIR
COMPRESSED A IR
EXPELLED SEAL
AND COOLING AIR
FRONT BEARING
LA BYRINTH SEAL REAR BEARING L ABYRINTH
AIR SEAL AIR

HSPS CT/NOV..2006 a320-478a Page 2.52
7/21/2019 . Aps 3200 Training

APS 3200 AUXILIA RT POWER UNIT

APS 3200
SECTION 3
OIL SYSTEM

Function Lubric ation and Cooling Requirements
The system is used to lubricate and cool the APU and the AC - The APU rear bearing
generator.
- The APU front bearing
Location
- The gearbox gears and bearings
The system components are all located on the gearbox except the oil
cooler. The cooler is located on the left side of the APU. - The AC generator
Main Features - Cooling Fan
Self contained, full flow system.
- Max oil temperature: 135°C (275°F)
- Normal oil pressure: 345 - 414 kPa (50 - 60 PSIG)
- Low oil pressure: 241 kPa (35 PSIG)
- Oil quantity: 5.4 liters (5.72 Qts) at FULL mark


FRONT
BEARING
REAR
BEARING
GEARBOX
GEARS AND
BEARINGS
OIL SYSTEM
LUBRICATION MAIN FEATURES
AND
COOLING OF OIL SYSTEM - GENERAL MAX OIL TEMPERATURE
AC GENERATOR 135 C (275 F)
OIL SYSTEM COMPONENTS NORMAL OIL PRESSURE
ON GEARBOX
(EXCPT OIL COOLER) 345 – 414 Kpa (50-60 PSIG)
LOW OIL PRESSURE
241 KPa (35 PSIG)
OIL QUANTITY
5.4 liters (5.72 Qts)


OIL SYSTEM - DESCRIPTION

Oil Cooler
Oil Sump The oil cooler cools the oil and has a by-pass valve.
The oil sump is formed by the lower part of the gearbox. De-oili ng Valve
The gearbox has a fill tube for gravity filling, an overflow drain, a The de-oiling valve is a solenoid valve located at the inlet of the
pressure fill connector and a sight glass. pressure pump. When energized open, the valve prevents oil flow
thus reducing the APU starting loads on the starter.
The gearbox intermediate gear also functions as the air/oil separator
and provides air venting of the gearbox. Monitoring Devices
Oil Pumps - Low oil pressure switch
One lubrication pump and two scavenge pumps are driven by the - High oil temperature sensor
gearbox.
- AC generator high oil temperature sensor
The pressure system is provided with a pressure relief valve located
on the front of the gearbox. - Oil level sensor
Oil Filters - Oil level sight glass
There is one filter in the lubrication line and one in the AC generator - Oil filter impending blockage switch indicator on each oil filter
scavenge line. assembly
Both filters are the same and each have a filter element impending - Magnetic drain plug.
blockage switch indicator. They are mounted on the lower front face
of the gearbox. The oil filter by pass valve for each filter is located in
the gearbox and is non adjustable.


HIGH OIL
PRESSURE
TEMPERATURE
RELIEF VALVE SENSOR CHECK OIL COOLER
LOW OIL VALVE
PRESSURE
SWITCH
CHECK VALVE
AIR OIL
AC GENERATOR
HIGH OIL SEPERATOR
TEMPERATURE
SENSOR
LUBRICATION
PUMP
DE-OILING
SCAVENGE VALVE
PUMPS
OIL FILTER
OIL LEVEL
BYPASS VALVES
SENSOR
OIL
OIL SUMP
PRESSURE OIL
OIL RETURN FILLER
OIL LEVEL TUBE
AIR-OIL MIST
OIL FILTERS SIGHT GLASS
MAGNETIC
DRAIN PLUG
HSPS CT/NOV.. 2006 OIL SYSTEM - DESCRIPTION Page 3.4

HAMILTON SUNSTRAND PROPRIETARY a 320-481a


OIL SYSTEM – OPERATION
The main functions of the oil system are : oil supply, scavenge
return, venting and indicating.
Scavenge Return
Oil Supply
After lubrication, the oil returns to the gearbox sump by two
The lubrication pump draws the oil from the sump and delivers it to scavenge pumps:
the oil system. During starting, the de-oiling valve opens and air is -One for the power section rear bearing that returns the oil directly to
drawn into the pump to prevent oil flow. After de-oiling the oil flows to the sump
the oil cooler, then to the filter. One for the AC generator that returns the oil to the sump through a
In the event oil flow through the filter becomes restricted, the switch filter.
indicator is activated. If the filter becomes blocked, the oil filter Note: The front bearing and the gearbox are scavenged by gravity.
bypass valve will open and allow flow to the oil system.
The oil pressure relief valve opens to regulate the oil system Venting
pressure. When the valve is open, some of the oil flow is bypassed
back to the inlet side of the lubrication pump. Oil mist in the gearbox is separated by a centrifugal air-oil separator.
The gearbox is vented to the exhaust through an external pipe.
Scavenge Return
Monitoring
After lubrication, the oil returns to the gearbox sump by two -
scavenge pumps: Low oil pressure switch
- One for the power section rear bearing that returns the oil directly -High oil temperature sensor
to the sump - AC generator high oil temperature sensor
- One for the AC generator that returns the oil to the sump through a - Oil filter impending blockage switch indicators
filter. - Oil level sensor
Note: The front bearing and the gearbox are scavenged by gravity. - Oil level sight glass
- Magnetic drain plug


OIL SUPPLY
OIL PRESSURE
SCAVENGE RETURN
VENTING
a 320-481 a


Lubrication is required for the AC generator, the gearbox and the

APU bearings.
AC Gener ator Lub ri cat ion an d Cool in g Gearbox Lubrication
Oil Supply Oil Supply
From the lubrication pump and filter, the oil is supplied to the AC The oil flowing from the lubrication pump passes through the filter
generator: and then by means of internal lines and jets is sprayed onto the
gears and bearings.
- One flow for cooling
From the gearbox the oil is also supplied to the cooling fan bearings
- A second flow to lubricate the generator drive shaft splines. and to the rotor assembly front bearing.
Scavenge and Return Scavenge and Return

The oil from the AC generator is scavenged by a pump and returned After lubrication the oil returns to the gearbox sump by gravity.
to the gearbox sump through a filter.


FROM LUBRICATION FROM LUBRICATION

PUMP PUMP
AC GENERATOR DE-OILED

LUBRICATION DE-OILED
AIR TO
AND COOLING EXHAUST AIR TO
EXHAUST
AC GENERATOR
OIL SCAVENGE AC GENERATOR
DRIVE SHAFT SPLINE SPRAY
LUBRICATION JETS
OIL RETURN
TO SUMP
AC GENERATOR LUBRICATION
TO LUBRICATION TO LUBRICATION
OIL SUPPLY PUMP PUMP
OIL PRESSURE
SCAVENGE RETURN
VENTING
AC GENERATOR LUBRICATION GEARBOX L UBRICATION


Front Bearing Lub rication
Oil Supply Sealing
The lubrication for the rotor front bearing is provided by pressurized Oil sealing of this assembly is by a floating carbon seal and a
oil from the gearbox oil system. labyrinth seal using air from the power section impeller.
A jet located in the gearbox housing sprays oil between the front end A drain cavity between the seals is vented overboard, into the APU
of the load compressor shaft and the front bearing nut. (Phonic drainmast.
Wheel)
The oil runs along the shaft, lubricates the quill shaft splines and
enters the gap through the split inner races to lubricate the bearing.
Oil flow to the bearing is also provided by oil passages between the
gearbox and bearing outer race to provide a squeeze film to dampen
bearing vibration.
Scavenge and Return
After lubrication the oil is returned to the sump by gravity.


FLOATING AIR FROM

CARBON POWER SECTION
SQUEEZE
SEAL IMPELLER
FILM
BALL BEARING
LABYRINTH
SEALS
INTERNAL OIL
SUPPLY
OIL PRESSURE SPRAY FRONT BEARING

COMPRESSED A IR NUT
SEA L AIR VENT LOAD
DRAIN COMPRESSOR
CAVITY IMPELLER
ENGINE LUBRICATION (2) - FRONT BEARING LUBRICATION


Rear Bearing Lubr ication
Oil Supply Sealing
The lubrication of the rotor rear bearing is provided by pressurized oil Oil sealing in the bearing area is accomplished by a floating carbon
from the gearbox oil system. seal and a rotating labyrinth seal. The seals are pressurized with air
flow from the power section impeller.
The oil is supplied to the rear bearing through an external pipe.
In the bearing area, the oil is directed to the outer race to provide a
squeeze film and an internal line that sprays oil into the rear tie-bolt
area.
Drilled passages in the tie-bolt allow oil circulation for lubrication and
cooling of the roller bearing.
Scavenge and Return
After lubrication, the oil is scavenged back to the sump through an

external pipe by a scavenge pump.


SQUEEZE OIL SUPPLY

FILM
SECOND STAGE
TURBINE WHEEL
AIR FROM
POWER SECTION
IMPELLER
ROLLER TIE
BEARING BOLT
ROTATING
LABYRINTH
SEAL FLOATING
OIL PRESSURE CARBON
OIL RETURN SEAL
COMPRESSOR A IR
ENGINE LUBRICATION (3) - REAR BEARING LUBRICATION

HSPS CT/NOV. 2006 a 320-453 a
Page 3.12

OIL SUMP
The sump provides a reservoir for the APU lubrication system. The main components of the oil sump are:
Location - Oil filler tube

The sump is located in the bottom of the gearbox. - Oil overflow boss
Main Features - Oil pressure fill port
- Capacity at the "FULL" mark: 5.4 litters (5.72 Qts) - Air-oil separator
- Capacity at the "ADD" mark: 3.95 litters (4.16 Qts) - Magnetic drain plug
- Pressure relief valve
- Oil level sensor
- Oil level sight glass.

GEARBOX
OIL FILLER
TUBE
OIL
OVERFLOW
OIL LEVEL BOSS
SENSOR
OIL
PRESSURE OIL
FILL PORT LEVEL
SIGHT
GLASS
MAGNETIC
DRAIN PLUG PRESSURE
GEARBOX – FRONT VIEW RELIEF VALVE GEARBOX – LEFT SIDE VIEW
OIL SUMP

AIR-OIL SEPARATOR
Function Operation
The air-oil separator separates the oil from the air. An air-oil mist is created in the gearbox when the APU is operating.
The oil is separated from the air by the rotating action of the gearbox
Location intermediate gear. The oil returns to the gearbox sump by gravity
and the air is vented through a pipe to the APU exhaust.
The air-oil separator is located in the upper part of the gearbox.
Description
The air-oil separator is part of the gearbox intermediate gear.
The gear has a hollow shaft with radial drillings. The rear of the
hollow shaft vents into a passage in the gearbox housing.


INTERMEDIATE
GEAR
AIR-OIL
SEPERATOR
TO APU
EXHAUST
DE-OILED
OIL MIST AIR
AIR-OIL SEPARATOR
OIL RETURN
OIL RETURN TO SUMP
TO SUMP
AIR – OIL SEPERATOR


OIL PUMPS - GENERAL OIL PUMPS - DESCRIPTION
Function Gerotor Type
One pump is used for the lubrication supply and two pumps for The gerotor is a positive displacement pumping unit consisting of two
scavenge. elements: an inner and outer rotor.
Location The inner rotor has one less tooth than the outer, and has its
The
MainoilFeatures
pumps are located inside the gearbox front face. centerline positioned at a fixed eccentricity from the centerline of the
outer element.
- L ubrication pump The inner element is driven by the gearbox.
• Type: Vane type Vane Type
• Flow: 2160 l/h (570 GPH) The vane type pump consisting of a slotted inner rotor equipped with
- AC generator scavenge pump vanes operating in an eccentric housing.
• Type: Vane type pump Operation o f the Pressur e Relief Valve
• Flow: 2160 l/h (570 GPH) The oil pressure relief valve is a non adjustable, spring loaded relief
- Rear bearing scavenge pum p valve.
• Type: Gerotor type pump The valve will open when oil pressure reaches 345-414 kPag (50-60
• Flow: 160 l/h (42 GPH) PSIG). The oil that is bypassed, returns to the inlet of the lubrication
pump.


AC GENERATOR
SCAVENGE PUMP
FUEL CONTROL
UNIT DRIVE
OIL SCAVENGE
PUMPS
OIL PUMP
DRIVE GEARS
REAR BEARING
SCAVENGE LUBRICATION
PUMP PUMP
OIL PRESSURE
PUMP PRESSURE
RELIEF VALVE
a 320-485
a
OIL PUMPS - GENERAL - DESCRIPTION


DE-OILING VALVE
Function Operation
The de-oiling valve reduces the APU starting lead during start During the APU start up the de-oiling valve is energized open by the
conditions. ECB. When the valve is open the lubrication pump is prevented from
pumping oil into the system. This reduces the starting load of the
Location APU and allows faster acceleration.
The valve is located on the left side of the gearbox. When the APU accelerates to 55% speed, the ECB de-energizes the
de-oiling valve and allows the lubrication pump to produce oil flow.
Main Features
During shutdown, the de-oiling valve is again energized by the ECB
- Solenoid valve operated by the ECB when the APU de-accelerates to 90% speed. This allows the oil
remaining in the system to return to the oil sump with the exception
- Nominal rating: 28 VDC; 1.0 amps of one quart remaining in the oil cooler.
- Solenoid valve energized open.
Description
The de-oiling valve is a solenoid operated valve directly controlled by

the ECB.



DE-OILING VALVE
AIR
GEARBOX LEFT SIDE

TO
OIL
COOLER
OIL SUMP
DE-OILING SYSTEM
TO
LUBRICATION
PUMP
AIR
OIL
FROM
SUMP
DE-OILING VALVE
a 320-486a
DE – OILING SYSTEM


OIL FILTERS - GENERAL OIL FILTERS - DESCRIPTION
Function Each filter system consists of:
The function of the oil filters is to filter the oil. - A 20 micron disposable cartridge
There are two filters: one for lubrication and one for the AC generator - An oil filter impending blockage switch indicator
scavenge. They are the same type of filter.
- A by-pass valv
Location
The lubrication filter is located in the pressure line after the oil cooler.
The scavenge filter is located after the AC generator scavenge
pump.
Both filters are installed at the bottom front face of the gearbox.
Main Features
- Filter element: 20 microns
- By-pass valve setting: 345-414 kPad (50-60 PSID)
- Switch indicator setting: 207-241 kPad (30-35 PSID).

LUBRICATION SWITCH AC GENERATOR

FILTER INDICATOR SCAVENGE FILTER
LUBRICATION
FILTER
a 320-487 a

OIL FILTERS - GENERAL - DESCRIPTION

Oil Flow By-pass
In normal operation the oil is filtered and then flows to the oil system. When the differential pressure across the filter exceeds 345 to 414
kPad (50 to 60 PSID), the by-pass valve will open and allow
Pre-blockage of the Oil Filters unfiltered oil to flow into the system.
Should the filter become contaminated, a difference in pressure The by-pass valve is located in the gearbox and is non-adjustable.
across the filter will occur.
Two switch indicators are mounted on the front of the gearbox near
each oil filter. The switch indicator provides a visual indication when
the oil temperature is 74°C (165°F) and the oil pressure across the
filter reaches 241 kPad (30-35 PSID). The ECB also monitors each
switch indicator and will store the fault message.

a 320-488 a

OIL COOLER - GENERAL OIL COOLER - DESCRIPTION
The oil cooler is a rectangular unit which includes:

Function
- An oil cooler housing which consists of an integrally brazed
The oil cooler transfers the heat of the lubr icating oil to the air aluminum heat-exchanger with an aluminum core and a stainless
flowing through the cooler. steel housing.
Location - A check valve and a by-pass valve to regulate the oil flow and
internal pressure of the oil cooler.A drain plug to drain the
The oil cooler is installed on the left side of the APU. oil cooler
In the oil system, the cooler is located between the lubrication pump
and the filter.
Main Features
- Oil cooling ability: 2160 l/h (540 GPH)
- Oil cooler by-pass valve setting:
• Opening threshold: 207 kPad (30 PSID)
• Fully open: 345 kPad (50 PSID).

a 320-489 a
OIL COOLER – GENERAL - DESRIPTION

Normal Operation Ai r Flow
The oil delivered by the lubrication pump flows through the aluminum The oil cooler uses the airflow from the cooling fan to remove heat
cooling tubes that are cooled by the cooling fan air flow. from the oil. The heated air is then discharged overboard through an
The cooled oil then flows to the various APU lubrication points. air duct located in the left APU compartment service door.
By-pass Operation
When the pressure exceeds 207 kPad (30 PSID), the bypass valve
opens.
The oil flow by-passes the cooler to the lubrication system.
Check Valve Operation
The check valve is an oil pressure operated valve.
When the pressure in the oil system is low (de-oiling during start and
shutdown), the check valve closes and prevents draining of the oil
cooler into the sump.
The check valve traps approximately one quart of oil in the oil cooler
when the APU is not running.

477/739
COOLING AIR
7/21/2019 COOLING AIR Aps 3200 Training INLET
INLET
CHECK CHECK
VALVE VALVE
OIL OIL
OUTLET OUTLET
OIL FLOW
BY-PASS RESTRICTION
BY-PASS
VALVE CLOSED
VALVE OPEN
OIL OIL
INLET INLET
OIL FLOW
AIR FLOW
BY-PASS
NORMAL
OPERATION OPERATION
a 320-490 a



7/21/2019 MONITORING DEVICES - LOW OIL PRESSURE SWITCH Aps 3200 Training
General
The Low Oil Pressure (LOP) switch senses the pressure The LOP switch consists of a normally closed switch and is open
downstream of the filter. when normal oil pressure is present.
The LOP switch initiates automatic APU shut down when the oil The ECB does not check for oil pressure until the APU has reached
pressure is too low. a speed of 100% (RTL) plus 10 seconds.
Location If oil pressure is below 241 kPag (35 PSIG), and the APU is
operating at 100% speed, the APU will shut down after running for
The LOP switch is mounted on the right side of the air inlet plenum 10 seconds.
or on the lower right side of the gearbox
Main Features
- LOP switch setting: 241 kPag (35 PSIG)
- Output signal to ECB: ground signal.
Interfaces
- The ECB



7/21/2019
Aps 3200 Training
LOW OIL PRESSURE SWITCH
MONITORING DEVICES
a 320-491 a


7/21/2019 MONITORING DEVICES - OIL TEMPERATURE SENSOR Aps 3200 Training
Function The HOT sensor is a Resistive Temperature Device (RTD) supplied

with a constant current of 1 mA (by the ECB). The resistance varies
The Oil Temperature (HOT) sensor senses the temperature of the oil with the oil temperature and modifies the sensor output voltage.
at the outlet of the oil cooler. When the oil temperature is too high,
the HOT sensor initiates automatic APU shut down. When the oil temperature reaches a limit value of approximately
135°C (275°F), the ECB will initiate automatic APU shut down.
Location
Note: The AC generator also has an integral oil temperature
The HOT sensor is installed on the lower rear face of the gearbox. sensor which causes the APU to shut down when an
excessive temperature is detected (180°C; 365°F). The
Main Features sensor is monitored by the ECB.
- HOT sensor setting: 135° C (275° F)
- Sensor output signal (to ECB): variable output voltage
- 100 Ω RTD; 1 mA; 19°C to 149°C (67°F to 300°F.)
Interfaces
- The ECB




TO AIRCRAFT
RESISTIVE ECB
TEMPERATURE
DEVICE
(135C / 275F)
3 WAY
GEARBOX LEFT SIDE SOLENOID VALVE
HOT SENSOR
FROM TO
OIL OIL
COOLER FILTER
OIL SUMP HOT SENSOR
OIL FILTER
OIL COOLER a320-491 a
MONITORING DEVICE
OIL TEMPERATURE SENSOR


7/21/2019
MONITORING DEVICES - OIL LEVEL SENSOR Aps 3200 Training
Function The oil level sensor is a Resistive Temperature Device (RTD) that
the ECB supplies with a constant current of 75 mA.
The oil level sensor measures the quantity of oil in the gearbox
sump. The resistance varies with the oil level and changes the sensor
output voltage sensed by the ECB.
When the oil level is too low, the sensor provides a flight deck
warning of low oil quantity on the lower ECAM, APU systems page. At power up, the oil level is checked for a period of 8 seconds and is
determined OK or LOW by the ECB.
Location
If the oil level is low, the ECB will display "OIL QTY LOW" message
The oil level sensor is located on the right side of the gearbox. on the lower ECAM when the APU system page is selected.
Main Features
- Sensor output signal (to ECB): variable output voltage.
Interfaces
- The ECB




GEARBOX FRONT VIEW
MONITORING DEVICES
a320-493a
OIL LEVEL SENSOR




GEARBOX GEARBOX
LEFT SIDE FRONT VIEW
OIL LEVEL SIGHT GLA SS MAGNETIC DRAIN PLUG
OIL LEVEL SIGHT GLASS - MAGNETIC CHIP DETECTOR
MONITORING DEVICES a320-494a



OIL PIPES
External Pipes
Supply
- From lubrication pump, oil cooler and to the gearbox
- From gearbox to power section rear bearing.
Scavenge
- From power section rear bearing to scavenge pump.
Vent
- From power section rear bearing to air-oil separator
- From air-oil separator to APU exhaust system.



7/21/2019
Aps 3200 Training
OIL PIPES
OIL PRESSURE
OIL SCAVENGE
VENT a320-495a
OIL PIPES





APS 3200
SECTION 4
FUEL SYSTEM


FUEL SYSTEM - GENERAL
Function Components Location
The fuel system provides the supply and the control of fuel to the - The fuel control unit is located on the front face of the gearbox
APU under all operating conditions.
- The flow divider is located on the combustor housing
Systems Involved
- The fuel manifolds and injectors are located on the combustor
- The aircraft fuel system housing.
- The pneumatic system
- The APU control system
APU Fuel System Main Compo nen ts
- Fuel control unit
- Flow divider
- Pilot fuel manifold and injectors
- Main fuel manifold and injectors.



FUEL SUPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN FUEL SYSTEM - GENERAL



The system consists of a fuel control unit, a flow divider and fuel
manifolds and injectors.
Fuel Control Unit Flow Divider
The fuel control unit contains the following injector components: The flow
divider divider
also controls
provides pilotthe flowtotothe
purge theexhaust.
main and pilot injectors. The
- Low fuel pressure switch (aircraft supplied)
Main Fuel Manifold and Injectors
- Low pressure pump (centrifugal type)
- Manifold to supply fuel to the main injectors
- Filter (filter element, by-pass valve and impending blockage ΔP
indicator) - Main in jectors (six injectors mounted on the combustor housing).
- High pressure pump (gear type pump); Pilot Fuel Manifold and Injectors
- Servo valve (electrically operated valve that meters the fuel flow in - Manifold to supply fuel to the pilot injectors
response to signals from the electronic control box)
- Pilot injectors (three injectors mounted on the combustor
- Constant P valve (pressure differential valve that controls the housing).
differential pressure across the servo valve)
- 3 way solenoid valve (valve operated by the electronic control

box to open and close the fuel supply to the fuel injectors).
- Pressure regulator (fuel pressure supply to the actuators of the

air control system).



PRESSURE INLET GUIDE
HIGH
REGULATOR VANE
PRESSURE ACTUATOR
FILTER SERVO
PUMP
VALVE
PILOT FUEL
MANIFOLD
AND
INJECTORS
FLOW
DIVIDER PURGE TO
EXHAUST
LOW FUEL
PRESSURE
SWITCH
3 WAY
SOLENOID
VALVE
FUEL MAIN FUEL
INLET MANIFOLD
AND
INJECTORS
FUEL SUPPLY DRAIN

UN-MTERED FUEL
METERED FUEL LOW PRESSURE CONSTANT
FUEL RETURN PUMP DELTA-P VALVE a320-497a
FUEL DRAIN

Starting
When APU start is selected: During starting, the fuel flow is controlled by the servo valve using
signals from the ECB.
- The starter motor is energized and cranks the APU rotor assembly
At self-sustaining speed, the starter and the ignition system are
- The ignition exciter operates and supplies high voltage spark to the deactivated and the APU accelerates to 100% speed.
two igniter plugs
The APU is maintained at 100% speed under all load conditions by
- The 3 way solenoid valve is energized open to provide fuel flow to the servo valve controlling fuel flow.
the injectors
- The servo valve is electrically operated to control the fuel flow.
Fuel from the aircraft fuel system is supplied by the low pressure and
high pressure pumps through the servo valve and the 3 way solenoid
valve.
When the fuel pressure reaches approximately 138 kPad (20 PSID),
the flow divider delivers fuel to the pilot injectors. The fuel injected
into the combustor is ignited by the ignitor plugs.
When the fuel pressure reaches approximately 1380 kPad (200

PSID), the flow divider delivers fuel to the main injectors.



IGNITION EXCITER AND

IGNITERS OPERATION
TO PILOT INJECTORS
TO MAIN INJECTORS
BY SERVO VALVE
CONTROLLED BY ECB
STARTING
FUEL SUPPLY
UN-METERED FUEL
a320-498 a
METERED FUEL
FUEL RETURN
STARTING
FUEL DRAIN

Running Condition Shut-down
- Stabilized condition When APU shut-down is initiated (manual or automatic), the ECB de-
energizes the 3 way solenoid valve. Fuel flow to the fuel injectors is
The fuel control unit provides a flow higher than APU fuel flow shut off and bypassed back into the fuel system.
requirements. The fuel is metered by the servo valve and is
controlled by the ECB. The excess fuel is returned to the HP pump One second later the ECB de-energizes the fuel servo valve.
inlet through the constant AP valve and the fuel filter.
Any fuel remaining in the pilot manifold assembly and fuel injectors is
- Transient condition purged into the exhaust by combustor air pressure.
When the load applied to the power section changes, the rotation
speed changes. The ECB senses the change and implements a
signal to the servo valve. The fuel flow is metered to keep the rotor
speed constant.

Use or disclosure
restriction of this
on the title data
page of is subject
this to the
document.

FUELSUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
a320-499a

Use or disclosure
restriction of this
on the title data
page of is subject
this to the
document.
7/21/2019 Function Main Training
Aps 3200 Components
The fuel control unit (FCU) supplies and meters fuel to the APU. - Fuel pumps
The fuel control unit also supplies regulated fuel pressure to the inlet - Filter
guide vane and bleed control valve actuators.
- Servo valve
Location
- 3 way solenoid valve
The fuel control unit is mounted on the front face of the gearbox by a
v-band clamp. - Pressure regulator.
Interfaces
- Aircraft fuel system
- Pneumatic system actuators
- Drain system
- Control system.
Main Features
- Fuel supply by a low pressure pump and a high pressure pump

- Fuel filtering for the high pressure pump.
- Fuel metering by an electronic system (servo valve and electronic

control box).
Use or disclosure
restriction of this
on the title data
page of is subject
this to the
document.

FUEL FILTER
FUEL SUPPLY
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN a320-500A

SERVO VALVE

Use or disclosure
restriction of this
on the title data
page of is subject
this to the
document.
Components of th e Fuel Control Unit
- A low fuel pressure switch located at the FCU fuel inlet (not - A pressure regulator that provides a constant pressure to the air
shown) system actuators:
- Fuel Pumps • A fuel outlet port (fuel supply to the actuators)
• A low pressure pump (centrifugal type) • A fuel return port (fuel return from the actuators)
• A high pressure pump (gear type) provided with a - A fuel inlet union (connected to the aircraft fuel system)
pressure relief valve
- An electrical connector (current signals from the electronic
- A drain line for the pump shaft seal control box to the 3 way solenoid valve and the servo valve).
- A filter which includes a filter element, a by-pass valve and an O-rings

impending blockage AP indicator
Two O-rings are located on the fuel control. One on the fuel control
- A servo valve (electrically operated valve that meters fuel flow in mounting flange and one on the drive shaft. Both O-rings must be
response to signals from the electronic control box) properly installed or excessive loss of oil will occur when the APU is
operating.
- A constant P valve (a valve that controls the differential pressure
across the servo valve)
- A 3 way solenoid valve (valve operated by the electronic control

box to open and close fuel flow to the fuel injectors)

Use or disclosure
restriction of this
on the title data
page of is subject
this to the
document.
a320-501a

Use or disclosure
restriction of this
on the title data
page of is subject
this to the
document.
FUEL CONTROL UNIT - DESCRIPTION (2) 502/739
Low Pressure Fuel Pump High Pressure Fuel Pump
The low pressure fuel pump provides a positive supply to the inlet of The high pressure fuel pump supplies a fuel flow higher than the
the high pressure pump. APU requirements. The excess fuel is returned to the pump inlet
through the constant ΔP valve. The pump is also provided with a
The pump is mechanically driven at the same speed as the high pressure relief valve.
pressure pump by a splined shaft (driven by the gearbox).
Main Features
The splined shaft is provided with a seal and a drain line to the drain
system. - Type: gear type
Main Features - Rotation speed: 10129 RPM
- Type: centrifugal - Pressure: 2068 - 4480 kPad (300 - 650 PSID)
- Rotation speed: 10129 RPM - Flow: 727 kg/h (1600 lbs/hr)

- Pressure: 550 - 690 kPad (80 - 100 PSID) - Relief valve setting: > 4480 kPad (> 650 PSID).
- Flow: 182 kg/h (400 lbs/hr) at 550 kPad (80 PSID). Note: - Fuel flow at 7 % N: 20 kg/h (45 lbs/hr)
- Fuel pressure at 7 % N: 1379 kPad (200 PSID).

Use or disclosure
restriction of this
on the title data
page of is subject
this to the
document.
FUEL SUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN a320-502a
FUEL DRAIN

Use or disclosure
restriction of this
on the title data
page of is subject
this to the
document.
FUEL CONTROL UNIT

http://slidepdf.com/reader/full/aps-3200-training - DESCRIPTION (3) 504/739
Fuel Filter
The filter is located at the outlet of the low pressure pump.
The filter includes the following components:
- A filter element to filter the fuel
Filter specification: 10 microns
- An impending blockage P indicator to provide a visual warning

of a restricted filter
Setting: 48 kPad (7 PSID)
- A by-pass valve to allow the fuel supply in the event of filter

blockage
Setting: 324 kPad (46 + - 4 PSID).
O-ring
An O-ring is located inside the fuel filter cavity of the fuel control unit.
The O-ring functions as a seal and a securing device for the filter
bowel. The bowel is not secured by any external locking device.

FUEL SUPPLYFUEL
UN-METERED
a320-503a
METERED FUEL
FUEL RETURN

FUEL CONTROL UNIT

http://slidepdf.com/reader/full/aps-3200-training - DESCRIPTION (4) 506/739
Servo Valve 3 Way Soleno id Valve
The servo valve meters the fuel during starting and normal operating The valve opens and closes the fuel supply for operation and shut
conditions. down of the APU.
The valve consists of a torque motor which operates a fuel metering The solenoid valve is energized open to supply fuel to the fuel
valve (clevis type). injectors (control from ECB).
The motor is electrically controlled by the ECB. ECB current When de-energized, a spring moves the valve to the close position.
operates the valve to meter fuel flow.
When the valve closes, the fuel is shut off to the injectors and
During starting, the servo valve meters fuel flow to accelerate the bypassed back into the fuel system.
APU.
During a normal or auto shutdown of the APU the ECB de-energizes
In normal operating conditions, the fuel flow is metered to maintain a the 3 way solenoid valve, one second later the servo valve is de-
constant 100% speed. energized.

The main features of the servo valve are: In the event the 3 way solenoid valve does not close, the APU will
shut down when the servo valve is de-energized. If this condition
- Type: Torque motor occurs, the ECB will store a fault message. (APU FUEL VALVE
FAILED OPEN).
- Current: 0 - 100 mA
- Metered flow: 6 - 198 kg/h (13 - 435 lbs/hr).


UN-METERED FUEL


Constant P Valve Pressure Regulator

The valve maintains a constant pressure differential across the servo The pressure regulator provides the fuel pressure supply to the inlet
valve. guide vane actuator and the bleed control valve actuator. The valve
is non adjustable.
The valve senses upstream pressure on one side and downstream
pressure plus the force of a spring on the other side. The valve The pressure regulator is closed from 0 to 60% APU speed. When
position determines the amount of fuel to be returned to the fuel the speed is above 60%, the regulator will open and deliver 1724
system. KPad (250 PSID) of fuel pressure to the actuators.
The ΔP setting of the constant ΔP valve is of 689 kPad (100 PSID)

across the servo valve. The valve is non-adjustable.


REGULATED REFERENCE FUEL RETURN

PRESSURE TO PRESSURE FROM TO LOW
ACTUATORS LOW
PUMPPRESSURE
OUTLET PRESSURE
PUMP INLET
PRESSURE
FROM HIGH
PRESSURE PUMP
FUEL SUPPLY
UN-METERED FUEL
a320-505a
METERED FUEL
FUEL RETURN
FLOW DIVIDER - GENERAL

Function Interfaces
Function Interfaces
7/21/2019 The flow divider distributes fuel from the fuel control unit to the pilot Aps 3200 Training
- Fuel control unit
and main injectors. It also provides purging of the pilot injectors
during APU shut-down. - Main injector manifold
Location - Pilot injector manifold

The flow divider is installed on the left side of the combustor housing. - Exhaust system (purge).
The flow divider is located downstream of the 3 way solenoid valve.
Main Compon ents
The flow divider consists of two valves:
- A pilot injector and purge valve set at approximately 138 kPad (20
PSID) to open.
- A main injector valve set at approximately 1380 kPad (200 PSID)

to open.


http://slidepdf.com/reader/full/aps-3200-training FUEL 511/739
CONTROL
UNIT
UN-METERED FUEL
FUEL RETURN
FUEL PURGE FLOW DIVIDER - GENERAL

Description Operating
7/21/2019 The flow divider consists of: - Starting
Aps 3200 Training
- Two valves: When the APU is started, the fuel pressure increases to 138 kPad
(20 PSID). The pilot injector valve opens and allows fuel flow to the
• A pilot injector and purge valve set at approx. 138 kPad pilot injectors.
(20 PSID)
When the pressure reaches 1380 kPad (200 PSID), the main
• A main injector valve set at approx. 1380 kPad (200 PSID) injector valve opens allowing fuel flow to the main injectors.
- A filter screen (located at the fuel inlet) - Normal Running Condition
- Fuel inlet/outlet ports: The two valves remain open to allow fuel flow to the pilot injectors
and the main injectors.
• Fuel inlet from the fuel control unit - Shut-down

• Fuel outlet to the pilot manifold
As the fuel pressure decreases, the two valves close. The fuel
• Fuel outlet to the main manifold remaining in the pilot injectors is purged into the exhaust by
combustor air pressure. At this time, a momentary puff of smoke
• Fuel outlet to the exhaust system (purge). may be viewed coming from the APU exhaust. This is a normal
occurrence.


METERED FUEL
FUEL PURGE
PILOT FUEL MANIFOLD AND INJECTORS

Function
The pilot manifold delivers fuel from the flow divider to the pilot
injectors during start and normal operation.
It also supplies the pilot fuel injectors with fuel during normal running.
Location
The pilot manifold is mounted around the combustor housing.
Description
The pilot manifold consists of flexible pipes connecting the flow

divider to the three pilot injectors. It is comprised of teflon tubes

sheath.


FUEL SUPPLY a320-508a

UN METERED FUEL
METERED FUEL
FUEL RETURN PILOT FUEL MANIFOLD AND INJECTORS

Type Description
Simple jet injectors. A simple jet injector comprises:
Location - A pilot injector body and mounting flange
The three pilot injectors are installed on the rear of the combustor
housing: - A fuel nozzle
- A heat shield
- One at the top (at 12 o'clock)
The injector fits into a heat shield that is provided with two air inlet
- Two at the bottom (one at 4 o'clock and one at 8 o'clock) holes for cooling.
A gasket between the injector and the combustor housing.
Operation
A continuous flow of fuel is delivered to the combustor by the pilot
injectors and atomized by the fuel nozzles, the fuel is then mixed
with combustor air to maintain the combustion process.

METERED FUEL
INLET
GASKET
COMBUSTOR HOUSING
PILOT FUEL REAR FACE
INJECTOR

COMBUSTOR AIR
COMBUSTION

Function
The main manifold delivers fuel from the flow divider to the main
7/21/2019 injectors. Aps 3200 Training
Location
The main manifold is mounted around the combustor housing.
Description
The main manifold consists of flexible pipes connecting the flow

divider to the six main injectors. It is comprised of teflon tubes
sheath.

FUEL SUPPLY
REGULATED FUEL
a320-510a
METERED FUEL
FUEL RETURN
MAIN FUEL INJECTORS
Type Operation 520/739
Air blast injectors. A continuous flow of fuel is delivered to the combustor by the main
7/21/2019 injectors.
Aps 3200 The fuel is atomized by combustor air flowing through the
Training
Location shrouded air passage. The fuel is then mixed with combustor air to
maintain the combustion process.
The six main injectors are located on the combustor housing.

Description
An air blast injector comprises:
- A main injector body and mounting flange
- A fuel injection tube and a shrouded air passage
- A gasket between the injector and the combustor housing.

MAIN INJJECTOR
BODY
GASKET
FUEL INJECTOR
TUBE
METERED FUEL COMBUSTION SWIRL FLOW

COMBUSTOR AIR
a320-511a
COMBUSTION
MAIN FUEL INJECTORS

FUEL PIPES
Fuel supp ly
http://slidepdf.com/reader/full/aps-3200-training Fuel drain (pipe located on the APU left side) 522/739
- From the aircraft fuel system to the fuel control unit. - From the flow divider to the exhaust system.
Fuel distribution (pipes located on the APU left side) Fuel drain (pipes located on the APU right side)
- From the fuel control unit to the flow divider - From the fuel control unit to the APU drain collector
- From the fuel flow divider to: - From the BCV actuator seals to the APU drain collector
• The pilot manifold and injectors - From the IGV actuator seals to the APU drain collector
• The main manifold and injectors - From the combustor housing, air bypass plenum and exhaust pipe
to the APU drain collector.
Fuel distribution (pipes located on the APU right side)
- From the pressure regulator of the fuel control unit to:
• The BCV servo valve (fuel supply and return)
• The IGV servo valve (fuel supply and return).

FUEL FLOW
DIVIDER
FUEL SUPPLY
METERED FUEL
FUEL DRAIN
FUEL PIPES
The APU fuel system has several interfaces: aircraft fuel system,
pneumatic fuel system, APU control system, APU drain system.
Ai rc raf t Fuel Sys tem
The APU is supplied with fuel normally from the aircraft left wing
tank. The aircraft low pressure fuel pump provides fuel to the APU
when the aircraft tank pumps are not operating.
The low pressure valve is controlled by the ECB and is open when
the APU is operating. The valve is closed when the APU is shut
down normally or by the APU fire switch.

FUEL SUPPLY
REGULATED FUEL
FUEL DRAIN
a320-513a

The aircraft fuel system supplies fuel to the main engines and APU. A low fuel pressure warning switch is located at the fuel inlet to the
http://slidepdf.com/reader/full/aps-3200-training fuel inlet to the fuel control unit. The switch sends a signal to the 526/739
The aircraft fuel system has three main tanks: ECB if fuel pressure is too low.
7/21/2019 - A left tank located inside the left wing The ECB
Aps 3200 will display "FUEL LO PR" message on the lower ECAM
Training
when the APU system page is selected. This requires the APU to be
- A center tank located between the two wings above 7% speed and the fuel pressure below 109 KPag (15.8 PSIG).
- A right tank located inside the right wing.
Each tank has electric pumps to supply the engines.
A cross f eed valve, located between the tanks, connects the left
and right engine supply lines. In normal operation, the cross feed
valve is closed.
The low pressure valve isolates the APU from the fuel supply.
The valve is open when the APU is running. It closes when the APU
is shutdown or when the FIRE switch is activated.
The APU low pressure fuel pump is controlled by a pressure switch

located in the fuel line to the APU. The switch senses fuel tank pump
pressure. If the pressure is too low or the fuel tank pumps are turned
off, the switch will cause the APU low pressure fuel pump to turn on.

APU LOW PRESSURE

FUEL PUMP
a320-514a
LOW FUEL PRESSURE

WARNING SWITCH

APS 32OO A UXILIA RY POWER UNIT


.
APS 3200
SECTION 5
AIR SYSTEM

AIR SYSTEM - GENERAL

The air system provides compressed air to the aircraft on the ground The inlet guide vane system components are located on the right
upper side of the air inlet housing. The inlet guid e vanes are
and in flight. upper side of the air inlet housing. The inlet guid e vanes are
located in the air inlet housing ahead of the load compressor air inlet.
Main Features
The air bleed system comp onents are located on the right lower
- Flow: 1.2 kg/s (2.6 lbs/sec.) side of the load compressor scroll outlet.
- Pressure: 289.6 kPag (42 PSIG) All the sensors are located on the APU.
- Temperature: 232°C (450°F). Interfaces
- The ECB
Main Compon ents
Two systems are considered:

- The aircraft pneumatic system
- The inlet g uide vane (IGV) syst em controls the load compressor
airflow and prevents EGT overtemperature of the power section
during load compressor operation. The inlet guide vanes are
controlled by the ECB, servo valve, and the IGV actuator.
- The air bleed system delivers airflow from the load compressor to

the aircraft pneumatic system through a bleed control valve (BCV).
The valve also functions as an anti-surge valve for the load
compressor. The BCV is controlled by the ECB, servo valve, and
the BCV actuator.

.
AMB IENT AIR

COMPRESSED A IR
REGULATED FUEL
FUEL RETURN
HSPS CT/NOV.. 2006 AIR SYSTEM - GENERAL Page 5.2

AIR SYSTEM - OPERATION
Control of the System

The ECB uses various control signals from the aircraft and the APU
sensors to control the inlet guide vanes and the bleed control valve.
Indication
The pressure is indicated on the lower ECAM APU system page

display. The pressure is indicated by the load compressor discharge
pressure sensor and transmitted to the indicator through the ECB,
the ADIRU, the BMC computers in PSIG.
Ai r Sys tem Oper ati on
The air system operation chart shows IGV and positions during
various modes of operation

.
ENGINE BLEED PACK MODE AIRCRAFT IGV BCV
7/21/2019 SPEED SWITCH
Aps 3200 Training MODEL POSITION POSITION
%
0 - ALL CLOSED DISCHARGE

72º ( 0)
100 OFF CLOSED - ALL CLOSED DISCHARGE

82º ( 0)
100 ON OPEN - ALL OPEN DELIVERY

48º 45º TO 90º

A319 48º TO -30º 90º
A320

48º TO -10º 90º
100 ON CLOSED MES ALL OPEN DELIVERY

-5º 90º
OPERATION CHART
HSPS CT/NOV.. 2006 AIR SYSTEM - OPERATION Page 5.4

Function Interfaces
http://slidepdf.com/reader/full/aps-3200-training - 534/739
The inlet guide vane system controls the load compressor air flow to Fuel inlet (fuel pressure)
provide the required flow to the aircraft pneumatic systems.
Fuel outlet (fuel return)
Main Features
- Fuel drain
the electronic control box. - Control signal from the ECB to the servo valve
Components Involved - Position signal from the LVDT (Linear Voltage Differential
Transducer) to the ECB
- The electronic control box (ECB)
- EGT signal from APU exhaust thermocouples to the ECB.
- The inlet guide vane (IGV) system components: servo valve,
actuator, control mechanism and inlet guide vanes
Components Location
- The servo-valve and actuator form an assembly located on the

right upper part of the APU on the air inlet housing.
- The inlet guide vanes and their control mechanism are located in
the air inlet housing.

REGULATED FUEL
FUEL RETURN
FUEL DRAIN


The system includes the actuator, the control rod and the IGV
mechanism.
IGV Actuator
7/21/2019
Hydraulically operated actuator using fuel supplied by the FCU, it Aps 3200 Training
comprises of a servo valve and an operating piston.
Control Rod
The rod connects the actuator piston to the IGV assembly. It is

connected to the actuator piston by a quick release pin.
IGV Position Indicator
The actuator rod housing has a position indicator cast on the top and
bottom of the housing. The indicator markings range from CLOSED
to OPEN. An external metal tab is attached to the control rod and
functions as a position indicator for the IGV’s and used to manually
move the IGV’s when the APU is not running. The igv’s should be in
the CLOSED position before starting the APU.

http://slidepdf.com/reader/full/aps-3200-training IGV POSITION 537/739

INDICATOR
OPEN

CLOSED
ACTUATOR
ROD HOUSING
METAL TAB
a 320-516.1

Servo Valve IGV Contro l Mechanism and Inlet Guide Vanes
The servo valve controls the position of the actuator piston by using
http://slidepdf.com/reader/full/aps-3200-training The inlet guide vanes are part of the IGV assembly. A sector gear is 538/739
a spill valve that meters the potentiometric jet. The servo valve has a attached to each inlet guide vane and is driven by a common ring
metered fuel pressure inlet from the actuator and a return outlet to gear.
7/21/2019 valve is provided by the ECB. Aps 3200 Training
Ac tuato r

The position of the actuator piston is provided by a Linear Voltage

Differential Transducer (LVDT). The position signal is sent to the
ECB for control of the servo valve.

METRED
FUEL PRESSURE
FUEL PRESSURE
METERED FUEL PRESSURE
FUEL RETURN
FUEL DRAIN

The ECB provides a control signal (0-100 MA) to the servo valve by During start, the inlet guide vanes are in the closed position to
using the following input signals. reduce the APU starting loads. The inlet guide vanes are also in the
- APU bleed switch
Operation
- Speed (100%)
During load compressor operation, the position of the guide vanes
- EGT are controlled by aircraft ECS computer signals sent to the ECB.
- Air inlet pressure and temperature In the event APU exhaust gas temperature is too high during load
compressor operation the ECB will signal the IGV actuator to reduce
- ECS mode airflow delivery of the load compressor.
- MES mode. If inlet guide vane control is faulty, the IGV actuator will automatically
position the guide vanes to the closed position.
When the actuator moves, the linear voltage differential transducer

(LVDT) sends the actuator position signal back to the ECB.

The actuator piston positions the IGV assembly to control the airflow
delivery of the load compressor.

.
AIR INLET
PRESSURE AND 541/739
TEMPERATURE
NOTE:
SEE OPERATION FUEL PRESSURE

CHART PAGE 5.4 FOR METERED FUEL PRESSURE
AIRCRAFT MODEL FUEL RETURN
AND IGV POSITIONS FUEL DRAIN

AIR BLEED SYSTEM - GENERAL

The air bleed system provides air delivery to the aircraft pneumatic - The servo-valve, the actuator and the bleed control valve form a
system while preventing load compressor surge. complete assembly located on the right lower part of the auxiliary
http://slidepdf.com/reader/full/aps-3200-training power unit at the scroll outlet 542/739
Main Features
- Two load compressor discharge pressure pipes:
7/21/2019 - Hydraulically operated actuator, controlled by a servo-valve and Aps 3200 Training
the electronic control box. • One located in the scroll outlet (high pressure)
Components Involved • One located in the diffuser of the load compressor (low
pressure)
Both are connected to the load compressor discharge
- The Bleed Control Valve (BCV): servo-valve, actuator and valve pressure sensor to prevent load compressor surge.
- Pressure sensors Interfaces
- Ducts. - Fuel inlet
- Fuel outlet
- Fuel drain
- Control signal from the ECB to the servo valve
- Position signal from the LVDT to the ECB
- Pressure signals to the load compressor discharge pressure

sensor.

REGULATED FUEL
RETURN FUEL
FUEL DRAIN
HSPS CT/NOV. 2006 AIR BL EED SYSTEM - GENERAL Page 5.14


The air bleed supply is controlled by a bleed control valve. APU Bl eed Switch
This valve comprises of a housing, a butterfly valve and an actuator. When the APU master switch is selected to off during bleed air
http://slidepdf.com/reader/full/aps-3200-training operation, the APU will continue to run in a cool down mode for a 544/739
APU Bl eed Sw itch maximum time of 2 minutes.
When the APU master switch is selected to off during bleed air The cooldown time limit can vary from 0 to 2 minutes. The time limit
operation, the APU will continue to run in a cool down mode for a depends on when the APU bleed switch is turned off prior to
maximum time of 2 minutes. selecting the APU master switch to OFF.
Housing Low B leed Air Pressure
The housing is mounted on the load compressor scroll outlet by In the event low bleed air pressure occurs, cycle the APU bleed
means of a v-band clamp. switch OFF and then to ON. This may restore the system to normal.
Butterfly Valve
The valve is located in the BCV housing and directs air flow from the
load compressor to the aircraft pneumatic systems, APU exhaust or
both.
The butterfly shaft extends through the top of the BCV housing. The
shaft has a slot machined into it that provides manual positioning of
the valve and also serves as a valve position indicator.


Servo Valve Bleed Control Valve
The servo valve controls the position of the actuator piston by using The bleed control valve (BCV) delivers compressed air to the aircraft,
a spill valve that meters the potentiometric jet. The servo valve has a
http://slidepdf.com/reader/full/aps-3200-training also the valve functions as an anti-surge valve for the load 546/739
metered fuel pressure inlet from the actuator and a return outlet to compressor.
Ac tuato r

The position of the actuator piston is provided by a linear voltage

differential transducer (LVDT). The position signal is sent to the ECB
for control of the servo valve.

COMPRESSED A IR
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
AIR BLEED SYSTEM - OPERATION

The ECB provides a control signal (0-100 MA) to the servo valve During start and shutdown the BCV is in the discharge position.
using the following inputs:
If the valve control is faulty, the BCV actuator will automatically
- APU bleed switch position the valve to discharge.
- Speed (100%)
- Air inlet temperature
- Load compressor discharge pressure sensor (ΔP/P).
When the actuator piston moves, the linear voltage differential

transducer (LVDT) sends the actuator position signal back to the
ECB.

The actuator piston positions the BCV to deliver the maximum airflow
to the aircraft pneumatic systems without causing load compressor
surge.

COMPRESSED A IR
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
AIR BL EED SYSTEM - OPERATION

AIR SYSTEM SENSORS - INLET AIR PRESSURE AND TEMPERATURE SENSOR

Function - Supply current: 1 mA
The air inlet pressure and temperature signals are used by the ECB - Range: -55 to +150°C (-62 to 302°F)
for control purposes.
http://slidepdf.com/reader/full/aps-3200-training - Resistance at 0°C (0°F): 1000 Ω. 550/739
Location
Functional Descriptio n
7/21/2019 The pressure and temperature sensors are in one unit which is Aps 3200 Training
located on the right rear side of the air inlet plenum. - The pressure sensor is made of a bridge of 4 resistors printed on
a flexible support. One of them varies if the support is deformed by
Main Features the air pressure. The whole bridge is supplied by a 5 VDC constant
source voltage coming from the ECB. The changes of the variable
Pressure Sensor resistor cause the output to vary (from 0 to 50 mV).
- Type: variable resistor device - The temperature s ensor is a resistor which is fed by a constant 1
mA current supplied by the ECB. The output voltage changes from
- Excitation voltage: + 5 and - 5 VDC approximately 0.8 to
from -55 to +50°C 1.2toVDC
(-67 according to the resistance changes
+122°F).
- Output signal: 0 to 50 mV
The ECB detects a sensor failure if:
- Range: 0 to 104 kPaa (0 to 15 PSIA)
- The measured ambient pressure is lower than 3.45 kPaa
- Minimum bridge impedance: 2000 Ω. (0.5 PSIA) or higher than 110 kPaa (16 PSIA)
Temperature Sensor - The measured inlet temperature is lower than -62°C (-80°F) or
higher than 76°C (170°F)
- Type: resistance temperature device
Normal BCV control will be maintained if either air inlet pressure or
temperature sensor is failed.

AIR SYSTEM SENSORS

AIR SYSTEM SENSORS - LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS

General Description
Function The two sensors are made of a bridge of 4 resistors.
The load compressor discharge pressure sensors sense load

http://slidepdf.com/reader/full/aps-3200-training The resistors are printed on a flexible support and one of them varies 552/739
compressor air pressure (high pressure) and (low pressure). if the support is deformed by the pressure.
7/21/2019 The ECB receives signals from the sensors and adjusts the bleed Aps 3200 Trainingare supplied by a constant source voltage of 5 VDC
The bridges
control valve (BCV) to prevent load compressor surge. coming from the ECB.
Location The changes of the variable resistor causes the output voltage to
vary (from 0 to 50 millivolt).
The pressure sensors (ΔP/P) are assembled as one unit. The
sensors are located on the right front side of the air inlet plenum. The ECB detects a sensor failure if:
Main Features - The measured pressure is lower than 3.45 kPad (0.5 PSID) or
The pressure sensors are variable resistor devices. higher than 172 kPa (25 PSI) or than 690 kPa (100 PSI)
The load compressor bleed air pressure is displayed on the lower
Excitation voltage: + 5 and - 5 VDC ECAM when the APU system page is selected.
Output signal: 0 to 50 mV
Range 0 to 172 kPad (0 to 25 PSID) (ΔP)

0 to 689 kPaa (0 to 100 PSIA) (P)
Minimum bridge impedance: 2000 Ω.

LOA D COMPRESSOR DISCHARGE PRESSURE SENSORS
HSPS CT/NOV. 2006 AIR SYSTEM SENSORS Page 5.24


Function Cooling Fan
The accessory cooling system supplies air for the oil cooler and for The fan provides cooling air to the oil cooler and to the compartment
the APU compartment ventilation. cooling duct. The fan assembly incorporates a permanent magnet
generator that is used for APU backup overspeed and to prevent
Location momentary power interruption of the ECB.
7/21/2019 The system components are located on the APU. Fan Outl
Aps 3200 et Duct
Training
Main Features This duct connects the outlet of the cooling fan to the inlet of the oil
cooler.
Cooling by circulation of air taken from the air inlet plenum and
accelerated by the cooling fan. Oil Cooler Exhaust Duct
Main Compon ents This duct connects the oil cooler outlet to the APU compartment door
vent.
The main components

the cooling fan, the fanof the system
outlet are the fan
duct assembly, theinlet duct assembly,
oil cooler and the Compartment Cooling
oil cooler exhaust duct.
The APU compartment is ventilated by air ducted from the cooling
Fan Inlet Duct fan outlet duct. The air is discharged into the compartment through
the compartment cooling duct.
This duct connects the engine air inlet plenum to the inlet of the
cooling fan.



General Main Components
Function - The cooling fan assembly includes:
The cooling fan (driven by the gearbox) provides air circulation for • An axial flow fan
the oil cooler and ventilation of the APU compartment. 556/739
• The fan drive gear
The cooling fan incorporates a permanent magnet generator that
7/21/2019 provides momentary direct current power, and a backup overspeed Aps 3200 Training
• 2 roller bearings
signal to the electronic control box.
- Fan inlet and outlet ducts
Location
- A permanent magnet generator and control box.
The cooling fan is located at the top of the gearbox front face and is
secured by a V-band clamp.
Main Features
- Cooling fan rotation speed: 51965 RPM
- Permanent Magnet Generator output: 40 VDC (100% of N)
- Speed signal for back-up of the overspeed protection system:

107%.

COOLING FAN - GENERAL

ACCESSORY COOLING

The cooling fan is mounted on the gearbox and aligned by a locating Cooling Fan
pin. The fan mounting flange is secured to the gearbox by a v-band
clamp. The cooling fan accelerates the air flow through the oil cooler.
http://slidepdf.com/reader/full/aps-3200-training Cooling air is also used for APU compartment cooling. 558/739
The fan is driven by a shaft assembly that is supported by two ball
bearings, the bearings
shaft assembly uses a are lubricated
carbon by two
seal and the labyrinth
APU oil system.
seals The PMG
pressurized by the power section impeller air. The oil used for The permanent magnet generator (PMG) is driven by the cooling fan
lubrication of the cooling fan is returned to the oil sump by gravity. shaft. The PMG provides momentary (240 msec) of rectified
electrical power to the ECB when the aircraft electrical power is
A permanent magnet generator (PMG) and a printed circuit board interrupted during power transfer.
are located in the fan housing. The printed circuit board contains the
rectifier components for the PMG electrical power output to the ECB. One unrectified PMG output provides a frequency signal to the ECB
that is used for the back up overspeed signal.
The cooling fan can be used to turn the APU rotor assembly during
borescoping. This is accomplished by removing the fan inlet duct and
manually rotate the fan impeller.

AMBIENT AIR
OIL SUPPLY
OIL DRAIN
PRESSURIZED A IR
COOLING FAN - DESCRIPTION AND OPERATION
ACCESSORY COOLING

The aircraft pneumatic system supplies compressed air to the
following:
- Aircraft air conditioning system
- Water tank pressurization

- Aft cargo heating
- Wing anti-icing system
- Main engine starting system
- Hydraulic reservoir pressurization.
The compressed air , used by the aircraft pneumatic system, can be

supplied by:
- The APU
- Number 1 engine
- Number 2 engine
- Ground air source.


HOT
AIR
PACK 2
ENG 2
PACK 1 BLEED
http://slidepdf.com/reader/full/aps-3200-training X BLEED 561/739
ENG. 1
BLEED
APU
7/21/2019 BLEED
Aps 3200 Training
GROUND
VALVE
AIR
(BCV)
SUPPLY
FAULT LIGHT
OFF LIGHT
APU COMPRESSED AIR

ENGINE FAN COOLING AIR


APS 3200
SECTION 6
CONTROL SYSTEM


Functions Main Components
The functions of the APU Control System are: The main components of the APU control system are:
- To keep the power unit rotation speed constant to maintain AC - The APU components (sensors, pressure switches, servo-valve,
generator frequency actuators ...)
- To protect the power unit from overtemperature - The electronic control box
7/21/2019 - To avoid load compressor surge - TheTraining
Aps 3200 aircraft control panels.
- To ensure a proper start of the power unit
- To provide a proper start sequence.
- To monitor APU component operation.
- To supply fault information for trouble shooting, engine trend

monitoring and historical data retention.
Main Features
- FADEC (Full Authority Digital Electronic Controller)
- Single computer
- Electrical supply from the aircraft DC system and momentary

power backup from the cooling fan PMG.


General ECB Outputs
This description considers: They are the accessories (electro-valves, relays...) and indicating
devices.
ECB Electrical Supply
- The ECB inputs 566/739
- 28 VDC supply: from the aircraft electrical system
- The ECB outputs
7/21/2019 - Momentary
Aps 3200 Training supply: from the permanent magnet generator (part of
- The ECB supply the cooling fan assembly).
- The electrical harness. Electrical Harness
ECB The APU harness connects the APU to the aircraft electrical system.
The ECB is located in the aft cargo compartment.
The unit is made of six printed wiring assemblies using digital

technology components.
ECB Inputs
They are the sensors (rotation speed, temperature, pressure...) and

discrete signals (microswitches and switches).


Control System Components - Inlet guide vane servo valve
Components of the control system: - Bleed control valve servo valve
- Low oil pressure switch - Fuel servo valve
- Oil filter switch indicators

http://slidepdf.com/reader/full/aps-3200-training - 3 way solenoid valve 568/739
- High oil temperature sensor - Low fuel pressure switch
- Oil level sensor - Permanent magnet generator
- De-oiling valve - Engine identification module
- Speed sensors - Exciter
- EGT sensors - Starter voltage sensing
- Inlet air pressure sensor - Centralized Fault Display System (CFDS)
- Inlet air temperature sensor - Aircraft discrete inputs and outputs.
- Load compressor discharge pressure sensor
- Linear voltage differential transducers (LVDTs)

CONTROL SYSTEM COMPONENTS

Rotation Speed Contro l Exhaust Gas Temperatu re (EGT) Contr ol
General General
This function meters the fuel flow to maintain a constant rotor speed. This function protects the power unit against over-temperature.
Components Involved Components Involved

Speed sensors EGT thermocouples, the speed sensors and the inlet pressure and
temperature signals
7/21/2019 - Electronic Control Box (ECB) Aps 3200 Training
- ECB
- Fuel servo-valve.
- IGV actuator.
The ECB compares rotor speed with a nominal speed datum to
control the fuel servo-valve. The servo-valve then provides the The ECB compares the actual EGT with an EGT datum.
required fuel flow to maintain 100% rotor speed under all APU load
conditions. The EGT datum is a function of the operating mode (ECS or MES)
and of the ambient air conditions (P1 and T1).
The ECB controls the IGV servo-valve as a function of EGT.
The IGV's are modulated toward close as EGT exceeds the datum.

FUEL SUPPLY
UN METERED FUEL
METERED FUEL
ROTATION SPEED CONTROL AND EGT CONTROL
Load Compressor Surge Control Load Compressor Reverse Flow Protection
General General
This function protects the load compressor from surge. This function shuts down the APU in case of load compressor surge
(eg. back pressure from the aircraft pneumatic system).
Components Involved
http://slidepdf.com/reader/full/aps-3200-training Components Involved 572/739
7/21/2019 - Electronic Control Box (ECB) Aps 3200 Training
- ECB
- Bleed control valve.
- Fuel system and bleed control valve.
The ECB compares the load compressor delivery pressure ratio
(ΔP/P) with a datum pressure ratio. In case of a low airflow condition, The ECB compares the load compressor delivery pressure ratio with
the bleed control valve is modulated to discharge air into the APU two datums:
exhaust.
When the first datum is reached, the bleed control valve (BCV) will
move to the discharge position.
When the second datum is reached, the APU will automatically

shutdown.

METERED FUEL APU CONTROL SYSTEM - OPERATION (2)

FUEL RETURN
LOA D COMPRESSOR SURGE CONTROL AND REVERSE FLOW PROTECTION

APU Star t Fuel Flow Cont ro l
General Principle of Operation
This function meters the fuel flow during APU starting. The fuel flow program has two phases:
Components Involved - The first phase: EGT rise

- Speed sensors, the EGT thermocouples, the air inlet pressure and - The second phase: From EGT rise to 95% speed + 2 seconds.
temperature probes
7/21/2019
During the first phase, the fuel supply is used to fill the manifold. Fuel
Aps 3200 Training
- Electronic Control Box (ECB) flow is metered as a function of rotor speed only.
- Fuel servo-valve. During the second phase, fuel flow is scheduled as a function of two
programs (automatically selected):
The first program controls the fuel flow rate after comparing the
actual acceleration with the acceleration rate datum.
The second program controls the fuel flow rate after comparing the
actual EGT with the EGT datum.

7/21/2019 CONTROL Aps 3200 Training
SYSTEM
ECB
FUEL SUPPLY
METERED FUEL
FUEL DRAIN
APU START FUEL FLOW CONTROL

APU Faul t Sys tem
General
The APU is either shut down automatically or a warning is given in

case of a fault.
Components
- The sensors

- The ECB
- The electrical accessories.
Operation
In the event of a fault shutdown of the APU, the supplied electrical

and pneumatic loads are removed.
Warning lights, messages and indicators are displayed in the flight

deck.
Fault messages are available through the Centralized Fault Display

System.

APU SAFETY SYSTEM

Monitoring
Function
The system provides information about the APU actual status,

operation and maintenance.
The system displays:

- APU parameters
APU parameters
7/21/2019 - Events and hours count Aps 3200 Training
- Condition and faults.
Components Involved
- APU control system components
- The ECB
- The flight deck indicating system (CFDS, ECAM, MCDU).

MONITORING
HSPS CT/NOV.. 2006 APU CONTROL SYSTEM - OPERATION (5) Page 6.16
Function Weight and Dimensions
The Electronic Control Box (ECB) controls and monitors the Auxiliary Weight: 7.3 kg (16.1 lbs)
Power Unit systems. Dimensions:
Location Weight and Dimensions
-• Width: 159 mm (6.2 inches)
The ECB is installed in the aft cargo compartment. • Height: 195.4 mm (7.6 inches)
• Depth: 375.4 mm (14.6 inches).
Main Features Main Components 580/739
-
Full Authority Digital Electronic Controller (FADEC) The main components are:
- On Board Replaceable Memory Module (OBRM) for design - The ECB enclosure which houses Printed Wiring Assemblies
flexibility and reduced component count (PWA)
- Modular design for reliability, maintainability and testability - The ECB front face which includes:
- No calibration required • A RS 232-C connector
- Digital communication links (ARINC 429 and RS 232-C) • A front cover door housing the On Board Replaceable
Memory Module (OBRM)
• A rear
- The ECB handle
face which includes an ARINC 600 connector.
Identification
The electronic control box has an identification plate and a

modification plate, both located on the front face of the ECB.


ECB Inputs The bleed con trol valve (BCV) command is transmitted to the
ECB by means of an aircraft discrete signal. Upon receipt of this
General command, the ECB contro ls the opening o f the BCV to sup ply
the aircraft pneumatic sys tem.
This chapter considers the discrete and analog input signals to the 582/739
ECB. Ai r/g roun d Conf igur ati on Swi tch (open /gr ou nd )
Sensors and Discrete Inputs from Ai rcraft to ECB
7/21/2019 This signal
Aps 3200 to the ECB is to indicate whether or not the aircraft is in-
Training
The corresponding signals form part of the ECB Inputs-Outputs flight operation. Special considerations (i.e. safety systems) apply for
definitions and PIN assignments. in-flight operation.
APU Sto p (gro un d) MES Mode (28 V)
The stop signal is transmitted to the ECB by the APU master switch This signal indicates to the ECB whether or not the aircraft is in Main
in the flight deck. Actuating the switch causes a contact closure to Engine Start mode (MES) of operation. The circuit is normally open.
ground. In the MES mode, the aircraft causes the circuit to close and to
supply a 28 V signal to the ECB.
Bleed Control Valve Activation (ground)
Start Contactor Monitor (28 VDC/open/ground)
Emergency Stop (ground fo r approx. 150 ms)
This discrete 28 VDC signal tells the ECB whether or not the back-up
The emergency stop signal is transmitted to the ECB by means of a start contactor is closed or whether or not it is open.
discrete signal created by a contact closure to ground. The start contactor monitor is used exclusively for fault isolation
purposes.


Sensors and Discrete Inputs from Air craft to ECB (continued) Low Fuel Pressure Switch (open/ground)
Ai r Intake Flap Op en Posi ti on (28 VDC) The switch closes to ground when the fuel pressure falls below a
given pressure.
When the air intake flap is in the fully open position, a switch is
activated to supply a 28 VDC signal to the ECB. Ai r Intake Flap Closed Posit io n (groun d)
This signal is used to initiate the start sequence. When the air intake flap is in the fully closed position, a switch is
http://slidepdf.com/reader/full/aps-3200-training activated to the closed position and provides a ground signal to the 584/739
JAR Configur ation ECB. The aircraft relay operation is maintained until the flap closed
signal is received.
The ECB is programmed in the JAR mode. This means that all
7/21/2019 shutdown faults sensed by the ECB will cause the APU to shutdown Aps Ai
3200 Training
r Intake Flap Movement (28 VDC)
on the ground or in flight.
During normal APU operation, a 28 VDC signal is transmitted to the
Start Command (28 VDC for appro x. 150 ms) ECB when voltage is being applied to open or close the air intake
flap.
This command is activated by momentarily placing the start button in
the flight deck to "on". This action provides a 28 V signal to the ECB. Generator Oil Temperature Sensor (100 )
This sensor is mounted in the AC generator. The wiring uses the

generator connector, P4. The sensor is a resistance temperature
device (RTD). It's variable resistance is a function of temperature
and is supplied with a constant current of 1 mA.


Sensors and Discrete Inputs from APU to ECB This sensor is a variable resistance device supplied by a constant
source voltage of 5 VDC.
Low Oil Pressure Switch (ground )
The output ranges from 0 to 50 mV for a 0 to 15 PSIA range of air
The low oil pressure switch is a normally closed contact. The switch pressure.
opens and remains open when oil pressure is present.
Load Compressor Discharge Air Pressure Sensors (P) and ( P)
Oil Filter Switch Indicators
http://slidepdf.com/reader/full/aps-3200-training There are two sensors: one to measure the pressure at the load 586/739
This is a differential pressure switch that is normally open. The compressor scroll (P), the other one to measure the differential air
contact closes and provides a ground signal in case of filter pressure between the diffuser and the scroll (AP). The ratio signal
restriction. AP/P is used to prevent load compressor surge.
EGT Sensor s The two sensors are of variable resistance type supplied by a
constant voltage of 5 VDC.
The EGT is measured by two independent thermocouples. They are
K type (Chromel-Alumel). The outputs range from 0 to 50 mV for a 0 to 100 PSIA (absolute) or
0 to 25 PSID (differential) ranges of air pressure.
The output is of approx. 1 mV per 24°C (43°F).
Rotation Speed Sensors
High Oil Temperature Sensor (100 )
There are two independent speed sensors mounted in the gearbox.
The sensor is a Resistance Temperature Device (RTD). The
resistance varies according to the oil temperature and is supplied They provide a wave signal as a function of the teeth on the phonetic
with a constant current of 1 mA. wheel (24) and the rotation speed (i.e. 19720 Hz at 100% speed).
Inlet Air Pressure Sensor

SENSORS AND DISCRETE INPUTS - FROM APU TO ECB
Sensors and Discrete Inputs fro m APU to ECB (continued) IGV and Bl eed Contro l Valve LVDTs
(Linear Voltage Differential Transducer)
Inlet Air Temperature Sensor (1000 RTD)
LVDTs are used to detect the actual displacement of the IGV and
The sensor is a variable resistance temperature device supplied by a BCV actuators. Their signal is fed back to the ECB for the purpose of
constant source current of 1 mA. Temperature range -55 to 150°C servo control.
(-67 to 302°F).
Their primary coil is supplied with a constant voltage of 10 VAC.
Engine ID Modu le Their secondary coil provides a variable output voltage.
The engine identification (ID) module is resistors that provide the Upon loss of electrical signal, the IGV will close or the BCV opens to
ECB with 3 voltage lines V 1, V2, V3 matched to the engine ID discharge.
7/21/2019 number. The engine serial number is the sum of the ID number and Aps 3200 Training
the number 1000. Oil Level Senso r (100 A)
The engine ID number is stored in the ECB NOVRAM memory as The gearbox mounted oil level sensor is a Resistance Temperature
part of the power up initialization. The ID module is considered failed Device (RTD) type. The variable resistance value is provided with a
when all inputs are shorted, one or all inputs are open, a number constant current
a period of of 75 and
8 seconds mA. is
The oil level isOK
determined checked at power up over
or LOW.
greater than 2048 is used, or 3 consecutive readings at power up
initialization are not identical.

Sensors and Discrete Inputs fro m APU to ECB (continued) Starter Motor Voltage
Permanent Magnet Generator (PMG) The starter motor is monitored by the ECB for low voltage during
APU start. The low voltage sensing connector is located on the front
A Permanent Magnet Generator (PMG) is installed in the cooling fan. face of the starter motor housing.
The assembly consists of the PMG rectifier circuit and a DC fusible
link.
The PMG provides the ECB with rectified power and one unrectified
signal from one of the three phases (backup overspeed protection at
107%).
The unrectified output is current limited (short circuit protection) by
means of a resistor. The fusible link trip point is at 10 A.
The rectified output provides 40 VDC at 100% speed for back-up

power supply to the ECB in the event of a momentary interruption in
the main power supply. This back-up supply lasts for 240 msec.
Note: The failure of the PMG/Speed circuit at startup will cause the
APU to shutdown during acceleration.


ECB Outputs Bleed Control Valve Open (28 VDC, 0.1 A)
General The ECB transmits a discrete signal to the aircraft indicating system
when the bleed control valve is in the position that allows maximum
This chapter considers the discrete and digital outputs of the ECB. flow to the aircraft pneumatic system.
Discrete and Digital Outputs (to the aircraft) APU Av ail abl e (28 VDC, 0.4 A)
Backup Start Contacto r (28 VDC, 1 A nom inal) The ECB provides a discrete signal to the AVAIL light in the start
switch when the APU has completed the start sequence and is ready
This contactor is energized by means of a discrete signal. The signal to load.
is supplied through a Field Effect Transistor (FET) in the ECB.
Start in Progress (28 VDC, 0.1 A)
7/21/2019 Main Start Contact or (28 VDC, 1 A nomi nal) Aps 3200 Training
The ECB transmits a discrete signal to the ON light in the start switch
This contactor is energized by means of a discrete signal. The signal to indicate a start is in progress.
is supplied through a FET device in the ECB.
The light islight
available" "ON" fromon.
turns the beginning of the start until the "APU
Ai rc raf t Relay (gr ou nd , 0.4 A)
The aircraft relay is activated by a closed contact to ground through Fault (28 VDC, 0.2 A)
the ECB. The aircraft relay is activated when the ECB is energized
and no stop command is present. The ECB transmits a fault discrete signal to the aircraft for all
shutdowns.

Discrete and Digital Outputs (to the aircraft) (continued) • ARINC 429 inpu t fro m ECS: It is used by the ECB to
receive specific data from the Environmental Control
Flap Open Command (28 VDC, 3.5 A) System (i.e. ECS demand signal, ECS valve status word,
etc...)
The ECB provides a power output for opening the air intake flap. The The ECS demand signal is used in the control of the IGV's.
flap open command is emitted through a FET device in the ECB. The ECS valve status word informs the ECB of the number
of air conditioning packs currently supplying air
This output is protected against overload and short circuits.
• ARINC 429 CFDS out pu t: The ARINC 429 output
Flap Closed Command (28 VDC, 3.5 A) transmits data to the CFDS, ECAM (Electronic Centralized
http://slidepdf.com/reader/full/aps-3200-training Aircraft Monitoring) and ACMS (Aircraft Condition 594/739
The ECB provides a power output for closing the air intake flap. The Monitoring System)
flap closed command is emitted through a FET device in the ECB.
7/21/2019 - One
Aps 3200 RS 232 C interface: This interface is accessible on the rear
Training
This output is protected against overload and short circuits. ARINC connector and on the front face connector.
Ai rc raf t Serial Co mmun ic ati on s It can be used:
Data communication is achieved by means of four serial • As a maintenance tool

communication links:
• To access the test modes of the ECB
- ARINC 429 CFDS out pu t: Three ARINC 429 serial links (they
operate at low speed - 12.5 K bits/sec) • To change the ECB software characteristics during
development.
• ARINC 429 inpu t f ro m CFDS: It is used by the ECB to
receive specific data from the Central Fault Display
System with appropriate ARINC labels

Discrete and Analog Outputs (to the APU) IGV and Bleed Control Valve LVDTs (3000 Hz, 10 VAC)
Oil System De-oili ng valve (28 VDC, 1 A) These two separate outputs supply a reference source signal to each
primary coil.
This output is activated to operate the valve during starting and
shutdown. IGV, Bleed Cont rol Valve, Fuel Servo (0 - 100 mA)
Exci ter (28 VDC, 2 A) These three separate outputs supply a variable low intensity signal to
the corresponding servo-valve.
This output is activated to supply the exciter during starting.
3 Way Solenoid Valve (28 VDC, 1 A)
7/21/2019 This output is activated to operate the valve for start and shutdown. Aps 3200 Training
Oil Level RTD, Oil Filt er and L OP switch es (Rtn, 1 A)
This output is common to all three items.

Pressure Transd ucers Excitatio n (5 VDC, 30 mA)
This output is activated to operate the air pressure transducers with

a stabilized voltage.

DISCRETE AND DIGITAL OUTPUTS (TO THE APU)

Hardware Description - An On Board Replaceable Memory Module (OBRM) accessible

through a removable front cover door.
The Electronic Control Box consists of an enclosure which includes
the following components: The board is equipped with an UVPROM type memory to be used
as the programme memory space for the ECB.
- Six Printed Wiring Assemblies (PWA):
- Two electrical connectors:
• A speed and temperature PWA
• A RS 232 connector located on the ECB front face
• A discrete input-output PWA
http://slidepdf.com/reader/full/aps-3200-training • An ARINC 600 connector located on the ECB rear face. 598/739
• A microprocessor PWA
• An analog input PWA
• An analog output PWA
• A power supply PWA

- One printed wiring assembly for Electromagnetic Interference
(EMI) and lightn ing p rotection
- PWA gui des
- A backplate to interconnect the various PWA
- One High Power Switc h FET Module (FET: Field Effect

Transistor)
- One Input Power Filter Module

HARDWARE DESCRIPTION
General Power Up State
The operating phases are: General

When the APU master switch is selected to ON, the ECB enters the
- Power up POWER UP state.
The POWER UP state lasts approximately 3 sec.
- Watch state Operation
The ECB checks that outputs are not energized except those that
- Start preparation state are

Therequired.
ECB enters self test.
- Starting state The ECB is able to recognize and record the occurrence of start or
emergency stop signals.
Upon receipt and validation of the start signal, the "start in progress"
Run state
output is energized.
7/21/2019 - Cool down state The requirement
Aps 3200 Training to activate the "start in progress" output also
applies to the WATCH state.
- Shutdown state In case of an emergency stop signal being received, the ECB closes
the air intake and deactivates the aircraft relay output once the air
intake is closed.


Watch State Start Preparation State
General General
After completion of the POWER UP state the ECB automatically Upon receipt of the start command, the ECB enters the START
enters the WATCH state. PREPARATION state.
Operation Operation
The ECB is able to recognize and record the occurrence of start or During this state the flap actuator position, the oil level and the
emergency signals. rotation speed is checked. If the speed is greater than 7%, the start
http://slidepdf.com/reader/full/aps-3200-training command will be inhibited until the speed is less than or equal to 7%. 602/739
Upon receipt of an emergency stop signal the ECB closes the air
intake and deactivates the aircraft relay output once the air intake is The ECB enters the START PREPARATION state automatically
7/21/2019 closed. without
Aps 3200 requiring a new start command.
Training
The ECB self tests as required.

ELECTRONIC CONTROL B OX - OPERATION (2)

Starting State - Sequences - EGT ris e
General • Acceleration control to steady state speed control.
The STARTING STATE is controlled by the ECB. - At 55% speed
A stop signal at any time during the STARTING STATE will • Exciter de-energized
shutdown the APU.
• Gearbox de-oiling valve and main start contactor de-
Operation energized.
- At 55% speed + 5 sec

The electrical sequences selected by the ECB are: 604/739
Backup start contactor de energized.
- Backup start contractor supply
- At 95% speed + 2 sec.
- Gearbox de-oiling valve
• Surge control activated
- Exciter
• APU available signal activated
- Main start contactor
• Start in progress output de-activated
- 3 way solenoid valve • Steady state speed control loop activated
• Enter RUN STATE.
- Pulse fuel servo valve
- Manifold fill algorithm
- Open loop fuel schedule activation.


Starting State- Fuel Control Ac cel erat io n Cont rol - Gener al
General This control occurs from EGT rise until steady state speed control is
reached.
There are three consecutive programs used to supply and meter the
fuel during starting: Fuel flow during acceleration is controlled by speed and EGT signals
to the ECB.
- Manifold Fill Algorithm
- Open Loop fuel schedule
- Acceleration control
Manifold Fill Algorith m - General
During engine start up the ECB controls the fuel servo valve to
implement the manifold fill algorithm.
The control is an open loop schedule based on the rotation speed,

this ends when a given quantity of fuel is delivered to the manifold.
Open Loop Fuel Schedule - General
This fuel schedule replaces the manifold fill algorithm when the flow
delivered has reached 0.01 kg/m (0.032 lb/m).
The schedule determines a fuel flow rate depending on rotation

speed, ambient pressure and temperature. It is considered the
"basic" fuel flow needed to obtain combustion in the combustor
chamber.
STARTING STATE - FUEL CONTROL

Run State- Fuel and Load Compressor Control Load Compressor Surge Control- General
General This function prevents load compressor surge. This is accomplished

when the bleed switch is ON.
Upon completion of starting, three main functions are activated:
EGT Contr ol - General
- Speed control
To prevent EGT over temperature during load compressor operation,
- Load compressor surge control the ECBthe

reduce willwork
automatically move
load on the thesection.
power IGV's to decrease airflow and
- EGT control.
The AC generator output has priority overload compressor operation.
Speed Control - General
The purpose of speed control is to maintain the APU at 100% speed
7/21/2019 under all load conditions. This is accomplished by the fuel control Aps 3200 Training
unit increasing or decreasing fuel flow automatically when APU load
changes occur.

GEARBOX
GEARS
AMBIENT AIR
COMPRESSED A IR
METERED FUEL
COMBUSTION
EXHAUST
RUN STATE - FUEL AND LOAD COMPRESSOR CONTROL - GENERAL

Cool Down State
General
This function allows the APU to operate in a no-load condition before

entering the shutdown state.
When the APU master switch is selected to OFF, all loads are
removed (IGV's closed, Bleed Control valve to discharge).
If the APU was providing bleed air at this time, the APU will continue
to run in a cool down mode for a maximum time of 2 minutes.
The cool down mode time limit can vary from 0 to 2 minutes. The
time limit depends on when the APU bleed switch is turned off prior
7/21/2019 to selecting the APU master switch to OFF. Aps 3200 Training
SHUTDOWN STATE.

COOL DOWN STATE

Shutdown State Note: The APU can be re-started during the shutdown state. This
is accomplished by cycling the master switch OFF to ON and
General then selecting the APU start switch to ON.
The APU enters the shutdown state after a normal shutdown or a The ECB does not close the flap and the APU automatically
fault shutdown occurs. re-starts when 7% speed is reached.

SHUT DOWN STATE
ELECTRONIC CONTROL B OX – OPERATION (7)

Condition Monitor ing Data
General
For long term trend monitoring, the APU control system records the In addition, the ECB records:
engine operating parameters.
- APU operating hours (in one minute increments from speed > 55%
Operation until the 3-way solenoid valve is de-energized.
APU conditioning monitoring parameters are taken during operation - Number of starts (1 start = EGT rise detected + speed > 30%)
of the APU. The ECU does not store this information but it may be
retrieved from the Aircraft Integrated Data System (AIDS) if this - ECB operating hours (in one minute increments, from ECB power
system is installed. ON to ECB power OFF).
The following parameters are: The condition monitoring data is associated with the engine
identification (ID) number, ECB serial number.
7/21/2019 - Exhaust Gas Temperature °C Aps 3200 Training
Note 1: The condition monitoring parameters are not taken when
- Engine speed % either the inlet pressure or temperature sensors are faulty.
- Engine inlet pressure PSIA Note 2: If the engine ID module has been determined failed, the
APU system operating history data will be associated with
- Engine inlet temperature °C the last valid engine I D number.
When a new engine ID number occurs, it is used without
- Fuel flow LB/HR erasing the previously recorded historical data.
The oldest data is overwritten by the new data as it is
recorded.
The ECB
with records
the last the condition
APU cycle and the monitoring data associated
data is available via the
ARINC 429 link.

BUILT-IN TEST - OPERATION - POWER UP TEST

HPS CT/NOV. 2006 Page 6. 53

APS 3200
SECTION 7
INDICATING SYSTEM

INDICATING SYSTEM
Main Compon ents Note: This chapter covers the APU indicating components and
provides general information on the aircraft system.
- APU components (speed sensors, thermocouples and engine ID
module) ECAM: Electronic Centralized Aircraft Monitoring.
- The Electronic Control Box (ECB) MCDU: Multi-function Control and Display Unit.
- The aircraft control panel which includes:
• APU master switch and APU start switch
• ECAM, MCDU
• FUEL, AIR CONDITIONING, ELECTRIC and FIRE control 618/739
panels
7/21/2019 • MASTER WARNING and MASTER CAUTION LIGHTS Aps 3200 Training
- The EXTERNAL CONTROL PANEL.

INDICATING SYSTEM
The rotation speed signal is used by the ECB for: - One "phonic" wheel with 24 teeth
- Indication - Two electromagnetic sensors (single coil)
- Fuel metering - Harness
- ECB Sequencing - ECB.
- ECB Control functions. Location of the Main Components
Main Features The phonic wheel is secured to the rotor front bearing journal.
Two sensors. The two speed sensors are located in the gearbox housing at 5
o'clock and 7 o'clock. Each one is secured by a single bolt.
Interfaces
The ECB provides the speed information to the CFDS/ECAM display

system.

UN METERED FUEL
METERED
OIL LEVEL FUEL

ROTATION SPEED INDICATION SYSTEM -

DESCRIPTION AND OPERATION
- Phonic wheel has 24 teeth The phonic wheel rotates with the rotor assembly, as the teeth pass
by each speed sensor they generate a voltage. The voltage is
- Two single coil speed sensors (the coil surrounds a magnetic core) proportional to the speed of the phonic wheel. The signal is sent to
the ECB for speed indication and system control.
• Phonic wheel-speed sensor gap: 0.5 mm (0.018 inch); gap
not adjustable The ECB will calculate the average signal of the two speed sensors.
In the event a signal difference of 5% or more occurs, the ECB will
- The two sensors are connected to the ECB select the sensor indicating the highest value.
• Frequency signal at 100 %: 19720 Hz (49300 RPM) APU speed indication is displayed on the lower ECAM when the
http://slidepdf.com/reader/full/aps-3200-training APU system page is selected. 622/739
• Frequency signal range: 0 to 24 KHz; 0 to 50 volts.

HSPS CT/NOV.. 2006 ROTATION SPEED INDICATION SYSTEM - DESCRIPTION - OPERATION Page 7.6
EGT INDICATION SYSTEM - GENERAL
The EGT signal is used for: - Two thermocouples
- Indication - Harness
- Load compressor control - ECB.
- Sequences Location of the Main Components
- Control functions. The two thermocouples are located in the power section exhaust
housing.
Main Features
The system uses K type chromel-alumel thermocouples and has a
cold junction compensation built into the ECB.
7/21/2019 Interfaces Aps 3200 Training
The ECB provides the EGT information to the ECAM display system.

HSPS CT/NOV.. 2006 EGT INDICATION SYSTEM - GENERAL Page 7.8

EGT INDICATION SYSTEM - DESCRIPTION

AND OPERATION
Functional Descripti on
Each thermocouple is secured into the exhaust housing by a bolt.
They are connected separately to the ECB.
Operation
The thermocouple generates a millivolt signal to the ECB that is used

for engine control and indication (EGT)
The voltage value is of approximately 1 millivolt per 24°C (43°F).
The ECB compensates automatically the cold junction effect and 626/739
calculates the average EGT value.
7/21/2019 An EGT system failure is declared if: Aps 3200 Training
- EGT is lower than 120°C (250°F)
- EGT is higher than 1200°C (2200°F).
The ECU will calculate the average signal of the two thermocouples.
In the event a signal difference of 121°C (250°F) or more occurs, the
ECB will select the thermocouple indicating the highest value.
APU exhaust gas temperature indication is displayed on the lower

ECAM when the APU system page is selected.

HSPS CT/NOV.. 2006 EGT INDICATION SYSTEM - DESCRIPTION - OPERATION Page 7.10
ENGINE IDENTIFICATION MODULE
To provide the engine serial number to the ECB. The ID module uses resistors located on a printed circuit board.
Location The board is housed in an electrical plug and is connected to the

ECB by means of 4 electrical wires.
The module is installed on the ignition exciter support bracket (APU
left side). There are 3 voltage lines V1, V2, V3 and a return line.
Main Features The engine ID number is read, validated and stored during the power
up phase of the ECB.
The ID module consists of a printed circuit board.
In case of ID module failure, the APU history data will be associated
with the last valid ID number.
When a new engine ID number occurs, it is used without erasing the
previously recorded historical data.

HSPS CT/NOV.. 2006 ENGINE IDENTIFICATION MODULE Page 7.12

General Warning, caution and indicating lig hts
This system gives information about the APU actual status, for MASTER WARNING, MASTER CAUTION and annunciator lights
operation and maintenance. provide visual warning indications.
Description A FAULT light is incorporated in the APU master switch button, APU
GEN button and APU BLEED button.
Indication of operating parameters
There are also the following lights:
The APU operating parameters are displayed on the lower Electronic
Centralized Aircraft Monitoring (ECAM) when the APU system page - APU "ON" light in the APU master switch
is selected.
- APU "START / ON" and APU "AVAILABLE" light in the APU start
Maintenance and fault is olation button
The ECB provides maintenance and fault information to the aircraft - APU GEN "OFF" light in the APU GEN button
Centralized Fault Display System (CFDS). This information is
displayed on the Multi-function Control and Display Unit (MCDU) in - APU BLEED "ON" light in the APU BLEED button
the flight deck.
- APU fire lights on the external control panel and in the flight deck.
Warning messages
APU warning messages are displayed on the upper ECAM and the
APU system page appears on the lower ECAM.



APS 3200
SECTION 8
STARTING SYSTEM

Function Starting System Components
The starting system allows the APU to be started on the ground and - Starter motor for cranking
in flight.
- Ignition exciter and igniters for ignition
Starting requires:
- Fuel system
- The cranking of the rotor assembly
- Control components (Electronic Control Box, APU Master Switch,
- The fuel supply External Control Panel, Fire Extinguishing Panel).
- The ignition of the air-fuel mixture
- The automatic control of starting sequences.
Starting Requirements 634/739
- Starting envelope. Normal start throughout the operating envelope:
7/21/2019 minus 300 m to 11900 m (minus 1000 ft to 39000 ft) Aps 3200 Training
- Starting time from zero speed to governed speed: less than 80

seconds
- Starting attempts: 3 consecutive starts and cooling for 1 hour.


STARTING SYSTEM - DESCRIPTION
The components involved are the starter-motor, the ignition exciter, Ignitor Cables
the igniters and components of the fuel system and control system.
There are two igniter ignitor cables (one for each ignitor plug) that
Starter-Motor delivers high voltage from the exciter to the ignitors.
The electric starter motor drives the APU rotor assembly through a Ignitor Plugs
sprag clutch.
Two ignitor plugs are used to ignite the fuel in the combustor
The starter motor is mounted on the gearbox and aligned by a chamber. The ignitors are threaded into the combustor housing.
locating pin. A V-band clamp is used to secure the starter to the drive
pad. Control System
A brush wear indicator pin and a starter low voltage sensing - Start switch and master switches
connector are located on the front of the starter.
- Electronic Control Box.
When brush wear reaches 75%, an indicator pin will appear in the
plastic viewing window. (See Page 8.8)
7/21/2019 Starter
sensinglow voltage is sensed by the ECB through the low voltage
connector. Aps 3200 Training
Ignition Exciter
The ignition exciter is located on the left side of the APU. The exciter
is a capacitor-discharge unit that uses 28V DC to provide an
intermittent high voltage output to the two ignitor plugs.

ECB
STARTING SYSTEM- DESCRIPTION

STARTING SYSTEM - OPERATION
Start Selection APU starting is controlled by the electronic control box.
Starting is selected from the aircraft control panel: The main phases are:
- Master switch "on" - Initial phase (cranking, fuel supply and ignition)
- APU system page on lower ECAM annunciates ... - Self-sustaining speed (de-energize the starter motor and ignition
exciter)
- Start button.
- 100% speed (speed governing and loading).
Starting Operation
Shutdown Sequence
- Cranking
APU shut-down can be activated automatically or manually:
Energize the starter motor.
- Manually from the APU master switch, from the fire control panel
- Fuel supply or from the external control panel
7/21/2019 Fuel servo valve and 3 way solenoid valve energized open. - Automatically
Aps 3200 Training by the ECB fault shut-down system.
- Ignition The ECB controls the fuel control unit 3 way solenoid valve. When
the APU is shut down manually or automatically the 3 way solenoid
Ignition exciter energized to provide ignition to the two ignitor valve is de-energized closed. The closed valve shuts off the fuel to
plugs. the fuel injectors.
Starting Cycle

HSPS CT/NOV. 2006 STARTING SYSTEM - OPERATION Page 8.6

The electric starter motor cranks the APU during the starting state. - The starter motor assembly
Location - The V-band clamp for attachment
The starter-motor is mounted by a V-band clamp on the gearbox - Positive and negative terminals
starter drive pad.
- Visual brushwear indicator
Main Features
- Starter low voltage connector.
- Motor type:
Interfaces
- Weight: 4.22 kg (9.3 lbs)
- Electrical power to the starter motor is provided by the aircraft
- Voltage: 24 VDC (max. 28 VDC) battery system through two start contactors (backup and main)
- Max current: 830 A. - Starter low voltage sensing
7/21/2019 - Starter
Aps 3200 motor clutch.
Training

(See Page 8.3)

(See Page 8.3)

STARTER MOTOR CLUTCH
General Operation
Function Two operating phases are considered : starter motor engaged and
starter motor disengaged.
The function of the clutch is to disengage the starter motor when the
APU reaches self-sustaining speed. Starter Motor Engaged
Description When the starter motor is operating, the sprag pawls make contact
with the starter motor shaft and the gear assembly.
The clutch is a Line Replaceable Unit. It is necessary to remove the
starter motor and the bearing support assembly to extract the clutch. Starter Motor Disengaged
The clutch assembly consists of two gears, a starter motor drive At 55% speed the starter motor is de-energized by the ECB.
shaft, 4 bearings and a sprag clutch.
As the starter gear speed increases, centrifugal force moves the
sprag pawls away from the starter motor shaft.
The starter motor shaft is disconnected from the sprag pawls, this
prevents the APU from driving the starter motor mechanically.

OIL SUPPLY
STARTER MOTOR CLUTCH - OPERATION
IGNITION EXCITER - GENERAL IGNITION EXCITER - DESCRIPTION
Function The ignition exciter is a sealed metal box assembly with a mounting
bracket.
The ignition exciter transforms low DC voltage into intermittent high
voltage supply to the ignitor plugs. The main components are:
Location - An input circuit with a connector and a DC/AC converter
The ignition exciter is mounted on the left side of the APU. - A high voltage transformer
Main Features - A high voltage

triggering output circuit with a rectifier, two capacitors and a
device.
- Voltage range: 10 VDC to 30 VDC
The ignition exciter DC input voltage is sensed by the ECB for fault
- Energy: 0.22 Joules per spark detection.
- Spark duration: 15 microseconds

- Spark rate: 2 Hz at voltage above 10 VDC.

IGNITION EXCITER - GENERAL - DESCRIPTION

IGNITORS AND IGNITOR CABLES

Function
There are two ignitor plugs used to ignite the fuel in the combustor
chamber during start up of the APU. They are connected to the
ignition exciter by two shielded ignitor cables.
Location
The two ignitor plugs are located on the combustor housing:
- One at 5 'o'clock
- One at 9 'o'clock.
Note: Location is looking at the combustor housing rear view.


IGNITOR
CABLES
IGNITORS
HSPS CT/NOV.2006 Page 8.15

APS 3200
SECTION 9
http://slidepdf.com/reader/full/aps-3200-training ELECTRICAL SYSTEM 649/739


ELECTRICAL SYSTEM
Functions
To operate the electrical accessories by control signals from the
ECB.
To supply AC power from the APU generator to the aircraft electrical

system.
Main Features
- DC power
- AC power.
Main Compon ents
- The electrical accessories

- The ECB
- The electrical harness.

ELECTRICAL SYSTEM
Description
ECB conn ectors Ai rc raf t harn ess
The ECB has 2 connectors: - DC power to ECB and start contactors
- An ARINC 600-2 connector with 3 inserts (A, B, C) - ARINC 429 data link
- A RS 232 C connector. - AC generator control
The ARINC 600 connector is installed at the rear of the ECB and - AC generator excitation control
plugs into a shelf mounted aircraft connector.
- RS 232 C connector.
The ARINC 600 connector carries all inputs/outputs of the ECB plus
the ARINC 429 data link. There are three firewall connectors that connect the ECB to the
engine harness. They are identified as (J-1, J-2 and J-3).
The RS 232 connector can be accessed through the front and the
rear connectors for maintenance purposes.

ECB CONNECTORS - AIRCRAFT HARNESS


APU eng in e har nes s P2 connector:
The engine harness is connected to three firewall connectors, they - Load compressor discharge pressure sensors
are identified as (P-1, P-2 and P-3). - IGV actuator (servo valve and LVDT)
P1 connector: - BCV actuator (servo valve)
- PMG - Fuel servo valve
- 3 way solenoid valve - Speeds sensor 1 and 2
- Ignition exciter - Oil temperature sensor
- Starter Motor (low voltage sense signal) - EGT sensor 1 and 2
- Bleed Control Valve LVDT - Engine ID module
- Gearbox de-oiling valve - Air inlet pressure and temperature sensor.
- Oil filter switch indicators P3 connector:
- Low oil pressure switch - AC generator PMG
- Oil level sensor - AC generator excitation control.
- Low fuel pressure switch
- Generator high oil temperature sensor
- AC generator current transformers.

APU HARNESS

Starter motor electrical pow er supply c ables AC gener ator h arn ess
The starter motor DC power supply is provided by the aircraft The AC generator connector P-4 is part of the engine harness. The
batteries or the Transformer Rectifier Unit (TRU). connector provides the following signals:
The supply is controlled by two contactors in series (backup and - AC generator oil temperature and control signals through the P-1
main start contactors). The power cables link the start contactors engine harness connector
directly to the starter motor (+ and -cables).
- AC generator PMG signal and exciter field control through the P-3
engine harness connector.
The four AC generator cables are connected to the aircraft electrical

buss system. Three of the cables provide AC power and the fourth
cable is a neutral.

STARTER MOTOR CABLES - AC GENERATOR HARNESS
HSPS CT/NOV. 2006 AIRCRAFT/APU HARNESS (3) Page 9.8

Function
The AC generator (Alternating Current Generator) provides electrical Interfaces
- Oil system (lubrication, cooling)
power to the aircraft systems. - Generator Control Unit (GCU)
Location - Electronic Control Box (ECB).
The AC generator is mounted on the front face of the gearbox. Main Components
Type - Permanent Magnet Generator
- Brushless - Current transformers
- 3 phases - High oil temperature sensor (HOT).
- Oil cooled.
Main Features
- Nominal power: 90 kVA
- Output: 115 V, 400 Hz
- Rotation speed: 24 034 RPM at 100 % APU speed
- Direction of rotation: Clockwise viewing the pad
- Weight: approx. 22.7 kg (50 lbs).


The APU AC generator is connected to the aircraft electrical systems

through the APU line contactor.
The lower ECAM, APU system page displays the AC generator

parameters:
- The percent of load
- The output voltage (115 V)
- The output frequency (400 Hz).




APS 3200
SECTION 10
APU INSTALLATION

APU COMPARTMENT
The APU compartment is located inside the aircraft tail cone.
The compartment is fire proof using firewalls made of titanium alloy.
Two longitudinally-hinged access doors provide access to the APU

compartment.
The air inlet duct assembly is attached to the right access door and
provides a ducted airflow to the APU air inlet plenum.
The APU compartment has a fire extinguishing bottle located in a

separate compartment, forward of the firewall.
Cooling and ventilation of the compartment is provided by the APU

cooling fan. The fan provides air flow to the oil cooler and the APU
compartment.

AMB IENT AIR
COMPRESSED A IR APU COMPARTMENT
7/21/2019
EXHAUST GAS Aps 3200 Training

APU ATTACHMENT
The APU is attached to the aircraft tail cone structure by three struts.
The struts are connected to the APU through vibration isolators.
The two forward struts are attached to mounts on each side of the
gearbox. The rear strut is attached to the power section impeller
containment shield.
A lifting eye is also provided for installation and removal of the APU.

HSPS CT/NOV. 2006 APU ATTACHMENT Page 10.4

AIR INLET SYSTEM
Function The Diverter directs ambient air flow into the air inlet when the
aircraft is operating at high airspeeds.
The air inlet system provides ambient air to the APU air inlet plenum.
The Air Inlet has a flap that is opened and closed by an electric
Location actuator. The actuator is controlled by the ECB.
The air inlet is located on the underside of the tail section. The Diffuser slows the airflow delivery to the APU.
System Components The Elbow is attached to the diffuser and directs the ambient airflow
into the APU air inlet plenum.
The air inlet system includes:
The air inlet duct assembly is secured to the right access door and
- The diverter can be removed to provide better accessibility to the APU.
- The air inlet
- The diffuser
- The elbow
- The interface with the APU inlet plenum.

AMB IENT AIR
AIR INLET SYSTEM

EXHAUST SYSTEM
Function
The exhaust system directs the APU exhaust gasses overboard.
Location
The system is installed in the tail cone between the APU exhaust
and the end of the tail cone.
System Components
- The exhaust pipe
- The exhaust muffler
- The insulation
- The sealing ring.
The exhaust pipe is mounted on rails that are attached to the inside
of the tail cone.
This allows the exhaust pipe to be disconnected from the APU and
7/21/2019 moved rearward to provide additional clearance during removal and Aps 3200 Training
installation of the APU.

EXHAUST GAS
EXHAUST SYSTEM
DRAIN SYSTEM (1)
Function - Flow Divider Purge Drain (To exhaust)
The APU drain system provides drains from various components. - Gearbox Vent (To exhaust).
The fluids are collected and drained overboard through the drain
mast.
The fuel control unit, BCV actuator and IGV actuator use a common
drain to the aircraft drain tank. Fluids are siphoned from the drain
tank, into the drain mast and then discharged overboard when the
aircraft is in flight.
The other common and single drains flow directly into the drain mast
and then discharge overboard.
APU Drai ns and Vent
- Combustor Drain
- Air Bypass Plenum Drain
- Exhaust Pipe Drain

- Front Bearing Seal Drain
- Fuel Control Unit Drain
- BCV Actuator Seal Drain
- IGV Actuator Seal Drain

SIPHON TUBE
COLLECTOR
TANK
DRAIN FLUID
HSPS CT/NOV. 2006 DRAIN SYSTEM (1) Page 10.10

FIRE PROTECTION
APU fire protection consists of a detection system and an Operation

extinguishing system. The systems are supplied by the aircraft
manufacturer. The APU fire control panel is located in the flight deck overhead
panel.
Fire Detection and Extinguish ing
Pushing the fire switch will immediately shut down the APU and arm
The detection system uses two continuous sensing elements the fire extinguishing system.
installed on the APU compartment walls.
In the event of an APU fire on the ground, the APU will automatically
One fire bottle is available for fire extinguishing. The bottle is shutdown and discharge the extinguishing system.
installed on the forward side of the APU compartment firewall.

HSPS CT/NOV. 2006 FIRE PROTECTION Page 10.12



APS 3200
SECTION 11
MAINTENANCE

INSPECTION AND CHECKS
Visual Inspections Borescope Inspection
Opening the APU compartment for corrective maintenance or The APU internal components may be inspected by using a flexible
servicing provides the opportunity to visually inspect the APU for borescope. To rotate the APU internal components, the cooling fan
security, leaks, and warning indicators. The following are inlet duct may be removed to allow manual rotation of the fan
recommended inspection items: impeller.
- Engine mounts The following components can be inspected with the APU installed in
the aircraft.
- Engine Components and Fluid lines
- Load compressor impeller and guide vanes
- Oil Quantity and Magnetic Drain plug
- Power section impeller
- Oil and Fuel Filter impending blockage Indicators
- Combustor, viewed through the ignitor and fuel injector bosses
- Electrical harness and Connectors
- First stage turbine wheel
- Engine Air Inlet Plenum
- Second stage turbine wheel.
- Engine Combustor Housing and Exhaust System. Refer to the Aircraft Maintenance Manual for borescope
http://slidepdf.com/reader/full/aps-3200-training procedures. 678/739


VISUAL INSPECTIONS - BORESCOPE INSPECTION
HSPS CT/NOV. 2006 INSPECTION AND CHECKS Page 11.2

LINE REPLACEABLE UNITS
The following Line Replaceable Units (LRU's) can be removed and

replaced without removing the APU from the aircraft:
Electronic Control Box Pilot Fuel Injectors

Engine Harness Main Fuel Injectors
Identification Module Inlet Guide Vane Actuator
Starter Motor Bleed Control Valve
Clutch Assembly Compressor Discharge Sensor
Ignition Exciter Cooling Fan Assembly
Ignitor Cables AC Generator Pad
Ignitor Plugs Fuel and Oil Pipes
Speed Sensors Combustor Chamber Drain Valve
Thermocouples
Air Inlet Pressure And Temperature Sensor
Oil Filter Elements
Switch Indicators
Magnetic Drain Plug
De-Oiling Valve
Low Oil Pressure Switch
Oil Temperature Sensor
Oil Level Sensor
Oil Pressure Relief Valve
Oil Cooler
7/21/2019 Fuel Control Unit Aps 3200 Training
Fuel Filter Element
Flow Divider Assembly
Pilot Manifold Assembly
Main Manifold Assembly

COOLING FAN
ASSEMBL Y
OIL COOLER
STARTER
IGNITION
EXCITER
ENGINE
HARNESS
IDENTIFICATION
7/21/2019 Aps 3200 Training MODULE
FUEL CONTROL
DE-OILING
UNIT
VALVE
HSPS CT/NOV.. 2006 LEFT FRONT-TOP VIEW Page 11.4

INLET GUIDE
VANE
ACTUATOR
BLEED
CONTROL
VALVE
COMPRESSOR AC GENERATOR
SENSOR
7/21/2019 Aps 3200 Training OIL
LEVEL
SPEED SENSOR
SENSOR
RIGHT FRONT TOP VIEW

SWITCH
INDICATORS
GENERATOR
SCAVENGE
FILTER
LUBRICATION
7/21/2019 Aps 3200 Training FILTER
MAGNETIC OIL PRESSURE

DRAIN PLUG REIEF VALVE
HSPS CT/NOV. 2006 RIGHT FRONT BOTTOM VIEW Page 11.6

IGNITOR
FUEL FLOW
DIVIDER
ASSEMBLY
PILOT
MANIFOLD
ASSEMBL Y
MAIN
MANIFOLD
ASSEMBL Y
FUEL
FILTER
THERMOCOUPLE
IGNITOR
CABLES
SPEED
SENSOR
OIL TEMPERATURE
SENSOR
LEFT REAR BOTTOM VIEW

AIR INLET AND

TEMPERATURE
SENSOR
LOW OIL
http://slidepdf.com/reader/full/aps-3200-training PRESSURE SWITCH 685/739
NOTE:
(The switch may also
be Located on the
lower right side of
the gearbox)
RIGHT REAR TOP VIEW

THEMOCOUPLE
IGNITOR
MAIN FUEL
INJECTOR
COMBUSTOR
DRAIN CHECK
CHECK VALVE
PILOT FUEL AIR INLET AND
INJECTOR TEMPERATURE
SENSOR
RIGHT REAR BOTTOM VIEW

APS 3200
AUXIL IARY POWER UNIT
SECTION 12
FAULT ISOLATION
VERSION 6.0


GENERAL DESCRIPTION CFDIU/PRINTER INTERFACE
The centralized fault display system (CFDS) provides electronic The CFDIU sends MCDU screen information and print commands to
system fault detection, fault storage, fault displays, operational the optional printer automatically or on request.
testing and troubleshooting from the flight deck multi-purpose control
CFDIU/ACARS INTERFACE
and display unit (MCDU).
CENTRAL IZED FAULT DISPLA Y A ND INTERFACE UNIT

The CFDIU sends fault information to the optional ACARS for down-
linking when selected manually by the MCDU operator or when an
The CFDIU provides the interface between the APU electronic uplink request is received from a ground station via the ACARS
control box (ECB) and the MCDU for screen display of APU fault management unit.
information.
MULTIPURPOSE CONTROL AND DISPLAY UNITS
The Multipurpose Control and Display Unit (MCDU) is a display unit

and to initiate system tests. Both MCDU's (Multipurpose Control and
Display Unit) are connected to the CFDS.
Only one MCDU can be used when interrogating the CFDS.


MCDU - 2
MCDU - 1
CENTRAL IZED FAULT DISPLA Y SYSTEM


Flight Deck Fault Warnings are identified as Class 1, 2 and 3. CLASS 2
Class 1 faults are further identified as Level 3, 2 and 1. - These failures are indicated on the STATUS page, under the title
of MAINTENANCE.
CLASS 1 - They are also accessible through the CFDS.
- Level 3
- This level corresponds to warnings needing immediate indicates that the STATUS page is not empty and
action. STS flashes in flight phase 10 on the upper ECAM display.
- Repetitive chime
- Warning message on upper ECAM display
- Master Warning Light flashing Red CLASS 3
- APU systems page on lower ECAM display
- These failures are only accessible through the CFDS. No APU
- Level 2 fault warnings are displayed.
- This level corresponds to abnormal situations needing
immediate awareness but not immediate action.
- Single chime
- Master caution steady Am ber light
- Warning messages on upper ECAM display
- APU system page on lower ECAM display
Level 1
- This level corresponds to reduced bleed air performance
- It is associated with low or zero duct pressure 690/739
- Low or zero duct pressure is visible (lower ECAM display) on
the engine system page during MES or on the APU
7/21/2019 system page. Aps 3200 Training





STATUS
STATUS (STS) indication is an "attention getter" on the upper ECAM

display.
STATUS (STS) indicates that a status message (class 1 or class 2

fault) is present and further maintenance action may be required. A
flashing STS indication occurs after the second engine shutdown in
Flight Phase 10. It is necessary to press the STS key on the ECAM
control panel for the STATUS page to appear on the lower ECAM
display.


UPPER ECAM ADVISORY AND STATUS DISPLAY


ECAM CONTROL PA NEL
The control panel allows selection of the aircraft system page

including APU. Pressing the Status (STS) key presents the STATUS
page on the lower ECAM display. The STATUS page will indicate the
faulty aircraft systems under the INOP SYS (Class 1 Fault) and
MAINTENANCE (Class 2 Fault) titles.




MULTIPURPOSE CONTROL AND DISPLAY UNITS APU FA ULT OPERA TION
The Multipurpose Control and Display Unit (MCDU) is a display unit SYSTEM SELECTION
and
and a
tokeyboard used by
initiate system theBoth
tests. CFDS to display
MCDU's and interrogate
(Multipurpose faults
Control and The MCDU MENU page is displayed when the MCDU MENU key is
Display Unit) are connected to the CFDS. pushed.
Only one MCDU can be used when interrogating the CFDS. Selecting the CFDS line select key will then display CFDS menu.
Pressing the MCDU MENU key, the MCDU menu page is displayed, Pressing the SYSTEM REPORT/TEST line select key displays the
and any one of the systems connected to the MCDU can be SYSTEM REPORT TEST menu.
selected.
A multiple page display is indicated by an arrow (∇) in the right upper

corner of the screen. In this case the NEXT PAGE key must be used
to provide access to the various pages of the display. The NEXT
PAGE key can be used as long as the arrow is displayed.
Twelve line select keys, six on the left and six on the right, provide
access to a page or a function. The line select keys permit access to
a page or a function when these prompt symbols appear (>, <). They
are identified as 1L to 6L on the left, and 1R to 6R on the right.
If a flight deck printer is installed and operational, the current MCDU

display screen may be printed by pushing the PRINT line select key.


MULTIPURPOSE CONTROL AND DISPLAY UNIT


SYSTEM REPORT/TEST APU
When SYSTEM REPORT/TEST is selected while on the ground, a There are two APU menu pages available. The first page displays
systems menu is displayed. The APU selection is located on the the following information:
second page of the menu. Pushing the NEXT PAGE key will display
APU. LASTLEGREPORT
Selection of the RETURN line select key on the first page will display PREVIOUSLEGREPORT
MCDU MENU.
LRUIDENTIFICATION
Selection of the RETURN line select key on the second page will
display the first page of SYSTEM REPORT/ TEST. SYSTEMSELF-TEST
SHUTDOWNS
The second page of the APU menu when selected by the

NEXTPAGE key, displays the following information:
APUDATA/OIL
CLASS3FAULTS
Selection of the RETURN line select key on the First Page will
display the Second Page of SYSTEM REPORT/TEST.
Selection of the RETURN line select key on the (Second Page) will
display the (First Page) of APU menu.




The Last Leg Report displays fault information delivered by the The Last Leg Report contents are transferred into the Previous Leg
CFDS system. It can store up to 40 failures during the Last Leg. The Report with each new flight leg. The report can store up to 200
Last LEG Report displays only class 1 and 2 faults and contains the failures over the last 63 flight legs. Each LRU is identified along with
identity of each LRU, its corresponding Date, GMT, ATA chapter and the Aircraft identification, Leg number, Date, GMT, ATA chapter and
Fault Code Number (FCN) for each fault occurrence. The Functional Fault Code Number (FCN) for each fault occurrence. The Functional
Identification Number (FIN) appears after each LRU. In the case of Identification Number (FIN) appears after each LRU. In the case of
multiple failures, the failures will be displayed in chronological order multiple failures, the failures will be displayed in reverse
with two failures per page. A maximum count of four intermittent chronological order with two failures per page. Prompts (>) at the
faults will only be displayed in the same flight leg. Prompts (>) at the end of each LRU message indicate the line select key to display the
end of each LRU message indicate the line select key to display the APU FAULT CONDITIONS screen. Only the PREVIOUS LEGS
APU FAULT CONDITIONS screen. All of the Last Leg Report is REPORT displayed page will be printed when the PRINT line select
printed when the PRINT line select key is pushed, even if it contains key is pushed.
several pages.
Selection of the RETURN line select key will display APU menu, (First Page).
(First Page).


APU L AST L EG REPORT APU PREVIOUS LEGS REPORT 701/739


APU L RU IDENTIFICATION APU SYSTEM SEL F TEST
The LRU Identification page displays the ECB Part Number, ECB A self test of LRU's may be initiated through the CFDS. The test can
Serial Number and the ECB Software Version. only be accomplished when the APU is not running and the Master
Switch is ON. In case of no failures or when the test is in progress, or
The ECB part number is adjustable and is stored in the NVM. The lack of availability of the test function, the message of TEST OK, IN
built letter (H) following the part number is adjustable from A to Z. PROGRESS and NOT AVAILABLE will be displayed respectively.
Detected failures will be displayed with their ATA Chapter and Fault
Selection of the RETURN line select key will display APU menu, Code Number (FCN). The Functional Identification Number (FIN)
(First Page). appears after each LRU. In the case of multiple failures, the failures
will be displayed in chronological order with two failures per page.
Only the SYSTEM SELF TEST displayed page will be printed when
the PRINT line select key is pushed.
(First Page).





APU SHUTDOWNS APU DA TA/OIL
The Shutdowns page contains its corresponding Date, GMT, Fault APU Data/Oil page contains the Date, APU Serial Number (S/N),
Code Number (FCN), shutdown message and the identity of the Hours, Start Attempts, Start Cycles and Oil level status. Prompts (>)
LRU. The Shutdowns will be displayed in reverse chronological order at the end of the message indicate the line select key to display the
with only one shutdown per page. Prompts (>) at the end of each "Update APU Data" screen.
LRU message indicate the line select key to display the APU FAULT
CONDITIONS screen. Selection of the RETURN line select key will display APU menu,
(Second Page).
In case there are no shutdowns, the message of NO SHUTDOWNS
will be displayed. Only the SHUTDOWNS displayed page will be
(First Page).




APU CL ASS 3 FA ULTS
Class 3 Faults can be stored up to 200 failures over the last 63 flight
legs. Each LRU is identified along with the Aircraft identification, Leg
number, GMT, ATA chapter and Fault Code Number (FCN) for each
fault occurrence. The Functional Identification Number (FIN) appears
after each LRU. In the case of multiple failures, the failures will be
displayed in reverse chronological order with two failures per page.
Prompts (>) at the end of each LRU message indicate the line select
key to display the APU FAULT CONDITIONS screen.
In case there are NO CLASS 3 FAULTS detected, the message NO

FAULTS will be displayed. Only the CLASS 3 FAULTS displayed
page will be printed when the PRINT line select key is pushed.
(Second Page).


707/739


UPDATE APU DATA
Selection of this screen allows the operator to update the APU hours
and cycles when the ECB or the APU is changed.
The Update APU Data screen is only accessible by prompts (>) from
the APU Data/Oil Screen. The Update APU Data screen displays the
APU Serial Number (S/N), and current values of Hours and Cycles.
The new values of hours and cycles can be entered by use of MCDU
keyboard. After line key 3L is pressed (Prompt <) the screen will
display the new values for APU hours and cycles when the ECB or
APU is changed.
The HOURS and CYCLES will be printed when the PRINT line select
key is pushed.
Selection of the RETURN line select key will display the APU
DATA/OIL screen.





FAULT CONDITIONS
The Fault Conditions screens are only available by the line select
keys indicated by prompt (>) on the Last Leg Report, Previous Legs
Report, Shutdown and Class 3 fault screens. Selection will display
the Fault Conditions screen-1 or screen-2. Each screen will display
the APU S/N, Date, GMT and the identity of the LRU. The Functional
Identification Number (FIN) appears after the LRU.
Engine data from the fault data stored in the Electronic Control Box
non-volatile memory will also appear on each screen. (See Screen-1
and Screen-2 Parameters on page 12-24).
One screen at a time is displayed. To select screen-2 when screen-1

is displayed or select screen-1 when screen-2 is displayed it is
necessary to press the NEXT PAGE key on the Multipurpose Control
and Display Unit (MCDU).
Only the screen that is displayed (Screen-1 or Screen-2) will be

Selection of the RETURN line select key will display the screen that
was shown preceding selection of the Fault Selection Screens.





FLIGHT DECK PRINTER
The Printer provides onboard printouts concerning various aircraft

systems, one at a time.
MANUAL PRINT
In manual mode, prints of the MCDU screen display are printed

when the PRINT line select key is pushed.
AUTOMA TIC PRINT
In flight phase 10, the Post Flight Report will be automatically

printed. The Post Flight Report is the sum of the LAST LEG
REPORT and the LAST LEG ECAM REPORT.
A list of ECAM Warnings and Fault Messages with the associated

time and ATA chapter references are provided on the printed tape.



FLIGHT DECK PRINTER

FAULT CHARTS SYSTEM SEVERITY LEVEL
The following Fault Charts provide the information that will be sent to System Severity Levels are not sent to the CFDS. It is presented
the CFDS by the ECB in the event of a fault. here only as information.
The information appears in the Fault Chart columns located under
the following headings: Once a fault has been identified with a switch or a sensor that
component will no longer be used for further fault detection, isolation
Version 5.0 or control until the fault is no longer present. Detected faults can be
cleared and a restart may be possible once the master switch is
MCDU LRU Message cycled.
MCDU Shutdown Message
Fault Code SYSTEM
Fault Class SEVERITY LEVEL ECB ACTION ECB MESSAGE
LRU ID 1 SHUTDOWN TRANSMIT FAULT

ATA Chapter MESSAGE
System Severity level
2 SHUTDOWN TRANSMIT FAULT
MESSAGE
3 SHUTDOWN IF REDUNDANT TRANSMIT FAULT

SOURCE NOT AVAILABLE MESSAGE
4 CONTINUE TO OPERATE TRANSMIT FAULT

MESSAGE
X NOT APPLICABLE


P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
MESSAGE MESSAGE
E G
P P N N T
BLD FLOW XDCR (8039KM) 0 1 13 495112 4 4 4 4 4 4 4 4
BLD FLOW XDCR (8039KM) 1 1 13 495112 4 4 4 4 4 4 4 4
COOLING FAN PMG ASSY (8055KM) 2 1 53 495253 X X X 4 4 4 4 X
BLD FLOW XDCR (8039KM) 3 1 13 495112 4 4 4 4 4 4 4 4
INLET T-P SNSR (8013KM) 4 1 29 492317 4 4 4 4 4 4 4 4
INLET T-P SNSR (8013KM) 5 1 29 492317 4 4 4 4 4 4 4 4
INLET T-P SNSR (8013KM) 6 1 29 492317 4 4 4 4 4 4 4 4
(BLANK) 7
INLET T-P SNSR (8013KM) 8 1 29 492317 4 4 4 4 4 4 4 4
INLET T-P SNSR (8013KM) 9 1 29 492317 4 4 4 4 4 4 4 4
GENERATOR (8XS) 10 3 25 242351 3 3 3 3 3 3 3 3
GENERATOR (8XS) 11 3 25 242351 3 3 3 3 3 3 3 3
OIL TEMP SNSR (8084KM) 12 3 38 499151 3 3 3 3 3 3 3 3
OIL TEMP SNSR (8084KM) 13 3 38 499151 3 3 3 3 3 3 3 3
ECB (59KD) 14 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 15 3 14 496134 4 4 4 4 4 4 4 4

DE-OILING SOL (8083KM) 16 3 12 499149 4 X X 4 X X 4 4 715/739

HSPS CT/ NOV. 2006 Page 12.28


P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
MESSAGE MESSAGE
E G
P P N N T
EXCITER SHORTED 23 1 26 494138 X X X 4 X X X X
ECB (59KD) 24 2 14 496134 4 4 4 4 4 4 X 4
ECB (59KD) 27 3 14 496134 4 4 X X X X 4 4
ECB (59KD) 28 3 14 496134 3 3 3 3 3 3 3 3
SPEED SNSR1 (8060KM1) 29 3 40 497113 X X 3 3 3 3 3 X
ECB (59KD) 30 3 14 496134 X X X 3 3 3 X X
ECB (59KD) 31 3 14 496134 3 3 3 3 3 3 3 3
SPEED SNSR2 (8060KM2) 32 3 42 497113 X X 3 3 3 3 3 X
SPEED SNSR1 (8060KM1) AND LOSS OF SPEED 33 1 44 497113 1 1 1 1 1 1 1 1

SPEED SNSR2 (8060KM2)
(SPEED SENSORS DO NOT MATCH - NO TEXT) 34 3 NO TEXT 4 4 4 4 4 4 4 4

EGT TC1 (8075KM1) 35 3 15 497215 X X X 3 3 3 X X
EGT TC1 (8057KM1) 36 3 15 497215 3 3 3 3 3 3 3 3

P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
MCDU MCDU
E T T R U D D
LRU SHUTDOWN H R I
N E
U W W S
MESSAGE MESSAGE
E G
P P N N T
EGT TC2 (8057KM2) 37 3 18 497215 X X X 3 3 3 X X
EGT TC2 (8057KM2) 38 3 18 497215 3 3 3 3 3 3 3 3
GEN SCAN FILTER (8069KM) AND 39 2 7 499141 4 4 4 4 4 4 4 X

LUB FILTER (8076KM)
- LOSS OF DC POWER 40 1 - - X X X 1 1 1 X X

ECB (59KD) NO FLAME 42 1 14 496134 X X X 1 X X X X
FUEL CONTROL UNIT (8022KM) NO FLAME 42 1 21 493211 X X X 1 X X X X
CHECK APU FUEL SUPPLY NO FLAME 42 1 70 282200 X X X 1 X X X X

FUEL CONTROL (8022KM)
OIL PRESS SW (8091KM) 43 2 36 499414 4 4 X X X X X 4
CHECK OIL COOLER ASSY HIGH OIL TEMPERATURE 46 1 9 499144 X X X 2 2 2 X X
CHECK OIL SYSTEM/GENERATOR (8XS) GEN HIGH OIL TEMP 47 1 24 499100 X X X 2 2 2 X X

LOW OIL LEVEL 48 2 32 499300 4 4 X X X X X 4 717/739
7/21/2019 OIL LEVEL SNSR (8089KM) Aps 3200

50 Training
2 35 499317 4 4 X X X X X 4

P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
MESSAGE MESSAGE
E G
P P N N T
ACFT BAT NOT SELECTED/CONTACTOR (5KA) NO ACCELERATION 51 1 11 243800 X X X 1 X X X X
CURRENT LIMITER (6KA)/CONTACTOR (10KA) NO ACCELERATION 51 1 51 494200 X X X 1 X X X X
STATOR MOTOR (8KA)/STARTERCLUTCH NO ACCELERATION 51 1 46 494251 X X X 1 X X X X

(8033KM)
CHECK APU FUEL SUPPLY NO ACCELERATION 52 1 70 282200 X X X 1 X X X X
FUEL CTL UNIT (8022KM)/FLOW DIVIDER NO ACCELERATION 52 1 23 493211 X X X 1 X X X X

(8024KM)
DE-OILING SOL (8083KM) NO ACCELERATION 53 1 12 499149 X X X 2 X X X X
IGV ACTR (8014KM) NO ACCELERATION 53 1 28 492351 X X X 2 X X X X
STARTER MOTOR (8KA)/BLD CTL VLV (8051KM) NO ACCELERATION 53 1 46 494251 X X X 2 X X X X
FLOW DIVIDER (8024KM) NO ACCELERATION 53 1 68 493213 X X X 2 X X X X

FLOW CTL UNIT (8022KM) NO ACCELERATION 53 1 21 493211 X X X 2 X X X X 718/739
ECB (59KD) 54 3 14 496134 4 X X X X X X 4
7/21/2019 ECB (59KD) Aps 3200

55 Training
3 14 496134 4 X X X X X X 4

P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
MESSAGE MESSAGE
E G
P P N N T
ECB (59KD) 56 3 14 496134 4 X X X X X X 4
INLET FLAP ACTR (4015KM) 57 2 2 491651 4 4 4 4 4 4 4 4
INLET FLAP ACTR (4015KM) 58 2 2 491651 X 4 4 4 X X 4 4
ECB (59KD) ECB FAILURE 61 1 14 496134 X X X 2 2 2 X X
ECB (59KD) 64 2 14 496134 X X X X 4 X X X
(BLANK) 65
ECB (59KD) 66 2 14 496134 X X X X 4 X X X
ECB (59KD) UNDERSPEED 67 1 14 496134 X X X X 1 1 X X
CHECK APU FUEL SUPPLY UNDERSPEED 67 1 70 282200 X X X X 1 1 X X
FUEL CTL UNIT (8022KM) UNDERSPEED 67 1 21 493211 X X X X 1 1 X X
SPD SNSR1 (8060KM1) AND OVERSPEED 68 1 44 497113 X X X 1 1 1 X X

SPD SNSR2 (8060KM2)
ECB (59KD) OVERSPEED 68 1 14 496134 X X X 1 1 1 X X

FUEL CTL UNIT (8022KM) OVERSPEED 68 1 21 493211 X X X 1 1 1 X X


P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
MESSAGE MESSAGE
E G
P P N N T
ECB (59KD) 71 1 14 496134 X X X X 4 X X X
(BLANK) 72
ECB (59KD) 73 2 14 496134 X X X X 4 X X X
ECB (59KD) ECB FAILURE 74 1 14 496134 1 X X X X X X X
ECB (59KD) 75 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 76 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 77 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 78 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 79 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 80 3 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 81 3 14 496134 4 X 4 4 4 4 X 4
ECB (59KD) 82 2 14 496134 4 4 4 4 4 4 4 4
ECB (59KD) 83 3 14 496134 4 4 4 4 4 4 4 4
ACFT BAT NOT SELECTED/ 85 1 11 243800 X X X 4 X X X X

CONTACTOR (5KA)


P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
MESSAGE MESSAGE
E G
P P N N T
IGNITION UNIT (8030KM) 91 1 26 494138 X X X 4 X X X X
SPEED SNSR1 (8060M1) 92 3 40 497113 3 3 3 3 3 3 3 3
SPEED SNSR1 (8060M1) 93 3 40 497113 3 3 3 3 3 3 3 X
SPEED SNSR2 (8060KM2) 94 3 42 497113 3 3 3 3 3 3 3 3
SPEED SNSR2 (8060KM2) 95 3 42 497113 3 3 3 3 3 3 3 X
IGV ACTR (8014KM) OVERTEMPERATURE 98 1 28 492351 X X X 2 2 2 X X
FUEL CTL UNIT (8022KM) OVERTEMPERATURE 98 1 21 493211 X X X 2 2 2 X X
FUEL CTL UNIT (8022KM) 99 1 21 493211 X X X X X X 1 X
ECB (59KD) 100 2 14 496134 3 X X X X X X 3
ECB (59KD) 101 2 14 496134 3 X X X X X X 3

EGT TC1 (8057KM1) AND SENSOR FAILURE 102 1 16 497215 2 2 2 2 2 2 2 2
EGT TC2 (8057KM2)


P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
MESSAGE MESSAGE P E G T
P N N
BLD FLOW XDCR (8039KM) 103 1 13 495112 4 4 4 4 4 4 4 4
NO DATA FROM ECS 106 3 34 216334 X X X X 4 X X X
ECB (59KD) 107 2 14 496134 X 4 4 4 4 4 4 4
FUEL LOW PRESS/LOW FUEL PRESS SW 112 2 31 282214 X X X 4 4 4 X X

(5030QM)
- EMERGENCY STOP 113 1 NO TEXT - 1 1 1 1 1 1 1 1

ECB (59KD) BACKUP OVERSPEED 115 1 14 496134 X 1 1 1 1 1 1 1
SPD SNSR1 (8060KM1) AND BACKUP OVERSPEED 115 1 44 497113 X 1 1 1 1 1 1 1

SPD SNSR2 (8060KM2)
FUEL CTL UNIT (8022KM) BACKUP OVERSPEED 115 1 21 493211 X 1 1 1 1 1 1 1
COOLING FAN PMG ASSY (8055KM) BACKUP OVERSPEED 115 1 53 495253 X 1 1 1 1 1 1 1

ECB (59KD) BACKUP OVERSPEED 116 1 14 496134 1 X X X X X X X
CIRCUIT FAILURE


P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N N
ECB (59KD) 117 1 14 496134 4 X X X X X X 4
IGV ACTR (8014KM) 118 1 28 492351 X X X X 4 4 4 X
BLEED CTL VLV (8051KM) 119 1 5 495153 X X X X 4 4 4 X
INLET FLAP ACTR (4015KM) 120 2 2 491651 X X X X X X 4 X

INLET FLAP ACTR (4015KM) AIR INTAKE NOT OPEN 121 1 2 491651 X 1 1 X X X X 1
OIL TEMP SNSR (8084KM) AND GENERATOR SENSOR FAILURE 122 1 50 499151 2 2 2 2 2 2 2 2
(8XS)`
ECB (59KD)/APU HARNESS (8001KM) 123 1 8 496134 4 4 4 4 4 4 4 4
WRG: ACFT TYPE PIN/FCB (59KD) 124 3 47 496100 4 X X X X X X X
WRG: ECB PIN AB-H5 125 3 4 496100 4 4 4 4 4 4 4 4
CURRENT LIMITER (6KA)/CONTACTOR (10KA) 126 1 51 494200 X X X 4 X X X X


http://slidepdf.com/reader/full/aps-3200-training (BLANK) 131 723/739
ECB (59KD) ECB FAILURE 132 1 14 496134 1 X X X X X X 1

P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N N
FIRE EMERG-STOP RELAY (6WF) 133 3 54 262200 X X X X X X 4 X
FIRE EMER STOP RELAY (6WF) 134 3 54 262200 X X X X X X 4 X
ECB (59KD) 135 3 14 496134 X 4 4 4 4 4 4 X
(EMERGENCY STOP TEST - NO TEXT) 136 3 NO TEXT - 4 4 X X X X X X
(BLANK) 137
BLEED CTL VLV (8051KM) 138 1 5 495153 X X X 4 X X X X

IGV ACTR (8014KM) 139 1 28 492351 X X X 4 X X X X
OIL PRESS SW (8091KM) AND OIL LVL SNSR SENSOR FAILURE 140 1 55 499414 2 2 X X X X X 2
(8089KM)
OIL PRESS SW (8091KM) AND LOW OIL LEVEL SENSOR FAILURE 141 1 56 499414 2 2 X X X X X 2
ECB (59KD) LOSS OF SPEED 142 1 14 496134 1 1 1 1 1 1 1 1

(BLANK) 147
(BLANK) 148
BLD FLOW XDCR (8039KM) 149 1 13 499112 X X X 4 4 4 4 X 724/739

P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N N

ECB (59KD) 165 3 14 496134 4 4 4 4 4 4 4 X
ECB (59KD) 166 3 14 496134 X 4 4 4 4 4 4 X

ECB (59KD) APU FUEL VALVE FAILED OPEN 168 1 14 496134 X 1 X X X X 1 X
725/739

P S C S

T S O H S
O W A T E
W R A R O U L
A L T F
LRU SHUTDOWN H R I
N E
U W W S
P N N
BLD FLOW XDCR (8039KM)/ 169 1 48 495112 X X X X 4 4 X X

BLD CTL VLV (8051KM)
INLET T-P SNSR (8013KM) 170 1 29 492317 4 4 4 4 4 4 4 4
BLD FLOW XDCR (8039KM) 170 1 13 495112 4 4 4 4 4 4 4 4
BLD FLOW XDCR (8039KM) 171 1 13 495112 X X X X 4 X X X
BLEED CTL VLV (8051KM)/ 174 1 69 495153 X X X X 4 X X X

FUEL CTL UNIT (8022KM)

APS 3200
SECTION 13
TROUBLESHOOTING
TROUBLESHOOTING
GENERAL REQUIRED HARDWARE
The troubleshooting system is designed to provide additional Downloading of the ECB requires the following equipment:
information to aid in the maintenance and repair of the Auxiliary
Power Unit (APU) by downloading the Electronic Control Box (ECB) Laptop computer or Personal Computer (PC) with at least
located in the aircraft aft cargo compartment. 3MB of free hard disc space, a modem and a Windows 95 or
Maintenance information is stored in the nonvolatile memory of the later operating system.
ECB and can be retrieved and analyzed by downloading into a
laptop computer. The computer displays information and A special interface cable is required to connect the
recommended actions from the following stored data: Computer to the ECB. The interface cable (P/N AGE 70021)
is available by contacting Hamilton Sundstrand.
CONDITIONING MONITORING DATA
This data consists of engine parameters taken at each engine start
and shutdown. Data is provided for the last twelve engine run cycles.
FAULT DATA
The data consists of maintenance and fault messages for class 1,

class 2 faults and class 3 faults.
TROUBLESHOOTING
To download and diagnose fault data, refer to APIC SIL APS32-

0049-47 for in-depth instructions.
Basic Steps:
• Select Diagnose on the tool bar.
• Enter operators name on the Setup screen.
• APU master switch ON (APU not running.)
• Select Continue on the Setup screen.

TROUBLESHOOTING
ECB TROUBLESHOOTING AID (Fault Information)

The computer screen displays Class 1, Class 2 faults and Class 3
faults. The screen will download and provide a file automatically for
review. (See example on page 13.6.)
Select the Most Recent scroll bar on the screen to scroll through the
various faults.
Each fault or fault combination is provided with a fault description
and recommended action.
7/21/2019 Aps 3200
HAMILTON SUNDSTRAND Training
PROPRIETARY

7/21/2019 Aps 3200
PROPRIETARY
TROUBLESHOOTING
REAL-TIME DATA MONITORING

With the Real-Time Data monitoring screen displayed, select Analog
I/O, Speed/Temp, or Discreet Inputs. Each selection displays a
screen that provides real time data. The data is viewed at the bottom
of the screen when a data box is selected.
Note: The more data boxes selected the longer it takes for the
information to appear. Select data that is related to the
specific fault for a faster response time.

BASIC STEPS:
• Start and run APU.
• Select data box.
• Select Start Monitoring.
• Select Stop Monitoring after data has been taken.
Selecting Save Data at the bottom of the screen and selecting a file
name allows the data to be saved. (See page 13.9 and example on
page 13.10.)
7/21/2019 Aps 3200
PROPRIETARY
7/21/2019 HAMILTON SUNDSTRAND PROPRIETARY
Aps 3200 Training

TROUBLESHOOTING
SNAPSHOT VIEW
BASIC STEPS:
• Select Snapshot with the APU operating

• Select Analog Inputs.
• Select Discrete Inputs.
• Click on Take Snapshot. (This will provide one quick view
of data)
7/21/2019 HAMILTON SUNDSTRAND PROPRIETARY
Aps 3200 Training


Aps 3200 Training

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7/21/2019 Aps 3200 Training

(ECB SOFTWARE VERSION 6.0)

LINE MAINTENANCE AND FAULT ISOLATION

THIS HANDBOOK IS FOR REFERENCE PURPOSES ONLY.

THIS TRAINING MANUAL IS TO BE USED FOR TRAINING PUPOSES ONLY

HSPS CT/ NOV. 2006 © 2006 Hamilton Sundstrand Corporation

HSPS CT/NOV. 2006

Use or disclosure of this data is subject to the

APS 3200 AUXILIARY POWER UNIT

HSPS CT/NOV. 2006

APS 3200 Auxi liary Power Unit

HSPS CT/NOV. 2006 Page i

Use or disclosure of this data is subject to the

SUBJECT PAGE SUBJECT SECTION

Abbreviations ................................................................................. v Power Unit....................................................................................... 2

APU Leading Particulars ...............................................................viii Oil System ....................................................................................... 3

Fuel System ....................................................................................4

Fault Isolation ................................................................................ 12

HSPS CT/NOV. 2006 Page ii

Use or disclosure of this data is subject to the

GENERAL DESCRIPTION FAA AND AIRCRAFT MANUFACTURER APPROVED

STUDENT WORKBOOK Aircraft Maintenance Manuals

HSPS CT/ NOV. 2006 Page iii

The information presented in this course applies to the following

AIRBUS 318, 319, 320, 321

HSPS CT/NOV. 2006 Page iv

The abbreviations/symbols shown below are used in this manual:

A/D Analog/Digital CMM Components Maintenance Manual

APS Auxiliary Power System EGT Exhaust Gas Temperature

BITE Built-In Test Equipment FET Field Effect Transistor

HSPS CT/NOV. 2006 Page v

GCU Generator Control Unit L Liter

HSPS CT/NOV. 2006 Page vi

SIG Pounds Per Square Inch Gauge THR Threshold

APU LEADING PARTICULARS

WEIGHT 136 Kg (299 lbs) (dry)

OPERATING ALTITUDE -304.8 M to 11,887 M (-1,000 to 39,000 ft)

SEA LEVEL 15°C (59°F) STD DAY PERFORMANCE

OUTPUT SHAFT HORSEPOWER 399.7 Kw (536 HP)

ROTOR SPEED 100% (49,300 RPM)

ROTOR OVERSPEED (SHUTDOWN) 105% (51,765 RPM)

BACK UP OVERSPEED (SHUTDOWN) 107% (52,751 RPM)

ROTOR UNDERSPEED (SHUTDOWN) 95% (46,835 RPM)

BLEED AIR PRESSURE 290 kPag (42 PSIG)

HSPS CT/ NOV. 2006 Page viii

APU LEADING PARTICULARS

EXHAUST GAS TEMPERATURE (SHUTDOWN)

START % SPEED EXHAUST GAS TEMPERATURE

10% 788°C (1450°F)

20% 899°C (1650°F)

30% 899°C (1650°F)

50% 853°C (1567°F)

80% 788°C (1450°F)

100% 670°C (1238°F)

RUN % SPEED EXHAUST GAS TEMPERATURE

100% 722°C (1332°F)

HSPS CT/NOV. 2006 Page ix

APU LEADING PARTICULARS

GEARBOX SPEEDS Input 49,300 RPM

OIL PRESSURE 241 kPag (35 PSIG) (minimum)

OIL CAPACITY 3.9 L (4.16 Qts) (add)

OIL TEMPERATURE (SHUT DOWN) 135°C (275°F) AC

APPROVED OIL SPECIFICATION: CAUTION: