Single Aisle Technical Training Manual CMQ A330/A340 To A319/320/321 (IAE V2500/ME) T1 (LVL 2&3) APU

Single Aisle
TECHNICAL TRAINING MANUAL
CMQ A330/A340 to A319/320/321 (IAE V2500/ME) T1 (Lvl
2&3)
APU
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
Single Aisle TECHNICAL TRAINING MANUAL
APU
APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
GENERAL APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . 154
APU Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ECB Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
APU Installation Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 APU Film Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
APU Fuel Feed System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
MAINTENANCE PRACTICE
HONEYWELL 131-9(A) COMPT Access Doors Opening & Closing (2) . . . . . . . . . . . . . . . . 208
APU Drain System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 22 APU Removal / Installation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
APU Basic Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
APU Ignition & Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
APU Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
APU Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 40
ECB Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
HONEYWELL GTCP 36-300
APU Drain System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 70
APU Basic Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
APU Ignition & Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
APU Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
APU Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 88
ECB Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
APU Film Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
APIC
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APU Drain System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . 136

APU Basic Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
APU Ignition & Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
APU Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
APU Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
CMQ A330/A340 to A319/320/321 (IAE V2500/ME) T1 (Lvl 2&3) TABLE OF CONTENTS Sep 12, 2007
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APU LEVEL 2 (2)

SYSTEM OVERVIEW
The Auxiliary Power Unit (APU) is a constant speed gas turbine engine.
It is located in the unpressurized tail cone. The APU is a self-contained
unit, which enables the aircraft to be independent of external pneumatic
and electrical power sources.
The constant-speed gas turbine engine drives the accessory gearbox and
a load compressor. The APU provides:
- electrical power for the aircraft systems,
- bleed air for engine starting (MES), air conditioning (ECS) and wing
anti ice testing on ground (not GTCP 36-300),
- bleed air for air conditioning and pressurization in flight until the
specified manufacturer limit.
The APU is designed to operate throughout the entire flight envelope.
Electrical power is available whenever the APU operates, but bleed air
is shut off above the specified manufacturer limit.
The APU has an air intake flap. The intake flap is open when the APU
master switch is selected ON and closes when the master switch is selected
OFF. When open, it provides air to the APU inlet for combustion and
pneumatic supply.
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SYSTEM OVERVIEW
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APU LEVEL 2 (2)

Close and lock the oil filler cap.
SERVICING
APU OIL SERVICING
APU oil servicing is accomplished on an "as-needed" basis or after
scheduled oil quantity checks. The oil indicating system shows if the
oil quantity is sufficient or if an oil servicing is necessary.
The oil level information is displayed on the EIS and the Multipurpose
Control & Display Units (MCDUs) in the cockpit on:
- the APU page on the lower ECAM display unit (LOW OIL LEVEL
advisory),
- the APU SERVICE DATA page on the MCDU, indicating APU
OIL Level O.K. or LOW.
NOTE: Note: The advisory appears on the ECAM APU page when
the oil level has reached the ADD mark on the APU oil tank.
Airbus recommends servicing the APU oil at the next daily
maintenance when the LOW OIL LEVEL message comes on. With
no oil leakage, sufficient oil is available to allow a further 10 hours
of APU operation.
Prior to servicing, shut down the APU and open the APU cowl doors.
Make sure to use the operator approved oil for servicing (operators
may select from the approved list). The oil may be serviced by the
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gravity (most common) or pressure fill procedure (optional).

Gravity procedure:
- Open the lock and slowly loosen the oil filler cap to release remaining
pressure from the oil reservoir,
- Check sight glass for level,
- Slowly add oil until the level is at the FULL mark on the sight glass.
Pressure fill procedure:
- Check sight glass for level,
- Connect pressure and overfill lines to APU gearbox,
- Slowly pump oil into the gearbox until the level is at the FULL mark
on the sight glass.
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SERVICING - APU OIL SERVICING
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APU LEVEL 2 (2)

SERVICING (continued)
APU COWL DOOR OPENING & CLOSING
The APU cowl doors are secured with three quick-release fasteners
and four shoot bolts. The quick-release fasteners secure the doors
together and the shoot bolts secure the doors to the aircraft structure.
Procedure to open the doors:
- Release the quick-release fasteners,
- Hold the LH door and release the latches of the 2 shoot bolts,
- Open the door and secure it with the telescopic strut,
- Hold the RH door and release the latches of the 2 shoot bolts,
- Open the door and use the control handle to secure the door over
center.
The doors are closed opposite from the opening sequence. The RH
door is closed and secured first.
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SERVICING - APU COWL DOOR OPENING & CLOSING
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APU LEVEL 2 (2)

MEL/DEACTIVATION
In case of an APU inlet actuator failure, the APU may be dispatched per
MEL with the inlet OPEN or CLOSED. The APU will only be operational
with the inlet deactivated OPEN (for a maximum of 10 days).
The air inlet actuator is equipped with a manual drive. In case of failure
the manual drive may be used to move the inlet to the required position
prior to deactivation. There are 2 different actuators that may be installed.
One requires 47 turns of the manual drive for one full travel of the inlet.
The other requires 87 turns. Access to the actuator is through an access
door near the APU inlet on the right hand side of the fuselage.
Deactivation procedure:
- get access to the actuator,
- disconnect the actuator electrical connector from the fixed connector
on the frame and install a blanking cap,
- use the manual drive to move the inlet to the required position. Use a
torque wrench to avoid damaging the actuator.
If the inlet is deactivated CLOSED, no further action is needed other than
to placard the APU inoperative. If the inlet is deactivated OPEN, the
following procedure has to be accomplished.
When the inlet is in the OPEN position, a jumper lead needs to be installed
to close the circuit and allow the APU to start. Make a dummy connector
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and paint it red for easy identification.
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MEL/DEACTIVATION
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MEL/DEACTIVATION
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This Page Intentionally Left Blank

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APU LEVEL 2 (2)

MAINTENANCE TIPS
The APU fuel supply line is equipped with a drain and vent valve which
enables the line to be purged of air after maintenance. The drain valve is
located in the APU compartment in the fuel supply line to the fuel control.
A switch labeled FUEL VENT PUSH is installed on the APU
compartment forward firewall to allow maintenance to operate the APU
fuel pump and purge the fuel line from the APU compartment. This switch
allows the APU pump to operate and the APU Low Pressure fuel valve
to open without the APU Master Switch ON.
A drain valve adapter tool is connected to the drain valve.
On the front firewall of the APU compartment:
- Push and hold the FUEL VENT pushbutton switch. At the APU fuel
vent and drain valve, a continuous flow of fuel indicates that the APU
fuel pump is operating and the line is purged,
- Release the FUEL VENT pushbutton switch. The flow of fuel stops
when the APU fuel pump stops running,
- Disconnect the adapter tool.
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MAINTENANCE TIPS
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APU LEVEL 2 (2)

MAINTENANCE TIPS (continued)
APU OPERATION WITH COWL DOORS OPEN
If it is necessary to operate the APU for maintenance with the cowls
open, be sure to:
- Make sure the doors are secured in the Open position,
- Be aware of suction at inlet. Small items could be ingested,
- Make sure that proper fire-fighting equipment is available.
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MAINTENANCE TIPS - APU OPERATION WITH COWL DOORS OPEN
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APU LEVEL 2 (2)

ENVIRONMENTAL PRECAUTIONS
Do not discharge products such as oil, fuel, solvent, lubricant either in
trash bins, soil or into the water network (drains, gutters, rain water, waste
water, etc...).
Sort waste fluids and use specific waste disposal containers.
Each product must be stored in an appropriate and specific cabinet or
room such as a fire-resistant and sealed cupboard.
Avoid use of the APU if APU BLEED air is not necessary. Turn-off
unused ground service equipment (GPU, Air conditioning cart, etc...) if
no work is being done or nobody is present on the aircraft.
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ENVIRONMENTAL PRECAUTIONS
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APU INSTALLATION PRESENTATION (2)

GENERAL ACCESS DOORS
The Auxiliary Power Unit (APU) is installed in a fireproof COMParTment Two access doors allow access to the APU COMPT. The access doors
(COMPT) located in the fuselage tail cone. on the bottom of the tail cone open outwards to allow the APU to be
inspected, lifted and lowered.
MOUNTS
DRAIN SYSTEM
Seven tie rods attach the APU to the structure brackets on the APU
COMPT ceiling. These tie rods also connect to the APU three-point A drain system prevents the collection of fluids in the APU COMPT.
mounted suspension system. Vibration isolators are installed between Any fluid that may accumulate in the APU COMPT is delivered to a
the APU mount brackets and the tie rods to reduce the transmission of drain mast. Some of the fluids are collected in a drain tank in the APU
A/C vibrations and shocks to the APU. The isolators also prevent the COMPT, which is emptied through the drain mast when the A/C is above
transmission of vibrations from the APU to the A/C structure. 200 kt.
AIR INTAKE FLAP

The air intake system ducts ambient air to the APU plenum chamber. An
air intake flap cuts off the air supply when the APU does not operate. In
case of failure, the air intake flap can be opened or closed manually by
a manual override device.
AIR INTAKE DUCT

The air intake duct, which is composed of a diffuser and elbow, provides
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correct airflow to the APU plenum. The air intake duct is attached to the
right access door.
EXHAUST
The exhaust system lets the APU exhaust gas flow into the atmosphere
and muffles the noise from the exhaust. The exhaust muffler thermal
insulation protects the A/C structure.
CMQ A330/A340 to A319/320/321 (IAE V2500/ME) T1 (Lvl 2&3) APU INSTALLATION PRESENTATION (2) Sep 17, 2007
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GENERAL ... DRAIN SYSTEM
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APU FUEL FEED SYSTEM D/O (3)

GENERAL APU INLET LP SWITCH
The Auxiliary Power Unit (APU) fuel feed system is used to provide fuel At the inlet connection of the Fuel Control Unit (FCU), a pressure switch
necessary for correct APU operation. This system is composed of: transmits LP information through the ECB to the APU ECAM page. The
- fuel pump (115V AC, 400Hz, single phase), FUEL LOw PRessure message is displayed on the APU ECAM page if:
- LP valve, - the APU speed is greater than 7% rpm and the APU is supposed to run,
- APU inlet LP switch, - the fuel pressure is lower than 15.8 psi (1.01 bar).
- fuel drain and vent system. The ECB memorizes this information in its BITE memory even if the
pressure increases above 17.3 psi (1.19 bar).
FUEL PUMP
FUEL DRAIN AND VENT SYSTEM
The APU fuel pump is a centrifugal pump driven by a single phase AC
motor. This pump is controlled to run if the APU MASTER SW P/B is A vent APU fuel line P/B, located on the front firewall allows the APU
set to ON and the fuel crossfeed line pressure is not sufficient. The fuel fuel feed line to be purged during ground maintenance. As long as the
crossfeed line pressure switch controls the operation of the APU fuel P/B is held pressed in, the APU fuel LP isolation valve is open and the
pump. The APU fuel pump runs as soon as the pump inlet pressure is APU fuel pump runs. A fuel drain and vent valve is installed in the APU
lower than 21.8 psi (1.50 bar). It stops when the pressure is above 23.2 compartment at the fuel inlet connection to the FCU. It allows fuel to be
psi (1.60 bar). drained and air to be bled.
FUEL LP VALVE
Two DC motors drive the APU fuel LP valve. This valve is open as long
as the Electronic Control Box (ECB) is powered. When closed, it prevents
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pressurization of the APU fuel feed line and flow of fuel into a specific
fire zone. The APU fuel LP valve is automatically closed when:
- the APU MASTER SW P/B has been released out and before ECB is
deenergized,
- the ECB commands a protective shut down in case of abnormal APU
parameters,
- the ECB commands an emergency shut down in case of APU fire or
overheat detection,
- the APU FIRE P/B is released out in the cockpit,
- the APU SHUT OFF P/B has been pressed on the external power control
panel.
CMQ A330/A340 to A319/320/321 (IAE V2500/ME) T1 (Lvl 2&3) APU FUEL FEED SYSTEM D/O (3) Sep 17, 2007
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GENERAL ... FUEL DRAIN AND VENT SYSTEM
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APU DRAIN SYSTEM PRESENTATION (2)

APU DRAIN SYSTEM TURBINE PLENUM DRAIN
A drain system prevents the collection of fluids in the Auxiliary Power A turbine plenum drain orifice is provided to drain fuel that may
Unit (APU) system and compartment. accumulate in the combustor following an unsuccessful light-up. The
fuel is drained directly overboard through the drain mast.
FUEL CONTROL UNIT/OIL PUMP SEAL DRAIN
EXHAUST MUFFLER DRAIN
The fuel and oil pump seal drain line is routed via a collector line to the
drain tank. This line drains fuel or oil leaks. The exhaust muffler drain line is routed to the drain mast. This drain line
collects water or cleaning fluid.
INLET GUIDE VANE ACTUATOR DRAIN
APU COMPARTMENT DRAIN
The Inlet Guide Vane (IGV) actuator drain line is routed via the collector
line to the drain tank. This line drains only fuel leaks. Water coming from rain or condensate humidity, cleaning agents and
any oil and fuel in the compartment, due to leaks or APU servicing, are
GEARBOX VENT drained to the lowest point of the APU door and through the drain mast
overboard.
The oil reservoir has a connection to the ambient air through an air/oil
separator. The gear driven air/oil separator is connected through a gearbox DRAIN TANK
vent line to the APU exhaust cone.
For venting and evacuation, the drain tank is connected to the drain mast.
SURGE CONTROL VALVE DRAIN Airflow across the drain mast creates a vacuum in the drain line. The
suction effect produced at 200 kts, is sufficient to remove the contents
The surge control valve fuel is drained into the drain tank by the Fuel
of the drain tank. A vent line ventilates the drain tank and drain lines.
Control Unit (FCU)/IGV actuator common drain line.
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The APU drain lines are connected to the right access door drain lines
LOAD COMPRESSOR CAVITY DRAIN through spring adapter kiss seals.
To prevent any ingestion of oil in the bleed system the load compressor
bearing cavities are kept dry by buffering air into the main shaft seals.
An oil leak witness drain is located aft of the seal to collect any oil
leakage. The oil is drained directly overboard through the drain mast.
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APU DRAIN SYSTEM ... DRAIN TANK
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APU BASIC DESCRIPTION (3)

- a dual alloy second stage rotor,
GENERAL - an annular exhaust diffuser.
The Auxiliary Power Unit (APU) is of a modular design. The three APU LOAD COMPRESSOR
modules are:
- the power section, The load compressor is of a single stage centrifugal design. It supplies
- the load compressor, bleed air to the pneumatic system. The main components of the load
- the accessory drive gearbox. compressor are:
- the inlet guide vane assembly,
ENGINE COMPRESSOR - the load compressor impeller,
- the load compressor diffuser,
The compressor is of a single stage centrifugal compressor design. The
- the load compressor scroll.
main components of the compressor are:
- a single stage centrifugal impeller, INLET GUIDE VANES
- single stage diffuser vanes,
- axial de-swirl vanes. The Inlet Guide Vanes (IGVs) control the amount of bleed air flow and
pressure from the APU load compressor. The 16 IGVs are moved
COMBUSTION CHAMBER simultaneously by a gear train operated by an actuator. The IGV actuator
is operated by high-pressure fuel supplied from the Fuel Control Unit
The combustion chamber is of a reverse flow annular design and is
(FCU). The IGV opening angle depends on the bleed air demand for:
installed inside the turbine plenum. The main parts of the combustion
- Main Engine Start (MES) system,
chamber are:
- Environmental Control System (ECS).
- the inner combustion chamber shell,
- the outer combustion chamber shell. ACCESSORY GEARBOX
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The following components are installed on the combustion chamber:

- an igniter plug, The gearbox transmits the shaft power to the APU accessories and to the
- 10 dual orifice fuel nozzles. APU generator, which are installed on the gearbox pads. The gearbox is
also the oil reservoir for the APU lubrication system. The components
TURBINE mounted on the accessory gearbox are:
- the starter motor assembly,
The turbine assembly drives the engine compressor, the load compressor
- the cooling air fan assembly,
and the gear train of the Accessory Gearbox (AGB). The two-stage axial
- the lubrication unit with the oil pump assembly which drives the FCU,
flow turbine includes:
- the AC generator.
- a cooled first stage nozzle,
- inserted first stage rotor blades,
- an un cooled second stage stator,
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GENERAL ... ACCESSORY GEARBOX
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APU IGNITION & STARTING D/O (3)

STARTER CONTROL
During starting, the electrical starter causes initial rotation of the Auxiliary
Power Unit (APU) shaft when it drives the Accessory Gearbox (AGB).
When the APU speed is around 50%, the Electronic Control Box (ECB)
stops the electrical supply to the starter by opening the main start
contactor.
IGNITION CONTROL
The ignition system causes initial light-off of the fuel air mixture. The
ignition system includes an ignition box that energizes an igniter plug.
During starting, the ECB switches the ignition to ON between 7% and
60%. When the APU speed drops below 95% due to a flame-out, the
ECB starts the ignition until the APU reaches again 100% of speed.
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STARTER CONTROL & IGNITION CONTROL
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APU FUEL SYSTEM D/O (3)

The ECB:
GENERAL - schedules fuel flow during start sequence, on-speed operation and
shutdown sequence,
The fuel system supplies metered fuel to sustain combustion. Part of the
- refers to information on the flowmeter pressurizing valve to correct fuel
fuel, as muscle pressure, operates the Inlet Guide Vane (IGV) actuator
flow and in relation to the fuel temperature (resistive-temperature device
and the surge control valve actuator. This system is made of:
signal),
- Fuel Control Unit (FCU),
- modulates the on-speed fuel schedule to agree with the aircraft demand
- fuel schedule,
for bleed air and electrical power.
- muscle pressure,
- fuel shut-off, MUSCLE PRESSURE
- flow divider and solenoid valve,
- fuel supply, Additionally fuel muscle pressure 250 psig operates the surge control
- fuel drain, valve actuator for air release to the exhaust and the load-compressor IGV
- control, actuator. Servo fuel return goes back to the pump inlet.
- monitoring.
FUEL SHUT-OFF
FUEL CONTROL UNIT
The ECB controls the fuel 3-way solenoid valve for positive fuel shut-off.
The FCU has six functions: The valve is controlled open during the start sequence and closed during
- fuel filtering, the stop sequence. Fuel goes back to the pump inlet.
- pressure increase,
- fuel metering, FLOW DIVIDER AND SOLENOID VALVE
- flow meter control,
The flow divider supplies fuel in sequence to the primary and secondary
- positive fuel shut-off,
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manifolds. It has a usually open fuel solenoid and a check valve. During
- fuel muscle pressure regulation.
cold start or high altitude operation, the ECB energizes the solenoid valve
The FCU is made of a LP inlet fuel filter, a High Pressure (HP) fuel
to close during the first 30% speed of the Auxiliary Power Unit (APU)
pump, a pump relief valve, a HP fuel filter, an actuator pressure regulator
and all fuel flow is pushed through the primary nozzles for better engine
for hydraulic fuel operation, a torque-motor metering valve, a resistive
acceleration.
temperature device, a delta pressure regulator, a flow-meter pressurizing
valve, a fuel-shutoff solenoid valve. FUEL SUPPLY
FUEL SCHEDULE Two fuel manifolds and 10 dual fuel-nozzles supply fuel. Each fuel-nozzle
has a primary and a secondary fuel orifice. When APU start is selected,
The Electronic Control Box (ECB) controls the fuel-metering valve
the primary fuel orifice is supplied and when the fuel pressure is more
through a torque motor.
than 125 psig the check valve in the flow divider assembly opens to
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supply the secondary fuel orifice. During on-speed operation, the two
orifices are supplied.
FUEL DRAIN
Drain lines are connected to the FCU seal drain, IGV actuator and surge
control valve are routed to one single drain connection, on the APU drain
bracket (FWD R/H side of APU).
CONTROL
The ECB controls the fuel system with several parameters. During
on-speed operation, the ECB uses APU speed, Exhaust Gas Temperature
(EGT) and aircraft demand signals. During start, it uses speed, EGT, air
inlet pressure and temperature sensors (P2 and T2). The ECB operates
the fuel metering valve, the flow divider solenoid valve and fuel shut-off
3-way solenoid valve.
MONITORING
Fuel filter replacement is recommended every 8500 Flight Hours.
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GENERAL ... MONITORING
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APU OIL SYSTEM D/O (3)

at an oil temperature below 60°C (140 °F) or when there is a differential
GENERAL pressure between 55 - 60 psi around the oil cooler. The oil is then sent
to the cooling fan splines, the APU spline shaft, the APU supporting
The oil system of the Auxiliary Power Unit (APU) lubricates and
bearings rear and front, the gearbox pinions and the electrical AC
decreases the temperature of the power section, load compressor, gearbox
generator.
and AC generator.
This system is made of: SCAVENGE
- storage,
- supply, A three-element gerotor scavenge pump and a filter sends oil from the
- scavenge, electrical generator to the sump. The oil from the bearing cavity of the
- venting, APU turbine goes back to the sump through a single-element gerotor
- control, scavenge pump. Oil from the gearbox pinions and the APU front bearing
- protection, is scavenged by gravity.
- monitoring.
VENTING
STORAGE
The oil from the generator is sent against the gearbox wall; this removes
The sump of the APU Accessory Gearbox (AGB) is the oil reservoir. the air, that is mixed with the oil. An air/oil separator removes the oil
The AGB sump contains 6.26 l (1.65 US gal) of oil. The oil reservoir can particles from the gearbox air. This oil-free air is released in the APU
be filled by gravity or by pressure. exhaust.
The AGB has:
- an oil fill cap for gravity filling, CONTROL
- optional pressure oil servicing with a pressure fill and overfill port,
The Electronic Control Box (ECB) only controls the de-oiling valve in
- an oil-level sight glass with FULL and ADD marks,
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the oil system. The de-oiling solenoid valve is electrically opened during
- a magnetic chip detector and oil drain plug installed at the lowest point
APU start to make sure of cold start conditions and to decrease the load
of the AGB,
on the pressure pump. The solenoid valve is open during start-up to 60%
- an oil heater.
RPM when:
SUPPLY - the oil sump temperature is below -6.7°C (+20°F),
- or the A/C altitude is above 20,000 ft,
A three-element gerotor pressure pump pulls the oil from the sump. A - or the APU fuel temperature is below -12.2°C (+10°F).
pressure-regulating valve and ultimate-relief valve assembly keeps a The valve is energized open during every APU shutdown between 50%
constant lube supply pressure for oil supply to the engine and generator and 7% speed.
and prevents over-pressurization of the lube system. Pressure-regulated
oil goes through a cooler and a disposable filter. The bypass valve opens
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PROTECTION
The ECB gives protection to the APU if there is an oil system malfunction.
The ECB monitors oil pressure and oil temperature. If one of the oil
parameters is out of limit, the ECB starts an automatic APU shutdown
without time delay:
- gearbox high oil temp threshold: 162.78°C (325°F),
- oil LP: 33 psi.
The ECB also stops the APU if a delta pressure switch at the scavenge
filter or at the lubrication filter shows impending filter clogging.
MONITORING
The oil system is monitored to increase the APU life. The oil sump is
installed with a low-level switch to show maintenance information in the
cockpit. When the level is at the "ADD" mark 4.60 l (1.22 US gal), the
APU can continue to operate for 10 hours maximun. This changes with
the different operating attitudes of the A/C in flight. A magnetic drain
plug, put fully in the APU oil, lets the oil drain from the sump and attracts
ferrous metal particles.
OIL HEATER
The control of the oil heater is independent of the ECB. When the oil
temperature is below 16 °C (61 °F) and the APU master switch is released
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out, the heater is supplied with 115VAC.

The oil heater is switched off when the oil temperature increases above
49°C (120 °F) or the master switch is selected ON.
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GENERAL ... OIL HEATER
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APU AIR SYSTEM D/O (3)

GENERAL OIL COOLING
The Auxiliary Power Unit (APU) load compressor supplies the APU A gearbox-driven fan draws air from the inlet plenum and forces it to
bleed air. The quantity changes with the different bleed air demands of pass through the oil cooler. After leaving the oil cooler, the air is
the pneumatic system. This system is made up of: discharged overboard.
- bleed supply,
- bleed control, COMPARTMENT COOLING
- surge protection,
Air supplied by the fan, driven by one of the gears of the gearbox, is also
- oil cooling,
used for APU compartment cooling. Cooling air flows through the outlets
- compartment cooling,
located on the cooling fan outlet duct. Natural convection ventilates the
- oil vent,
APU compartment through a vent grill in the upper left area of the
- control,
compartment when the APU is not in operation.
- monitoring.
OIL VENT
BLEED SUPPLY
The gearbox is vented to the APU exhaust. The air is bled after an air/oil
Bleed air supply to the A/C pneumatic system is controlled by a load
separator action.
control valve. The pneumatically-actuated CLOSE/OPEN butterfly valve,
which allows or stops the bleed airflow from the APU to the A/C users, CONTROL
is controlled by the Electronic Control Box (ECB) and opens when the
APU BLEED P/BSW is set to the ON position. The ECB controls the air system using several parameters from the
following components installed on the APU:
BLEED CONTROL - APU inlet pressure (P2) and temperature (T2) sensors,
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- load compressor discharge pressure sensor (PT) and differential pressure

The amount of air required by the pneumatic system and delivered by
sensor (DP),
the APU load compressor is controlled by the load compressor Inlet Guide
- command and feedback signals from the actuators and the valves (IGV
Vanes (IGVs). The IGVs are moved by a fuel-powered actuator.
actuator, Load Control Valve and Surge Control Valve),
SURGE PROTECTION - A/C demands: Main Engine Start (MES) and Environmental Control
System (ECS).
Load compressor surge protection is ensured by a surge control valve,
which discharges the excess of air in the exhaust. The surge control valve MONITORING
is hydraulically operated for accurate and fast operation. The hydraulic
To help maintenance and troubleshooting, the load control valve and the
fluid is high pressure fuel from the Fuel Control Unit (FCU) 250 to 300
surge control valve are equipped with visual position indicators.
psig.
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The ECB receives feed back signals about the position of the IGVs, the
load control valve and the surge control valve.
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APU SYSTEM MANAGEMENT D/O (3)

APU START SEQUENCE
Auxiliary Power Unit (APU) normal operation, starting and shutdown,
are initiated from the APU control panel but controlled and monitored
by the ECB.
Following conditions will be controlled and monitored:
- APU start,
- APU on-speed,
- APU normal shutdown,
- APU protective shutdown,
- APU emergency shutdown.
When the MASTER SWitch P/B is set to ON:
- the ON light comes on,
- the Electronic Control Box (ECB) is energized,
- the ECB starts the power-up test,
- the ECB exchanges data with the Data Memory Module,
- the APU LP valve opens,
- the APU fuel pump is energized if fuel system pressure is low,
- the APU air intake flap opens.
- the ECAM APU page comes into view.
When the START P/B is set to ON:
- the ON legend comes on,
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- the ECB energizes the back-up start contactor and the start contactor
when these conditions are present: air intake flap open, power-up test
complete, data exchange between data memory module and ECB
complete,
- the contactors energize the starter motor and causes the APU main shaft
to start to turn,
- the igniter is energized at 7%,
- the de-oil valve opens with the oil/fuel temperature and altitude.
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APU START SEQUENCE
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APU START SEQUENCE
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APU ACCELERATION SEQUENCE
APU AT 7% RPM
At 7% speed:
- the ECB opens the fuel solenoid valve and combustion occurs,
- the Inlet Guide Vanes (IGVs) close,
- Ignition ON.
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APU ACCELERATION SEQUENCE - APU AT 7% RPM
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APU ACCELERATION SEQUENCE (continued)
APU AT 50% RPM
At 50% speed:
- the ECB de-energizes the start contactor, above 20,000 ft at 58%,
and causes the starter motor to stop and continues to increase the speed
of the APU automatically,
- the ECB de-energizes the back-up start contactor.
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APU AT 60% RPM
At 60% speed:
- the ECB de-energizes the ignition unit,
- the ECB de-energizes the de-oil solenoid, if it is open.
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APU AT 95% RPM
At 95% speed:
- the IGVs move to 22 degrees' open position to prevent overheating,
- the ECB controls and monitors the APU automatically,
- the ON light in the START P/BSW goes off,
- the green AVAIL legend in the START P/BSW comes on.
- the APU generator can operate and APU bleed be switched to ON.
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APU AT 100% RPM
At steady state speed, an on-speed governor loop controls the fuel
flow to the APU. With APU bleed selected to OFF or in ECS mode
the APU speed is 99%. When in Main Engine Start (MES) mode or
always when the aircraft is in flight, the APU speed is 100%.
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APU ON-SPEED
When the APU generator operates, the generator output parameters come
into view on the ECAM system page. When the APU bleed is switched
to ON, bleed parameters are displayed on the ECAM system page. The
ECB opens the Load Control Valve in accordance to the Bleed Monitoring
Computer (BMC) signal coming from the APU Bleed P/B.
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APU ON-SPEED
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APU NORMAL SHUTDOWN
When the MASTER SW is OFF, the ECB closes the IGVs to the minimum
position of 15°, the load control valve closes if it is open, the surge control
valve opens and the cool-down cycle of the APU starts.
The cool-down cycle lets the APU operate for 60 seconds at a low
stabilized temperature. It starts when the ECB receives the closed signal
from the load control valve. If the load control valve was not in the open
position, the ECB supplies a signal to simulate an overspeed condition,
which causes the fuel solenoid to close and starts the APU shutdown
immediately.
Overspeed test occurs when the cool-down cycle is complete. The ECB
supplies a signal to simulate an overspeed condition, that causes the fuel
solenoid to close, and starts the APU shutdown.
It is possible to command an APU re-start during the shutdown sequence.
APU speed must be below 7% before the starter motor is re-engaged.
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APU NORMAL SHUTDOWN
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APU NORMAL SHUTDOWN (continued)
APU AT 95% RPM
At 95% speed, APU "AVAIL" lights go off.
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APU NORMAL SHUTDOWN - APU AT 95% RPM
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APU AT 50% RPM
At 50% speed, the de-oil solenoid valve opens to decrease drag during
the next start.
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APU NORMAL SHUTDOWN - APU AT 50% RPM
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APU BELOW 7% RPM
At and below 7% speed:
- the de-oil solenoid closes,
- the APU fuel LP valve closes,
- the data memory module is updated,
- the air intake flap closes,
- the ECB de-energizes itself.
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APU NORMAL SHUTDOWN - APU BELOW 7% RPM
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APU PROTECTIVE SHUTDOWN
When the ECB is energized, it controls the APU starting and operating
phases. If an abnormal parameter is found, it starts an immediate shutdown
without time delay, even if the APU bleed air is in use.
The ECB protective shutdown parameters are:
- overspeed,
- ECB failure,
- underspeed,
- overtemperature,
- loss of speed,
- sensor failure: thermocouples, low oil level and Low Oil Pressure (LOP)
switch failure,
- no flame,
- flap not open,
- High Oil Temperature (HOT),
- LOP
- no speed,
- inlet overheat,
- no acceleration,
- clogged oil filter,
- main power stop.
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APU EMERGENCY SHUTDOWN

The ECB starts an emergency shutdown when the APU FIRE P/B, in the
cockpit, is released out or when the APU SHUT OFF P/B, on the external
power receptacle panel, is pushed. The ECB starts an automatic
emergency shutdown when an APU fire is found on ground. The APU
stops immediately without time delay, even if the APU bleed air system
is in use.
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APU PROTECTIVE SHUTDOWN & APU EMERGENCY SHUTDOWN
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ECB INTERFACES (3)

POWER SUPPLY LGCIU 1
One of the A/C batteries at the minimum and the A/C DC network, The ECB receives the aircraft on ground discrete input signal from
electrically supply the Electronic Control Box (ECB), through the MAIN Landing Gear Control and Interface Unit (LGCIU) 1.
control relay of the Auxiliary Power Unit (APU).
APU FUEL FEED SYSTEM
MASTER SWITCH P/B
The ECB receives a discrete signal from the APU low fuel pressure
The APU MASTER SWITCH sends a discrete supply or stop signal to switch. It sends a discrete signal to the APU fuel LP shut-off valve.
the ECB. The ECB sends a discrete signal to the FAULT light, when an
automatic shutdown occurs or if there is an emergency shutdown. EIU
AIR INTAKE FLAP During engine starts, the ECB receives a Main Engine Start (MES) signal
from Engine Interface Unit (EIU) 1 or 2. This signal causes the ECB to
The ECB receives an air intake flap open or closed position signal and set the Inlet Guide Vanes (IGVs) to the fully open position if APU bleed
sends a power output to open or close the air intake flap. has been selected to ON.
START P/B BMC

A discrete input signal from the START P/B starts the starting sequences. When the APU BLEED P/B is set to ON, Bleed Monitoring Computer
The ECB sends a discrete signal to the ON light during the APU start (BMC) 1 or 2 sends a discrete input to the ECB. This controls the APU
sequence. A discrete output signal to the A/C energizes the AVAIL light load control valve to open. The BMCs receive a closed-position signal
in the START P/B when the APU speed is above 95%. from the APU load control valve to monitor the pneumatic system and
to show ECAM indications.
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BACK-UP AND MAIN START CONTACTORS

TSO/JAR
The ECB receives a discrete input from the main start contactor and sends
discrete outputs to the back-up and main start contactors. The ECB receives a discrete input from the TSO/JAR
configuration-programming pin. This open or ground signal finds if the
EMERGENCY STOP ECB obeys the Technical Standard Order (TSO) or the Joint Aviation
Requirements (JAR). Concerning the JAR, all System Display (S/D)
A discrete input signal from the A/C starts the APU emergency shutdown
circuits are available in flight. This configuration is the standard
logic after the ECB receives this signal.
configuration. For TSO, only emergency, overspeed and loss of speed
shutdowns, are available in flight.
CMQ A330/A340 to A319/320/321 (IAE V2500/ME) T1 (Lvl 2&3) ECB INTERFACES (3) Sep 17, 2007
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ENVIRONMENTAL CONTROL SYSTEM (ECS) - APU operating hours and starts,

- APU accumulated hot time,
The ECB receives, via an ARINC 429 bus, an input from the Air - APU accumulated shutdowns, etc.
Conditioning System Controller 1 and 2 (ACSC) to control the IGVs
position according to the demand. The ECB sends a discrete output to
the ACSC 1 and 2 to signal that the APU bleed valve is en delivery
position.
A320/A321 IDENTIFICATION
The ECB receives a discrete input from the A/C signature PIN
PROGramming. This identification pin lets the ECB identify A321
applications for functional differences from those of an A320.
SDAC
The ECB sends to System Data Acquisition Concentrators (SDACs) 1
and 2, through ARINC 429 Data buses, the indications to show on the
ECAM APU page and shutdown information to start the related warnings.
CFDS
The ECB is a BITE system type-1 computer and connects to the
Centralized Fault Display System (CFDS) through ARINC 429 data
buses.
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DMU PART
The Data Management Unit (DMU) part of the Flight Data Interface and
Management Unit (FDIMU) partially keeps APU lifetime data. This
information lets you monitor the engine conditions.
DATA MEMORY MODULE

A data memory module installed on the APU inlet plenum keeps and
interchanges many parameters with the ECB:
- APU serial number,
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POWER SUPPLY ... DATA MEMORY MODULE
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FUEL/OIL PUMP DRAIN EXHAUST COUPLING DRAIN
The fuel and oil pump seal drain line is routed via a collector line to the The exhaust coupling drain line is routed to the drain mast. This drain
drain tank. This line drains fuel or oil leaks. line collects fuel, water or air leaks.
DRAIN PORT AIR CHECK VALVE DRAIN TANK

An air check valve, mounted on the Fuel Control Unit (FCU) drain line, For venting and evacuation, the drain tank is connected to the drain mast.
prevents air ingestion in the FCU. Airflow across the drain mast creates a vacuum in the drain line. The
suction effect produced at 200 kt, is sufficient to remove the contents of
GEARBOX VENT the drain tank. A vent line ventilates the drain tank and drain lines. The
APU drain lines are connected to the right access door drain lines through
The accessory gearbox is vented to the Auxiliary Power Unit (APU)
spring adapter kiss seals. The drain mast drains any fluid leakage from
exhaust through a vent line. This line vents gearbox air to the APU
the APU through four holes.
exhaust.
IGV ACTUATOR DRAIN

The Inlet Guide Vane (IGV) actuator drain line is routed via a collector
line to the drain tank. This line drains only fuel leaks.
FLOW DIVIDER DRAIN

The fuel flow divider and drain valve drain line is routed via a collector
line to the drain tank. This drain line collects fuel purged from the nozzles
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and the manifolds at APU shutdown.
TURBINE PLENUM DRAIN

The turbine plenum drain line is routed alone to the drain mast. This drain
line collects unburned fuel after a failed start attempt.
HEAT SHIELD DRAIN

The heat shield drain line is routed to the drain mast. This drain line
collects fuel, water or air leaks.
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FUEL/OIL PUMP DRAIN ... DRAIN TANK
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- a diffuser exhaust pipe including a diffuser nozzle and seven radial
GENERAL vanes.
The Auxiliary Power Unit (APU) is of a modular design. The three APU LOAD COMPRESSOR
modules are:
- the power section, The load compressor is of a single stage centrifugal design. The main
- the load compressor, components of the load compressor are:
- the Accessory Gearbox (AGB). - the inlet guide vane assembly,
- the load compressor impeller,
POWER SECTION - the load compressor diffuser,
- the load compressor scroll.
The compressor is of a single stage centrifugal compressor design. The
main components of the compressor are: INLET GUIDE VANES
- the inlet plenum,
- the impeller and the diffuser, The IGV assembly controls the amount of air flowing through the APU
- the Inlet Guide Vane (IGV) assembly, load compressor. The 14 IGV' are moved simultaneously by a gear train
- the compressor hub containment. operated by a fuel driven actuator actuator.
COMBUSTION CHAMBER ACCESSORY GEARBOX

The combustion chamber is of a reverse flow annular design and is The gearbox transmits the shaft power to the APU accessories and to the
installed inside the turbine plenum. The main parts of the combustion APU generator, which are installed on the gearbox pads. The gearbox is
chamber are: also the oil reservoir for the APU lubrication system. The components
- the inner combustion chamber shell, mounted on the accessory gearbox are:
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- the outer combustion chamber shell. - the starter motor assembly,

The following components are installed on the combustion chamber: - the cooling air fan assembly,
- the igniter plug, - the lubrication unit,
- the six fuel nozzles. - the Fuel Control Unit (FCU),
- the AC generator.
TURBINE
The turbine assembly drives the compressor, the load compressor and
the gear train of the AGB. The single stage radial inflow turbine includes:
- a cooled nozzle guide vane,
- a rotor,
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GENERAL ... ACCESSORY GEARBOX
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STARTER CONTROL
The starting system rotates and accelerates the Auxiliary Power Unit
(APU) rotor through a clutch and gearbox. When the APU speed is about
50%, the start logic of the Electronic Control Box (ECB) cuts off the
supply to the start contactor, which switches off the starter motor. The
timed acceleration loop of the ECB causes the APU to accelerate to
governed speed.
APU START CONDITIONS
An electric DC motor starts the APU. On ground operation conditions,
the APU is started by the aircraft batteries or aircraft batteries in
combination with Transfomer Rectifier Units (TRUs). A start in flight
is possible up to an altitude of 11900 m (39000 ft.) with the use of
TRUs. A start in flight is possible up to an altitude of 7630 m (25000
ft.) with the use of the aircraft batteries only.
For successful APU starting on ground or in flight, both batteries PB
must be switched to the AUTO position according to Airbus
procedures.
IGNITION CONTROL
The ignition system provides initial light-off of the fuel air mixture in
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the combustion chamber. The ignition system includes:

- an ignition unit, which produces high voltage electrical energy,
- an ignition lead which delivers electrical energy to an igniter plug
screwed into the combustion chamber.
During starting, the ECB switches on the ignition between 7% and 95%.
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GENERAL TIME ACCELERATION RATE SCHEDULE
The Auxiliary Power Unit (APU) fuel system operates fully automatically. The time acceleration rate schedule controls the fuel in order to cause
The APU fuel system includes: the APU speed to increase at a constant rate without overtemperature. It
- a Fuel Control Unit (FCU) which schedules the fuel flow, controls the fuel TM of the FCU. The ECB protective circuits are set to
- a flow divider and drain valve assembly which directs the fuel to the shut down the APU if a start is initiated and:
nozzles. - speed is less than 7% for more than 30 seconds,
- speed is less than 20% for more than 50 seconds,
FUEL CONTROL UNIT - speed is less than 50% for more than 70 seconds,
- acceleration rate is below 0.2% per second with Exhaust Gas
The fuel flow into the fuel control unit passes through the inlet fuel filter
Temperature (EGT) above 204°C,
to the High-Pressure (HP) fuel pump, and then it goes through the HP
- EGT is below 204°C with speed more than 7% for 15 seconds.
filter to:
- the Inlet Guide Vane (IGV) actuator to position the IGVs, SPEED CONTROL
- the Torque Motor (TM) metering valve for flow control,
- the differential pressure regulator. The ECB controls the speed by means of the fuel TM according to the
The metered fuel goes through the pressurizing valve to the fuel shut-off bleed air demand from the air conditioning system or for Main Engine
solenoid valve. The fuel solenoid valve is normally closed. It is electrically Start (MES). On ground, the ECB maintains the speed at 99% rpm if
controlled to be opened by the Electronic Control Box (ECB) when the APU bleed is switched off, or with bleed air demand from the air
speed is above 7% rpm. When the fuel solenoid valve is open, the conditioning system and ambient temperature below 25°C, 101% rpm
pressurizing valve ensures that the appropriate working fuel pressures with bleed air demand from the air conditioning system and ambient
are available to the system. The HP fuel pump will produce more fuel temperature above 30°C, or for MES. In flight, the ECB maintains speed
flow than required to support combustion under any given rpm. A at 101% rpm.
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differential pressure-regulating valve bypasses the excess fuel back to

the filter inlet.
FLOW DIVIDER AND DRAIN VALVE ASSEMBLY

The purpose of the flow divider is to direct fuel to the primary and
secondary manifolds. Both manifolds supply duplex fuel nozzles. From
7% rpm, the primary nozzles are supplied with fuel above 7.5 psi.
Secondary nozzles are supplied above 150 psi during acceleration and
running phases.
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GENERAL ... SPEED CONTROL
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GENERAL GEARBOX PRESSURIZATION AND VENTING
This system is made up of: To improve operation at high altitude, the accessory gearbox is pressurized
- oil reservoir, with air tapped from the turbine bearing housing. The gearbox is vented
- oil level switch, through an air/oil separator, the air being discharged into the APU exhaust
- gearbox pressure regulator valve and oil returned to the gearbox sump. The gearbox-pressurizing valve
- lubrication unit (including pressure pump, scavenge pumps, Pressure limits the gearbox/ambient differential pressure to 8 psi (0.6 bar).
Regulating Valve (PRV))
- oil cooler, PRESSURE PUMP
- one lubrication filter (mounted on lubrication unit) and one scavenge
The pressure pump driven from the accessory gearbox supplies oil to the
filter,
oil cooler. The oil pressure is controlled at 60 psi (4.1 bar) by a PRV.
- oil temperature sensor,
- de-oil solenoid valve. OIL COOLER
OIL RESERVOIR The pressurized oil flows through a thermal bypass valve to the oil cooler.
The oil cooler uses airflow from a fan driven by the accessory gearbox.
The sump of the Auxiliary Power Unit (APU) accessory gearbox is the
At low temperatures, most of the oil bypasses the oil cooler. Between
oil reservoir. Oil is serviced through either a pressure fill port or a gravity
60°C and 77°C (140°F and 171°F), the thermal bypass valve progressively
fill port. The accessory gearbox sump contains 5.7 l (1.5 US gal) of oil.
closes, forcing the oil to pass through the oil cooler.
An APU oil heater is installed on the APU gearbox. When the APU
MaSTeR SWitch is not on, the oil heater is supplied with 115V AC. The OIL FILTERS
heater is controlled on when the temperature <21°C (69.8°F) and off at
43°C (109.4°F) by an integral temperature switch. The pressure oil filter cleans all the lubrication oil before it is supplied
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to the bearings, the gearbox and the generator. The generator scavenge
LEVEL MONITORING oil-filter cleans unwanted materials from the generator scavenge oil. This
makes sure that the generator does not give contamination to the oil in
A low oil quantity switch installed in the gearbox sump and connected
the oil reservoir.
to the Electronic Control Box (ECB) monitors the oil level for ECAM
Differential pressure indicators on the filter housings are latched out if
and the Centralized Fault Display System (CFDS). On ground, when the
the filter element is clogged. You can reset the differential pressure
oil quantity has decreased to 3.69 l (3.9 qt) or less and the APU is not
indicator again manually. Each filter has a delta pressure switch, which
running, the APU page shows a pulsing green LOW OIL LEVEL
signals the ECB when the filter element is fully clogged. Then the ECB
message. A sight glass on the left side of the gearbox gives a visual
initiates an APU shutdown when the aircraft is on the ground.
indication of the oil level.
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SCAVENGE PUMPS
Two scavenge pumps return the oil to the accessory gearbox. One
scavenge returns the power section rear bearing oil. The other scavenge
pump returns the generator oil through a separate filter. Both pumps form
part of the lubrication module and are driven by the same shaft as the
pressure pump. Oil from the power section forward bearing, gearbox
bearings, gears and starter clutch returns by gravity.
OIL MONITORING
The ECB monitors the oil pressure and oil temperature.
The ECB will shut down the APU if:
- the Low Oil Pressure switch (LOP) senses pressure below 35 psi (2.38
bar),
- the High Oil Temperature switch (HOT) senses temperature above
152°C (305.6°F),
- the generator oil temperature is above 185°C(365°F).
DE-OIL SYSTEM
The de-oiling solenoid valve reduces the oil pressure pump load during
the APU start, especially during the cold start condition when oil has a
high viscosity. The valve is located on the upper right hand side of the
gearbox. A solenoid operates the valve position. The ECB controls the
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solenoid in relation to the de-oiling solenoid logic.

The solenoid valve is open when:
- the APU speed is between 0% and 60% and the oil sump temperature
is below -6.7 C (20 F),
- the APU speed is between 95% and 7% during the APU shutdown
sequence,
- the aircraft altitude is more than 30.000 ft.
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GENERAL ... DE-OIL SYSTEM
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HOT, memorized by the Erasable Programmable Read Only Memory
GENERAL (EPROM) which is part of the ECB.
The Auxiliary Power Unit (APU) load compressor supplies the APU MES LOAD
bleed air. The quantity of the supplied bleed air changes with the different
bleed air demand from the Environmental Control System (ECS) or if In response to the MES signal coming from the Engine Interface Units
the main engines are started. This system is made up of: (EIUs), the ECB sets the IGVs to the fully open position. The IGVs are
- Inlet Guide Vanes (IGVs), fully opened. The APU speed is controlled to 101%. The MES load is
- the Electronic Control Box (ECB) which provides information of ECS limited by an MES limit set in the ECB and memorized by the EPROM.
load, Main Engine Start (MES) load, Exhaust Gas Temperature (EGT),
generator load, EGT
- bleed (load) valve,
The bleed airflow is reduced as a function of the compressor inlet
- surge control valve,
temperature and the EGT. The EGT cannot exceed a limit set in the ECB.
- cooling.
T2 is the Load Compressor Inlet Temperature (LCIT). T5 is the EGT.
INLET GUIDE VANES The EGT limit is set in the ECB and memorized by the EPROM.
Depending on the load demand, the ECB adjusts the speed of the APU NOTE: The APU bleed air system is used for MES and ECS.
and positions the IGVs to modulate the airflow available from the load
compressor. The IGVs are driven by an actuator operated by fuel pressure, GENERATOR LOAD
and controlled by a Torque Motor (TM) signaled from the ECB. During If the APU load is high and EGT increases to its limit, the ECB reduces
the start sequence, the IGVs are fully closed below 50% rpm, 10° open the bleed air load by controlling the IGVs to close. If a generator shock
between 50% and 75% rpm and 22° open above 75% rpm. The minimum load occurs, speed decreasing by more than 10% rpm per second, the
open or idle position of the IGVs, when the APU is running, is 22°. The IGVs are closed for 3 seconds.
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maximum open position of the IGVs is 88°. Above 23000 ft, the IGVs
assume the idle position and below 21000 ft they will open on demand. BLEED VALVE
ECS LOAD The bleed air delivered by the load compressor is ducted to the aircraft
pneumatic system via the bleed (load) valve. The bleed valve is
In response to the ECS signal coming from the zone controller, the IGV electrically controlled and pneumatically operated. Each Bleed Monitoring
position may not exceed limits set in the ECB. APU speed is 99% rpm Computer (BMC) sends an opening signal to the ECB, which energizes
if ambient temperature is or falls below 25°C (+77°F) or 101% rpm if the bleed load valve solenoid only if the APU speed is greater than 95%
temperature is or rises above 30°C (86°F). The IGVs modulate within and no shutdown is initiated.
limits. The ECS limits are: ECS MIN, ECS COLD, ECS NORMAL, ECS
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SURGE CONTROL VALVE

The air delivered by the load compressor may be much more than the air
needed by the pneumatic system. The surge control valve discharges the
excess air into the APU exhaust. The ECB controls the surge valve via
a torque motor. To avoid compressor surge, a calculated airflow is
determined according to the IGV positions. The ECB compares the
compressor airflow rate, measured by using a total pressure transducer
at the load compressor outlet and a Differential Pressure (DELTA P)
transducer, with the calculated airflow. The airflow difference repositions
the surge valve. When the bleed load valve is open, the surge control
valve tends to close. During MES, the surge valve modulates to give a
constant bleed air pressure.
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GENERAL ... SURGE CONTROL VALVE
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COOLING
A gearbox driven cooling fan draws the air from the inlet plenum and
forces most of it through the oil cooler. The remaining air is used for
APU compartment ventilation.
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COOLING
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RUNNING SEQUENCE - AIR INTAKE FLAP SEQUENCE
When the APU MASTER SWITCH is set to ON, the Electronic Control
Box (ECB) is electrically supplied and initiates a power-up test. The
Auxiliary Power Unit (APU) fuel system is energized and the air intake
flap is controlled to open. The APU fuel LP valve opens and the APU
fuel pump logic is energized. The APU fuel pump will run as long as the
main engine fuel feed line pressure is lower than 23 psi (1.56 bar). The
ECB controls the opening of the air intake flap. When it is fully open, in
20 seconds, the ECB receives a flap open signal.
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RUNNING SEQUENCE - AIR INTAKE FLAP SEQUENCE
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RUNNING SEQUENCE - START SEQUENCE
Then, when the START P/B has been pressed, the ECB initiates the start
sequence by closing the start contactors only if the listed conditions are
met. The start contactors are closed if:
- the power-up test is completed,
- the APU speed is less than 7 % rpm,
- no shutdown is initiated.
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RUNNING SEQUENCE - START SEQUENCE
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RUNNING SEQUENCE - ACCELERATION SEQUENCE
The APU spool speed is monitored by two identical speed sensors
installed on the gearbox casing. The ECB takes into account the highest
speed signal for APU control and ECAM display. N represents the
percentage of APU rpm.
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(continued)
APU AT 7% RPM
At 7%, the ECB energizes the igniter and opens the fuel solenoid
valve on the Fuel Control Unit (FCU). The ECB also sets the correct
metered quantity of fuel for engine light-up. The metered quantity of
fuel is adjusted by the fuel Torque Motor (TM).
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RUNNING SEQUENCE - ACCELERATION SEQUENCE - APU AT 7% RPM
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(continued)
APU AT 50% RPM
The light-up phase is confirmed by the increase in Exhaust Gas
Temperature (EGT). This temperature is monitored by two sensors,
which send a signal to the ECB. The ECB takes into account the
highest temperature value for APU control and EGT ECAM display.
The EGT increases as the APU accelerates, with starter motor
assistance to 50% rpm where the ECB cuts off the electrical supply
to the start contactors. At 50% rpm, the Inlet Guide Vanes (IGVs)
move to 10° open to avoid compressor surge. Above 50% rpm, the
APU continues to accelerate under its own power to governed speed.
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(continued)
APU AT 75% RPM
To prevent APU load compressor surge a leakage flow is sent to the
APU exhaust through the control valve. The surge control valve is
pneumatically operated and electrically controlled by a TM. The APU
continues to accelerate under the control of the ECB. At 75% rpm,
the IGVs move to 22° open. As the APU accelerates, the ECB
transmits a signal to the TM of the FCU. This controls the metered
fuel flow to the governed speed. The ECB has a protection called time
acceleration loop. It controls the fuel flow so that the APU speed
increases steadily from 0 to 95% within operating temperature limits.
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(continued)
APU AT 95% RPM
When the APU speed reaches 95%, the igniter is de-energized, the
combustion is self-sustaining. 2 seconds after 95% rpm has been
reached the AVAIL light comes on and the ON light goes off on the
START P/B. This indicates that the APU is available to supply
pneumatic and electrical power. The surge control valve TM is
controlled by the ECB according to the total pressure and the
Differential Pressure ( P) measured by pressure sensors at the discharge
of the load compressor. The load compressor pressure is a function
of the IGV position.
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(continued)
APU BLEED VALVE
When the APU bleed load control valve is open, the air conditioning
zone controller sends a demand signal to the ECB in order to control
the IGV position and adjust APU speed accordingly. The IGV position
determines the air flow delivered to the pneumatic system. The speed
of the APU is 99% rpm in ambient temperatures lower than 30°C
(86°F) and 101% rpm in temperatures higher than 30°C. For Main
Engine Start (MES) or when in flight, APU speed is 101% rpm. When
the APU bleed valve is closed the IGVs move to the idle position.
The surge control valve allows the discharge of air from the load
compressor.
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RUNNING SEQUENCE - ACCELERATION SEQUENCE - APU BLEED VALVE
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RUNNING SEQUENCE - PNEUMATIC AND ELECTRICAL
SUPPLY
The ECB meters the fuel to keep the APU speed constant and monitors
the oil temperature, pressure and level.
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RUNNING SEQUENCE - PNEUMATIC AND ELECTRICAL SUPPLY
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NORMAL SHUTDOWN SEQUENCE OVERSPEED TEST
After the end of the cool-down cycle, the ECB sends an overspeed
PNEUMATIC AND ELECTRICAL SUPPLY test signal to the overspeed shutdown circuit. This causes the overspeed
An APU normal shutdown is initiated when the MASTER SW P/B shutdown logic to start an APU shutdown by closing the fuel solenoid
is released out. If the APU bleed air is selected, the ECB sends a signal in the FCU. In this mode no protective shutdown is recorded by the
to close the APU bleed load valve and initiate a cool-down cycle so ECB.
that the APU shutdown is delayed. If the APU bleed air is not selected,
the APU shuts down immediately. The normal shutdown signal closes
the fuel solenoid valve of the FCU. This causes the APU to shut down.
NOTE: The P/B Switch AVAILable indication goes off, and the AC
generator is de-energized.
COMMANDED SHUTDOWN
A normal APU shutdown is initiated when the operator pushes the
APU MASTER SW from the ON to the OFF position. The ECB closes
the IGVs to the min. position. The LCV closes and the SCV opens
and the cool-down cycle of the APU starts.
COOL-DOWN CYCLE
The function of the cool-down timer is to delay the APU shutdown
and to allow the APU to run for 60 seconds (depending on performance
settings) at a low stabilized temperature at 75% speed (N). The
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cool-down cycle starts immediately when the ECB receives the

CLOSED signal of the LCV.
If the LCV was not in the OPEN position during the entire APU
operation the cool-down timer is set to zero (0) seconds. The APU
enters the shutdown state immediately when commanded to shutdown.
If APU Bleed is set to OFF more than 60 seconds before the APU
MATER SW is set to OFF the APU is shutdown immediately.
If the APU MASTER SW is set to ON before the cool-down cycle
has been completed, the APU accelerates to 100% of speed and can
be used again.
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NORMAL SHUTDOWN SEQUENCE - PNEUMATIC AND ELECTRICAL SUPPLY ... OVERSPEED TEST
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NORMAL SHUTDOWN SEQUENCE - DECELERATION
SEQUENCE
The APU decelerates:
- when the speed is less than 50%, the IGVs go progressively to the closed
position,
- when the speed is less than 7% rpm, the air intake flap is controlled to
fully close.
The surge control valve is electrically signaled to progressively open
during APU roll down and remains spring-loaded open.
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NORMAL SHUTDOWN SEQUENCE - DECELERATION SEQUENCE
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NORMAL SHUTDOWN SEQUENCE - AIR INTAKE FLAP
SEQUENCE
When the air intake flap is fully closed and the APU has stopped, the
ECB is no longer electrically supplied.
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NORMAL SHUTDOWN SEQUENCE - AIR INTAKE FLAP SEQUENCE
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fire is detected on ground. The APU shuts down immediately without
ABNORMAL SHUTDOWN SEQUENCE time delay, even if the APU bleed air system is used.
The APU abnormal shutdown sequence is composed of:
- protective shutdown,
- emergency shutdown.
PROTECTIVE SHUTDOWN
When the ECB is electrically supplied, it controls the APU starting
and running phases. If an abnormal parameter is detected, it initiates
an immediate shutdown without time delay, even if the APU bleed
air system is used. The ECB protective shutdown parameters are:
- over speed,
- over temperature,
- Low Oil Pressure (LOP),
- oil filter clogged
- start period timer,
- sensor failure,
- air intake flap,
- no flame,
- reverse flow,
- no acceleration,
- loss of DC power,
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- ECB failure,
- generator HOT,
- loss of speed sensing,
- IGV shutdown.
EMERGENCY SHUTDOWN
The ECB initiates an emergency shutdown when either the APU FIRE
P/B, located in the cockpit, is released out or when the APU SHUT
OFF P/B, located on the external power receptacle panel, is pressed.
The ECB initiates an automatic emergency shutdown when an APU
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ABNORMAL SHUTDOWN SEQUENCE - PROTECTIVE SHUTDOWN & EMERGENCY SHUTDOWN
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ECB INTERFACES (3)

- the APU fire handle P/B in the cockpit and the APU shut off switch on
POWER SUPPLY the external power control panel.
The Emergency stop during flight is possible trough:
The Electronic Control Box (ECB) is electrically supplied, through the
- the APU fire handle P/B in the cockpit.
Auxiliary Power Unit (APU) main control relay, by at least one of the
A/C batteries and the A/C DC network and/or from the 115 V AC APU LGCIU 1
generator during a power failure up to 230 ms.
The ECB receives the flight/ground discrete input signal from the Landing
MASTER SW P/B Gear Control and Interface Unit (LGCIU) 1. This signal is used for failed
sensor logic.
The APU MASTER SWitch provides the ECB with a supply and reset
signal and with a shutdown signal. The ECB sends a discrete signal to EIU
the FAULT light when an automatic or emergency shutdown occurs or
a power-up test fails. During engine start, the ECB receives a Main Engine Start (MES) signal
from Engine Interface Unit (EIU) 1 or 2. This signal causes the ECB to
START P/B position the Inlet Guide Vanes (IGVs) to a pre selected angle.
This discrete input signal from the A/C initiates the timed acceleration BMC
loop, which controls the APU acceleration from 0 to 95% speed. The
ECB illuminates the ON light during APU start sequence. The AVAILable When the APU bleed P/B is set to ON, Bleed Monitoring Computer
light in the START P/B comes on 2 seconds after the APU speed is above (BMC) 1 or 2 sends a discrete input to the ECB, which may control the
95%. APU bleed valve to open.
BACK-UP AND MAIN START CONTACTORS TSO/JAR

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The ECB sends discrete outputs to the back-up and the main start The ECB receives a discrete input from the A/C signature Pin
contactors receives a discrete input from the main start contactor. Programming (PIN PROG). This open or ground signal determines
whether the ECB follows the Technical Standard Order (TSO) or the
EMERGENCY STOP Joint Aviation Requirements (JAR).
A discrete input signal from the A/C initiates the APU shutdown logic ENVIRONMENTAL CONTROL SYSTEM (ECS)
100 ms after the ECB has received this signal. The sources for emergency
stop signals are: The ECB receives, via an ARINC 429 bus, an input from the the Air
The Emergency stop on ground is caused by: conditioning System Controller 1 and 2 (ACSC) to control the IGVs
- the automatic fire extinguishing system, position according to the demand. The ECB sends a discrete output to
49 - APU Page 114
the ACSC 1 and 2 to signal that the APU bleed valve is in delivery
position.
A320/321 IDENTIFICATION
The ECB receives a discrete input from the A/C signature PIN PROG.
This identification pin allows the ECB to identify A321 applications for
functional differences from those of an A320.
SDAC
The ECB sends to System Data Acquisition Concentrators (SDACs) 1
and 2, via ARINC 429 data buses, the indications to be displayed on the
ECAM APU page and shutdown information to trigger the corresponding
warnings.
CFDS
The ECB is a BITE type 1 computer and is connected to the Centralized
Fault Display System (CFDS) via ARINC 429 data buses.
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POWER SUPPLY ... CFDS
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APU FILM PRESENTATION (2)

INTRODUCTION
The Honeywell GTCP36-300 APU provides the A/C with an independent
source of pneumatic and electrical power, which can be used on in-flight
and ground operations. The APU is installed in a fireproof compartment
located in the A/C tail cone. Access for servicing and maintenance is
provided by two doors. The APU is controlled and monitored by a full
authority digital engine control type Electronic Control Box (ECB), which
is located on the right side of the aft cargo compartment. It transmits the
APU operational data to the Electronic Centralized Aircraft Monitoring
(ECAM) system. The data is displayed in the cockpit on the ECAM
display. This is the Honeywell GTCP36-300 APU. It supplies the A/C
pneumatic system with compressed air for engine starting and air
conditioning and it provides the shaft power to drive an AC electrical
generator, which supplies the A/C electrical buses. All of the following
components location references are clockwise from the rear looking
forward. The APU is comprised of three major assemblies and their
components. The major assemblies are:
- the accessory gearbox,
- the load compressor,
- the power section.
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CMQ A330/A340 to A319/320/321 (IAE V2500/ME) T1 (Lvl 2&3) APU FILM PRESENTATION (2) Sep 17, 2007
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INTRODUCTION
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GEARBOX ACCESSORIES
The APU generator is mounted at the two o'clock position on the front
of the accessory gearbox. It produces 3-phase AC electrical power to
supply the A/C electrical buses. The cooling fan is installed at the 12
o'clock position on the accessory gearbox. It supplies air to the APU
compartment cooling air manifold and to the air-cooled oil cooler. The
starter is located at the 10 o'clock position on the front of the accessory
gearbox. It is equipped with a brushwear indicator for condition
monitoring and a manual drive receptacle, which can be used to turn the
APU for boroscope inspections and other maintenance operations.
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GEARBOX ACCESSORIES
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gearbox. The gearbox PRV is installed at the 10 o'clock position on the
OIL SYSTEM left side of the accessory gearbox. Oil servicing is accomplished from
the left side of the accessory gearbox. The reservoir may be filled through
The oil pump unit assembly is installed at the 9 o'clock position on the
the gravity fill cap or through the pressure fill and overflow connections.
front of the accessory gearbox. The oil supply pump pressurizes the oil
A sight gauge verifies the oil quantity.
from the gearbox oil sump. The oil pressure is regulated by the oil
Pressure Regulating Valve (PRV). The high pressure oil system is
protected by the oil pressure relief valve. The pressurized oil from the
supply pump is routed to the thermal bypass valve, which is installed on
the oil cooler. If the oil is cool, the thermal bypass valve is open and the
oil flows directly to the oil supply filter. When the oil is hot, the thermal
bypass valve is closed, and the oil flows through the oil cooler to the oil
supply filter. The oil supply filter is mounted on the oil pump housing.
The oil filter is equipped with a clog indicator and a differential pressure
switch to protect the system. The oil filter outlet line supplies an oil
manifold installed on a bracket at the 9 o'clock position on the air inlet
plenum. The oil manifold supplies the turbine support bearing. It is
equipped with an oil pressure switch and an oil temperature sensor. The
lubricating oil is returned to the gearbox reservoir to complete the cycle.
The turbine support bearing oil is returned to a line from the 7 o'clock
position on the turbine case. The oil from the starter clutch, the front
support bearing and the gearbox lubricating oil is returned internally by
gravity. The oil from the APU generator is returned to the generator oil
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filter by the generator oil scavenge pump. The oil scavenge pump is
installed in the generator mounting flange cavity. The generator must be
removed to gain access to the scavenge pump. The generator oil filter is
located at the 3 o'clock position on the front of the accessory gearbox.
The filter housing is equipped with a filter bypass indicator and a
differential pressure switch to protect the oil system. The oil sump
temperature sensor is installed at the 7 o'clock position on the front of
the accessory gearbox. The magnetic drain plug is installed at the bottom
center of the accessory gearbox. The oil level switch is located near the
3 o'clock position on the accessory gearbox. The de-oil solenoid valve
is located near the 2 o'clock position on the right side of the accessory
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OIL SYSTEM
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FUEL SYSTEM
Fuel from the A/C is delivered to the Fuel Control Unit (FCU). The FCU
is mounted on the front flange of the oil pump unit. It supplies the APU
with High Pressure (HP) metered fuel for combustion and servo fuel to
operate the Inlet Guide Vane (IGV) actuator. Fuel from the APU supply
line enters the inlet section of the fuel control unit at the LP fuel filter
which is installed on the bottom of the fuel control unit housing. The fuel
pressure is monitored by a pressure switch installed at the fuel filter inlet.
The LP filter system includes a clog Indicator for condition monitoring
and a filter bypass valve to protect the system. The filtered fuel is
pressurized by the HP fuel pump. The HP fuel is regulated by the
pressurizing valve and the differential pressure valve. The HP fuel system
is protected by the HP relief valve and a HP fuel filter. The
pressure-regulated fuel flows internally to the fuel Torque Motor (TM).
The fuel torque motor controls the internal fuel metering valve which
supplies fuel to the fuel shutoff solenoid valve. The fuel shutoff solenoid
valve controls the metered fuel supply, which is used for combustion.
When the APU is started the Electronic Control Box (ECB) energizes
the fuel shutoff solenoid valve and metered fuel is supplied to the fuel
flow divider and drain valve assembly, located at the 6 o'clock position
on the exhaust case. During the start cycle the metered fuel is supplied
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to the six dual flow fuel nozzles through the primary fuel manifold. When
the fuel pressure increases, the start sequence valve opens and supplies
fuel to the secondary fuel manifold for acceleration and on-speed
operation. When the ECB receives a shutdown signal, it de-energizes the
fuel shutoff solenoid valve and the fuel flow stops. The fuel manifold
drain valves are opened by spring pressure and the unused fuel is drained
to the drain manifold located at the bottom right side of the APU. The
residual fuel in the combustion chamber is drained through the combustion
chamber drain valve installed at the 6 o'clock position on the combustion
case.
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FUEL SYSTEM
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DRAIN SYSTEM
The APU drain system collects fluids from the fuel pump, fuel control
flange cavity, the inlet guide vane actuator, the combustion chamber drain
valve, the fuel flow divider and drain valve assembly and the turbine
exhaust case. These fluids are collected at the drain manifold located on
the lower right side of the APU.
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DRAIN SYSTEM
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IGNITION SYSTEM
The high-energy ignition system is located on the right side of the APU.
The exciter box is located at the 5 o'clock position on the turbine case.
The wire-shielded igniter lead connects the exciter box to the igniter plug.
The igniter plug is installed in the combustion case at the 5 o'clock
position.
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IGNITION SYSTEM
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motor, which is controlled by the ECB. The surge control valve opens
PNEUMATIC SYSTEM during the APU shutdown cycle and vents the unused air to the APU
exhaust. The bleed load valve is installed on the front of the bleed air
The air supply inlet is located at the bottom of the APU. The air supply
manifold. It is operated by an actuator that uses HP air from the power
inlet is protected by a wire screen. The air flows directly to the power
section compressor which is routed through the surge control valve HP
section compressor where it is compressed and used for combustion, oil
air manifold. The HP air is controlled by a solenoid valve. The bleed
system pressurization and for the operation of the surge control valve
valve position is indicated by a position switch and a visual position
and the bleed load valve. The airflow through the load compressor is
indicator. The air from the inlet plenum is ducted to the gearbox-driven
controlled by the internal inlet guide vanes, which are positioned by the
fan. The fan supplies air to the APU compartment cooling air manifold
inlet guide vane actuator. The inlet guide vane actuator is installed at the
and to the air-cooled oil cooler.
4 o'clock position on the load compressor housing. It is operated by a
torque motor using HP servo fuel from the fuel control unit. The air is
discharged through the load compressor outlet to the bleed air manifold,
which is installed at the 3 o'clock position. The bleed air manifold supplies
the A/C pneumatic system with compressed air, which can be used for
engine starting and air conditioning. The ECB uses air pressure, air
temperature, and airflow data for control and monitoring operations. The
P2 sensor is mounted on the right side of the air inlet plenum at the 3
o'clock position. The load compressor inlet temperature sensor is installed
at the 5 o'clock position on the load compressor housing. The load
compressor discharge temperature sensor is installed at the 3 o'clock
position on the bleed air manifold. The data is used for condition
monitoring. The load compressor discharge airflow is used by the bleed
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flow sensor assembly, which is installed on the bleed air manifold. The
load compressor outlet pressure sensor measures the load compressor
discharge air pressure and transmits an electrical signal to the ECB. The
differential pressure sensor measures the load compressor discharge air
pressure and the load compressor outlet static air pressure. The variable
volume chamber protects the sensors by dampening the pressure surges
in the load compressor air supply. The load compressor discharge airflow
is controlled by the surge control valve and the bleed load valve. The
surge control valve is installed on the rear of the bleed air manifold. The
surge control valve is operated by an actuator which uses HP air from
the power section compressor. The actuator is controlled by a torque
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PNEUMATIC SYSTEM
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INDICATING AND RECORDING SYSTEM
The APU speed is measured by two monopole speed transducers. They
are installed in the gearbox housing at the one and 11 o'clock positions.
The exhaust case temperature is measured by two thermocouple rakes.
Each rake includes two dual element thermocouples. The four
thermocouples are installed in the turbine exhaust case. They are equally
spaced for maximum monitoring efficiency. The APU serial number
encoder is mounted on the front left side of the air inlet plenum at the 9
o'clock position. This data is transmitted to the A/C central maintenance
system when it is requested by maintenance personnel.
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SUMMARY
The APU is controlled and monitored by a full authority digital engine
control type ECB. The ECB serves as a maintenance interface with the
A/C Central Maintenance System (CMS) for fault reporting and
troubleshooting operations. The APU serves as an integral part of the
A/C systems. It enhances the operations of the A/C by providing an
independent source of pneumatic and electrical power, which can be used
in flight for emergencies or for extended-range operations, and on the
ground to permit the A/C to operate independently of ground facilities
and services. Some of the components that were identified are Line
Replaceable Units (LRUs). Please consult the appropriate maintenance
manual for additional information.
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SUMMARY
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APU DRAIN SYSTEM EXHAUST MUFFLER DRAIN
A drain system prevents the collection of fluids in the Auxiliary Power The exhaust muffler drain line is routed to the drain mast. This drain line
Unit (APU) system and compartment. collects fuel, water or air leaks.
FCU / OIL PUMP SEAL DRAIN COMBUSTOR HOUSING DRAIN

The Fuel Control Unit (FCU) / oil pump seal drain line is routed via a The combustion housing drain line is routed to the drain mast. This drain
collector line to the drain tank. This line drains fuel or oil leaks. line collects unburned fuel from the combustion chamber that may be
accumulated in the combustor following an unsuccessful light-up.
BLEED CONTROL VALVE ACTUATOR SEAL DRAIN
DRAIN TANK
The bleed control valve actuator seal drain line is routed via a collector
line to the drain tank. This line drains fuel leaks only. For venting and evacuation the drain tank is connected to the drain mast.
Airflow across the drain mast creates a vacuum in the drain line. The
INLET GUIDE VANE ACTUATOR SEAL DRAIN suction effect produced at 200 kts, is sufficient to remove the contents
of the drain tank. A vent line ventilates the drain tank and drain lines.
The Inlet Guide Vane (IGV) actuator drain line is routed via a collector
The APU drain lines are connected to the right access door drain lines
line to the drain tank. This line drains fuel leaks only.
through spring adapter kiss seals.
FRONT BEARING SEAL DRAIN
Any oil leak from the front bearing seal flows to the A/C drain mast.
START FUEL MANIFOLD PURGE

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The fuel, which remains in the pilot injectors and manifold, is purged to
the APU exhaust.
AIR BYPASS PLENUM DRAIN

The air bypass plenum drain line is routed to the drain mast. This drain
line collects fuel, water or air leaks.
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APU DRAIN SYSTEM ... DRAIN TANK
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GENERAL
The Auxiliary Power Unit (APU) is installed in the fuselage tail cone.
Tie rods attach the unit by a three-point mounted suspension system to
the structure brackets on the compartment ceiling in a fireproof
compartment. A pair of access doors on the bottom of the tail cone opens
outwards to let the APU be lifted and lowered.
AIR INTAKE SYSTEM

The air intake system ducts ambient air to the APU inlet plenum. The air
intake system includes:
- a fixed diverter that increases ram air recovery for flight operation and
also prevents any fluids, flowing along the fuselage, from entering the
air intake,
- an air intake with inlet flap,
- an air inlet duct.
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GENERAL & AIR INTAKE SYSTEM
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ENGINE CONTROLS OIL SYSTEM
The Electronic Control Box (ECB) controls and monitors the APU A wet sump lubrication system cools and lubricates the electrical
operation. It is a Full Authority Digital Engine Control (FADEC) type generator, the accessory gearbox and the APU bearings. The system
computer. The ECB has the following functions: components are all located on the gearbox except the oil cooler that is
- control of the APU start sequence, located on the APU left hand side.
- monitoring of the APU speed, exhaust gas temperature and bleed air
supply, IGNITION AND STARTING SYSTEM
- normal stop sequence and automatic or emergency shutdown,
The ignition and starting system rotates the engine to a self-sustained
- failure indication for trouble shooting.
speed. It also will start ignition of the fuel/air mixture in the engine
ENGINE combustion chamber. The system includes:
- an electrical starter motor,
The APU is a single spool engine based on a modular design including - an ignition unit,
a power section, driving a single stage centrifugal load compressor and - two igniter plugs.
an accessory gearbox. The APU power section has:
- a single stage centrifugal compressor, ACCESSORY GEARBOX
- a reverse flow combustion chamber,
The gearbox transmits the shaft power to the APU accessories and to the
- a two-stage axial flow turbine.
APU generator, which are installed on the gearbox pads. The gearbox is
IGV also the oil reservoir for the APU lubrication system. The components
mounted on the accessory gearbox are:
The Inlet Guide Vanes (IGVs) control the amount of air discharged from - the starter motor assembly,
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the APU load compressor. The 24 IGVs are moved simultaneously by a - the cooling air fan assembly with the Permanent Magnet Generator
gear train operated by an actuator. The IGV system uses fuel as hydraulic (PMG),
fluid for the servo valve actuator to control the IGVs through the ECB. - the Fuel Control Unit (FCU),
- the AC generator.
BLEED AND SURGE AIR
AC GENERATOR
The bleed and surge air system supplies air to the A/C pneumatic system
while avoiding load compressor surge. The bleed control valve acts as a The 3 phases AC generator transforms the mechanical power into
combined bleed and surge valve, electrically controlled by the ECB and electrical power of 90 KVA to supply the electrical A/C system with
fuel operated. 115V-400Hz.
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ENGINE CONTROLS ... AC GENERATOR
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FUEL SYSTEM
The APU is supplied of fuel from either the fuel tank pumps or the APU
fuel pump, according to the pressure sensed in the APU fuel feed line
upstream of the pump. The APU fuel system operates automatically and
includes:
- an APU fuel pump, an APU fuel pressure switch,
- a LP valve,
- a fuel LP switch,
- an FCU for Fuel Flow (FF) scheduling,
- a fuel line vent and drain valve.
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FUEL SYSTEM
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STARTER CONTROL
The starting system drives the Auxiliary Power Unit (APU) rotor through
a clutch and gearbox. When the APU speed is 55% rpm, the start logic
of the Electronic Control Box (ECB) cuts off the supply to the start
contactors, which switch off the starter motor. The timed acceleration
loop of the ECB causes the APU to accelerate to reach the governed
speed.
IGNITION CONTROL
The ignition system is used to ignite and maintain combustion during the
start phase. The ignition system includes:
- an ignition unit,
- two ignition leads,
- two igniter plugs.
The ignition system operates from initial crank up to 55% rpm.
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GENERAL FUEL SHUT-OFF
The fuel system provides metered fuel to sustain combustion. Part of the The ECB controls the fuel 3-way solenoid valve for positive fuel shut-off.
fuel is used as muscle pressure to operate the Inlet Guide Vane (IGV) The valve is controlled open during the start sequence and closed during
actuator and the bleed control valve actuator. the stop sequence. Fuel is returned between the LP pump outlet and the
fuel filter inlet.
FCU
FLOW DIVIDER
The Fuel Control Unit (FCU) has five functions:
- fuel filtering, The flow divider and drain valve assembly divides the fuel between the
- pressure increase, pilot and main injectors. During the initial start sequence, only the pilot
- fuel metering, injectors are supplied.
- positive fuel shut-off,
- fuel muscle pressure regulation. FUEL DISTRIBUTION
The FCU is composed of a Low Pressure (LP) fuel pump, a filter with a
3 pilots and 6 main fuel injectors make the fuel distribution. When the
filter by-pass valve and a Differential Pressure Indicator (DPI), a High
Auxiliary Power Unit (APU) start is selected, the pilot injector valve
Pressure (HP) fuel pump with a pressure relief valve, a constant
opens when fuel pressure reaches 20 psi. During normal running the two
Differential Pressure (DELTA P) valve, a pressure regulator for the bleed
valves are in the open position and the fuel is allowed to supply both
control valve and the IGV actuators, a fuel servovalve, and the 3-way
injector types. In the flow divider and drain valve assembly and during
solenoid valve. A FCU drain line purges the pump shaft seal.
shutdown, as the fuel pressure decreases, the two-injector valves close.
FUEL SCHEDULE The fuel remaining in the pilot injector is purged to the exhaust by
combustion chamber pressure.
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The Electronic Control Box (ECB) controls the fuel servovalve through
a Torque Motor (TM). The ECB schedules fuel flow for start sequence, FUEL DRAIN AND VENT VALVE
on speed operation and shutdown sequence. The ECB modulates the
The fuel drain and vent valve assembly is installed in the APU
on-speed fuel schedule to match the A/C demand for bleed air and
compartment at the fuel inlet connection to the FCU. The drain of the
electrical load.
APU fuel feed line/purge of air is used for maintenance.
MUSCLE PRESSURE CONTROL
The fuel muscle pressure is used to operate the bleed control valve
The ECB controls the fuel system using several parameters. During
actuator, for the air delivery to the A/C and the air discharge to the
on-speed operation, the ECB uses APU speed. During start, it uses speed
exhaust, and for the load compressor IGV actuator. Servo fuel is returned
downstream to the LP pump outlet and upstream to the fuel filter inlet.
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Exhaust Gas Temperature (EGT), air inlet pressure and temperature. The
ECB acts on fuel servovalve and fuel 3-way shut-off solenoid valve.
MONITORING
Contamination of the fuel system, i.e. impending fuel filter bypass is
indicated by the DPI.
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STORAGE CONTROL
The sump of the Auxiliary Power Unit (APU) accessory gearbox is the The only component of the oil system controlled by the Electronic Control
oil reservoir. The accessory gearbox sump contains 5.2 l (1.4 US gal) of Box (ECB) is the de-oiling valve. The de-oiling solenoid valve is
oil. On the left hand side of the gearbox, a gravity fill port is installed electrically controlled open to make sure that the APU starts during cold
with a scupper to drain spilled oil. The gearbox has: conditions, to reduce the load on the pressure pump, and during APU
- a pressure fill port, shutdown to prevent the coking of the oil remaining in the bearing
- an overflow port, chambers.
- a sight glass.
PROTECTION
SUPPLY
The ECB protects the APU in case of oil system malfunction. The ECB
The oil is drawn from the sump and pressurized by a vane-type pressure monitors oil pressure and oil temperature. If one of the oil parameters is
pump. The pressurized oil goes through a cooler and a disposable filter. out of range, the ECB initiates an automatic APU shutdown without time
If the pump pressure is excessive, a pressure relief valve opens and delay.
releases oil back to the pump inlet. The oil is then directed to the gears - gearbox High Oil Temperature (HOT) threshold: 135°C (275°F),
and bearings of the accessory gearbox, the load compressor front bearing, - AC generator high oil temp: 180°C (356°F),
the power section rear bearing and the electrical generator. - Low Oil Pressure (LOP): 35 psi.
SCAVENGE MONITORING
Oil from the electrical generator and APU rear bearing is returned to the The oil system is monitored to increase the APU life. Lube and scavenge
sump by two scavenge pumps. The oil from the AC generator returns to filters have visual clogging indicators. The oil sump has a low level sensor
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the sump through a vane-type scavenge pump and a filter. The oil from to show maintenance information in the cockpit. When the level is at the
the APU rear bearing returns to the sump through scavenge pump. Oil "ADD" mark 4l (1 US gal) the APU is able to continue running for at
from the gearbox pinions and the APU front bearing is scavenged by least 60 hours. A magnetic drain plug, immersed in the APU oil, is used
gravity. for the oil drainage from the sump and attracts ferrous metal particles.
Two Differential Pressure (DELTA P) switches, one for the scavenge
VENTING filter and a second one for the pressure filter inform the ECB about a
clogging situation and an APU auto shutdown is triggered.
The air oil mist from the rear bearing is returned to the gearbox housing
through an external pipe. An air/oil separator removes the oil particles
from the gearbox air. This oil-free air is discharged in the APU exhaust.
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STORAGE ... MONITORING
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BLEED SUPPLY PRESSURIZATION AND OIL VENT
Bleed air supply to the A/C pneumatic system is controlled by a bleed Pressurized air enters the gearbox during operation from the front and
control valve for delivery function. The fuel-operated bleed control valve rear bearing seal buffering systems. This air comes from the power section
is a diverter valve: either to the A/C system and/or the Auxiliary Power compressor. The gearbox is vented to the APU exhaust. The oil mist is
Unit (APU) exhaust. separated from the vent air by an air-oil separator.
BLEED CONTROL CONTROL

The amount of air required by the pneumatic system is controlled by the The ECB controls the air system using several parameters:
load compressor Inlet Guide Vanes (IGVs). The IGVs are moved by a - signals from the APU inlet pressure and temperature sensor,
fuel-powered actuator. - signals from load the compressor discharge pressure sensor and the
differential pressure sensor,
SURGE PROTECTION - command and feedback signals from the fuel driven actuators.
Load compressor surge protection is done by the bleed control valve that MONITORING
discharges the excess of air in the exhaust.
The compressor discharge pressure sensor is a unit, which contains a
OIL COOLING static pressure and a differential pressure sensor. It is located at the APU
air intake plenum. The ECB uses the sensor output voltage for the
A gearbox-driven fan draws air from the inlet plenum and forces it to go
calculation of the compressor air flow and to give the APU BLEED
through the oil cooler. After leaving the oil cooler, the air is discharged
pressure indication for the APU page on the lower ECAM display unit.
overboard. The cooling fan incorporates a Permanent Magnet Generator
To help maintenance and troubleshooting, the bleed control valve has a
(PMG), which supplies a direct current to the Electronic Control Box
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visual position indicator.

(ECB), if the main supply is interrupted.
COMPARTMENT COOLING
Air supplied by the fan, which is driven by one of the gears of the gearbox,
is also used for the APU compartment cooling. The compartment cooling
air is blown through a smaller duct attached to the fan discharge tube.
Natural convection ventilates the APU compartment when the APU is
not in operation.
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BLEED SUPPLY ... MONITORING
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GENERAL
The Auxiliary Power Unit (APU) system management and control keeps
the APU rotation speed constant to obtain a constant AC generator
frequency output, protects the power unit from over temperature, avoids
load compressor surge, controls safe APU start and eases the APU
maintenance. The APU management system controls the following
sequences:
- power-up state,
- watch state,
- starting state,
- steady state,
- cool down state,
- shutdown sate.
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GENERAL
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POWER-UP STATE
When the APU MASTER SWitch is set to ON, the APU fuel Low
Pressure (LP) valve opens and the APU fuel pump logic is energized.
The Electronic Control Box (ECB) controls the opening of the air intake
flap and initiates a power-up test:
- test of On Board Replaceable Module (OBRM), Read Only Memory
(ROM) checksum, Random Access Memory (RAM) read/write,
- test of speed circuit, oil level, discrete and analog outputs,
- on the lower ECAM display unit the APU page is shown.
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POWER-UP STATE
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WATCH AND START PREPARATION STATE
After completion of the power-up state, the ECB automatically enters
the watch state. Upon receipt of the start command, provided that there
are no prohibitive conditions and rotation speed is less than or equal to
7% rpm, the ECB enters the start preparation state.
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WATCH AND START PREPARATION STATE
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STARTING STATE
The starting state begins when the APU START P/BSW is pressed and
continues until APU AVAILable light activation.
START P/B PRESSED + 100 MS
When the START P/BSW has been pressed in, the ECB initiates the
start sequence and energizes the backup start contactor. The receipt
of a stop signal at any time during the starting state leads to a shutdown
without any cool down period.
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STARTING STATE - START P/B PRESSED + 100 MS
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STARTING STATE (continued)
BACKUP START CONTACTOR SUPPLIED + 1.5 S
The components activated by the ECB are:
- the gearbox de-oiling valve,
- the ignition unit,
- the main start contactor.
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STARTING STATE - BACKUP START CONTACTOR SUPPLIED + 1.5 S
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ROTATION SPEED N > 3% RPM
The components activated by the ECB are:
- the 3-way solenoid valve for the High Pressure (HP) fuel ON/OFF
function,
- the fuel servovalve for the fuel metering function.
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STARTING STATE - ROTATION SPEED N > 3% RPM
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During starting, fuel flow is controlled under the following programs:
- begin manifold fill algorithm,
- open loop fuel schedule.
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DELTA EGT > 10°C
The initiated acceleration is controlled to 100% rpm.
The ECB de-energizes:
- the ignition unit,
- the gearbox de-oiling valve,
- the main start contactor.
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STARTING STATE - DELTA EGT > 10°C & ROTATION SPEED N > 55% RPM
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ROTATION SPEED N > 55% RPM + 5 S
The backup start contactor is de-energized.
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STARTING STATE - ROTATION SPEED N > 55% RPM + 5 S
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The ECB functions are:
- surge control and IGV control loops activation,
- APU AVAIL signal activation,
- start in progress output de-activation,
- steady state speed control loop activation,
- enter run state.
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STEADY STATE
In steady state the ECB controls the speed, the load compressor operation,
and monitors the Exhaust Gas Temperature (EGT).
SPEED CONTROL
This function keeps the rotation speed of the APU rotating assembly
constant, whatever the load applied. This is achieved by metering the
fuel flow, which varies with the air inlet pressure and temperature.
LOAD COMPRESSOR CONTROL
This function opens the Inlet Guide Vanes (IGVs) according to the
bleed air demand from the A/C, ECS or MES. Protection against load
compressor surge is achieved by controlling and reading the position
of the bleed control valve, according to the inlet temperature, and
differential and discharge pressure signals of the load compressor
(DELTA P/P ratio). If the ECB detects a surge condition, the bleed
control valve is positioned to discharge air to the exhaust.
NOTE: 1: In case of failure of the load compressor control, the IGVs

are closed and the bleed control valve is fully opened to
discharge.
2: In case of detected reverse flow operation, the APU is
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automatically shut down by the ECB.

EGT CONTROL
This function avoids APU over temperature by controlling the Inlet
Guide Vane (IGV) position to closed. Thus, the pneumatic load is
first reduced to give priority to the electrical load. This is achieved
by controlling the position of the IGVs to the closed position as a
function of the EGT as long as the over temperature condition is
present.
NOTE: In case of IGV control failure, the IGVs are closed.

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STEADY STATE - SPEED CONTROL ... EGT CONTROL
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COOLDOWN STATE
At stop command MASTER SW OFF, the pneumatic load is removed,
i.e. the IGVs are closed, the bleed control valve positioned to discharge,
the AC generator may still be loaded, then the engine goes into a 120 s
cool down cycles. This function runs the APU at a low stabilized
temperature before normal shutdown.
NORMAL SHUTDOWN
An APU normal shutdown is initiated when the MASTER SW P/B is
released out. If the APU bleed air is not selected, the APU shuts down
immediately. The normal shutdown signal stops the fuel supply. This
causes the APU to decelerate. The AVAIL indication goes off and the
AC generator de-energizes. When the speed is less than 90% rpm, the
gearbox de-oil solenoid valve opens. When the speed is less than 7%
rpm, the air intake flap is controlled to fully close and the de-oiling
solenoid valve is de-energized to close.
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COOLDOWN STATE & NORMAL SHUTDOWN
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PROTECTIVE SHUTDOWN
When the ECB is powered, it controls the APU starting and running
phases. If an abnormal parameter is detected, it initiates an immediate
shutdown without time delay, even if the APU bleed air system is used.
The ECB protective shutdown parameters are:
- over speed,
- over temperature
- Low Oil Pressure (LOP),
- start period timer,
- sensor failure,
- air intake flap,
- no flame,
- reverse flow,
- no acceleration,
- loss of DC power,
- ECB failure,
- generator HOT
- loss of speed sensing,
- IGV shutdown,
- oil filter clogged.
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PROTECTIVE SHUTDOWN
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EMERGENCY SHUTDOWN
The ECB initiates an emergency shutdown when either the APU FIRE
P/B, which is located in the cockpit, is released out, or when the APU
SHUT OFF pushbutton, which is located on the external power receptacle
panel, is pressed. The ECB receives automatically an emergency shutdown
signal when an APU FIRE is detected on ground by the APU Fire
Detection Unit. The APU shuts down immediately without time delay,
even if the APU bleed air system is used.
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EMERGENCY SHUTDOWN
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ECB INTERFACES (3)

POWER SUPPLY LGCIU 1
The Electronic Control Box (ECB) is electrically supplied, through the The ECB receives the flight/ground discrete input signal from the Landing
Auxiliary Power Unit (APU) MAIN control relay, by at least one of the Gear Control and Interface Unit (LGCIU) 1.
A/C batteries, the A/C DC network or transiently from the 28 V DC
Permanent Magnet Generator (PMG). APU FUEL FEED SYSTEM
MASTER SWITCH P/B The ECB receives a discrete signal from the APU low fuel pressure
switch. It sends a discrete signal to the APU fuel LP Shut-Off Valve
The APU MASTER SWitch sends a discrete supply or stop signal to the (SOV).
ECB. The ECB sends a discrete signal to the FAULT light when an
automatic or emergency shutdown occurs or a power-up test fails. EIU
AIR INTAKE FLAP During engine starts, the ECB receives a Main Engine Start (MES) signal
from Engine Interface Units (EIUs) 1 or 2. This signal causes the ECB
The ECB sends a power output for opening or closing the air intake flap to position the Inlet Guide Vanes (IGVs) to the fully open position and
and receives an air intake flap open or closed position signal. the bleed control valve to modulate in delivery position.
START P/B BMC

A discrete input signal from the START P/B initiates the starting When the APU bleed P/B is set to ON, Bleed Monitoring Computers
sequences. The ECB sends a discrete signal to the ON light during the (BMCs) 1 or 2 send a discrete input to the ECB which controls the
APU start sequence. A discrete output signal to the A/C energizes the opening of the APU bleed control valve. ECB sends discrete output signal
AVAIL light in the START P/B when the APU speed is above 95% rpm. to the BMCs to indicate when the BCV is not in the closed position.
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BACK-UP AND MAIN START CONTACTORS TSO/JAR

The ECB sends discrete output signals to the back-up and the main start The ECB receives a discrete input from the A/C signature PIN
contactors and receives as a feedback a discrete input from the main start programming. This open or ground signal determines whether the ECB
contactor. follows the Technical Standard Order (TSO) or the Joint Aviation
Requirements (JAR).
EMERGENCY STOP
ENVIRONMENTAL CONTROL SYSTEM (ECS)
A discrete input signal from the A/C initiates the APU emergency
shutdown logic after the ECB has received this signal. The ECB receives, via an ARINC 429 bus, an input from the Air
conditioning System Controller 1 and 2 (ACSC) to control the IGVs
49 - APU Page 182
position according to the demand. The ECB sends a discrete output to
the ACSC 1 and 2 to signal that the APU bleed valve is in delivery
position.
A320/A321 IDENTIFICATION
The ECB receives a discrete input from the A/C signature PIN
programming. This identification PIN lets the ECB identify the A321
applications for functional differences from those of an A320.
GENERATOR OIL TEMPERATURE SENSOR

The ECB receives an analog input from this sensor which is a component
mounted on the AC generator.
SDAC
The ECB sends to the System Data Acquisition Concentrators (SDACs)
1 and 2, via ARINC 429 data buses, the indications to show on the ECAM
APU page and shutdown information to trigger the related warnings.
CFDS
The ECB is a BITE type 1 computer and is connected to the Centralized
Fault Display System (CFDS) via ARINC 429 data buses.
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POWER SUPPLY ... CFDS
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INTRODUCTION
The Auxiliary Power International Corporation (APIC) APS-3200 APU
provides the aircraft with an independent source of pneumatic and
electrical power, which can be used during flight and ground operations.
The APU is installed in a fireproof compartment located in the aircraft
tail cone. Access for servicing and maintenance is provided by two doors.
The APU is controlled and monitored by a Full Authority Digital Engine
Control (FADEC) type Electronic Control Box (ECB). The ECB is located
on the right side of the aft cargo compartment. It transmits the APU
operational and maintenance data to the Electronic Centralized Aircraft
Monitoring (ECAM) system. The data is displayed on the ECAM display.
This is the Auxiliary Power International APS-3200 APU. It supplies the
aircraft pneumatic system with compressed air for engine starting and
air conditioning and it provides the power to drive an AC electrical
generator, which supplies the aircraft electrical buses. All of the following
component location references are clockwise from the rear looking
forward. The APU is comprised of three major assemblies and their
components. The major assemblies are:
- the power section, which includes a single stage centrifugal flow
compressor, an annular reverse flow combustion chamber, a two-stage
axial flow turbine and the exhaust case,
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- the load compressor, which comprises a centrifugal compressor, a

diffuser, and a row of Inlet Guide Vanes (IGVs),
- the Accessory Gearbox (AGB).
The power section drives the load compressor and the Accessory Gearbox
via a single shaft. The load compressor supplies compressed air to the
aircraft pneumatic system. The Accessory Gearbox is installed on the
front flange of the load compressor case. It is driven by a quill shaft from
the front of the load compressor. It provides support and gear reduction
power for the accessories and serves as the oil system reservoir.
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INTRODUCTION
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GEARBOX ACCESSORIES
The APU generator is mounted near the three o'clock position on the
Accessory Gearbox. It produces 3-phase AC electrical power to supply
the aircraft electrical buses. The control and monitoring signals are
transmitted from the aircraft systems through a quick disconnected
electrical connector. The generator will be removed to improve viewing
access to the remaining accessories and components. The cooling fan
assembly is mounted at the 12 o'clock position on the Accessory Gearbox.
It contains a Permanent Magnetic Generator (PMG), which provides the
Electronic Control Box with an interrupt DC power supply and a backup
over speed protection signal. The cooling air supply duct may be removed
to provide access to the cooling fan, which may be used to turn the
rotating assembly for maintenance inspections. The starter is located at
the 10 o'clock position on the front of the Accessory Gearbox. It is
operated by a 28 volt DC power supply, which is controlled by the
Electronic Control Box. It is equipped with a brushwear indicator for
condition monitoring. The Fuel Control Unit (FCU) is installed on the
front of the Accessory Gearbox near the 9 o'clock position. It supplies
high-pressure metered fuel for combustion and servo fuel to operate the
Inlet Guide Vane actuator and the bleed control valve. The oil pump unit
is installed on the front of the Accessory Gearbox near the 8 o'clock
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position. It contains one oil supply pump and two oil scavenge pumps.
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GEARBOX ACCESSORIES
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GEARBOX COMPONENTS
The oil level is monitored by the oil level sensor installed at the 3 o'clock
position on the right side of the Accessory Gearbox. If the oil level is
low, it will be indicated on the ECAM display during the start cycle. Two
oil filters are installed on the front of the Accessory Gearbox, the engine
oil supply filter and the generator oil scavenge filter. Both filters are
monitored by visual clog indicators and differential pressure switches.
If the pressure increases to a specific value, the ECB conducts an
automatic shutdown and transmits a maintenance message to the aircraft
centralized maintenance system. The oil system is protected from
overpressure by an oil pressure relief valve installed at the 6 o'clock
position on the front of the Accessory Gearbox. The adjacent magnetic
drain plug is used for oil system monitoring and maintenance operations.
The oil reservoir is serviced at the left side of the APU through the gravity
fill cap or through the pressure fill and overflow connectors. A sight gage
verifies the oil quantity. The oil system de-prime valve is installed at the
9 o'clock position on the Accessory Gearbox. It is opened during the start
cycle to reduce the load on the oil supply pump and during the shutdown
cycle to stop the oil flow.
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GEARBOX COMPONENTS
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OIL SYSTEM
The oil pump unit supplies oil to the oil bypass valve, which is installed
on the front of the oil cooler. If the oil is cool, it flows through the bypass
valve to the oil filter. If the oil is hot, it flows through the oil cooler to
the oil filter. The oil temperature is monitored by the High Oil
Temperature (HOT) sensor installed at the 6 o'clock position on the rear
of the Accessory Gearbox. The oil pressure is monitored by the Low Oil
Pressure (LOP) switch installed on the lower right hand side of the
Accessory Gearbox at the 3 o'clock position. The Electronic Control Box
uses temperature and pressure data for protective shutdowns during
specific operating conditions.
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OIL SYSTEM
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FUEL SYSTEM
The fuel supply from the aircraft is delivered to the Fuel Control Unit
(FCU) inlet. It is filtered by a fuel filter installed on the Fuel Control Unit
housing. The filter condition is monitored by a clog indicator. The fuel
flows internally through the high pressure pump to the fuel pressure
regulator and the servo valve. The pressure pump is protected by a
pressure relief valve. The fuel pressure regulator supplies servo fuel to
operate the Inlet Guide Vane actuator and the bleed control valve. The
Fuel Control Unit servo valve regulates the fuel flow to the power section.
The fuel flow is controlled by the 3-way solenoid valve. The servo valve
and the 3-way solenoid valve are controlled by the Electronic Control
Box. When the 3-way solenoid valve is opened, the metered fuel is
supplied to the fuel flow divider located at the 9 o'clock position on the
turbine case. The flow divider distributes the fuel to the two fuel
manifolds. During the initial start sequence, fuel is supplied to the three
pilot fuel injectors through the pilot injectors manifold. When the fuel
pressure increases to a specific value, fuel is supplied to the six main fuel
injectors through the main injector manifold. When the APU is running,
all of the fuel injectors are supplied with fuel. When the APU is stopped,
the residual fuel from the pilot fuel injectors and the manifold is purged
through the APU exhaust. The combustion chamber is drained through
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the combustion chamber drain valve installed at the 6 o'clock position

on the combustion case. The drain valve is connected to the drain system
manifold, which drains fluids from the air bypass plenum and the actuator
and pump sealed drain areas to the drain system interface plate located
at the 5 o'clock position on the right side of the APU.
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FUEL SYSTEM
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AIR SYSTEM
The air inlet plenum supplies air to the power section compressor, the
load compressor and the cooling fan. The airflow to the power section is
used for combustion. The airflow is monitored by the load compressor
inlet pressure/temperature sensor installed on the rear of the air inlet
plenum near the 3 o'clock position. The data is used for fuel metering
control and load compressor control. The airflow to the load compressor
is controlled by a row of internal Inlet Guide Vanes. The Inlet Guide
Vanes are operated by the Inlet Guide Vane actuator located at the 3
o'clock position on the load compressor case. The Inlet Guide Vane
actuator is operated by servo fuel supplied from the Fuel Control Unit
pressure regulator. It is controlled by a servo valve. The actuator is
connected to the operating rod by a quick release pin. The Inlet Guide
Vanes position is monitored by an internal linear transducer. The load
compressor discharge air pressure data is used for airflow control. The
pressure is monitored by the load compressor discharge pressure sensor
installed on the front of the air inlet plenum near the 3 o'clock position.
The air supply from the load compressor is controlled by the bleed control
valve. The butterfly-type valve is installed on the compressor outlet scroll
at the 4 o'clock position. It is operated by a fuel servo actuator. The servo
fuel is supplied from the Fuel Control Unit pressure regulator and
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controlled by a servo valve. The bleed valve position is indicated by a

visual position indicator and monitored by an internal linear transducer.
The bleed control valve supplies air to the aircraft pneumatic system on
demand. When the APU is shut down, it vents the unused air to the APU
exhaust. Air from the plenum is ducted to the gearbox mounted cooling
fan. The fan supplies air to the APU compartment and to the oil cooler.
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AIR SYSTEM
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IGNITION SYSTEM
The ignition exciter is mounted on the left side of the air inlet plenum at
the 8 o'clock position. The high voltage capacitor and discharge unit
supplies the two igniter plugs through the igniter cables. The igniter plugs
are installed in the combustion chamber case at the 5 and 9 o'clock
positions. The ignition cycle is controlled by the Electronic Control Box.
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IGNITION SYSTEM
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The APU rotational speed is measured by two speed sensors. They are
installed in the ducting gear case at the 4 and 7 o'clock positions. The
Exhaust Gas Temperature (EGT) is measured by two thermocouple rakes
installed in the exhaust case at the 4 and 7 o'clock positions. The speed
and temperature data is monitored by the Electronic Control Box and
displayed on the ECAM display. The engine identification module is
mounted on a bracket on the left side of the air inlet plenum near the 3
o'clock position. The resistor-type module transmits the APU serial
number to the Electronic Control Box.
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CONTROL AND MONITORING
The APU is controlled and monitored by a Full Authority Digital Engine
Control type Electronic Control Box. The Electronic Control Box is
located on the right side of the aft cargo compartment. It records the APU
serial number, the operating hours, the cycles and other condition
monitoring parameters. It serves as a maintenance interface with the
aircraft Central Maintenance System (CMS) for fault reporting and
troubleshooting operations.
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CONTROL AND MONITORING
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SUMMARY
The APU serves as an integral part of the aircraft systems. It enhances
the operations of the aircraft by providing an independent source of
pneumatic and electrical power, which can be used in flight for
emergencies or for extended-range operations, and on the ground to
permit the aircraft to operate independently of ground facilities and
services. Some of the components that were identified are Line
Replaceable Units (LRUs). Please consult the appropriate maintenance
manual for additional information.
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SUMMARY
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pump sealed drain areas to the drain mast located at the 3 o'clock
APU MODIFICATION position on the right side of the APU; now, the drain system drains
fluids from the air bypass plenum and the actuator and pump sealed
INTRODUCTION
drain areas to the drain system interface plate located at the 5 o'clock
One of the three major assemblies, the load compressor, has been position on the right side of the APU.
modified: the in-power was replaced by a centrifugal compressor. The
power section has also been modified: instead of driving only the load AIR SYSTEM
compressor to a single shaft turbine, the power section drives the load Before the modification of the APU, the air inlet plenum supplied air
compressor and the AGB via a single shaft. to the power section compressor, the load compressor and the gearbox
fan; now, the air inlet plenum supplies air to the power section
GEARBOX COMPONENTS
compressor, the load compressor and the cooling fan. The airflow to
Before the modification of the APU, the generator oil scavenge filter the power section was used for combustion, oil system pressurization
was monitored by a visual clog indicator and a differential pressure and to operate the APU compartment cooling valve; now the airflow
switch, and the engine oil supply filter was monitored by a visual clog. to the power section is used for combustion only. The data of the load
Now, both filters are monitored by visual clog indicators and compressor inlet pressure/temperature sensor was used for fuel
differential pressure switches. In the old procedure, if the pressure metering control only; now the data is also used for load compressor
increased to a specific value, the ECB transmitted a maintenance control. The butterfly-type valve is now installed on the compressor
message to the A/C centralized maintenance system; now, if pressure outlet scroll at the 4 o'clock position instead of the 3 o'clock position.
increases to a specific value, the ECB conducts an automatic shutdown The temperature data is no longer used for airflow control. The
before transmitting a maintenance message to the A/C centralized temperature is no longer monitored by the load compressor discharge
maintenance system. temperature sensor installed on the compressor outlet scroll. Air from
OIL SYSTEM the plenum is ducted to the gearbox mounted cooling fan instead of
the gearbox fan. The fan supplies air to the APU compartment and
The LOP was relocated from the right side of the air inlet plenum,
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the oil cooler, and no longer to the APU compartment cooling valve.
near the 3 o'clock position, to the lower RH side of the AGB, near the
3 o'clock position. IGNITION SYSTEM
FUEL SYSTEM The ignition exciter is now mounted on the left side of the air inlet
plenum at the 8 o'clock position instead of the 9 o'clock position.
The fuel system of the APU during shutdown has changed. In the old
system, when the APU was shut down, the residual fuel purged through
the APU exhaust came from the fuel manifold; now, the residual fuel
purged through the APU exhaust comes from the pilot fuel injectors
and the manifold. Another modification occurs in the drain system,
which drained fluids from the air bypass plenum and the actuator and
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APU MODIFICATION - INTRODUCTION ... IGNITION SYSTEM
49 - APU Page 207
COMPT ACCESS DOORS OPENING & CLOSING (2)

WARNING
WARNING: DO NOT TOUCH THE AUXILIARY POWER UNIT

(APU) UNTIL IT IS SUFFICIENTLY COOL TO
PREVENT BURNS WHEN YOU DO THE
MAINTENANCE TASK. MAKE SURE THAT THE
THREE QUICK RELEASE FASTENERS ON THE APU
LEFT ACCESS DOOR ARE CORRECTLY STOWED.
THIS PREVENTS DAMAGE TO THE SEAL ON THE
APU LEFT ACCESS DOOR.
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CMQ A330/A340 to A319/320/321 (IAE V2500/ME) T1 (Lvl 2&3) COMPT ACCESS DOORS OPENING & CLOSING (2) Sep 17, 2007
49 - APU Page 208
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WARNING
49 - APU Page 209

APU ACCESS DOOR OPENING PROCEDURE
In the cockpit, open the APU C/Bs. Position a work stand suitable to
reach the A/C under the APU compartment. The APU doors are secured
by a total of seven latches, five latches secure the left door and two latches
secure the right door. The LH door must be opened first to gain access
to the latches for the RH door. Start by releasing the rear latch. Next, the
three latches connecting the doors together are undone. As each latch is
undone, secure the latch hook on the latch lever. Continue to release the
remaining latches. When all latches have been released, pull the door
open and secure with the door support strut. The strut is stowed at the
FWD end of the left door. Release the strut pip-pin from the door, extend
the telescopic strut and secure to the A/C using the pip-pin. Push the door
open until the strut locks are in the fully extended position. This completes
the opening of the LH door. With the LH door open, the two latches
securing the RH door are now visible. The FWD latch is released.
Followed by the rear latch and the door is ready to be opened. Use the
assist handle mounted on the air inlet duct and swings with the door fully
open. The door hold-open mechanism incorporates a counterbalance
spring that takes most of the door weight. The door will lock automatically
in the door-open position. No locking pins are necessary to secure the
RH door in the open position. A red colored pip-pin is provided to lock
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the door hold-open spring mechanism should it become necessary to

remove the door from the A/C. In this event the red pip-pin should be
removed from its stowage and inserted in the adjacent hole with a red
surround. To prevent injury, a placard advises against removal of the red
colored bolt when the access door is removed. This completes the APU
door opening procedure.
CAUTION: In the event of door removal, you must secure the right
access door hold-open device by inserting the locking pin
in the locking hole. The pin is stowed next to this locking
hole.
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APU ACCESS DOOR OPENING PROCEDURE
49 - APU Page 211

APU ACCESS DOOR CLOSING PROCEDURE
To close the RH door, apply a lifting force to the door with one hand,
and at the same time, tap the orange colored release handle marked
"PUSH" in a downward, outward direction to release the over center
geometric lock on the door hold-open mechanism. Lift the door to the
closed position, using the assist handle on the air inlet duct. Secure the
FWD and rear latches on the RH door. The left door support strut must
be stowed before closing the left door. To release the lock on the LH
door support strut, pull down on the knurled collar. While holding the
collar down, partially close the door. Hold the door with the LH, and
with the RH release the door support strut pip-pin from the A/C. Stow
the support strut on the door. Close the left door. Secure the FWD latch.
Ensure that the latch release lever is flush with the latch. Secure the rear
latch. Secure the three latches holding the left and right doors together.
To secure these latches:
- release the latch hook by pressing the latch release lever,
- engage the latch hook in the locking bracket,
- close the latch lever,
- ensure that the latch release lever is flush with the latch.
Repeat the closing procedure for the remaining latches. Carry out a final
visual inspection to ensure that all latches are secure. This completes the
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APU access door closing procedure. Finally, reset the APU C/Bs in the
cockpit.
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APU ACCESS DOOR CLOSING PROCEDURE
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APU REMOVAL / INSTALLATION (3)

WARNING
WARNING: MAKE SURE THAT YOU HAVE THE CORRECT FIRE

FIGHTING EQUIPMENT AVAILABLE.
DO NOT TOUCH THE APU (AUXILIARY POWER
UNIT) UNTIL IT IS SUFFICIENTLY COOL TO
PREVENT BURNS WHEN YOU DO THE
MAINTENANCE TASK(S).
LOCK THE MECHANISM OF ACCESS DOOR 316 AR
(AS REQUIRED) WITH THE PIP-PIN WHEN YOU OPEN
THE ACCESS DOOR.
DEPRESSURIZE GREEN AND YELLOW HYDRAULIC
SYSTEMS.
OPEN, SAFETY AND TAG THE APPROPRIATE C/BS.
NOTE: Before APU removal, on the Centralized Fault Display System

(CFDS), do the BITE test of the APU and record the APU hours
and cycles.
After APU installation, bleed the APU fuel line before you start
the APU to prevent hot start.
FUEL DRAIN
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WARNING: OBEY THE FUEL SAFETY PROCEDURES.
CAUTION: Put plastic caps or plugs on all fuel and/or lubrication system
components and lines. If you use tape, cloth, or metal caps
on them, you can damage the APU.
CAUTION: You must use two wrenches and hold the component when
you remove/install the pipe couplings and/or unions. This
prevents damage to the component.
Drain the fuel line, then disconnect the LP fuel line.
CMQ A330/A340 to A319/320/321 (IAE V2500/ME) T1 (Lvl 2&3) APU REMOVAL / INSTALLATION (3) Sep 17, 2007
49 - APU Page 214
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WARNING & FUEL DRAIN
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ELECTRICAL CONNECTORS 1
Disconnect the electrical connectors P1, P2, P3 from the APU front
bulkhead.
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Disconnect the electrical connectors from the generator and the starter.
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PNEUMATIC
Remove the pneumatic air duct and the oil cooler outlet duct.
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PNEUMATIC
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HOISTING
First connect the hoist to the ceiling bracket, then to the left sidewall and
finally connect the shackle to the APU hoisting point.
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HOISTING
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MOUNTS
Slowly wind the APU hoist until the cable is in tension. Remove the APU
mount nuts and protect the APU mount threads.
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MOUNTS
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SUPPORT FRAME
Using the mounts, attach the APU to its support frame.
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SUPPORT FRAME
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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U5F07351
SEPTEMBER 2007
PRINTED IN FRANCE
AIRBUS S.A.S. 2007
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

Single Aisle Technical Training Manual CMQ A330/A340 To A319/320/321 (IAE V2500/ME) T1 (LVL 2&3) APU

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APU Drain System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . 136

APU LEVEL 2 (2)

APU LEVEL 2 (2)

gravity (most common) or pressure fill procedure (optional).

SERVICING - APU OIL SERVICING

APU LEVEL 2 (2)

SERVICING - APU COWL DOOR OPENING & CLOSING

APU LEVEL 2 (2)

and paint it red for easy identification.

This Page Intentionally Left Blank

APU LEVEL 2 (2)

APU LEVEL 2 (2)

MAINTENANCE TIPS - APU OPERATION WITH COWL DOORS OPEN

APU LEVEL 2 (2)

APU INSTALLATION PRESENTATION (2)

AIR INTAKE FLAP

AIR INTAKE DUCT

GENERAL ... DRAIN SYSTEM

APU FUEL FEED SYSTEM D/O (3)

GENERAL ... FUEL DRAIN AND VENT SYSTEM

APU DRAIN SYSTEM PRESENTATION (2)

APU DRAIN SYSTEM ... DRAIN TANK

APU BASIC DESCRIPTION (3)

The following components are installed on the combustion chamber:

GENERAL ... ACCESSORY GEARBOX

APU IGNITION & STARTING D/O (3)

STARTER CONTROL & IGNITION CONTROL

APU FUEL SYSTEM D/O (3)

GENERAL ... MONITORING

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APU OIL SYSTEM D/O (3)

out, the heater is supplied with 115VAC.

GENERAL ... OIL HEATER

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APU AIR SYSTEM D/O (3)

- load compressor discharge pressure sensor (PT) and differential pressure

GENERAL ... MONITORING

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APU SYSTEM MANAGEMENT D/O (3)

APU START SEQUENCE

APU START SEQUENCE

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APU SYSTEM MANAGEMENT D/O (3)

APU ACCELERATION SEQUENCE - APU AT 7% RPM

APU SYSTEM MANAGEMENT D/O (3)

APU ACCELERATION SEQUENCE - APU AT 50% RPM

APU SYSTEM MANAGEMENT D/O (3)

APU ACCELERATION SEQUENCE - APU AT 60% RPM

APU SYSTEM MANAGEMENT D/O (3)

APU ACCELERATION SEQUENCE - APU AT 95% RPM

APU SYSTEM MANAGEMENT D/O (3)

APU ACCELERATION SEQUENCE - APU AT 100% RPM

APU SYSTEM MANAGEMENT D/O (3)

APU SYSTEM MANAGEMENT D/O (3)

APU NORMAL SHUTDOWN

APU SYSTEM MANAGEMENT D/O (3)

APU NORMAL SHUTDOWN - APU AT 95% RPM

APU SYSTEM MANAGEMENT D/O (3)

APU NORMAL SHUTDOWN - APU AT 50% RPM

APU SYSTEM MANAGEMENT D/O (3)