TO 1C-130H-2-49GS-00-1

TECHNICAL MANUAL
GENERAL SYSTEM
ORGANIZATIONAL MAINTENANCE

AUXILIARY POWER UNIT SYSTEM

USAF SERIES
AC-130U, C-130H AF74-01658 AND UP,
HC-130(H)N, LC-130H,
MC-130E AF64-0551, AND MC-130H
AIRCRAFT

ATOS/DLDSS

BASIC AND ALL CHANGES HAVE BEEN MERGED TO MAKE THIS A COMPLETE PUBLICATION

This change supports systems/equipment modified by TO 1C-130(A)U-556 and 1C-130(M)H-559.

DISTRIBUTION STATEMENT - Distribution authorized to the Department of Defense and US DoD contrac-
tors only (Administrative or Operational Use) (30 June 1997). Questions concerning technical content
should be directed to WR-ALC/LBR. Other requests for this document shall be referred to WR-ALC/LUTD,
Robins AFB, GA 31098.

WARNING - This document contains technical data whose export is restricted by the Arms Export
Control Act (Title 22, U.S.C., Sec 2751 et seq.) or the Export Administration Act of 1979, as amended (Title
50, U.S.C., App. 2401 et seq.). Violations of these export laws are subject to severe criminal penalties.

HANDLING AND DESTRUCTION NOTICE - Comply with distribution statement and destroy by any
method that will prevent disclosure of the contents or reconstruction of the document.

Published under authority of the Secretary of the Air Force

5 JUNE 1992
CHANGE 10 - 15 DECEMBER 2002
TO 1C-130H-2-49GS-00-1
INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGES NOTE: The portion of the text affected by the changes is indicated by a vertical line in the
outer margins of the page. Changes to illustrations are indicated by miniature
pointing hands.

Dates of issue for original and changed pages are:

Original.......................0 ............. 5 June 1992 Change........................7 ....... 31 August 1998
Change........................1 ...........26 April 1994 Change........................8 ..... 31 January 2000
Change........................2 ............ 10 May 1995 Change........................9 ............ 15 July 2002
Change........................3 .........12 March 1996 Change.......................10 ...15 December 2002
Change........................4 ....... 19 August 1996
Change........................5 ........... 30 June 1997
Change........................6 30 September 1997

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 66, CONSISTING OF THE FOLLOWING:

Page *Change Page *Change Page *Change

No. No. No. No. No. No.

Title...................................10 7-12 Blank Added ............10

A ........................................10 7-13 Added....................... 10
i - iii ..................................10 7-14 Blank Added ............10
iv Blank ............................. 4 8-1 - 8-2 ........................... 10
v.......................................... 9 8-2.1 ................................... 8
vi....................................... 10 8-2.2 Blank ........................ 3
1-1 - 1-2 ........................... 10 8-3 - 8-4 ........................... 10
1-3 - 1-4 ............................. 8 8-4.1 - 8-4.2 Added...........10
2-1 .................................... 10 8-5 ...................................... 8
2-2 Blank ............................1 8-6 Blank ............................2
3-1 .................................... 10 9-1 ...................................... 0
3-2 ...................................... 0 9-2 Blank ............................0
4-1 - 4-2 ........................... 10 10-1 .................................. 10
4-3 - 4-4 ............................. 0 10-2 - 10-3 ......................... 0
4-5 ...................................... 6 10-4 Blank ......................... 0
4-6 Blank ............................0 FO-1 ................................... 0
4-7 Added......................... 10 FO-2 Blank .........................0
4-8 Blank Added ..............10
5-1 - 5-2 ........................... 10
5-3 Added......................... 10
5-4 Blank Added ..............10
6-1 - 6-2 ........................... 10
6-3 Added......................... 10
6-4 Blank Added ..............10
7-1 - 7-2 ........................... 10
7-2.1 - 7-2.2 ......................10
7-3 - 7-4 ............................. 8
7-5 ...................................... 9
7-6 ...................................... 7
7-7 Added......................... 10
7-8 Blank Added ..............10
7-9 Added......................... 10
7-10 Blank Added ............10
7-11 Added....................... 10

*Zero in this column indicates an original page

A Change 10 USAF
 TO 1C-130H-2-49GS-00-1

TABLE OF CONTENTS

Section/Paragraph Page

INTRODUCTION................................................................................................................v
I AUXILIARY POWER UNIT (APU) SYSTEM .............................................................. 1-1
1-1 General. ..................................................................................................... 1-1
1-2 Power Plant Subsystem (49-10-00). ........................................................ 1-1
1-3 Engine Subsystem (49-20-00). ................................................................. 1-1
1-4 Engine Fuel Subsystem (49-30-00). ........................................................ 1-1
1-5 Ignition/Starting Subsystem (49-40-00).................................................. 1-1
1-6 Bleed Air and Control Air Subsystems (49-50-00). ............................... 1-1
1-7 Controls (49-60-00). .................................................................................. 1-1
1-8 Indicating (49-70-00). ............................................................................... 1-2
1-9 Exhaust (49-80-00). .................................................................................. 1-2
1-10 Oil (49-90-00). ........................................................................................... 1-2
II POWER PLANT.............................................................................................................. 2-1
2-1 General. ..................................................................................................... 2-1
2-2 Air Intake Door. ....................................................................................... 2-1
2-3 Cooling Air. ............................................................................................... 2-1
2-4 Access. ....................................................................................................... 2-1
2-5 Special Maintenance Requirements........................................................ 2-1
2-6 Consumable Materials List. .................................................................... 2-1
2-7 Support Equipment List. ......................................................................... 2-1
III ENGINE .......................................................................................................................... 3-1
3-1 General. ..................................................................................................... 3-1
3-2 Special Maintenance Requirements........................................................ 3-1
3-3 Consumable Materials List. .................................................................... 3-1
3-4 Support Equipment List. ......................................................................... 3-1
IV ENGINE FUEL SUBSYSTEM ...................................................................................... 4-1
4-1 General. ..................................................................................................... 4-1
4-2 Fuel Shutoff Valve.................................................................................... 4-1
4-3 Fuel Control and Pump Assembly. ......................................................... 4-1
4-4 Fuel Strainer............................................................................................. 4-2
4-5 Special Maintenance Requirements........................................................ 4-2
4-6 Consumable Materials List. .................................................................... 4-2
4-7 Support Equipment List. ......................................................................... 4-2
V START AND IGNITION SUBSYSTEM........................................................................ 5-1
5-1 General. ..................................................................................................... 5-1
5-2 Start Subsystem. ...................................................................................... 5-1
5-3 Ignition Subsystem................................................................................... 5-1
5-4 Special Maintenance Requirements........................................................ 5-1
5-5 Consumable Materials List. .................................................................... 5-1
5-6 Support Equipment List. ......................................................................... 5-1
VI AIR SUBSYSTEM .......................................................................................................... 6-1
6-1 General. ..................................................................................................... 6-1
6-2 Load Control Valve................................................................................... 6-1

Change 10 i
TO 1C-130H-2-49GS-00-1

TABLE OF CONTENTS - Continued

Section/Paragraph Page

6-3 Compressor Discharge Solenoid Valve. .................................................. 6-1

6-4 Air Pressure Regulator. ........................................................................... 6-1
6-5 Proportional Control Valve. ..................................................................... 6-1
6-6 Special Maintenance Requirements........................................................ 6-2
6-7 Consumable Materials List. .................................................................... 6-2
6-8 Support Equipment List .......................................................................... 6-2
VII CONTROL SUBSYSTEM............................................................................................... 7-1
7-1 General. ..................................................................................................... 7-1
7-2 APU Control Switch. ................................................................................ 7-1
7-3 Fire Emergency Control Handle. ............................................................ 7-2
7-4 Centrifugal Switch. .................................................................................. 7-2
7-5 Bleed Air Valve Switch. ........................................................................... 7-2
7-6 Overspeed Test Solenoid.......................................................................... 7-2
7-7 Special Maintenance Requirements........................................................ 7-2
7-8 Consumable Materials List. .................................................................... 7-2
7-9 Support Equipment List. ......................................................................... 7-2
VIII INDICATING SUBSYSTEM.......................................................................................... 8-1
8-1 General. ..................................................................................................... 8-1
8-2 Tachometer Subsystem. ........................................................................... 8-1
8-3 Exhaust Gas Temperature Subsystem. .................................................. 8-2
8-4 Indicator Lights. ....................................................................................... 8-2
8-5 Elapsed Time Indicator............................................................................ 8-2
8-6 Special Maintenance Requirements........................................................ 8-2
8-7 Consumable Materials List. .................................................................... 8-2
8-8 Support Equipment List. ......................................................................... 8-2
IX EXHAUST SUBSYSTEM............................................................................................... 9-1
9-1 General ...................................................................................................... 9-1
9-2 Special Maintenance Requirements........................................................ 9-1
9-3 Consumable Materials List ..................................................................... 9-1
9-4 Support Equipment List .......................................................................... 9-1
X OIL SUBSYSTEM ........................................................................................................ 10-1
10-1 General. ................................................................................................... 10-1
10-2 Oil Pump Assembly. ............................................................................... 10-1
10-3 Oil Filter.................................................................................................. 10-1
10-4 Oil Cooler. ............................................................................................... 10-1
10-5 Oil Tank. ................................................................................................. 10-1
10-6 Sequencing Oil Pressure Switch. .......................................................... 10-1
10-7 Low Oil Pressure Switch. ...................................................................... 10-1
10-8 Special Maintenance Requirements...................................................... 10-1
10-9 Consumable Materials List. .................................................................. 10-1
10-10 Support Equipment List. ....................................................................... 10-1

ii Change 10
 TO 1C-130H-2-49GS-00-1

LIST OF ILLUSTRATIONS

Figure Title Page

1-1 APU System Component Locations ..................................................................... 1-3

3-1 APU Components..................................................................................................... 3-2
4-1 Fuel System Locations ........................................................................................... 4-3
4-2 Fuel System Schematic ........................................................................................... 4-5
4-3 Fuel and Speed Control System Schematic (AC-130U and MC-130H
Airplanes) .............................................................................................................. 4-7
5-1 Starting and Ignition System Locations ................................................................ 5-2
6-1 Air System Locations............................................................................................... 6-3
7-1 Control Locations ................................................................................................. 7-2.1
7-2 Control Schematic Diagram (Airplanes prior to AF92-0547 and
AF92-3021 through AF92-3024 Except HC-130(H)N Airplanes
AF88-2101 through AF90-2103) .......................................................................... 7-3
7-3 Control Schematic Diagram (HC-130(H)N Airplanes AF88-2101
through AF90-2103, Airplanes AF92-0547 through AF92-2104 and
AF92-3281 and Up Excluding LC-130H Airplanes) .......................................... 7-4
7-4 Control Schematic Diagram (LC-130H Airplanes AF83-0490 through
AF83-0493 and Airplanes Modified by TO 1C-130-1653) ................................. 7-5
7-5 Control Schematic Diagram (LC-130H Airplanes AF92-1094 and up
Modified by TO 1C-130-1565).............................................................................. 7-6
7-6 Control Schematic Diagram (MC-130H Airplanes). ............................................. 7-7
7-7 Control Schematic Diagram (AC-130U Airplanes) ............................................. 7-11
8-1 Indicating System Locations................................................................................ 8-2.1
8-2 Tachometer Schematic Diagram ........................................................................... 8-3
8-3 EGT Indicator Schematic Diagram ........................................................................ 8-4
8-4 Door Open Light Schematic Diagram.................................................................... 8-5
10-1 Oil System Locations............................................................................................. 10-2
10-2 Oil System Schematic Diagram............................................................................ 10-3
FO-1 APU Door Control Schematic Diagram ...............................................................FP-1

Change 10 iii/(iv blank)

 TO 1C-130H-2-49GS-00-1

INTRODUCTION
COVERAGE. NONSTANDARD ABBREVIATIONS.
This publication covers the C-130 Auxiliary The following non-military standard abbrevia-
Power Unit (APU) Systems (49-00-00). tions are used in this publication:
SCOPE. APU Auxiliary Power Unit
This publication contains descriptive informa- ASR Auxiliary Start Relay
tion on the C-130 APU system. Complete EGT Exhaust Gas Temperature
coverage is provided for each of the various
systems. The individual components of each FHR Fuel Holding Relay
system and their functional relationships are MACAWS Mode Advisory Caution And
covered in detail. The appropriate System/ Warning System
Subsystem/Subject Number (S/S/SN) is fur-
nished for reference purposes following each NVIS Night Vision Imaging Sys-
system title in Section I. tem

ARRANGEMENT. IMPROVEMENT REPORTS.

This publication is divided into ten sections.
The first section provides an overview of the
APU system. Sections II through X deal with
individual systems. Illustrations show each
of the major components and their locations.
Foldout schematic diagrams are located after
the last section. Placarding differences
between airplane models are separated in the
text by a slash.
USE.
General System manuals serve as introduc-
tions to the various airplane systems for less
experienced maintenance personnel. They
can also provide a quick review of system
operation and component location for more
experienced mechanics. This publication is
purely descriptive, however, and is not to be
used as a guide in performing maintenance
functions.
MACAWS INTERFACE.
The MACAWS is powered independently of
circuits being monitored. Monitored circuits
may provide either a ground or 28 VDC sig-
nal to activate the associated MACAWS
annunciator. Refer to TO 1C-130H-2-33GS-
00-1 for a complete description of MACAWS
operation.
Recommendations for improvements to this
technical order shall be submitted on AFTO
Form 22, Technical Manual (TM) Change
Recommendation and Reply. Complete AFTO
Form 22 in accordance with TO 00-5-1.
RECORD OF APPLICABLE TIME COMPLI-
ANCE TECHNICAL ORDERS.
The record of applicable time compliance
technical orders is a list of all Time Compli-
ance Technical Orders (TCTO) that affect the
technical content (text or illustration) of any
of the mechanical flight control system manu-
als. Current TCTO only are listed. A TCTO
is deleted from the list when any of the fol-
lowing occurs:
a. The equipment configuration to which
the TCTO is applicable is no longer cov-
ered in the manual.
b. The TCTO is superseded or replaced.
c. The TCTO is rescinded.
TCTO No. Title TCTO Date
1C-130-1467 Installation of 1 October 1996
Night Vision
Imaging Sys-
tem (NVIS)
and Avionics
Upgrade on Se-
lected ANG
HC-130(H)N
Aircraft

Change 9 v
TO 1C-130H-2-49GS-00-1

TCTO No. Title TCTO Date TCTO No. Title TCTO Date
1C-130-1653 LC-130R 30 September 1C-130(M)H- Modification 15 April 2000
(USN) Con- 2002 559 of Auxiliary
version to LC- Power Unit
130H (USAF) (APU) on MC-
1C-130(A)U- Replacement 130H Aircraft
556 of Auxiliary
Power Unit
(APU) on
AC-130U Air-
craft

vi Change 10

Section I. AUXILIARY POWER UNIT (APU) SYSTEM
1-1. GENERAL.
The Auxiliary Power Unit (APU) system on
the C-130 airplane supplies bleed air for
starting the engines and for operation of the
other bleed air systems (air conditioning,
heating, pressurization, and anti-icing) and
mechanically drives an AC generator. The
APU system includes the APU door, the APU,
the APU fuel supply, the ignition/starting, the
bleed air, the APU control, the APU indicat-
ing, the exhaust, and the oil supply subsys-
tems. (See figure 1-1.) The overall functions
and operation of the APU are described in
this section. A more detailed description of
each system is presented in subsequent sec-
tions of this manual.
1-2. POWER PLANT SUBSYSTEM (49-10-
00).
The APU compartment is located in the for-
ward left wheel well fairing. A large panel on
the wheel well fairing provides access to the
APU. An intake door above the access panel
supplies air for the APU and an exhaust duct
to the top of the fairing vents exhaust gases
outside the airplane.
1-3. ENGINE SUBSYSTEM (49-20-00).
The APU consists of an accessory gearbox, a
two-stage centrifugal compressor, a single can
combustion chamber, and a radial inward-
flow turbine. The APU weighs approximately
292 pounds. On AC-130U and MC-130H air-
planes, the APU weight has increased to
approximately 332 pounds.
1-4. ENGINE FUEL SUBSYSTEM (49-30-00).
Fuel for the APU is gravity fed from the No.
2 main tank on all airplanes except LC-130H
airplanes. On LC-130H airplanes, the fuel
comes from the crossfeed manifold. The fuel
subsystem includes a motor operated fuel
shutoff valve, a fuel strainer, a fuel pump and
control assembly, and a fuel atomizer.
1-5. IGNITION/STARTING SUBSYSTEM (49-
40-00).
TO 1C-130H-2-49GS-00-1
A capacitive discharge ignition unit and two
relays are mounted on the outboard side of
the APU. The 28 VDC starter is mounted on
the accessory gearbox.
1-6. BLEED AIR AND CONTROL AIR SUB-
SYSTEMS (49-50-00).
Pressurized air is bled from the APU plenum
through the load control valve to the bleed air
system. Air from the plenum is also used by
the load control valve and the fuel control
assembly to control engine speed and exhaust
temperature. A pressure regulator provides a
reference pressure to the load control valve
and a thermostat vents air from the valve to
control the load on the engine. AC-130U and
MC-130H airplanes incorporate a Propor-
tional Control Valve (PCV) to control bleed
air pressure from the load control valve.
1-7. CONTROLS (49-60-00).
The normal controls for the APU are on the
APU control panel on the overhead control
panel in the flight station. The emergency
shutdown controls are on the fire control
panel which is also on the overhead control
panel in the flight station. A centrifugal
switch mounted on the accessory gearbox
actuates at various engine speeds to turn off
the starter and ignition and to turn off the
APU if the APU overspeeds. AC-130U and
MC-130H airplanes have replaced the
centrifugal switch with an Electronic Three
Speed Switch (E3SS), mounted at FS 317 in
the cargo compartment overhead equipment
rack. The E3SS controls the start, ignition,
and the operation of the APU. If an over-
speed condition is sensed, the E3SS will shut
down the APU. In the event the maximum
allowable Exhaust Gas Temperature (EGT) is
exceeded during the start cycle, an Electronic
Temperature Acceleration Controller (ETAC),
will direct the Proportion Control Valve
(PCV) to bleed off pressure from the open side
of the acceleration limiter which in turn,
reduces fuel flow to limit EGT temperature.
49-00-00
Change 10 1-1
TO 1C-130H-2-49GS-00-1

The ETAC is also mounted in the cargo com- 1-9. EXHAUST (49-80-00).
partment overhead equipment rack at FS
The exhaust duct provides an exit through
317. Once the APU has accelerated above the
the wheel well fairing to vent APU exhaust
95 percent RPM, the speed control is taken
gases outside the airplane.
over by the action of the speed (flyweight)
governor. 1-10. OIL (49-90-00).
1-8. INDICATING (49-70-00). The oil subsystem includes an oil pump, an
oil cooler, a low pressure switch, a sequencing
The tachometer indicator, exhaust gas tem-
oil pressure switch, an oil filter, and an oil
perature (EGT) indicator, DOOR OPEN light,
tank. All but the tank are on the APU. The
START light, and ON SPEED light are on the
tank is aft of the APU in the wheel well for-
APU control panel on the overhead control
ward fairing.
panel in the flight station. The hourmeter is
on the outboard side of the APU. On air-
planes AF92-0547 through AF92-2104 and
AF92-3281 and up, the APU control panel has
been modified by removing the START and
ON SPEED lights and replacing the DOOR
OPEN light with an APU DR light. The APU
DR light is located on the caution advisory
panel at the center instrument panel.
NOTE
On HC-130(H)N airplanes AF88-
2101 through AF90-2103 the
START and ON SPEED lights
have been removed and the DOOR
OPEN light has been replaced by
the APU DR light and has been
moved to the caution advisory
panel. This light operates the
same as airplanes AF92-0547
through AF92-2104 and AF92-
3281 and up.

49-00-00
1-2 Change 10
 TO 1C-130H-2-49GS-00-1

Figure 1-1. APU System Component Locations (Sheet 1 of 2)

49-00-00
Change 8 1-3
TO 1C-130H-2-49GS-00-1

Figure 1-1. APU System Component Locations (Sheet 2 of 2)

49-00-00
1-4 Change 8
 TO 1C-130H-2-49GS-00-1

Section II. POWER PLANT

2-1. GENERAL. AC-130U and MC-130H airplanes, the low oil

pressure switch prevents collapsing of the
The APU is installed in a compartment in the
inlet duct by interrupting power to the closed
forward left main landing gear wheel well
side of the door actuator until the oil pressure
fairing. (See figure 1-1.) The APU supplies
is less than 4 PSI.
air to pressurize the bleed air system of the
airplane for ground operations such as engine 2-3. COOLING AIR.
starting, nacelle preheating, air conditioning,
Cooling air for the APU compartment is
or operation of other pneumatic systems, and
drawn in through two small ram air scoops
provides shaft power to drive a 40 KVA AC
located on the fairing underneath the APU
generator.
compartment. A cooling fan, driven by the
2-2. AIR INTAKE DOOR. accessory drive gears, draws air in through
the air intake duct and forces some air
The air intake door is a one-piece door which
through the oil cooler on the right side of the
is opened and closed by an electric actuator.
unit and some air to the aft end of the AC
(See figures 1-1 and FO-1.) Power to the
generator.
actuator and to the control switch is supplied
from the isolated DC bus. The door position 2-4. ACCESS.
is controlled by switches within the door actu-
A large access panel on the forward wheel
ator and the control relays.
well fairing provides access to the APU com-
2-2.1 Door Opening. When the APU CON- partment. A panel above the APU access
TROL/APU switch is placed in the START or panel provides access to the APU door
RUN position, the door will open to the 35- actuator.
degree position while on the ground, or to the
2-5. SPECIAL MAINTENANCE
15 degree position while in flight. If the air-
REQUIREMENTS.
plane takes off with the door open, the door
will close to the 15 degree position. The aux- Refer to the applicable Job Guide for special
iliary touchdown relay and the door control maintenance requirements.
and door close control relays control the posi-
2-6. CONSUMABLE MATERIALS LIST.
tion of the door. If the actuator fails, the door
can be opened on the ground and the switches Refer to the applicable Job Guide Input Con-
in the actuator bypassed to operate the APU. ditions for a listing of consumable materials
This procedure is detailed in the Job Guide. required to perform a particular maintenance
function.
2-2.2 Door Closing. When the APU CON-
TROL/APU switch is placed to STOP or the 2-7. SUPPORT EQUIPMENT LIST.
fire emergency control handle is pulled, the
Refer to the applicable Job Guide Input Con-
APU inlet door closes after the APU speed
ditions for a list of special tools and test
has decreased to approximately 18 percent
equipment required to perform a particular
RPM. The low oil-pressure switch actuates at
maintenance function.
approximately 20 PSI to close the door. This
prevents collapsing the inlet duct due to neg-
ative pressure when the door closes. On

49-10-00
Change 10 2-1/(2-2 blank)
 TO 1C-130H-2-49GS-00-1

Section III. ENGINE

3-1. GENERAL. pump assembly includes pumps, a filter, and

a valve assembly, all in one housing.
The auxiliary power unit (APU) is an AiRe-
search Model No. GTCP85-180L, Part No. 3-2. SPECIAL MAINTENANCE
381116-1-( ). The APU weighs approximately REQUIREMENTS.
292 pounds. On AC-130U and MC-130H air-
Refer to the applicable Job Guide for special
planes, the APU has been replaced with an
maintenance requirements.
Allied Signal Model No. GTCP 85-185L(A),
part No. 3800599-1, with a weight of approxi- 3-3. CONSUMABLE MATERIALS LIST.
mately 332 pounds. The APU’s (GTCP85-
Refer to the applicable Job Guide Input Con-
180L and GTCP85-185L(A)), consists of an
ditions for a listing of consumable materials
accessory gearbox, two-stage centrifugal com-
required to perform a particular maintenance
pressor assembly, a single can burner, and a
function.
radial inward-flow turbine. (See figure 3-1.)
The accessory assembly consists of a starter 3-4. SUPPORT EQUIPMENT LIST.
motor, oil and fuel pumps, an oil cooler fan,
Refer to the applicable Job Guide Input Con-
tachometer generator, and a mounting pad
ditions for a list of special tools and test
for the AC generator. The accessory group,
equipment required to perform a particular
with the exception of the starter, is powered
maintenance function.
through a reduction gear train directly cou-
pled to the compressor drive shaft. The oil

49-20-00
Change 10 3-1
TO 1C-130H-2-49GS-00-1

Figure 3-1. APU Components

49-20-00
3-2

Section IV. ENGINE FUEL SUBSYSTEM
4-1. GENERAL.
The fuel subsystem includes a motor-operated
shutoff valve, a fuel strainer, and a fuel con-
trol and pump assembly. (See figure 4-1.)
The APU uses fuel from the airplane fuel
system.
4-2. FUEL SHUTOFF VALVE.
On all airplanes except LC-130H airplanes
AF83-0490 and up, airplanes modified by TO
1C-130-1653, and airplanes modified by TO
1C-130-1565, a motor operated shutoff valve
in the fuel line shuts off fuel to the APU
when the APU is not running and in case of a
fire or other emergency. The valve opens
when the APU CONTROL/APU switch is
placed to START and remains open when the
switch is released to RUN. The valve closes
when the switch is placed to STOP or when
the APU fire emergency control handle is pul-
led. LC-130H airplanes AF83-0490 and up,
and airplanes modified by TO 1C-130-1565,
the motor operated fuel shutoff valve is wired
to remain open at all times in order to relieve
high fuel pressure that would otherwise be
trapped between the fuel shutoff valve and
the APU fuel control. The fuel shutoff valve
on these four LC-130H airplanes is closed
only when the APU fire T-handle is pulled.
Normal APU shutdown on these four LC-
130H airplanes occurs when the APU control
switch is placed to the STOP position, thereby
de-energizing the fuel shutoff solenoid valve
solenoid and thus closing the fuel shutoff
solenoid valve. (See figure 7-4 or 7-5.) On
airplanes other than LC-130H, the valve is
located in the No. 2 dry bay and fuel comes
from the No. 2 main fuel tank. On LC-130H
airplanes, the valve is located in the left wing
root area and fuel comes from the crossfeed
manifold. On LC-130H airplanes, a manually
operated bypass valve allows the engines to
be started when there is no available source
of compressed air and the APU fuel shutoff
valve has failed in the closed position. Use of
the manually operated fuel bypass valve is
restricted to emergency ground operation at
remote sites.
TO 1C-130H-2-49GS-00-1
4-3. FUEL CONTROL AND PUMP
ASSEMBLY.
The fuel control and pump assembly includes
a fuel pump, filter, acceleration control, gov-
ernor, and a fuel shutoff solenoid valve. (See
figures 4-1 and 4-2.)
4-3.1 Fuel Shutoff Solenoid Valve. The fuel
shutoff solenoid valve shuts off fuel to the
APU when the APU is not operating. The
valve is normally closed. When oil pressure
reaches approximately 3 psi (10 percent
RPM), or 4 psi for AC-130U and MC-130H
airplanes, the fuel shutoff solenoid valve
opens and fuel is admitted to the fuel nozzle.
While the valve is closed and when the fuel
pump supplies more fuel than is required, the
excess fuel is returned to the pump inlet
through the pressure relief valve.
4-3.2 Acceleration Control. The acceleration
control controls the APU during acceleration.
During acceleration, the fuel flow is scheduled
as a function of compressor discharge pres-
sure. As the unit accelerates, the compressor
discharge pressure increases and thereby
increases the fuel pressure and flow to the
combustion chamber. In the event the maxi-
mum allowable exhaust gas temperature
(EGT) of the APU is exceeded during the
start cycle, the bleed load control thermostat
opens to bleed off pressure from the open side
of the acceleration control which, in turn,
reduces fuel flow to limit the temperature.
After the unit has accelerated above 95 per-
cent RPM, speed control is taken over by
action of the flyweight governor. On AC-130U
and MC-130H airplanes, (See figure 4-3), the
acceleration control is controlled through the
Electronic Temperature Acceleration Control-
ler (ETAC), which is located in the overhead
equipment rack FS 317. In the event the
maximum allowable exhaust gas temperature,
in combination with the Compressor Inlet
Temperature (CIT) sensor, is exceeded, the
ETAC will energize the proportional control
valve to bleed off pressure from the open side
of the acceleration limiter, thus reducing fuel
flow to limit the temperature.
49-30-00
Change 10 4-1
TO 1C-130H-2-49GS-00-1
4-3.3 Governor. The governor valve is sub-
jected to forces from the flyweight and the
speeder spring. The governor is designed so
that the flyweight force equals the spring
force at 95 percent RPM. Thus, the valve
cracks at 95 percent RPM and opens in pro-
portion to the speed above 95 percent RPM.
As the valve is lifted from its seat, some of
the pump output is bypassed back to its inlet,
which decreases fuel nozzle flow. Fuel pres-
sure also decreases since the opening of the
governor valve reduces the total resistance to
flow from the pump. The unit accelerates
any time the fuel nozzle flow is greater than
the fuel requirement since the turbine con-
verts this excess fuel to power output. As the
unit speed increases above 95 percent, the
fuel flow drops until no excess power is devel-
oped. The speed at which this occurs is
determined by the amount of speeder spring
force. The spring is adjusted so that the
valve is open far enough to allow the idle fuel
flow at approximately 100 percent RPM.
When a load is applied to the unit, more fuel
flow is required to deliver extra power to the
turbine. As the speed drops with load, the
flyweight force is reduced, which causes less
fuel to be bypassed. More fuel is then deliv-
ered to the fuel nozzle which again increases
the unit speed to approximately 100 percent.
49-30-00
4-2 Change 10
4-3.4 Fuel Filter. A non-bypass, single ele-
ment type filter is installed on the fuel con-
trol to filter fuel from the pump.
4-4. FUEL STRAINER.
The fuel strainer is located on the bottom of
the wheel well fairing at the inboard aft cor-
ner of the APU compartment. A pushbutton
valve on the strainer allows the strainer to be
drained to check operation of the motor oper-
ated fuel shutoff valve.
4-5. SPECIAL MAINTENANCE
REQUIREMENTS.
Refer to the applicable Job Guide for special
maintenance requirements.
4-6. CONSUMABLE MATERIALS LIST.
Refer to the applicable Job Guide Input Con-
ditions for a listing of consumable materials
required to perform a particular maintenance
function.
4-7. SUPPORT EQUIPMENT LIST.
Refer to the applicable Job Guide Input Con-
ditions for a list of special tools and test
equipment required to perform a particular
maintenance function.
 TO 1C-130H-2-49GS-00-1

Figure 4-1. Fuel System Locations (Sheet 1 of 2)

49-30-00
4-3
TO 1C-130H-2-49GS-00-1

Figure 4-1. Fuel System Locations (Sheet 2 of 2)

49-30-00
4-4
 TO 1C-130H-2-49GS-00-1

Figure 4-2. Fuel System Schematic

49-30-00
Change 6 4-5/(4-6 blank)
 TO 1C-130H-2-49GS-00-1

Figure 4-3. Fuel and Speed Control System Schematic (AC-130U and MC-130H Airplanes)

49-30-00
Change 10 4-7/(4-8 blank)

Section V. START AND IGNITION SUBSYSTEM
5-1. GENERAL.
The start subsystem includes a start relay, a
starter, and an auxiliary start relay.
The ignition subsystem includes the ignition
unit, ignition lead, and igniter plug.
(See figure 5-1.)
5-2. START SUBSYSTEM.
The start relay is mounted behind the pilots
side circuit breaker panel and is energized
when the APU CONTROL/APU switch is
placed to START. This also energizes the
auxiliary start relay which acts as a holding
relay to keep the start circuit energized until
the APU reaches 35 percent RPM. At 35 per-
cent RPM the centrifugal switch cuts off
power to the start circuit. The auxiliary start
relay is mounted on the outboard side of the
APU. The 28 VDC starter drives the APU
through the accessory gearbox and is
mounted on the gearbox. On AC-130U and
MC-130H airplanes, the Auxiliary Start Relay
(ASR) and the Electronic Three Speed Switch
(E3SS) controls the APU starter circuit. At
50 percent RPM the E3SS de-energizes the
ASR which de-energizes the APU start relay.
At 95 percent RPM the E3SS removes power
to the ignition circuit. The E3SS is located in
the cargo compartment overhead equipment
rack at FS 317. The E3SS will prevent the
APU starter from rotating if RPM is not
detected within 10 seconds from the time the
APU CONTROL switch is moved from the
STOP position. In the event of an automatic
shutdown, or if the APU is not started within
TO 1C-130H-2-49GS-00-1
10 seconds of the APU CONTROL switch
being moved from STOP position, the E3SS
will not allow a restart until after the APU
CONTROL switch has been placed to STOP
momentarily and the start process reinitiated.
5-3. IGNITION SUBSYSTEM.
The ignition unit is a high capacitance dis-
charge type and is mounted on the outboard
side of the APU. The high voltage output
from the unit goes through the ignition lead
to the igniter plug on the burner can. The
ignition circuit is energized at speeds up to 95
percent RPM. At 95 percent RPM the
centrifugal switch cuts off power to the igni-
tion circuit. On AC-130U and MC-130H air-
planes, at 95 percent RPM the E3SS will cut
off power to the ignition circuit.
5-4. SPECIAL MAINTENANCE
REQUIREMENTS.
Refer to the applicable Job Guide for special
maintenance requirements.
5-5. CONSUMABLE MATERIALS LIST.
Refer to the applicable Job Guide Input Con-
ditions for a listing of consumable materials
required to perform a particular maintenance
function.
5-6. SUPPORT EQUIPMENT LIST.
Refer to the applicable Job Guide Input Con-
ditions for a list of special tools and test
equipment required to perform a particular
maintenance function.
49-40-00
Change 10 5-1
TO 1C-130H-2-49GS-00-1

Figure 5-1. Starting and Ignition System Locations (Sheet 1 of 2)

49-40-00
5-2 Change 10
 TO 1C-130H-2-49GS-00-1

Figure 5-2. Starting and Ignition System Locations (Sheet 2 of 2)

49-40-00
Change 10 5-3/(5-4 blank)

Section VI.
6-1. GENERAL.
The air subsystems include the load control
valve, which controls the flow of bleed air
from the APU, the air pressure regulator and
compressor discharge solenoid valve. (See fig-
ure 6-1.) On AC-130U and MC-130H air-
planes, the air subsystem incorporates a Pro-
portional Control Valve (PCV). (See figure 6-
1.)
6-2. LOAD CONTROL VALVE.
The bleed shutoff and load control valve is a
butterfly valve. The valve is normally spring-
loaded closed. When the APU is on speed
and the BLEED AIR VALVE/BL AIR switch
is placed to OPEN/ON, the bleed control sole-
noid valve is energized to open and compres-
sor discharge air is routed through a pressure
regulator to the valve actuator. (See figure 4-
2.) The pressure acting on the diaphragm
overcomes the spring force to open the valve.
When the bleed control solenoid valve is
CLOSED/OFF, open-side pressure is vented
to atmosphere and compressor discharge air
is switched to the close side of the diaphragm
to close the valve. A spring in the valve actu-
ator also assists in closing the valve. The
valve can modulate to an intermediate posi-
tion between full open and full closed. A
function of the load control valve is to limit
the APU EGT by limiting the amount of bleed
air that is extracted from the APU. The
bleed load control thermostat senses exhaust
gas temperature and, when the EGT reaches
a certain predetermined limit, the thermostat
opens to bleed off open-side actuator pressure
which, in turn, modulates the load control
valve towards the close position. As the bleed
load is reduced, the EGT also decreases and
the thermostat no longer bleeds open-side
pressure from the actuator. An equilibrium is
established where the valve remains at a
position to pass sufficient bleed air, which
corresponds to 100 percent bleed performance
without exceeding the maximum allowable
EGT. The load control valve also incorpo-
rates a valve opening rate control feature to
limit the very high transient exhaust gas
temperature which would occur if the opening
TO 1C-130H-2-49GS-00-1
AIR SUBSYSTEM
rate was too fast. When the load control
valve is energized and the butterfly valve
begins to open, upstream pressure is reduced.
The pressure on one side of the rate valve
diaphragm is then reduced. The opening
pressure on the other side of the diaphragm
remains higher momentarily, because the
pressure is relieved through a fixed orifice.
Differential pressure causes the rate valve to
open and the pressure is relieved in the open
side of the valve actuator. In this way, the
rate valve limits the opening of the bleed
valve.
6-3. COMPRESSOR DISCHARGE SOLE-
NOID VALVE.
The compressor discharge solenoid valve is a
two-way selector valve with three ports.
When the solenoid is de-energized, the pneu-
matic thermostat operates with the fuel con-
trol unit acceleration control valve. When the
solenoid is energized, the pneumatic thermo-
stat operates with the bleed air shutoff and
the load control valve.
6-4. AIR PRESSURE REGULATOR.
The differential air pressure regulator pro-
vides a reference pressure to the load control
valve. (See figure 4-2.)
6-5. PROPORTIONAL CONTROL VALVE
(PCV).
On AC-130U and MC-130H airplanes, a pro-
portional control valve has been incorporated
into the system to control over temperatures.
If an over temperature condition is sensed,
the proportional control valve is energized
open, through the ETAC, at which time it is
directed to bleed off pressure from the load
control valve. This will reduce the bleed air
provided to the airplane and force more cool-
ing air to the turbine, until the temperature
returns to within operational EGT limits, at
which time the system will stabilize.
6-6. SPECIAL MAINTENANCE
REQUIREMENTS.
Refer to the applicable Job Guide for special
maintenance requirements.
49-50-00
Change 10 6-1
TO 1C-130H-2-49GS-00-1

6-7. CONSUMABLE MATERIALS LIST. 6-8. SUPPORT EQUIPMENT LIST.

Refer to the applicable Job Guide Input Con- Refer to the applicable Job Guide Input Con-
ditions for a listing of consumable materials ditions for a list of special tools and test
required to perform a particular maintenance equipment required to perform a particular
function. maintenance function.

49-50-00
6-2 Change 10
 TO 1C-130H-2-49GS-00-1

Figure 6-1. Air System Locations

49-50-00
Change 10 6-3/(6-4 blank)

Section VII. CONTROL SUBSYSTEM
7-1. GENERAL.
The control subsystem includes the APU
CONTROL/APU switch, the BLEED AIR
VALVE/BL AIR switch, the fire emergency
control handle, the centrifugal switch, and
the overspeed test solenoid. (See figure 7-1.)
On AC-130U and MC-130H airplanes, the
control subsystem deletes the centrifugal
switch and the over-speed switch, replacing
them with an Electronic Three Speed Switch
(E3SS) and Electronic Temperature Accelera-
tion Control unit (ETAC). (See figure 7-1.)
7-2. APU CONTROL SWITCH.
The APU CONTROL/APU switch is a three
position switch that controls the APU door
and, through the centrifugal switch, the aux-
iliary start relay (ASR). (See figures 7-2 and
7-3.) Holding the APU CONTROL/APU
switch in the spring loaded START position
energizes the ASR. The ASR energizes the
start relay and remains energized until the
circuit is broken by the 35-percent contacts in
the centrifugal switch or by moving the con-
trol switch to STOP. The ASR also energizes
the fuel valve relay to open the motor oper-
ated fuel shutoff valve, the fuel shutoff sole-
noid valve on the fuel control, and the fuel
holding relay (FHR). The FHR holds the fuel
valve relay and fuel shutoff solenoid valve
energized until the circuit is broken by the
110-percent contacts in the centrifugal switch
or by moving the control switch to STOP.
When the control switch is released from
START, it moves to the RUN position. In
this position, all APU circuits are energized
to the various automatic controls. These oil-
pressure and speed-sensitive switches control
their respective circuits to accomplish starting
and running of the APU. When the APU
CONTROL/APU switch is placed to STOP,
the overspeed switch test solenoid breaks the
contacts on the 110-percent speed switch to
close the APU fuel solenoid valve and motor
operated fuel shutoff valve. If the 110-per-
cent switch is inoperative, the APU will not
shut down and the fire emergency control
TO 1C-130H-2-49GS-00-1
handle must be pulled to deenergize the cir-
cuits and close the motor operated fuel shut-
off valve. The APU CONTROL/APU switch
also closes the APU intake door when placed
to STOP. On AC-130U and MC-130H air-
planes, the APU control switch is a three
position switch that controls the APU door
and, through the E3SS, all other electrical
power to the APU. Power to the APU control
switch is provided from the APU CONTROL
circuit breaker through the normally closed
contacts of the APU fire handle. Placing the
APU control switch to the run position pro-
vides 28 VDC to the APU door intermediate
switch to the momentary contact of the FHR,
to energize the E3SS, and to open the APU
inlet door through contacts on the auxiliary
touch-down relay. The door opens approxi-
mately 35 degrees on the ground and 15
degrees in flight. If the door is open at least
15 degrees, intermediate position, placing the
control switch to START position provides
power to contacts of the ASR and through the
50 percent contacts of the E3SS to the coil of
the ASR. Power from the energized contacts
of the ASR provides power to the APU start
relay, and to a holding circuit made up of the
110 percent contacts of the E3SS and the
FHR. The holding circuit provides power to
the following circuits: The APU fuel relay,
which opens the motor operated fuel shutoff
valve, through the oil pressure switch to ener-
gize the solenoid operated fuel shutoff valve,
and through the 95 percent contact of the
E3SS and oil pressure switch to the ignition
circuit. The oil pressure switch contacts close
at 4 PSI, approximately 10 percent RPM. At
50 percent RPM, the E3SS de-energizes the
ASR, which de-energizes the APU start relay,
disengaging the starter. At 95 percent RPM
the E3SS removes power to the ignition cir-
cuit, provides power to the on speed relay,
elapsed time indicator, and the ETAC on
speed circuit. If the bleed air valve switch is
in the open position, the on speed relay ener-
gizes the compressor discharge and load con-
trol valve solenoids. If oil pressure is lost,
the solenoid operated fuel shutoff is de-ener-
gized, shutting down the APU. If the APU
exceeds 110 percent RPM, the E3SS removes
49-60-00
Change 10 7-1
TO 1C-130H-2-49GS-00-1
power to the fuel holding relay, causing both
fuel shutoff valves to close, shutting down the
APU. If the APU control switch is placed to
STOP, 28 VDC is provided to the E3SS over-
speed test which simulates an overspeed test
which simulates an overspeed condition, shut-
ting down the APU and powering the door
close circuit. The E3SS will shut down the
APU if the tachometer generator signal is lost
for more than 10 seconds. E3SS will also pre-
vent the APU starter from rotating if RPM is
not detected within 10 seconds from the time
the APU CONTROL switch is moved from the
STOP position to the START position. In the
event of an automatic shutdown, or if the
APU is not started with 10 seconds of the
APU CONTROL switch being moved from the
STOP position, the E3SS will not allow a
restart until after the APU CONTROL switch
has been placed to STOP and the start pro-
cess reinitialized.
7-3. FIRE EMERGENCY CONTROL
HANDLE.
The fire emergency control handle dee-
nergizes the circuits to the APU when pulled
and closes the APU door. It also energizes
the fire extinguishing system. On LC-130H
airplanes AF83-0490 and up, and airplanes
modified by TO 1C-130-1565, and airplanes
modified by TO 1C-130-1653, the fire emer-
gency control handle is the only means of
closing the APU fuel shutoff valve.
7-4. CENTRIFUGAL SWITCH.
The centrifugal switch is a self-actuating,
self-resetting, flyweight-operated, multiple
centrifugal switch assembly which controls
the sequence of operation of the automatic
functions of the APU. The switches operate
at 35, 95, and 110 percent RPM. The 35-
percent switch breaks the circuit to the ASR
and deenergizes the starter. The 95-percent
switch deenergizes the ignition and energizes
49-60-00
7-2 Change 10
the on speed relay and, through the relay, the
BLEED AIR VALVE/BL AIR switch. If the
governor should fail to control engine speed to
below 110 percent, the 110-percent switch
deenergizes the FHR and fuel shutoff solenoid
valve to shut off the APU. On AC-130U and
MC-130H airplanes, the centrifugal speed
switch has been replaced with an E3SS.
7-5. BLEED AIR VALVE SWITCH.
The BLEED AIR VALVE/BL AIR switch oper-
ates the load control valve and the compres-
sor discharge solenoid. The load control valve
supplies bleed air to the airplane bleed air
system. The compressor discharge solenoid
directs air to the acceleration control valve on
the fuel control.
7-6. OVERSPEED TEST SOLENOID.
The overspeed test solenoid is normally
closed. When energized by the APU CON-
TROL/APU switch, it applies air pressure to
the centrifugal switch to open the 110 percent
switch. This shuts off the APU. On AC-130U
and MC-130H airplanes, the overspeed test
solenoid has been replaced with an E3SS.
7-7. SPECIAL MAINTENANCE
REQUIREMENTS.
Refer to the applicable Job Guide for special
maintenance requirements.
7-8. CONSUMABLE MATERIALS LIST.
Refer to the applicable Job Guide Input Con-
ditions for a listing of consumable materials
required to perform a particular maintenance
function.
7-9. SUPPORT EQUIPMENT LIST.
Refer to the applicable Job Guide Input Con-
ditions for a list of special tools and test
equipment required to perform a particular
maintenance function.
 TO 1C-130H-2-49GS-00-1

Figure 7-1. Control Locations (Sheet 1 of 2)

49-60-00
Change 10 7-2.1
TO 1C-130H-2-49GS-00-1

Figure 7-2. Control Locations (Sheet 2 of 2)

49-60-00
7-2.2 Change 10
 TO 1C-130H-2-49GS-00-1

Figure 7-2. Control Schematic Diagram (Airplanes prior to AF92-0547 and AF92-3021 through
AF92-3024 Except HC-130(H)N Airplanes AF88-2101 through AF90-2103)

49-60-00
Change 8 7-3
TO 1C-130H-2-49GS-00-1

Figure 7-3. Control Schematic Diagram (HC-130(H)N Airplanes AF88-2101 through AF90-2103, Air-
planes AF92-0547 through AF92-2104 and AF92-3281 and Up Excluding LC-130H Airplanes)

49-60-00
7-4 Change 8
 TO 1C-130H-2-49GS-00-1

Figure 7-4. Control Schematic Diagram (LC-130H Airplanes AF83-0490 through AF83-0493
and Airplanes Modified by TO 1C-130-1653)

49-60-00
Change 9 7-5
TO 1C-130H-2-49GS-00-1

Figure 7-5. Control Schematic Diagram (LC-130H airplanes AF92-1094 and up

modified by TO 1C-130-1565)

49-60-00
7-6 Change 7
 TO 1C-130H-2-49GS-00-1

Figure 7-6. Control Schematic Diagram (Sheet 1 of 2) (MC-130H Airplanes)

49-60-00
Change 10 7-7/(7-8 blank)
 TO 1C-130H-2-49GS-00-1

Figure 7-6. Control Schematic Diagram (Sheet 2 of 2) (MC-130H Airplanes)

49-60-00
Change 10 7-9/(7-10 blank)
 TO 1C-130H-2-49GS-00-1

Figure 7-7. Control Schematic Diagram (Sheet 1 of 2) (AC-130U Airplanes)

49-60-00
Change 10 7-11/(7-12 blank)
 TO 1C-130H-2-49GS-00-1

Figure 7-7. Control Schematic Diagram (Sheet 2 of 2) (AC-130U Airplanes)

49-60-00
Change 10 7-13/(7-14 blank)

Section VIII.
8-1. GENERAL.
The indicating subsystem includes the
tachometer indicator and generator, the
exhaust gas temperature (EGT) indicator and
thermocouple, the DOOR OPEN light and
switch, the START light, the ON SPEED
light, and the elapsed time indicator (hourme-
ter). (See figure 8-1.) On airplanes AF92-
0547 through AF92-2104 and AF92-3281 and
up, the START and ON SPEED lights have
been removed. The DOOR OPEN light has
been removed and replaced with an APU DR
light. The APU DR light is located on the
caution advisory panel at the center instru-
ment panel. On airplanes AF95-1001 and up,
the APU tachometer indicator provides an
LCD digital and an analog pointer sweep
movement readout of percentage RPM. The
indicator continually runs an internal BIT
routine.
NOTE
On HC-130(H)N airplanes AF88-
2101 through AF90-2103 the
START and ON SPEED lights
have been removed and the DOOR
OPEN light has been replaced by
the APU DR light and has been
moved to the caution advisory
panel. This light operates the
same as airplanes AF92-0547
through AF92-2104 and AF92-
3281 and up.
8-2. TACHOMETER SUBSYSTEM.
8-2.1 General. The tachometer subsystem
includes the tachometer indicator and
tachometer generator. The indicator is
mounted on the APU control panel on the
pilots overhead panel. The generator is
mounted on the oil pump on the accessory
gearbox on the APU. The system indicates
the engine speed in percent of rated RPM.
AC-130U and MC-130H airplanes incorporate
an Electronic Three Speed Switch (E3SS).
The E3SS interprets voltage data from the
tachometer generator and provides that data
to the tachometer indicator.
TO 1C-130H-2-49GS-00-1
INDICATING SUBSYSTEM
8-2.2 Tachometer Indicator Power. (See fig-
ure 8-2.) On airplanes prior to AF95-1001,
the self-powered analog tachometer indication
subsystem provides percentage RPM indica-
tion as soon as APU rotation begins driving
the tachometer generator. The LCD Type I
engine instrument installed on AF95-1001
and up is not self-powered and requires a 115
VAC 400Hz power source in order to provide
percentage RPM indication. The AC power
required is obtained from the AC INST &
ENG FUEL CONT BUS through the APU
TACH circuit breaker located on the pilots
lower circuit breaker panel. The AC INST &
ENG FUEL CONT BUS can be powered by
placing the AC switch on the pilots overhead
electrical control panel to power the instru-
ment inverter, or by using external electrical
power to start the APU. Otherwise, no APU
percentage RPM indication is available until
the APU generator is on line.
8-2.3 LCD Tachometer Indicator Operation.
(See figure 8-1.) The NVIS compatible LCD
tachometer indicator provides APU percent-
age RPM indication directly on a digital dis-
play at the top of the indicator and also on an
analog pointer sweep movement over a range
of 0 to 120 percent RPM. The tachometer
indicator was designed for engine operation,
then adapted for APU operation. The normal
operating region for the engine and the APU
is defined at the 9 o’clock position. The oper-
ating region defined at the 6 o’clock position
is for engine low speed ground idle operation
and is ignored for APU operation. The APU
normal operating region is from 95 to 105
percent RPM and the overspeed band is for
speeds greater than 105 percent RPM. If the
APU overspeeds, a discrete legend ‘‘LIMIT’’ is
displayed immediately below the center of the
indicator. The ‘‘LIMIT’’ legend will go off
approximately three seconds after the APU
returns to an acceptable operating range.
The indicator is provided with a Built In Test
Equipment (BITE) function. If BITE detects
an internal fault, the digital display will be
replaced with the discrete legend ‘‘Err’’.
49-70-00
Change 10 8-1
TO 1C-130H-2-49GS-00-1

8-3. EXHAUST GAS TEMPERATURE 8-4.3 On Speed Light. The ON SPEED

SUBSYSTEM. light is activated by the on speed relay when
the APU reaches 95 percent RPM. (See
The EGT subsystem consists of the EXH
figures 7-2 and 7-3.) The ON SPEED light
TEMP indicator on the APU control panel,
has a press-to-test feature.
the EGT thermocouple on the APU exhaust,
and the thermocouple resistor in the forward 8-5. ELAPSED TIME INDICATOR.
left cargo compartment. (See figure 8-3.) The
The elapsed time indicator (hourmeter) indi-
system indicates the EGT in degrees Celsius.
cates the number of hours of run time for the
The thermocouple resistor is a wire wound
APU. The indicator is activated by the 95
spool resistor used to calibrate the indicator
percent switch. (See figures 7-2 and 7-3.)
to the thermocouple. AC-130U and MC-130H
airplanes incorporate an Electronic Tempera- 8-6. SPECIAL MAINTENANCE
ture Acceleration Control unit (ETAC). The REQUIREMENTS.
ETAC is located in the cargo compartment in
Refer to the applicable Job Guide for special
the overhead equipment rack at FS 317. The
maintenance requirements.
ETAC receives temperature data from the
EGT thermocouples and in turn sends that 8-7. CONSUMABLE MATERIALS LIST.
data to the EGT indicator. (See figure 8-3.)
Refer to the applicable Job Guide Input Con-
8-4. INDICATOR LIGHTS. ditions for a listing of consumable materials
required to perform a particular maintenance
8-4.1 Door Open Light. The door open
function.
switch actuates when the APU door is not
fully closed to turn on the DOOR OPEN/APU 8-8. SUPPORT EQUIPMENT LIST.
DR light. (See figure 8-4.) The switch is on
Refer to the applicable Job Guide Input Con-
the APU door actuator mounting bracket.
ditions for a list of special tools and test
The light, which has a press-to-test feature, is
equipment required to perform a particular
on the APU control panel.
maintenance function.
8-4.2 Start Light. The START light comes
on when the APU start circuit is energized.
(See figure 7-2.) The START light has a
press-to-test feature.

49-70-00
8-2 Change 10
 TO 1C-130H-2-49GS-00-1

Figure 8-1. Indicating System Locations

49-70-00
Change 8 8-2.1/(8-2.2 blank)
 TO 1C-130H-2-49GS-00-1

Figure 8-2. Tachometer Schematic Diagram (Sheet 1 of 2)

49-70-00
Change 10 8-3
TO 1C-130H-2-49GS-00-1

Figure 8-2. Tachometer Schematic Diagram (Sheet 2 of 2)

49-70-00
8-4 Change 10
 TO 1C-130H-2-49GS-00-1

Figure 8-3. EGT Indicator Schematic Diagram (Sheet 1 of 2)

49-70-00
Change 10 8-4.1
TO 1C-130H-2-49GS-00-1

Figure 8-3. EGT Indicator Schematic Diagram (Sheet 2 of 2)

49-70-00
8-4.2 Change 10
 TO 1C-130H-2-49GS-00-1

Figure 8-4. Door Open Light Schematic Diagram

49-70-00
Change 8 8-5/(8-6 blank)
 TO 1C-130H-2-49GS-00-1

Section IX. EXHAUST SUBSYSTEM

9-1 GENERAL. 9-3 CONSUMABLE MATERIALS LIST.

The exhaust subsystem consists of a two-piece, Refer to the applicable Job Guide Input Condi-
insulated, stainless steel duct that vents APU tions for a listing of consumable materials
exhaust gases through the top of the forward required to perform a particular maintenance
wheel well fairing. (See figure 1-1.) An eductor function.
type opening between the upper and lower
9-4 SUPPORT EQUIPMENT LIST.
ducts helps to cool the APU compartment by
drawing air out of the compartment through Refer to the applicable Job Guide Input Condi-
the exhaust duct. An overheat detector tions for a list of special tools and test equip-
mounted around the eductor opening monitors ment required to perform a particular mainte-
the compartment for excessive temperature. A nance function.
drain pan under the opening drains any liquids
that enter the upper duct through the bottom
of the fairing.
9-2 SPECIAL MAINTENANCE REQUIREMENTS.
Refer to the applicable Job Guide for special
maintenance requirements.

49-80-00
9-1/(9-2 blank)
 TO 1C-130H-2-49GS-00-1

Section X. OIL SUBSYSTEM

10-1. GENERAL. tank capacity is 4 US quarts with the entire

system holding approximately 6 US quarts.
The oil system includes an oil pump assem-
An access panel in the wheel well fairing
bly, an oil filter, an oil cooler, an oil tank, a
allows servicing of the oil tank. A manual
sequencing oil pressure switch, and a low oil
drain valve adjacent to the tank allows the
pressure switch. (See figures 10-1 and 10-2.)
tank to be drained.
The oil system is a positive-pressure, dry-
sump type. 10-6. SEQUENCING OIL PRESSURE
SWITCH.
10-2. OIL PUMP ASSEMBLY.
The sequencing oil pressure switch shuts off
Two oil pumps, a filter, a filter bypass valve,
the fuel shutoff solenoid valve and ignition
and a pressure regulating valve are all com-
until the APU is rotating at a sufficient
bined in the oil pump assembly, which is
speed. The switch also closes the fuel shutoff
mounted on the inboard side of the accessory
solenoid valve to shut the APU down in the
section. Oil flow is maintained by a pressure
event of low oil pressure, at approximately 4
pump and a duplex scavenge pump. The
psi.
pressure pump delivers oil from the oil tank
to the accessory gear section and turbine sec- 10-7. LOW OIL PRESSURE SWITCH.
tion through two external lines. The duplex
A low oil pressure switch prevents the APU
scavenge pump draws oil from the accessory
intake door from closing during shutdown
gear section and turbine section and pumps
until APU speed has dropped and the com-
the oil to the tank through the cooler bypass
pressor is no longer drawing air through the
valve and oil cooler. On AC-130U and MC-
intake. This prevents damage to the intake
130H airplanes, the cooler (thermostatic)
ducts from reduced pressure in the ducts.
bypass valve has been removed.
10-8. SPECIAL MAINTENANCE
10-3. OIL FILTER.
REQUIREMENTS.
The oil filter is of the single element type and
Refer to the applicable Job Guide for special
is mounted on the oil pump assembly.
maintenance requirements.
10-4. OIL COOLER.
10-9. CONSUMABLE MATERIALS LIST.
The oil cooler is mounted on the lower
Refer to the applicable Job Guide Input Con-
inboard side of the APU. A cooling fan,
ditions for a listing of consumable materials
driven by the accessory drive gears, draws air
required to perform a particular maintenance
in through the air intake duct and forces air
function.
through the oil cooler. On some units the oil
cooler includes a thermostatic bypass valve 10-10. SUPPORT EQUIPMENT LIST.
which allows oil to flow directly to the tank
Refer to the applicable Job Guide Input Con-
and bypass the cooler so the oil heats to oper-
ditions for a list of special tools and test
ating temperature quicker after starting.
equipment required to perform a particular
10-5. OIL TANK. maintenance function.
The oil tank is located in the APU compart-
ment directly aft of the APU generator. The

49-90-00
Change 10 10-1
TO 1C-130H-2-49GS-00-1

Figure 10-1. Oil System Locations

49-90-00
10-2
TO 1C-130H-2-49GS-00-1

Figure 10-2. Oil System Schematic Diagram

49-90-00
10-3/(10-4 blank)
 TO 1C-130H-2-49GS-00-1

FO-1. APU Door Control Schematic Diagram

49-10-00
FP-1/(FP-2 blank)