ASU-600

Series

CHAPTER 1

General Information
& Operating Instructions

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ASU-600 Series Model No. Breakdown

ASU-600-270-DUP

P = Portable, Trailer Mount

Air Start Unit S = Skid unit
600 Series T = Truck Mount at TLD
Products

DU = Deutz
DD = Detroit Diesel
CU = Cummins

100 – 100 PPM

150 – 150 PPM
180 – 180 PPM
270 – 270 PPM
300 – 300 PPM
400 – 400 PPM

Above example is a 270 PPM unit powered by Deutz

engine, Trailer mounted unit

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I - Description
1. General Unit Description (See Figures 1 & 2)

A. The ASU-600 Series Continuous Jet Start Unit is a totally enclosed self-contained truck or trailer
mounted module.
The module features a steel channel base and frame, sheet metal enclosure, hinged doors,
instrument panel, hose storage compartment, and removable roof. The panels and doors are
formed sheet metal lined with acoustical foam of high absorptive quality. The four doors provide
ample access to all components for ease of routine maintenance.
DUP designates a trailer-mounted unit. The unit is equipped with drum type brakes actuated by a
lever mounted at the front of the unit near the tow bar.
DUS designates a skid-mounted module. The module is designed to be mounted on any suitable
truck chassis.
DUT designates a truck-mounted unit. The module is mounted on a suitable truck at the TLD
factory.
The unit is capable of providing a continuous supply of air per its rating and is suitable for starting
jet aircraft engines. The Unit is designed to operate in temperatures between -20F (-29C) and
120F (49C). For operation outside of this temperature range special equipment modifications may
be required. Consult the engine manufacturer and TLD.
The major components are as follows: Heavy duty industrial diesel engine, “dry screw” rotary
compressor, delivery air bypass valve, compressor oil heat exchanger, engine radiator,
compressor discharge silencer.
The illuminated instrument panel permits selection of “Standby”, “Air Pacs”, "Hangar", or “Jet Start”
modes. In addition, a unit display indicates compressor discharge pressure and temperature
readings and a warning light for engine and compressor faults is provided.
The unit incorporates a “Demand Type” throttle system. This system controls engine speed so that
compressor airflow matches that required by the aircraft to maintain the selected air start pressure.
In this manner, minimum airflow is bypassed resulting in high fuel economy.
Options available on the ASU-600 Series Jet Start Unit are listed below.

(1) Ether-Type Cold Weather Starting Aid

(2) Engine Block Heater
(3) Low Fuel Warning
(4) Low Fuel Warning with Ramp Down to Idle or Shutdown
(5) Engine Fuel/Water Separator with/without Heater
(6) Warning Beacons
(7) Sound Attenuation Kit
(8) Third Discharge air outlet
(9) Engine start counter
(10) Tow bar actuated brake kit
(11) Shutoff valve lockout kit

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(12) Other options are also available to meet specific customer needs.

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5
1
1

4
3

1. ... Doors
2. ... Parking brake
3. ... Running gear
4. ... Tow bar
5…..Hose Bin

JET START UNIT

FIGURE 1

Note: Standard unit shown. Refer to Chapter 4 for actual configuration.

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1
7

11 6 5 4
9 10 12

3
8
1. ....Radiator fill 7 ..... Engine starter
2. ....Engine alternator 8 ..... Fuel filter/water separator
3. ....Fuel fill 9 ..... Regulator assembly
4 .....Relief valve 10 ... Bypass air valve
5 .....Engine/Compressor coupler access 11 ... Instrument panel
6 .....Fuel tank 12 ... Shutoff/bleed valve assembly
JET START UNIT
FIGURE 2
(SOME PANELS & DOORS REMOVED FOR CLARITY)

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Note: Standard unit shown. Refer to Chapter 4 for actual configuration.

2. Major Component Description

For the purposes of orientation and to familiarize operators and maintenance personnel with the
location of components, the radiator is considered to be at the front of the unit. The compressor is at
the rear. Right and left are determined by standing at the rear end facing the unit.

A. Engine (See Figure 3)

The unit is powered by a 4-cycle Detroit Diesel in-line 6 cylinder turbocharged engine with Detroit
Diesel Electronic Control System. The engine is equipped with a 24 VDC automotive type
electrical and battery charging system. The engine is equipped with a coolant inhibitor and 2 full
flow lube oil filters. As received from the manufacturer, the engine includes the following
equipment, which is described in the Detroit Diesel manual (See Chapter 5).

1 ... 24 VDC alternator

2 ... Oil Filter

ENGINE
FIGURE 3

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(1) EMR (Electronic Engine Control Module)

The EMR controls the speed of the engine. It fulfills all the functions of the conventional
mechanical governor but also provides many more advantages. The EMR manages overall
engine performance. The EMR continuously performs self-diagnostic checks while
monitoring other system components. The EMR data storage and retrieval bank controls the
basic engine functions, such as rpm and power, fuel injection timing, engine governing,
torque shaping, cold start logic, transient fuel delivery, diagnostics, and engine protection. Its
control logic achieves fuel efficiency and improved operating economy.

(2) Injectors
Mechanical fuel injectors meter pressurized fuel flow received from the pump into the
combustion chamber of each cylinder.

(3) Engine Sensors

The engine sensors transmit data to the EMR describing engine dynamic performance
characteristics. The data is used to monitor and regulate engine performance, to provide
diagnostics information, and to activate the engine protection system. Refer to the engine
manufacturer’s literature contained in Chapter 5 for further information.

(4) Electronic Governor

The electronic governor holds the engine at a constant speed regardless of load fluctuation
as a function of control lever position. The EMR uses the accelerator postion, engine speed,
and correction variables in conjunction with stored performance mapping to calculate control
rod position and volume of fuel injected.
(5) Engine Protection
The electronic control system records and displays engine fault conditions. The EMR
continuously monitors input data received from engine sensors and illuminates the check
engine light if a fault condition is detected. When the check engine light illuminates, the
condition should be diagnosed as soon as possible. Automatic engine shutdown is
programmed for low coolant level and low oil pressure conditions. Automatic rampdown is
programmed for high oil temperature and high coolant temperature conditions. Indicator
lights on the instrument panel identify the specific fault condition. Active and inactive fault
codes stored in the EMR’s memory can be accessed using the electronic engine gage or by
accessing the engine diagnostic connector located on the instrument panel. Inactive codes
are logged into memory and time stamped by occurrence. Refer to the Deutz Operator’s
Guide in Chapter 5 for further information.

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(a) Oil Pressure Sensor (See Figure 4)

The oil pressure sensor activates the engine protection system if oil pressure drops
below programmed signal output level. A low engine oil pressure condition is identified
by red fault indicator light on the instrument panel.

NOTE:
These safety devices are bypassed in Jet Start mode to prevent damage to the aircraft.
However, if a fault light illuminates on the unit’s instrument panel, repair the fault as
soon as that jet engine start is completed. CONTINUED ATTEMPTS TO RUN THE UNIT
WITHOUT REPAIRING IT CAN CAUSE SEVERE DAMAGE TO THE UNIT AND THIS WILL
VOID THE WARRANTY.

OIL PRESSURE SENSOR

FIGURE 4

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(b) Coolant Level Sensor (See Figure 5)

The coolant level sensor sends input data to the ECM that activates the engine
protection system if signal output data indicates a low coolant level condition. A low
coolant level condition is identified on the instrument panel by a fault indicator light.

NOTE:
These safety devices are bypassed in Jet Start mode to prevent damage to the aircraft.
However, if a fault light illuminates on the unit’s instrument panel, repair the fault as
soon as that jet engine start is completed. CONTINUED ATTEMPTS TO RUN THE UNIT
WITHOUT REPAIRING IT CAN CAUSE SEVERE DAMAGE TO THE UNIT AND THIS WILL
VOID THE WARRANTY.

COOLANT LEVEL SENSOR

FIGURE 5

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(c) Coolant Temperature Sensor (See Figure 6)

The coolant temperature sensor activates the engine protection system if coolant
temperature exceeds programmed signal output level. A high coolant temperature
condition is identified on the instrument panel by a red fault indicator light.

NOTE:
These safety devices are bypassed in Jet Start mode to prevent damage to the aircraft.
However, if a fault light illuminates on the unit’s instrument panel, repair the fault as
soon as that jet engine start is completed. CONTINUED ATTEMPTS TO RUN THE UNIT
WITHOUT REPAIRING IT CAN CAUSE SEVERE DAMAGE TO THE UNIT AND THIS WILL
VOID THE WARRANTY.

COOLANT TEMPERATURE SENSOR

FIGURE 6

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(6) Air Intake Filter (See Figure 7)

The air filter is a self-contained, disposable assembly with an integral element. The filter
consists of a steel housing with a pleated paper filter media providing an air cleaning
efficiency of 99.9% (per S.A.E. J726). A rubber elbow and hump reducer secured by a band
clamp connect the filter to the engine. A restriction indicator and switch is located on the
intake pipe. A high engine air intake condition is indicated by the unit status light turning
amber and a warning message on the unit display.

3
1. ... Restriction indicator and switch
2. ... Air filter assembly
3 .... Mounting clamps

AIR INTAKE FILTER

FIGURE 6

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(7) Exhaust System (See Figure 8)

The exhaust system consists of a spark arresting silencer connected to the engine
turbocharger through a flexible inlet pipe. Exhaust gases are discharged to the atmosphere
through a vertical outlet pipe fitted with a rain cap.
1

4
3
2

1. ... Cap, rain

2. ... Adapter, silencer
3. ... Bracket, mounting
4. ... Silencer, exhaust
5. ... Coupling, Flexible
6 .... Clamp, V-band

EXHAUST SYSTEM
FIGURE 7

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B. Compressor (See Figure 9)

An air-cooled, dry rotary screw compressor, manufactured by Aerzener Maschinenfabrik, Gmbh,

Aerzen, Germany, produces the high pressure discharge air required for starting aircraft jet
engines. The precisely machined rotors eliminate the need for sealing agents or coatings that
may erode or fail due to variable expansion of the rotors inside the housing. Timing gears and air
cooling to reduce thermal expansion prevent contact between the rotors, housing, and end plates
to maintain high compressor efficiency throughout its life span. An integral gearbox increases
input shaft rpm delivered by the engine to the highest efficient rotor operating speed in order to
achieve maximum compressor performance.
Lubricating oil is circulated through a fan cooled compressor oil heat exchanger mounted on the
side of the air compressor. The compressor oil heat exchanger fan is compressor driven.
The compressor is protected from damage resulting from low oil pressure or high oil temperature
during operation by a safety circuit that causes the engine to shutdown should these conditions
occur. This safety circuit is overridden when the unit is placed in jet start mode in order to protect
the aircraft engines. There is also a safety circuit which prevents switching to operating modes
other than idle if there is a high compressor air filter intake restriction.

2
1

1. ... Air inlet filter assembly

2. ... Restriction indicator and switch
3. ... Air discharge port
4. ... Cooling fan
5
5. ... Compressor oil heat exchanger
6. ... Oil breather 4

COMPRESSOR
FIGURE 8

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(1) Compressor Protective Devices

(a) Oil Pressure Switch (See Figure 10)

The low oil pressure switch will shut the unit down in the event that the compressor oil
pressure falls below 15 psi. A low compressor oil pressure condition is identified by a
fault message on the unit display and the unit status light turning red.

NOTE:
These safety devices are bypassed in Jet Start mode to prevent damage to the aircraft.
However, if a fault light illuminates on the unit’s instrument panel, repair the fault as
soon as that jet engine start is completed. CONTINUED ATTEMPTS TO RUN THE UNIT
WITHOUT REPAIRING IT CAN CAUSE SEVERE DAMAGE TO THE UNIT AND THIS WILL
VOID THE WARRANTY.

1 .... Port access

2. ... Switch, oil pressure
3. ... Filter, oil

OIL PRESSURE SWITCH

FIGURE 9

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(b) Oil Temperature Switch (See Figure 11)

The compressor high oil temperature switch will shut the unit down in the event that the
compressor lubricating oil temperature rises above 215oF (101.7oC). A high compressor
oil temperature condition is identified by a fault message on the unit display and the unit
status light turning red.

NOTE:
These safety devices are bypassed in Jet Start mode to prevent damage to the
aircraft. However, if a fault light illuminates on the unit’s instrument panel, repair
the fault as soon as that jet engine start is completed. CONTINUED ATTEMPTS TO
RUN THE UNIT WITHOUT REPAIRING IT CAN CAUSE SEVERE DAMAGE TO THE
UNIT AND THIS WILL VOID THE WARRANTY.

1 ..... Oil temperature switch

OIL TEMPERATURE SWITCH

FIGURE 10

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(c) Discharge Temperature Sensor (See Figure 12)

The compressor high discharge temperature sensor will shut the unit down in the event
that the compressor discharge temperature rises above 480°F. A high compressor
discharge temperature condition is identified by a fault message on the unit display and
the unit status light turning red.

The minimum engine speed will increase to improve compressor cooling in the event
that the compressor discharge temperature rises above 450°F.

NOTE:
The high temperature shutoff is bypassed in jet start mode to prevent damage to the
aircraft. However, if a fault light illuminates on the unit’s instrument panel, repair the
fault as soon as that jet engine start is completed. CONTINUED ATTEMPTS TO RUN
THE UNIT WITHOUT REPAIRING IT CAN CAUSE SEVERE DAMAGE TO THE UNIT
AND THIS WILL VOID THE WARRANTY.

1 ..... Discharge Temperature Sensor

DISCHARGE TEMPERATURE SENSOR

FIGURE 11
DUAL DISCHARGE OUTLET CONFIGURATION SHOWN; REFER TO CHAPTER 4 FOR OTHER
CONFIGURATIONS

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(d) Black Box Recorder

The Black Box Recorder is installed on Air start units to continuosly monitor the
compressor discharge pressure and operating mode and store data into internal flash
memory for future analysis.

The Black Box Pressure Recorder is a part of the jet start proteection circuit of the air
start units. If the black box pressure recorder is disconnected by way of removing the
power source or the pressure source, it will not allow the unit to operate in Jet Start,
Hangar, or Air Pac modes.

1..... Black Box Recorder

CONTROL BOX
FIGURE 12
STANDARD CONFIGURATION SHOWN; REFER TO CHAPTER 4 FOR OTHER CONFIGURATIONS

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C. Delivered Air System (See Figure 13)

Whenever the engine is running, air is drawn into the compressor through the air filter assembly
installed on the compressor inlet. The air filter cleans the supply air and dampens inlet noise.
The air compressor is equipped with mating helically grooved rotors that operate in constant mesh
to provide seamless compression of intake air. The rotor set is comprised of a lobed male rotor
and a fluted female rotor that capture the air stream drawn into the compressor through the
suction inlet and compresses its volume in the interlobe space between the male and female
rotors. As the rotors mesh, the air is compressed between the rotors and is drawn toward the
discharge outlet where it is released into the delivery line.
The dense, high pressure volume of air released by the compressor enters the discharge silencer;
the silencer dampens noise from the compressor discharge. Compressed air leaves the silencer
and enters the air delivery manifold where it is either partially or entirely bypassed to the
atmosphere by the bypass valve or delivered to the aircraft through the shut-off/bleed valve.
The compressor outlet port supplies a pressure signal through a sensing line to the inlet of the
electronic pressure regulator valve. Signal air is filtered through an in-line filter/water separator.
The regulator valve provides adjustable (0-30 psig) signal pressure to the bypass valve actuating
piston. The vent solenoid valve relieves air from the bypass valve actuating piston when de-
energized. The regulator controls the position of the bypass valve, which regulates delivered air
pressure and flow to the aircraft.

(1) Air Pacs Mode

With the unit running at idle, selecting “air pacs” energizes the air delivery control solenoid
(L5) through the normally closed air delivery pressure switch (S9). Also energized is the
signal pressure regulator (V34) which pressurizes the pneumatic cylinder of the bypass valve.
With shutoff valve(s) (V36) and (V42) closed, air will be diverted through the bypass valve
(V1). Opening the shutoff valves (V36) or (V42) will deliver air to the aircraft at the pressure
established by the regulator valve (V34). Delivered air pressure above 43 psi opens the air
delivery pressure safety switch (S9) and de-energizes the air delivery control solenoid (L5).
Delivered air flow is bypassed until air pressure drops below 32 psi. The signal pressure
regulator provides an adjustable signal pressure of 0-30 psig to the air delivery control
solenoid valve. In the energized position the air delivery control solenoid valve provides this
signal air pressure to the bypass valve actuating piston; when de-energized the air delivery
control solenoid removes the pressure from the actuating piston, allowing the delivered air to
bypass.
In either the “air pacs,” 'hangar," or “standby” mode, a compressor or engine fault will result in
unit shutdown, the unit status light turning red, and a fault message on the unit display. The
palm button emergency stop switch (S23) may be used for emergency unit shut down.

NOTE:
Air Pacs pressure may be adjusted per customer preference.

(2) Hangar Mode

With the unit running at idle, selecting “Hangar” energizes the air delivery control solenoid
(L5) through the normally closed air delivery pressure switch (S9). Also energized is the
signal pressure regulator (V34) which pressurizes the pneumatic cylinder of the bypass valve.

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With shutoff valve(s) (V36) and (V42) closed, air will be diverted through the bypass valve
(V1). Opening the shutoff valves (V36) or (V42) will deliver air to the aircraft at the pressure
established by the regulator valve (V34). Delivered air pressure above 43 psi opens the air
delivery pressure safety switch (S9) and de-energizes the air delivery control solenoid (L5).
Delivered air flow is bypassed until air pressure drops below 40 psi. The signal pressure
regualtor provides an adjustable signal pressure of 0-30 psig to the air delivery control
solenoid valve. In the energized position the air delivery control solenoid valve provides this
signal air pressure to the bypass valve actuating piston; when de-energized the air delivery
control solenoid removes the pressure from the actuating piston, allowing the delivered air to
bypass.
In either the “air pacs,” 'hangar," or “standby” mode, a compressor or engine fault will result in
unit shutdown, the unit status light turning red, and a fault message on the unt display. The
palm button emergency stop switch (S23) may be used for emergency unit shut down.

WARNING:
Hangar mode should not be used for starting aircraft engines.
The unit safeties are not disabled in hangar mode; an engine or
compressor fault will shut the unit down, possibly resulting in
catastrophic failure of the aircraft engine.

NOTE:
Hangar mode may be deleted from some units or may have
different pressure settings depending on customer preference.

(3) Jet Start Mode

With the unit running at idle, selecting “jet start” energizes the air delivery control solenoid
(L5) through the normally closed air delivery pressure switch (S9). Also energized is the
signal pressure regulator (V34) which pressurizes the pneumatic cylinder of the bypass valve.
With shutoff valve(s) (V36) and (V42) closed, air will be diverted through the bypass valve
(V1). Opening the shutoff valves (V36) or (V42) will deliver air to the aircraft at the pressure
established by the regulator valve (V34). Delivered air pressure above 43 psi opens air
delivery pressure safety switch (S9) and de-energizes air delivery control solenoid (L5).
Delivered air flow is bypassed until air pressure drops below 40 psi. The air pacs regulator
provides an adjustable signal pressure of 0-30 psig to the air delivery control solenoid valve.
In the energized position the air delivery control solenoid valve provides this signal air
pressure to the bypass valve actuating piston; when de-energized the air delivery control
solenoid removes the pressure from the actuating piston, alowing the delivered air to bypass.
The unit shut down system is disabled in the “jet start” mode to avoid hazard to the aircraft
engine(s). An engine or compressor fault condition will not shut down the unit. The
emergency stop switch (S23) is not disabled in "jet start." When a fault condition occurs in
the “jet start” mode, the unit will continue running while the unit status light turne red and a
fault message is shown on the unit display to alert the equipment operator of the fault
condition.

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WARNING:
DO NOT LEAVE UNIT RUNNING IN JET START MODE
UNATTENDED AS ALL THE PROTECTIONS ARE DISABLED.

1 4

6
2
3

5
1. .... Discharge silencer
2. .... Relief valve
3. .... Air delivery pipe
4. .... Air bypass valve
5. .... Regulator assembly
6. .... Shut off/bleed valve assembly

DELIVERED AIR SYSTEM

FIGURE 13

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D. Control System

(1) System Overview

The control system for the unit is based on a Programmeable Logic Controller (PLC) that is
housed in the control box. The PLC interfaces with the ECM, the unit sensors, and the user
interface. The PLC provides instructions to the engine over the J1939 data link with the ECM.
The delivered air system is controlled by a set of outputs to the regulator and valves.
(2) Delivered Air Pressure Control
The pressure of the air that is delivered to the aircraft is regulated by the bypass valve assembly
(V1). The bypass valve cylinder is pressurized in jet start, hangar, and air pacs modes. This
pressure holds the trim valve shut until the delivered air pressure is sufficient to open it, and then
provides variable back pressure in the delivered air manifold to hold the delivered air pressure at
the target pressure.
The air delivery control solenoid valve (L5) is a normally open valve that closes when energized.
When the L5 valve is open, the bypass valve cylinder is not pressurized. When it is closed, the
cylinder can pressurize. The L5 valve is powered by the PLC (via the air delivery pressure switch)
when the unit is in jet start, hangar, or air pacs modes.
The signal pressure regulator (V34) provides signal air at variable pressure to the bypass valve
cylinder. The pressure of this air determines the pressure of the air in the delivered air manifold.
The signal pressure regulator output is controlled by a 1-9 V DC signal; output pressure is linearly
proportional to the voltage signal. The PLC outputs a PWM signal that is converted into a voltage
signals by the PWM -> 0-10 VDC converter (E10.) This signal then controls the signal pressure
regulator. The output of the PLC is based on current operating mode and barometric pressure.
a. Calibration
The PWM output of the PLC is based on the current operating mode and a lookup table in the
software that provides PWM output for a given delivered air pressure setpoint. This table is
populated by the PLC program's calibration functions.
In the 'Calibrate Pr-Reg' Menu of the unit display can be found 'Quick Auto-Cal' and 'Full Auto-
Cal.' The full auto-cal will calibrate the PWM output for all possible delivered air pressures,
including those for altitudes other than the current altitude. The quick auto-cal will calibrate the
PWM output for only those delivered air pressures and altitudes which have been used by the
unit in question before.
Calibration will only be necessary if a control component has been replaced. If calibration is
needed, the unit should be placed in 'idle' with the discharge valves closed. Once the desired
calibrate function has been selected, the unit will run through the calibration cycle with the unit
display indicating the progress of the calibration cycle. Once the calibration cycle has been
complete, the unit should go through a performance check, and will then be ready for normal
operations.
There is an 'auto-cal' function which runs in the background of the PLC program continuously.
This function continuously compensates for any drift that may have occurred as the unit and
components wear or ambient conditions change.
(3) Throttle Control (See Figure 16)

Because the compressor is a positive displacement or “constant mass flow” source, a portion or all
of the air flow will at times need to be bypassed to the atmosphere. This depends on what the
flow capacity required by a particular aircraft is and whether the internal aircraft ports are open to
accept air flow.

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The engine speed determines how much air is created, while the current operating mode and
setting of the signal pressure regulator will control how much air is bypassed and how much is
delivered to the aircraft. Engine speed is controlled by the unit PLC based on input from the trim
height sensor (R18) and the delivered air pressure sensor (S16).
Depending on the selected mode; “jet start,” "hangar," or “air pacs,” the signal pressure regulator
(V34) will provide a signal pressure to the bypass valve (V1) actuator piston. This signal
pressurizes the bypass valve cylinder, providing the force to hold the trim valve closed if delivered
air pressure is low, while letting the trim valve open and air to bypass if the pressure begins to
rise.
The trim height sensor (R18) monitors the height of the trim in the bypass valve (V1.) The trim
valve opens as the trim moves up to allow more air to bypass and closes as the trim moves down,
restricting the bypass air. As the trim valve opens and the sensed height increases, an error
signal is generated in the PLC that too much air being created, and is bypassing. The PLC then
causes the engine to decelerate until the trim drops or the minimum engine speed is reached. If
the trim valve closes completely, an error signal is generated in the PLC that too little air is being
created. The PLC then causes the engine to accelerate until the trim has lifted and the bypass
valve is very slightly open, which is the nominal operating condition.
As the backpressure against the bypass valve is fixed for a given operating mode, variations in
delivered air pressure are caused by variations in the compressor flow from the aircraft demand.
The delivered air pressure sensor (S16) monitors the pressure of the air being delivered to the
aircraft. As the pressure deviates from the setpoint for the given operating mode, an error signal
is generated by the PLC. If the pressure is too high, the PLC signals the engine to decelerate; if
the pressure it too low, the PLC signals the engine to accelerate.
When the unit shut-off/bleed valves are closed or the aircraft valves are closed, the pressure in the
unit delivered air piping will increase and the bypass valve will open. Based on the signals from
the trim height sensor and the delivered air pressure sensor, the PLC will signal the engine to
decelerate until the minimum engine speed is reached. When the valves are opened and the
aircraft begins taking air the bypass valve will close and the delivered air pressure will drop.
Based on the signals from the trim height sensor and the delivered air pressure sensor, the PLC
will signal the engine to accelerate until the required flow is reached; i.e. the pressure is at its
setpoint and the bypass valve is slightly open. If the demand from the aircraft is sufficient to
require the full output of the unit, the bypass valve will not open and the acceleration will stop
when the engine speed reaches its maximum.
The error signals from the trim height and delivered air pressure both pass through gain functions
before being combined into the Proportional-Integral-Derivative function that the PLC uses to
determine how rapidly to accelerate or decelerate. This allows the unit to react rapidly to
significant variations in trim height and pressure, but more slowly to minor variations, thereby
preventing overshoot and engine hunting.
a. Sensor Drift Compensation
When the unit is powered on, the PLC logs the output of the trim height sensor and the
delivered air pressure sensor. If these are outputs are not zero, the control system then zeroes
the outputs by making the initial sensor reading the offset. In this way minor variations in the
sensors are compensate for.
If the sensors drift, the offset will increase. If the offset drifts past a certain threshold, a warning
message will appear on the unit display, alerting the user to the need to replace or calibrate the
offending sensor.

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1... Trim Height Sensor

2... Delivered Air Pressure Sensor

THROTTLE CONTROL
FIGURE 14

(4) Miscellaneous Functions

a. Unit Display
The unit display normally indicates the unit status, operating mode, fuel level, delivered air
pressure, and delivered air temperature. Depending on the options included with the unit, other
information may be available by scrolling up and down the display.
b. Warnings and Faults
The control system incorporates the unit safeties that protect the engine and compressor from
damage. These safeties include:
1. Engine high coolant temperature
2. Engine high oil temperature
3. Engine low oil pressure
4. Low Coolant Level
5. Compressor Low Oil Pressure
6. Compressor High Oil Temperature
7. Compressor High Discharge Air Temperature
8. Low fuel level (option)
These safeties will shut down or roll back the unit if they occur unless the unit is in 'jet start'
mode; in 'jet start' mode, all safeties display a warning message and trigger the unit status light
to go to red.

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There are warnings that do not cause the unit to ramp down or shut down, but will cause the
unit display to show a warning message and may prevent the unit from switching out of
'standby' mode. These include:
1. Engine air filter inlet clogged
2. Compressor air filter inlet clogged
3. Black Box Recorder fault
c. Warmup and Cooldown
If the engine oil is cold when the engine is started the unit will go into 'warmup' mode. In this
mode, the mode selector switch is disabled. The unit will accelerate to a fast-idle speed in
order to build heat more quickly. The unit display will indicate that the unit is in 'warmup' mode,
showing the engine temperature that must be reached to come out of 'warmup' mode and the
current engine temperature. The unit status light will switch amber during the warmup. Once
the engine temperature reaches the target temperature the unit will come out of warmup and
go to whatever mode is currently selected.
When the engine stop button is depressed the unit enters the cooldown cycle. To prevent
damage to the compressor the unit has to idle for 3 minutes before shutting down. If the unit
has not been in 'standby' mode for at least three minutes when the engine stop button is
pressed, the a countdown to automatic engine stop will begin and be shown on the unit display.
Once the countdown has expired, the engine will stop automatically. During the cooldown
cycle the engine start/stop pushbutton will flash and the unit status light will switch to amber.
The mode selector switch will not function during the cooldown, but it may be stopped at any
time by pressing the engine start/stop button again.
d. Automatic Power Down
If the unit power is left on for 30 minutes after the engine is stopped it will automatically be
turned off. This can be temporarily disabled for maintenance purposes in the unit display menu
by navigating to 'Settings,' 'Other Settings.'
e. Keyswitch Power
If keyswitch power is required for maintenance or diagnostics, it can be turned on by navigating
to 'Testing,' 'Keyswitch Power.' Otherwise, keyswitch power will be off until the engine is
started.

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(5) Menu Navigation

The unit display normally displays the information necessary for unit operation along with any
information that pertains to the options of the unit. The unit display also contains a menu system
that can be used to look up more detailed data, test certain safeties, and change some settings.
This menu system can be accessed by pressing the 'scroll up,' 'scroll down,' 'select.' and 'escape'
pushbuttons simultaneously.

Maintenance
Menu

Unit Settings Records

Information

Unit Model #
Fault History

Low Fuel Opts Warning History

AIR PRESS-ACT
Other Settings E-Stop Count
AIR PRESS-SP
Eng-Start Count
AIR PRESS-OFFSET Auto Power Off
Eng-Hourmeter
AIR PRESS-MAX-SP E-Stop Counter
JS Overrun Count
BAROMETIC PRESS Eng Start Counter

PRESS REG PWM-SP Metric Display

TRIM HEIGHT JS Overrun Counter
TRIM HEIGHT OFFSET Sensors

Software Calibration Testing

Quick Auto-Cal
PLC Software Low Fuel Level

Display Software Full Auto-Cal

High Air Temp

Keyswitch Power

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E. Aircraft Protection Devices (See Figure 17)

The delivered air pressure switch (S9) protects the aircraft and unit compressor from pressures in
excess of 43 psig. When actuated, it de-energizes the air delivery control solenoid valve (L5),
which will exhaust pressure from the bypass valve actuating cylinder. Air will then be vented to
the atmosphere.
In addition to the pressure switch, the aircraft and compressor are protected from over pressure by
a relief valve located in the air delivery manifold. This valve is set at 46 psig and is capable of
venting the entire supply of delivered air.
The shut-off/bleed valves provide delivered air through the hoses and aircraft coupler when the
valves are in the open position. Flow is shut off to the aircraft when the valve handle is in the
closed position. This position also allows for venting the supply hose through the bleed valve so
that the hoses may be de-pressurized before disconnecting them from the aircraft.

1. .. Relief Valve
2. .. Pressure Switch
3. .. Air Delivery Control Solenoid Valve (L5)
4. .. Shutoff/bleed Valve Assembly

AIRCRAFT PROTECTION DEVICES

FIGURE 15
DUAL DISCHARGE OUTLET CONFIGURATION SHOWN; REFER TO CHAPTER 4 FOR OTHER
CONFIGURATIONS

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F. Control Box (See Figure 19)

The control box houses the programmable logic controller that controls the unit operations, the
engine diagnostic connector, and unit fuses. The door of the control box contains the instrument
panel.

The programmable logic controller (PLC) controls the unit, interfacing with the ECM, the unit
sensors, and the instrument panel. It regulates operating speed and pressure, and monitors the
unit safeties.

1... Programmable Logic Controller

2... Engine Diagnostic Connector
3... Unit Fuses

CONTROL BOX
FIGURE 16

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G. Instrument Panel (See Figure 20)

The instrument panel provides mounting facilities for the engine and compressor controls. The
following instruments and controls are mounted on the instrument panel assembly.

3 1 11 12
2

1
10

4 8

6 5
7

1 ..... Panel light 7 ...... Engine Start/Stop Pushbutton

2 ..... Electronic Engine gage 8 ...... Emergency Stop
3 ..... Unit Display 9 ...... 'Select' Pushbutton
4 ..... Unit Status Light 10 .... 'Escape' Pushbutton
5 ..... Selector Switch 11 .... Scroll Up Pushbutton
6 ..... Power On/Off Pushbutton 12 .... Scroll Down Pushbutton

INSTRUMENT PANEL ASSEMBLY

FIGURE 17
NOTE: STANDARD PANEL SHOWN. REFER TO CHAPTER 4 FOR ACTUAL CONFIGURATION.

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(1) Panel Light

Illuminates the instrument panel to aid in nighttime operation. Continuously on when unit
power is on.
(2) Electronic Engine Gage
The electronic engine gage displays engine operating parameters and engine fault messages
on an LCD display for easy reading. Some major parameters that the Electronic Engine
gage displays are:
(a) Engine RPM
(b) Engine Load
(c) Engine Coolant Temperature
(d) Engine Manifold Temperature
(e) Engine Oil Pressure
(f) Engine Operating Voltage
(g) Engine Hours Run
(h) Engine Fuel Economy
(i) Engine Fault Codes
(3) Unit Display
The unit display indicates unit operating parameters and status messages on an LCD
display. Some major parameters that the Unit Display shows are:
(a) Fuel Level
(b) Delivered Air Pressure
(c) Delivered Air Temperature
(d) Unit Operating Mode
(e) Unit Status
The unit display may display additional information based on version and options.
The unit display acts as the user interface for accessing some options and settings and
displaying unit history.
(4) Unit Status Light
Multi-colored LED indicator light. Illuminates green for 'ready,' amber for 'warning,' and red
for 'fault.'
(5) Selector Switch
A four position rotary switch that enables the operator to select either “Standby”, “Air Pacs”,
"Hangar", or “Jet Start” mode.
(6) Power On/Off Pushbutton
Hold to turn unit power on; press again to turn unit power off.

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(7) Engine Start/Stop Pushbutton

Hold to start engine; press again to start shutdown cycle.
(8) Emergency Stop Switch
Immediately shuts down unit.
(9) 'Select' Pushbutton
For navigating Unit Display menus.
(10) 'Escape' Pushbutton
For navigating Unit Display menus.
(11) Scroll Up Pushbutton
For navigating Unit Display menus.
(12) Scroll Down Pushbutton
For navigating Unit Display menus.

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1. Optional Equipment Description

(1) Ether Start Kit, 24 VDC
Cold weather starting system.

(2) Engine Block Heater, 120 VAC or 240 VAC

Heats the engine coolant to prevent damage to engine components due to freezing and
provides easier starting in cold weather.

(3) Warning Beacon

24 VDC lamp mounted on top of unit flashes to attract attention. Activated when engine is
running. May be flashing, rotating, or steady.

(4) Fuel Filter/Water Separator with Heater, 24 VDC

Separates water and contaminants from fuel by centrifugal action. Heater turns on as the
fuel temperature drops below 30oF (-1.1oC) to eliminate waxing or icing at the filter element
for easier starting and running of the engine in cold weather.

(5) Hush Kit

Reduces noise output of the unit.

(6) Low Fuel Warning System

A program that indicates a warning on the unit status light, displays an error message on the
unit display, and activates a beacon on the roof when a low fuel condition is detected.
Activated when approx. 15% of fuel remains.

(7) Low Fuel Warning and Ramp-down to Idle System

A program that indicates a warning on the unit status light, displays an error message on the
unit display, and activates a beacon on the roof when a low fuel condition is detected.
Activated when approx. 15% of fuel remains. If fuel continues to reduce (about a 5% of a
tank remaining), engine will ramp down to idle. Ramp-down is disabled in jet start mode.

(8) Low Fuel Warning and Shutdown System

A program that indicates a warning on the unit status light, displays an error message on the
unit display, and activates a beacon on the roof when a low fuel condition is detected.
Activated when approx. 15% of fuel remains. If fuel continues to reduce (about a 5% of a
tank remaining), engine will ramp down to idle, then begin 3 minute cooldown cycle and shut
down. Ramp-down to idle and shut down are disabled in jet start mode.

(9) Clearance Lights

4 marker lights installed on the top corners of the unit for indication that the unit is running

(10) Engine Start Counter

Program to have the unit log and display engine start count in the records section of the unit
display.

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(11) Emergency Stop Counter

Program to have the unit log and display emergency stop count in the records section of the
unit display.

(12) Jet Start Overrun Counter

Program to have the unit log and display in the records section of the unit display instances
when the unit is left in Jet Start Mode for more than 7 minutes.

(13) Jet-A Fuel Compatibility

Program that changes the unit ready temperature to meet engine requirements for Jet-A
operation.

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II - Operation
1. Preparation for Use

WARNING:
IMPROPER OPERATION CAN KILL, INJURE OR CAUSE
DAMAGE! READ AND UNDERSTAND THE OPERATING
INSTRUCTIONS BEFORE OPERATING THE UNIT.

A. Inspection/Check
Inspect the unit thoroughly prior to operation.

(1) Remove the blocking, banding, ties, and other securing material.

(2) Inspect the exterior for shipping damage such as broken lights, damaged sheet metal, etc.

(3) Open all doors and covers and inspect the interior for foreign material such as rags, shipping
papers, etc.

(4) Check the fuel, coolant and oil hoses and connections for visible leaks.

(5) Check the following for sufficient quantity.

(a) Fuel
The level should be at or near full prior to operation.

(b) Engine coolant

CAUTION:
BE SURE THE COOLANT SYSTEM ANTI-FREEZE SOLUTION IS
ADEQUATE TO PROTECT BELOW THE LOWEST
TEMPERATURE EXPECTED.

Coolant level should be approximately one inch below the radiator filler neck. The
expansion tank should be approximately half full.

NOTE:
For antifreeze protection use a solution of 50% permanent
antifreeze (ethylene glycol) and 50% clean water.

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(c) Engine Lubricating Oil

The oil level should be at the full mark on the dipstick, located on the left side of the
engine. See the Detroit Diesel Operator’s Guide in Chapter 5 for oil recommendations.

(d) Compressor Lubricating Oil

Check that the compressor oil level is at or slightly above ¾ full on the upper oil level
sight glass. Use only Mobil SHC 626 lubricating oil in the compressor.

(e) Engine Air Intake Filter

The air cleaner is a dry type. Check to make sure there are no papers, tape, or other
material covering the air inlets.

(e) Compressor Air Intake Filter

The air cleaner is a dry type. Check to make sure there are no papers, tape, or other
material covering the air inlets.

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PICTOGRAM DEFINITIONS

PICTOGRAM DEFINITIONS
FIGURE 18 A

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ASU-600 Series Air Start Unit Operating Instructions

OPERATING INSTRUCTIONS
FIGURE 18 B

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WARNING
THE EMERGENCY SHUT-DOWN SWITCH IS FOR EMERGENCIES ONLY.
DO NOT USE FOR NORMAL UNIT SHUT-DOWN AS SERIOUS DAMAGE TO THE
ENGINE OR COMPRESSOR CAN RESULT.

IN THE EVENT OF AN EMERGENCY SHUT-DOWN, THE SWITCH MUST BE RESET

BEFORE THE UNIT CAN BE PUT BACK INTO SERVICE. TO RESET THE SWITCH,
TWIST THE RED MUSHROOM CAP COUNTER CLOCKWISE.

ENSURE THE UNIT IS OPERATING PROPERLY BEFORE RETURNING TO SERVICE.

NOTE:
See attached sheet titled “Pictogram Definitions” for
interpretation of pictograms/symbols.

NOTE:
Turn off the battery disconnect switch if the unit will be out of
use for more than 2 weeks to avoid draining the batteries.

CAUTION:
Wait for 1 minute after engine shutdown to turn off battery
disconnect switch.

NOTE:
If the unit has been running at idle speed for longer than the
required cool down time when it is shut off, it will not show a
cool down cycle and will immediately shut down because the
unit was already counting time at idle speed in the background.

WARNING:
IMPROPER OPERATION CAN KILL! READ AND UNDERSTAND
ALL OF THE OPERATING INSTRUCTIONS BEFORE
ATTEMPTING TO OPERATE THE UNIT.

The engine and compressor operating controls and monitoring instruments are mounted on the
instrument panel as illustrated in Figure 19.

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2 3
1..... Power On/Off Pushbutton
2..... Engine Start/Stop Pushbutton
3..... Selector Switch

INSTRUMENT PANEL
FIGURE 19

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CAUTION:
NOISE LEVELS MAY REACH UPTO 120 dB FOR STANDARD
CONFIGURED UNITS AND 110 dB FOR SOUND ATTENUATED
UNITS. HEARING PROTECTION IS REQUIRED

SOUND LEVEL DATA

ASU-600 SERIES - AIR START UNITS

DECLARED SOUND EMISSION VALUES
ACCORDING TO ISO 4871:1996 AND EN1915-4

UNIT CONFIGURATION: STANDARD

Operating at full speed in
Jet Start Mode

Emission: Acoustic pressure level measured at a

distance of 1 meter from the unit (in decibels dB) 106
[Doors Closed]
Standard Deviation in dB 5.39
Uncertainty in dB 0.53

UNIT CONFIGURATION: SOUND ATTENUATED

Operating at full speed in
Jet Start Mode

Emission: Acoustic pressure level measured at a

distance of 1 meter from the unit (in decibels dB) 100
[Doors Closed]
Standard Deviation in dB 5.15
Uncertainty in dB 0.74

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III - Specifications & Capabilities

1. ASU-600 Physical Characteristics

A. Trailer Mounted (See Figure 18 (1 of 2))

Length overall* ................................................. 205 inches (5,207 mm)

Width................................................................. 82 inches (2,083 mm)
Height overall ................................................... 92 inches (2,336.8 mm)
Weight (approximate) ...................................... 11,200 lbs. (5,080 Kg) for 180 & 200 PPM
…………………………………………………….. 11,900 lbs. (5,398 Kg) for 270 & 300 PPM
*Trailer mounted unit with hose storage bin. Towbar in up-right position.

92”

205”

82”
Standard Configuration Shown. Refer to Chapter 2 General Assembly Drawing and
Chapter 4 Assembly Drawings for Optional Configurations

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A. Skid Mounted (See Figure 18 (2 of 2))

Length overall* ................................................. 197 inches (5,004 mm)
Width................................................................. 82 inches (2,083 mm)
Height overall** ................................................ 80 inches (2,032 mm)
Weight (approximate) ...................................... 10,705 lbs. (4,856 Kg) for 180 & 200 PPM
…………………………………………………….. 11,405 lbs. (5,173 Kg) for 270 & 300 PPM
*Skid unit. Module with hose storage bin.
**The Bin is shipped loosed – height becomes 69” which includes 4” for blocking.

80”

197”

82”

Standard Configuration Shown. Refer to Chapter 2 General Assembly Drawing and

Chapter 4 Assembly Drawings for Optional Configurations

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2. Compressor
Manufacturer..................................................... Aerzen
Model ............................................................... VML-310 for 180 or 200 PPM
.......................................................................... VML-410 for 270 or 300 PPM
Type ................................................................. Dry rotary screw
Bearings ........................................................... Ball and roller
Lubrication ....................................................... Forced feed
Housing ............................................................ Air cooled
Lubricating oil ................................................... Air cooled
Air flow ............................................................. Per Rating
Engine Speed:
Idle ............................................................... 1,000 rpm
Maximum ..................................................... 2,100 rpm
Outlet air temperature ...................................... 300-450oF (148-232oC)
Power required at 40 psig discharge ............... 425 hp (317 kW) for 180 PPM
……………………………………………………...500 hp (373 kW) for 200 PPM
……………………………………………………...630 hp (470 kW) for 270 PPM
………………………………………………………665 hp (496 kW) for 300 PPM
Dry weight ........................................................ .1,522 lbs. (690 kg) for VML-310
………………………………………………………2,658 lbs. (1,205 kg) for VML-410
Oil capacity ...................................................... .21.2 qts (20 liters) for VML-310
………………………………………………………31.6 qts. (29.9 liters) for VML-410

3. Engine
Manufacturer .................................................... Deutz
Model ............................................................... TCD2015V08
Type .................................................................. 4 cycle diesel, Direct Injection, Euro3/Com3
Cylinder design ................................................ V-8, turbocharged
Bore ................................................................. 5.2 in. (132 mm)
Stroke .............................................................. 5.7 in. (145 mm)
Displacement ................................................... 968.4 cu. in. (15.87 L)
Compression ratio ............................................ 17.5:1
Horsepower ..................................................... 670 hp (500 kW)
Oil capacity ...................................................... 33.8 qts. (32 liters) (with filters)

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Engine coolant capacity.................................... 22 qts. (20.8 liters)

Coolant system capacity................................................ 54 qts. (51.1 liters)
Total coolant capacity ................................................... 76 qts. (71 liters)
Engine dry weight ............................................ 2,552 lbs. (1,160 Kg)
Starter .............................................................. 24 Volt

Alternator ......................................................... 24 Volt

Governor ........................................................... 1,000-2,100 rpm

.......................................................................... EMR Electronic Control

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IV - Shipping
1. Shipping the Unit

CAUTION:
DO NOT SHIP THE UNIT BY RAIL. DAMAGE MAY OCCUR DUE
TO HIGH AND UNPREDICTABLE ACCELERATION WHEN
SHIPPING BY RAIL AND THE FACTORY SUGGESTS THAT
OTHER MODES OF TRANSPORTATION BE USED.

CAUTION:
DO NOT USE CHAINS OR STRAPS OVER FUEL LINES,
ELECTRICAL WIRES, OR COMPONENTS.

A. Drain fuel, oil, and coolant as required for shipping.

B. Turn the battery disconnect switch to off.

C. Tape exhaust rain cap closed.

D. Tape bypass exhaust caps closed or remove.

E. Secure the unit using straps or chains over the axles. Use wheel chocks in front of the
front tires and behind the rear tires (see Figure 19).

NOTE:
If shipping the unit by boat it is advisable to keep the unit below
decks and away from salt water spray. If this is unavoidable,
cover the unit with plastic to keep salt water spray from coming
in contact with the unit.

E. Lifting Arrangements

If it is desired to lift the unit with a fork-lift, certain precautions are necessary to prevent damage to
the unit. The forks must be positioned (see Figure 19) so that the forks have even support of the
entire unit. Do not lift by the fuel tank. Avoid the running gear & leaf springs.

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* View is for reference only.

Some models may look
different.

2
1 3
3

1. .. Wheel chocks
2. .. Lifting forks
3. .. Tie-down chains

ASU-600 SHIPPING ARRANGEMENT

FIGURE 20

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2. Bypass air tail pipes

Some units require the removal of the bypass air tail pipes in order to fit inside the shipping
container. If your unit does not have the tail pipes installed, please re-attach them according to
the following procedure:

A. Using a ladder, place the 2 tail pipe tubes through the holes in the roof.

B. Using a 9/16” open end wrench and 9/16 deep socket, secure to the roof panel with the
hardware supplied (screws, lockwashers, & nuts). If only 1 person is available, the side access
panel can be removed for better access.

C. Install the two muffler clamps over the flexible pipes which come off the bypass valve.

NOTE
USE SEALANT BETWEEN THE ROOF AND THE BYPASS AIR TAIL PIPE.

D. Push the tail pipe (that is now inside the roof) into the flexible pipe. Make sure they are fully
engaged and tighten the clamps.

E. Reinstall the sheetmetal panels (if removed) and close the doors.

F. After the recommended check-up, start the unit, allow warming up and running in air packs
mode with the shutoff valves closed. The newly installed tail-pipes will be seen open, allowing
the bypassed air out.
Bypass Air Tailpipes

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V - Storage
1. Storing the Unit

A. When storing the unit in cold temperature areas be sure that the proper glycol percentage
is present in the engine cooling system.

B. When storing the unit for extended periods of time, perform the following steps:

(1) Drain the cooling system completely from the engine and radiator.

(2) Remove the weight from the tires using blocks under the frame.

(3) Remove all fuel from the fuel tank and add a desiccant to absorb condensation.

(4) Cover the compressor and engine air intakes to prevent moisture from entering.

(5) Turn the battery disconnect switch to the off position.

NOTE:
Consult the manufacturer’s literature in Chapter 5 for further
information on storage.

2. Removing the Unit from Storage

A. Check and replenish the level of engine coolant.

B. Check and replenish the level of oil in the engine.

C. Remove blocks if used and check tire inflation.

D. Remove the covering from the engine and compressor air intakes.

F. Make a visual check of the unit as birds and small rodents may build nests or chew on
wires and hoses.

G. Replenish fuel tanks with proper grade and type of fuel.

H. Turn the battery disconnect switch to the on position.

NOTE:
Consult the manufacturer’s literature in Chapter 5 for further
information on removing components from storage.

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