Maintenance Training Manual

UPS 767- 300 FAM MAINTENANCE TRAINING MANUAL
767-300
MAINTENANCE TRAINING MANUAL
THIS MANUAL IS FOR TRAINING PURPOSES ONLY
WARNING: DO NOT USE THIS MATERIAL IN ANY WAY IN THE OPERATION, USE OR MAINTENANCE OF ANY
AIRCRAFT. THESE MATERIALS HAVE BEEN PREPARED AND ARE PROVIDED SOLELY FOR TRAINING
PURPOSES. THESE MATEREGULATORY AUTHORITY FOR USE IN CONNECTION WITH OPERATION, USE OR
MAINTENANCE OF ANY AIRCRAFT AND SHOULD NEVER BE SO USED UNDER ANY CIRCUMSTANCES. FAILURE
TO FOLLOW THIS WARNING COULD LEAD TO SERIOUS INJURY OR DEATH. RIALS HAVE NOT BEEN APPROVED
BY THE FEDERAL AVIATION ADMINISTRATION OR
ANY NON-US CIVIL AVIATION
1
UPS AIRLINE PROPRIETARY - Copyright
2
AUXILIARY POWER SYSTEM - INTRODUCTION
Purpose
The GTCP 331-200ER gas turbine APU supplies the
auxiliary power system with electric and pneumatic
power. This lets the airplane operate independently of
ground external power sources or the main engines.
Auxiliary power is also available in the air.
Operating Limits
The APU generator supplies 90 KVA electrical power at
any altitude. Pneumatic pressure is available up to an
altitude of 17,500 feet (5300 m). The APU can operate
at 100 or 101 percent. The APU operates at 101 percent
during these modes:
- In the air
- ECS demand
- Main engine start. (MES)
Specifications
The dimensions and weight shown do not include these
items:
- Air inlet duct
- Exhaust duct
- APU generator.
3
LOAD COMPRESSOR
POWER
SECTION
APU GENERATOR
GEARBOX & ACCESSORIES
AUXILIARY POWER SYSTEM - INTRODUCTION 4

AUXILIARY POWER SYSTEM - INTRODUCTION 5

APU – COMPONENT LOCATION

General
The Allied Signal gas turbine compressor-powered (GTCP)
331-200ER engine is in the tailcone. An APU control
unit or electronic control unit (ECU) controls all
operations of the APU. The ECU is in the E6 rack aft of
the aft cargo door.
The E6 rack has these components:

- APU start transformer rectifier unit
- APU engine control unit (* OR MEC)
- APU battery
- APU battery charger.
6
• OR MEC
APU – COMPONENT LOCATION 7

APU - INTERFACES
General
The APU has interfaces with these systems that have The APU generator has a separate, non-bypass oil
information in other chapters/sections: filter. If the generator fails, the filter protects the
- Electrical power remaining APU components from damage.
- Pneumatics A de-oil system permits easier start at cold
- Fire protection temperatures.
- EICAS. The low oil pressure switch signals the ECU when there
is low oil pressure in the pressure supply line. The
Air System oil temperature sensor supplies oil temperature
External ambient air comes into the APU air inlet information to the ECU.
plenum through an APU air intake door. Air that comes The gearbox pressure regulating valve controls gearbox
into the APU air inlet plenum is used for these pressurization. At lower altitudes, the gearbox vents
functions: to ambient. At higher altitudes, high pressure air is
- Cooling used to pressurize the gearbox. This prevents oil foam
- Support combustion in the oil pump. The gearbox shutoff valve controls the
- Pneumatic power source. input of high pressure air to pressurize the gearbox
above 18,000 feet. The shuttle valve selects the source
A high speed cooling fan circulates air to cool the APU of buffer air for the compressor and cooling fan
compartment and the oil. The inlet guide vane (IGV) bearings.
actuator controls the pneumatic output of the APU. The
IGVs open and close to regulate the amount of air that Engine Fuel System
comes into the load compressor section of the APU. They The APU engine fuel system regulates and distributes
are controlled in response to aircraft pneumatic fuel for engine combustion and inlet guide vane
demand. A flow sensor measures pneumatic output. The control.
ECU uses this information to move a surge valve to The fuel control unit (FCU) does these functions for
prevent a load compressor surge. the fuel supply:
- Shuts off
APU and Generator Lubrication System - Filters
The APU uses a common oil system to cool and lubricate - Pressurizes
these components: - Meters.
- Bearings
- Gearbox
- Generator.
8
The fuel control unit is electrically controlled by the

ECU. The flow divider and solenoid valve separate fuel
flow into primary and secondary flows. The solenoid
valve prevents excessive fuel flow into the combustion
chamber during start. Fuel manifolds and nozzles give
even distribution of primary and secondary fuel flows
into the combustion chamber.
Ignition and Starting System

The APU starts with a 28v dc electric motor. A single
ignition unit sends a high voltage to the igniter plug
that causes ignition.
Control System
All operations of the APU are controlled and monitored
by the APU electronic control unit (ECU).
Two APU monopoles supply redundant speed (RPM) signals
to the ECU. The APU inlet pressure and temperature
sensors send signals of inlet air conditions to the
ECU. The ECU uses this information for fuel flow
schedule and surge protection. Thermocouples measure
exhaust gas temperature (EGT).
Indicating System
Operation conditions of the auxiliary power unit go to
the EICAS computers for display. EICAS shows this
information:
- APU RPM
- EGT
- Oil status messages
- Fault messages.
Oil level information goes from the oil quantity sensor

directly to EICAS.
EGT thermocouples measure exhaust gas temperature.
9
APU - INTERFACES 10
APU -- CONTROLS
APU Flight Deck Controls

These are the APU flight deck controls:
- APU selector
- APU maintenance switch
- APU fire switch.
The APU selector on the APU control panel is used to

start and shut down the APU.
The APU maintenance switch causes engine and APU data
to show on the lower EICAS Display.
The APU fire switch, on the cargo fire/engine control
panel, will shutdown the APU when pulled. Turn the
handle to discharge the extinguisher bottle.
Auxiliary Shutdown Control Switch

You can shutdown the APU from outside the airplane with
the APU fire shutdown switch. This switch is on the P40
APU remote shutdown panel on the nose Landing gear
strut. If this switch is operated, the battery switch
must be recycled to reset the system.
Control Indications
EICAS shows this data:
- APU exhaust gas temperature (EGT)
- APU speed
- Oil status.
Alert, status and maintenance messages can also show.
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APU -- CONTROLS 12
APU - INSTALLATION
GENERAL APU DRAINS AND VENTS
The APU is located in the aft portion of section 48 of Any liquid accumulated in the APU air intake
the fuselage. It is suspended in its compartment from plenum is drained out the right side of the
the APU air intake plenum. Access into the APU compartment through the APU air intake drain.
compartment is through the APU doors. The APU plenum drain drains any liquid
APU HARNESS accumulation in the APU intake into the APU
compartment. The APU drain mast located in the
All electrical wiring to the APU, except APU generator right APU access door, drains the APU drain
and starter motor connections, are contained in a assembly overboard.
single wire bundle. The wire bundle is attached to the
APU and stays with the APU during removal. It is
connected to the airplane with two electrical
connectors at the APU firewall.
APU AIR INTAKE AND EXHAUST
Air for the APU enters the right side of the fuselage
through the APU air intake door located below the
vertical stabilizer. Between the intake door and the
APU firewall is approximately 10’ (3 meters) of
composite air ducting leading into the air intake
plenum. Air flows from the APU air intake plenum into
the top of the APU.
APU exhaust is ducted overboard through the tail cone
of the airplane. The load compressor supplies
compressed air to the airplane pneumatic system
through the pneumatic system air supply duct.
Access to the APU air intake door actuator is through
the service access door in the lower fuselage.
13
APU - INSTALLATION 14
APU – ACCESS DOOR

General
Access to the APU compartment is through the
clam shell APU access doors. The doors are
attached to the fuselage using piano-type
hinges. They are held closed by 4 flush mounted
door latches.
When the latches are released, the spring clip
door restraint on the right access door prevents
it from opening until the restraint is released.
When open, the doors are held in place by 2
locking struts.
The APU drain mast is installed in the right
access door.
15
16
UPS AIRLINE PROPRIETARY - Copyright APU – ACCESS DOOR
APU - SUPPORT INSTALLATION

General
Three mount brackets on the APU secure the APU.
These three brackets mount to the APU forward
support and vibration isolator mount in one
place and to the APU aft support and vibration
isolator mounts in two places.
The three vibration isolator mounts prevent
transmission of APU vibration to the airplane
structure. Each vibration isolator has a cone
bolt. The cone bolts attach to the mount
brackets with cone bolt nuts.
The APU air intake plenum flange seal reduces
APU vibration to the airframe and leakage into
the APU compartment.
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APU - SUPPORT INSTALLATION 18

APU -- POWER PLANT - APU AIR INTAKE - APU AIR INTAKE DUCT AND PLENUM
APU Air Intake Duct

The forward and aft air intake ducts connect an intake Use the access panel on the compressor inlet plenum to
port to the APU air intake plenum. The air intake port remove any debris brought in through the air intake
is a kevlar/graphite fiberglass composite structure system.
that contains the APU air intake door and actuator. The
air intake duct is a two-piece graphite composite APU Air Intake Plenum Flange Seal
structure. Access is through the aft body access door The APU air intake plenum flange seal decreases APU
in the fuselage. vibration to the airframe and leakage into the APU
compartment.
APU Air Intake Plenum
The APU air intake plenum is an aluminum-stainless The plenum flange seal is a compressible rubber seal
steel structure. The plenum is the support structure between the compressor inlet plenum of the APU and the
for the APU. The plenum attaches to the aft side APU intake plenum.
firewall. An APU plenum access panel is in the
firewall. The access panel is removed to inspect the
interior of the plenum. Access to the plenum access
panel is through the elevator controls access door.
WARNING: DO NOT STAND ON THE AFT BODY SERVICE ACCESS

DOOR OR THE ELEVATOR CONTROLS ACCESS DOOR.
YOUR WEIGHT CAN CAUSE THE SPRING LOADED
LATCHES TO RELEASE.
Training Information Point

The APU compressor inlet plenum attaches to the APU
intake plenum. An access panel in the compressor inlet
plenum allows inspection of the power section and
cooling fan intake screen.
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APU -- POWER PLANT - APU AIR INTAKE - APU AIR INTAKE

20
UPS AIRLINE PROPRIETARY - Copyright DUCT AND PLENUM
APU -- POWER PLANT - APU DRAINS AND VENTS - APU DRAIN MAST
General
The fuel pump-oil pump and inlet guide vane actuator
drain line drains any mechanical seal leakage from
these units.
The bearing seal cavity vent line vents the APU bearing
seals. Oil leakage from this line shows bearing seal
wear.
The turbine plenum drain line drains fuel from wet

starts from the turbine area. A pressure valve is in
this line. This allows drainage only when there is a
low pressure in the turbine area.
The flow divider and heat shield drain line drains fuel
from the fuel nozzles and manifolds. The drain operates
after the APU is shutdown.
The heat shield drain line drains liquids collected
around the combustor.
Five drain traps are on tell-tale drains. Tell-tale

drains are fluid traps which can be used to isolate
leakage and determine leakage rates. The tell-tale
drains are in each of the three bearing seal cavity
lines and the fuel pump-oil pump and inlet guide vane
actuator drain lines.

See the Maintenance Manual for information on permitted
leakage.
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APU -- POWER PLANT - APU DRAINS AND VENTS - APU

DRAIN MAST 22
APU - ENGINE - GENERAL DESCRIPTION
General
The APU engine supplies power to operate the load vanes control the amount of airflow through the
compressor and the APU generator. The APU engine is compressor. Both load compressor bearings have
composed of these three modules: labyrinth seals pressurized with PCD1 or PCD2 buffer
- Power section air.
- Load compressor
Gearbox
- Gearbox. The gearbox is also driven by the power section. It
contains gears and drive pads for the various APU
Air flows into both the power section and the load accessories including the APU generator. The various
compressor. The power section is a single shafted gas gearbox spur gears convert the power section input
turbine engine. The engine converts air and fuel into speed into the appropriate accessory speed.
shaft horsepower. The shaft horsepower from the power
section drives the load compressor, gearbox, and
accessories.
Power Section
The power section consists of these units:
- Two-stage centrifugal compressor
- Reverse flow annular combustor
- Three-stage axial turbine.
The inlet bearing has a labyrinth seal pressurized with
PCD1 or PCD2 buffer air.
Load Compressor
The load compressor is a centrifugal compressor that
supplies compressed air for the airplane pneumatic
system. It is driven by the power section. Inlet guide
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APU - ENGINE - GENERAL DESCRIPTION 24

APU -- ENGINE - GEARBOX ACCESSORIES
General
The gearbox contains the various gears and drive pads
necessary to drive the APU generator and accessories.
These are the accessories driven by the gearbox:
- APU generator
- Cooling fan
- Generator oil scavenge pump
- Starter motor
- Oil pump assembly
- Fuel control unit.
Operation
The APU main shaft speed is 39,850 RPM. The gears and
drive pads produce these speeds:
- APU generator - 12,000 RPM
- Cooling fan - 39,692 RPM
- Generator oil scavenge pump - 8,066 RPM
- Starter motor - 25,170 RPM
- Fuel control/Oil pump - 7,624 RPM.
NOTE: The APU generator is electrically the same as the

main generators. The APU generator is not an
integrated drive generator (IDG) because there is
no constant speed drive. The APU maintains a
constant speed.

The APU generator seal plate has a rubber gasket when
it leaves the Allied Signal factory. This seal plate
has porting for the generator scavenge pump system to
let the APU operate without a generator installed. The
rubber gasket does not allow proper porting, and is for
shipping only. You must remove the rubber gasket and
install the normal generator aluminum gasket prior to
APU operation.
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APU -- ENGINE - GEARBOX ACCESSORIES 26

APU -- ENGINE - TRAINING INFORMATION POINTS - BORESCOPE
Borescope Inspection Ports

The load compressor and power section first stage
compressor borescope access is through the plenum
access panel on the bottom of the APU plenum or the air
inlet to the APU. The inlet guide vanes must be open to
inspect the load compressor. To manually open the inlet
guide vane, the inlet guide vane actuator must be
disconnected.
The combustor and first stage turbine borescope access

is through one of the 12 fuel nozzles or the single
ignitor plug.
Engine Manual Rotation

You can turn the APU engine main shaft with a wrench
through a drive connection on the electric starter.
27
APU -- ENGINE - TRAINING INFORMATION

POINTS - BORESCOPE 28
APU -- INDICATING SYSTEM - GENERAL DESCRIPTION
General Oil Quantity System

These are the APU optional indicating functions: The APU oil quantity system measures the amount of oil
- APU exhaust gas temperature indicating system in the gearbox and sends this quantity indication to
- Cyclemeter the flight deck.
- APU time totalizer
- APU tachometer system Cyclemeter
- APU oil quantity. An APU cycle meter counts the total number of APU
starts. The cycle meter shows another start each time
APU Exhaust Gas Temperature Indicating System the APU control switch is put in the START position and
The APU exhaust gas temperature (EGT) indicating system the APU speed is less than 95 percent.
measures the temperature of the exhaust gas and shows
that information on the flight deck. The system has
eight thermocouples on two rakes.
APU Time Totalizer

The time totalizer (hourmeter) measures the amount of
APU operation. The APU hourmeter shows total APU
operation hours when the APU speed is more than 95
percent.
The hourmeter is on the aft equipment center E6 rack.

APU Tachometer System
The APU tachometer system measures APU shaft speed and
sends this speed indication to the flight deck. The
system has two speed sensors.
29
APU -- INDICATING SYSTEM - GENERAL DESCRIPTION 30

APU - CONTROL SYSTEM – ENGINE CONTROL UNIT

(ECU)
ECU BITE FUNCTIONAL DESCRIPTION
GENERAL
The ECU performs three types of BITE:
The APU control unit (ECU) is the central element
of the APU control system. It is a digital • Prestart BITE: Tests the LRU’s when the APU
microprocessor located in the aft equipment start sequence is initiated with the APU
center (E6). It weighs approximately 38 lbs. control switch. The ECU stores the faults,
(17.4 kg) and is mounted on the top shelf of the and in some cases prevents APU start.
E6 rack using standard rack type connectors. • Monitor BITE: Monitors the LRU’s from
MAJOR SOFTWARE TASKS Prestart to below 7% RPM on shutdown. The
ECU stores the faults, and undertakes
The ECU maintains full authority over all APU alternate action or shuts down the APU as
operations through signals to torque motors and necessary.
solenoids; and by interrogating various APU and
airplane sensors and signals. These tasks • Self-test BITE: Self test BITE and Prestart
include: BITE are the same. Self-test BITE only
operates with the APU shutdown. Self-test
• Fuel Control, both timed acceleration and BITE is initiated by moving the test switch
on-speed governing to the SELF-position. If a faulty LRU is
found, a faulty LRU lamp(s) is displayed.
• Inlet Guide Vane (IGV) control, to regulate
pneumatic output
• Surge Valve Control
• Built-In-Test (BITE)
• Protective Shutdown
• Load Sequencing to prioritize electrical and
pneumatic loads
31
APU - CONTROL SYSTEM – ENGINE CONTROL UNIT (ECU) 32

APU -- CONTROL SYSTEM - ECU INPUTS/OUTPUTS - DISCRETES
General
The ECU gets discrete inputs from the airplane and the The generator load available and air supply outputs
APU. The inputs let the ECU do these software tasks: enable electrical and pneumatic power usage on the
- Fuel control aircraft. The fault relay shuts down the APU and turns
- IGV control
on fault indications in the flight deck. K175 is the
- Surge valve control
- BITE
fuel supply relay on the aircraft.
- Shutdown (protection)
- Prioritize electric compared to pneumatic. APU Discretes
The inputs from the APU are used for BITE and
ECU outputs also include discrete signals to the protective shutdowns.
aircraft and to the APU. The outputs energize solenoids and give 28v dc power
for various APU operations.
Control Switch Signature Pins
The ECU may be powered-up by the APU control switch in Pin inputs supply the ECU with configuration data. The
START or when this switch is OFF, by one of the three
pins are part of the connector when the ECU is
toggle switches on the face of the controller. The
controller powers down when the APU control switch is
installed.
OFF, APU speed is less than seven percent, and BITE
procedures are complete.
Aircraft Discretes
The main engine start (MES) and air/ground inputs find
APU speed. The air supply valve input starts a cooldown
period timer. The inlet door input is used during the
start sequence and for a protective shutdown. The fire
input causes the APU to shutdown.
33
APU - CONTROL SYSTEM - ECU INPUTS/OUTPUTS - 34

UPS AIRLINE PROPRIETARY - Copyright DISCRETES
APU -- CONTROL SYSTEM - ECU INPUTS/OUTPUTS - ANALOG
General
The ECU gets analog inputs from the airplane and the Surge Protection
APU. The inputs let the controller do these software Differential pressure (DELTA P) and total pressure (PT)
inputs give actual airflow out of the load compressor.
tasks:
The ECU operates the surge valve to balance the airflow
- Meter fuel
out of the load compressor with the airflow into the
- Control pneumatic output load compressor. This prevents a surge condition.
- Protect against a load compressor surge.
ECU outputs include EGT and speed (RPM) signals to

EICAS and APU signals for torquemotors.
Exhaust Gas Temperature

Thermocouple inputs of EGT show on EICAS. The ECU
monitors and keeps EGT limits. If EGT limits are
exceeded, the ECU does a protective shutdown.
Fuel Scheduling
Speed inputs are used to keep constant speed control.
Load compressor inlet temperature (LCIT or T2) and P2
inputs are used to adjust the fuel schedule to ambient
conditions.
Pneumatic output
ECS demand inputs are used to move inlet guide vanes.
This gives the necessary pneumatic output. The inlet
guide vanes are monitored by an LVDT to support and
provide feedback control by the ECU.
35
APU -- CONTROL SYSTEM - ECU

36
UPS AIRLINE PROPRIETARY - Copyright INPUTS/OUTPUTS - ANALOG
APU -- CONTROL SYSTEM - SPEED MEASUREMENT (RPM)
General
There are two APU monopoles on the inlet plenum to ECU. The ECU changes frequency into a speed signal and
measure APU speed in revolutions per minute (RPM). They uses the highest of the two inputs.
supply dual APU speed signals to the APU control unit
(ECU). Sensing and Failure Modes
The ECU does a test of the APU monopoles during monitor
The speed signal also goes from the ECU to EICAS for BITE only. A monopole is considered failed if the APU
display. runs more than 50 percent and the monopole reports a
speed reduction less than 30 percent to the ECU. A
Physical Description/Features monopole failure stores SPD SENSOR 1 or SPD SENSOR 2 in
The monopoles have these items: the ECU. SPD SENSOR 1 is the right monopole. SPD SENSOR
- Housing with a magnet 2 is the left monopole.
- Coil
- Transformer If both monopoles fail during start (APU SPEED less
- Resistor than 50 percent), the APU shuts down due to START
- Electrical connector. ABORTED and the ECU identifies APU STARTER as the
defective LRU.
Screw threads near the tip install the unit in the APU.
It should be only tightened by hand. If both monopoles fail during operation (APU SPEED more
than 50 percent), the APU shuts down due to UNDERSPEED
Operation or START ABORTED and identifies SPD SENSOR 1 and SPD
The monopoles are magnetic, non-contact, variable SENSOR 2 as the defective LRUs.
reluctance transducers. They change the mechanical
motion of the APU drive shaft into an electrical Training Information Point
signal. Each time a flat spot on the ferromagnetic nut There is no monopole test during prestart BITE. If they
on the drive shaft goes by the monopole tip, the change are defective, APU start is not disabled. During start,
in the magnetic field makes an electrical signal in the the starter motor will turn the APU. However, since no
monopole coil. The monopole sends this signal to the speed signal is measured, the ECU does a START ABORTED
protective shutdown. APU STARTER is identified as the
defective LRU. The monopoles are not stored as
defective because the ECU logic thinks that the starter
motor did not turn the APU.
37
Two installed for speed

No pre-start sensing
BITE Lose 1 = APU BITE
Lose 2 = Auto S/D
If Failed during start – Auto S/D

Fault w/Starter as faulty LRU.
If failed after start – Auto S/D
Fault w/Sensor #1 & #2
APU -- CONTROL SYSTEM - SPEED MEASUREMENT (RPM) 38

APU -- INDICATING SYSTEM - APU EGT THERMOCOUPLES
General
APU exhaust gas temperature (EGT) is measured by four When the APU speed is more than 95 per cent, the two
individual chromel-alumel thermocouple assemblies. The circuits cannot disagree more than 150F (66C). The rake
two assemblies wired together on the left side are EGT that reports the lower temperature is considered failed
CIRCUIT 1. The two assemblies wired together on the and the ECU records EGT CIRCUIT 1 or EGT CIRCUIT 2 as
right side are EGT CIRCUIT 2. The EGT thermocouple the faulty unit.
assemblies are LRUs.
If both circuits fail and the APU speed is more than 95
Physical Description/Location per cent, the inlet guide vanes close and the surge
Each assembly has two thermocouple probes in an inconel control valve opens. The APU continues to operate
support tube. The support tube is attached to a common providing electrical power.
stainless steel header. The thermocouple assemblies are
in the APU tailpipe.
Operation
The EGT circuits supply two redundant signals to the
ECU. The ECU uses the highest EGT value received. The
ECU sends the EGT value to EICAS for display in the
flight compartment.
Sensing and Failure Modes

The ECU tests both EGT circuits during prestart,
monitor and self-test BITE for an output signal higher
than -100F (-73C). If both EGT circuits fail pre-start
BITE or if they both fail during the start cycle, a
START ABORTED protective shutdown occurs. EGT CIRCUIT 1
and EGT CIRCUIT 2 are stored as faulty LRUs.
39
Dual Fail
< 95% = Auto S/D
> 95% = No Pneumatics (IGV close; Surge
open)
APU -- INDICATING SYSTEM - APU EGT THERMOCOUPLES 40

APU -- GENERATOR AND LUBRICATION SYSTEM - GENERAL DESCRIPTION

General
The APU lubrication system consists of these Scavenge oil from the generator flows through a nonbypass
components: filter to protect the APU from oil contamination
- Oil reservoir if the generator fails. A generator oil filter
- Oil pump assembly differential pressure switch sends a signal to the ECU
- De-oil solenoid valve if the generator oil filter is blocked.
- Low oil temperature switch
- Gearbox pressurization system Gearbox Pressurization System
- Oil cooler At higher altitudes (above 18,000 ft), the low ambient
- Scavenge system. air pressure could cause oil foaming. To prevent this,
the gearbox pressurization system pressurizes the
Oil Supply gearbox with second stage compressor air (PCD2).
The APU gearbox is an oil reservoir. Servicing the Components include:
reservoir is through a pour-type fill port or through - Gearbox shutoff valve
the pressure fill connections. Oil quantity shows on a - Shuttle valve
sight glass and on EICAS. There are also magnetic chip - Gearbox pressure regulating valve.
detectors.
Operation is automatic and controlled pneumatically.
Oil Pressure System This system also increases bearing seal buffer air
A gear-type oil pump in the gearbox sends pressurized pressure at high altitudes.
oil through an oil cooler and filter to the bearings
and generator. During starts when the oil is cold, a ECU Bite
de-oil solenoid valve opens. This lets the pump pull A protective shutdown occurs for these conditions:
air from the gearbox to decrease the oil drag. A low - Low oil pressure (LOP)
oil pressure switch and oil temperature sensor send - Blocked generator oil filter
signals to the ECU. - High oil temperature (HOT).
Oil Cooling These faulty LRUs are stored in the ECU memory:
An air-type oil cooler is between the oil pressure pump - Low oil pressure switch
and bearings. An oil cooler bypass valve sends cold oil - De-oil solenoid
around the oil cooler. This valve also allows bypass of - High oil temperature sensor
a blocked cooler. - Generator filter switch.
Oil Scavenge System

These scavenge pumps return oil to the reservoir:
- Compressor bearing
- Generator
- Turbine bearing.
41
Oil Auto S/D

• LOP
• HOT
• Gen Filter
Bypass
APU -- GENERATOR AND LUBRICATION SYSTEM - GENERAL 42

UPS AIRLINE PROPRIETARY - Copyright DESCRIPTION
APU -- GENERATOR AND LUBRICATION - OIL RESERVOIR

OIL RESERVOIR
Oil reservoir capacity is 6.2 quarts (5.9 liters).
Service the APU by pouring oil through the fill port
until it almost overflows into the scupper drain.
Pressure fill connections are adjacent to the sight
glass. A drain plug with a magnetic chip indicator is
located on the bottom of the gearbox.
OIL QUANTITY INDICATION
An oil level sight glass is located near the fill
port. An oil quantity transmitter sends oil level
information to the EICAS computers. (See APU oil
indication for further details).
43
• 6.2 Quarts Capacity
APU -- GENERATOR AND LUBRICATION - OIL RESERVOIR 44

APU OIL SERVICE

SERVICING
CAUTION: SOME OILS ARE NOT COMPATIBLE WHEN MIXED.
The oil reservoir is the bottom of the APU gearbox. UNLESS COMPATIBILITY IS ASSURED, DO NOT MIX BRAND
Capacity is 6.2 quarts (5.9 liters). Normally the NAME OILS. OVERFILLING OIL RESERVOIR CAN CAUSE
same oil as the engine is used. A manual fill port, SHUTDOWN DUE TO LOW OIL PRESSURE.
scupper drain, sight glass, and optional provisions
If the oil reservoir is overfilled, oil foaming
for pressure filling are located on the left side of
can occur in the gearbox. Oil foaming can cause
the gearbox. The sight glass shows FULL and ADD
low oil pressure shutdowns. To replenish the APU
levels.
oil using gravity fill, clean and remove the cap.
An oil level transmitter signals EICAS when the oil Then slowly add oil until the reservoir oil level
level reaches approximately 4.2 quarts (4.0 liters) is at the top of the oil fill port. Install the
or less (engine not running) generating the status cap, assuring that it is secure. To replenish the
and maintenance message APU OIL QTY. The oil APU Oil using Pressure Fill, remove the caps from
quantity transmitter in the bottom of the gearbox oil pressure fittings. Clean the fittings. Connect
provides EICAS with quantity information of FULL, the supply and overflow lines to the pressure
0.75, 0.50, 0.25 and ADD. When a decreasing quantity fittings. Slowly add oil until oil appears in the
reaches ADD (approximately 4.2 quarts, engine not overflow line. To prevent overfilling the
running or 2.7 quarts engine running) the APU OIL reservoir, remove the lines when flow from the
QTY message appears. overflow line has reduced to a slow drip. Install
caps on pressure fittings.
NOTE: OIL LEVEL SIGHT GLASS SHALL NOT BE
USED FOR FILLING, BUT CAN BE USED EICAS MESSAGE APU OIL QTY
TO DETERMINE AN APPROXIMATE LEVEL IN GEARBOX.
The EICAS maintenance and status message APU OIL
QTY is latched. To clear these messages, perform
the EICAS latched message erase procedure. The
EICAS APU Auto Event must also be erased.
45
• Gulp is the oil quantity difference between running and not running
46
APU - GENERATOR AND LUBRICATION - OIL PUMP ASSEMBLY

GENERAL
OIL FILTER DIFFERENTIAL PRESSURE INDICATOR
The oil pump assembly is bolted to the gearbox
The oil filter differential pressure indicator is
case. The pump assembly is an LRU but requires
a standard pop-out type indicator. It activates
removal of the fuel control unit for access. The
at 20 ± 5 psid across the pressure filter. The
assembly consists of the pressure pump, scavenge
indicator is mechanically locked when the oil
pump, pump relief valve, oil filter with a
temperature is below approximately 46°C. This
differential pressure pop-out indicator, and the
prevents viscous cold oil from activating the
pressure regulator valve.
indicator. It is an LRU.
PRESSURE PUMP
PRESSURE REGULATOR VALVE
The pressure pump is a gear-type pump that
The pressure regulator valve regulates the output
supplies 12 gpm of oil flow to the lubrication
pressure from the oil pump assembly to 65 ± 5
system. The gearbox drives the pump through a
psid. It is a spring-loaded piston and sleeve
spline shaft.
valve. It is an LRU, but is not line adjustable.
PUMP RELIEF VALVE
SCAVENGE PUMP
The pump relief valve prevents oil system over
The scavenge pump is a gear pump that scavenges
pressurization. The valve is a spring-loaded
oil from the APU compressor bearings. The pump is
piston and sleeve unit. The valve opens at 200 ±
driven by the gearbox and provides about 4 gpm of
5 psid. It is an LRU.
scavenge oil flow.
OIL FILTER
The oil filter is a pleated fiberglass 10-micron
nominal disposable filter element. It is housed
in a screw-on cap and requires maintenance every
500 hours. There is no filter bypass. It is an
LRU.
47
• 10-micron nominal disposable filter

• 20 ± 5 psid pop out indicator
across the pressure filter
• Locked below 115°F
APU - GENERATOR AND LUBRICATION - OIL PUMP ASSEMBLY 48

APU -- GENERATOR AND LUBRICATION - FUNCTIONAL DESCRIPTION - PUMP DE-OILING SYSTEM
GENERAL
Cold, viscous oil causes a high drag on the APU During this condition, the oil temperature in the oil
during start. This high oil drag may cause a START manifold may rise faster than the oil temperature in
ABORTED protective shutdown. To prevent this, air the gearbox. At this time, the low oil temperature
is added to the oil system through a de-oil switch allows the de-oil solenoid valve to energize or
solenoid valve. The de-oil solenoid valve ports to remain energized.
internal gearbox air to the inlet of the pressure The de-oil solenoid valve also energizes during every
pump. The de-oil solenoid valve is energized APU shutdown. When the APU control switch is in the off
during start when the oil is cold and is energized position and APU RPM is below 95% the ECU energizes the
during shutdown. valve. When APU RPM is below 7% the valve is de-
OPERATION energized.
Two temperature sensors, wired in parallel, FAILURE MODES AND BITE

measure oil temperature. The oil temperature The de-oil solenoid is tested for opens, shorts, and
sensor is in the oil manifold. When it senses oil overcurrent during Prestart and self test BITE only.
temperature less than 20°F and a start is With a failed valve, DEOIL SOL is stored in ECU memory.
attempted, the ECU energizes the de-oil solenoid If the valve fails closed a START ABORTED protective
valve. The low oil temperature switch is in the shutdown may occur. This happens because of high oil
bottom of the gearbox. When it senses oil drag.
temperature less than 25°F the switch closes. The
low oil temperature switch opens when oil If the valve fails open, a LOW OIL PRESSURE protective
temperature is greater than 40°F. shutdown may occur. This happens because air is
continually added to the oil. With an open solenoid,
With the switch closed, the de-oil solenoid valve the de-oil solenoid valve fails to open. A START
is energized. An in-line fuse protects the low oil ABORTED protective shutdown may occur. DEOIL SOL is
temperature electrical circuit. If the fuse is stored in the ECU memory. With a shorted solenoid, the
open, A/C STRT CIRCUIT is stored as the faulty in-line fuse opens and the de-oil solenoid valve fails
LRU. A/C STRT CIRCUIT is stored, as the low oil to open. A START ABORTED protective shutdown may occur.
temperature circuit is also used to detect starter DEOIL SOL is stored in the ECU memory.
feedback voltage. The low oil temperature switch
is utilized for conditions where an APU start is If the ECU driver fails closed, a LOW OIL PRESSURE
attempted after extended cold soak periods. shutdown may occur. ECU is stored as a faulty LRU.
49
Draws air
instead of oil
Solenoid Engaged
• Cold Starts
• Shutdown
APU -- GENERATOR AND LUBRICATION - FUNCTIONAL DESCRIPTION - PUMP 50

UPS AIRLINE PROPRIETARY - Copyright DE-OILING SYSTEM
APU - GENERATOR AND LUBRICATION - FUNCTIONAL DESCRIPTION - OIL COOLER AND THERMAL BYPASS VALVE
GENERAL
Oil is cooled by inlet air. When PCD2 pressure If the differential pressure across an
reaches 7.5 psig on APU start, the fan isolation obstructed cooler reaches 50 psid, the poppet
valve opens, allowing the gearbox driven cooling opens against the spring to allow bypass. The
fan to blow air through the oil cooler and also valve is not an LRU, except by replacing the oil
into the APU compartment. An oil cooler bypass cooler assembly.
valve allows cold oil to bypass the oil cooler BITE AND TROUBLESHOOTING
for faster warm-ups. This bypass valve also
provides pressure relief for a blocked cooler. A blocked cooler may cause a HOT (high oil
Two check valves prevent back-flow and drain- temperature) protective shutdown. The two check
down. These check valves are LRU’s. valves are not interchangeable, and have
different screw thread sizes.
OIL COOLER
The cooler is an air/oil exchanger, designed to
maintain the oil temperature at approximately
66°C above ambient, and below 152°C nominal. The
oil cooler and thermal bypass valve are an LRU
as an assembly.
OIL COOLER BYPASS VALVE
The bypass valve consists of a poppet and
thermal expansion element containing a
temperature sensitive compound. As oil
temperature increases, the expansion element
closes the poppet, rerouting the oil through the
cooler. The valve is fully open below 60°C and
fully closed at 77°C.
51
Closed >170°F
Open <140°F
50 PSID Open
Auto S/D
HOT
66° C above
ambient to 152° C
nominal
APU - GENERATOR AND LUBRICATION - FUNCTIONAL DESCRIPTION

UPS AIRLINE PROPRIETARY - Copyright - OIL COOLER AND THERMAL BYPASS VALVE
APU - GENERATOR AND LUBRICATION - FUNCTIONAL DESCRIPTION - PUMP DE-OILING SYSTEM
GENERAL
The gearbox pressurization system maintains
gearbox pressure at four psi above ambient. This
prevents oil foaming which leads to low oil
pressure shutdowns. The system is also used for
compressor and cooling fan seal buffer air.
OPERATION
When PCD2 pressure is greater than 52 psi, (at
lower altitudes), the gearbox shutoff valve
closes. Afterward, PCD1 air moves the shuttle
valve. Then, PCD1 air is used for cooling fan
and compressor seal buffer air. The gearbox
pressure-regulating valve is open, venting the
gearbox to atmosphere.
When PCD2 pressure is less than 52 psi, (at
higher altitudes), the gearbox shutoff valve
opens. Afterward, PCD2 moves the shuttle valve.
Then, PCD2 is used for cooling fan buffer air
and compressor seal buffer air. PCD2 air also
balances the gearbox pressure-regulating valve
against gearbox pressure.
Gearbox pressure increases from air leakage past
internal seals. The gearbox pressure-regulating
valve modulates to maintain gearbox pressure at
four psi above ambient.
53
Keeps • Shuttle valve for seal air Higher Alt (>17,000’) PCD2 < 52PSI
gearbox 4 SOV Open
PSI above
ambient
Minimizes oil foaming
APU - GENERATOR AND LUBRICATION - FUNCTIONAL DESCRIPTION - PUMP 54

UPS AIRLINE PROPRIETARY - Copyright DE-OILING SYSTEM
APU -- GENERATOR AND LUBRICATION - FUNCTIONAL DESCRIPTION - OIL SCAVENGE SYSTEM
GENERAL
If the pump fails, or if the filter becomes
The oil scavenge system returns oil to the obstructed, oil accumulates in the generator
reservoir after it has been utilized for sump cavity until a LOW OIL PRESSURE protective
lubrication and cooling. There are three scavenge shutdown occurs. (See the oil supply system.)
oil pumps. Two pumps are gearbox driven; one for
the compressor bearings and one for the generator. The generator scavenge oil filter prevents
The main rotating shaft drives the third pump. It contaminants from a failed generator from re-
scavenges the turbine bearing area. entering the APU oil gearbox and damaging the
APU. It is thus a non-bypass type, and uses the
COMPRESSOR BEARINGS SCAVENGE PUMP same type filter element as the oil pressure
This pump is a gear-type pump and is contained system filter. Indication of a plugged filter is
within the oil pump assembly. The oil pump assembly by a pop-out indicator and a differential
is an LRU. (See the oil pump assembly graphic for pressure switch. The delta pressure (pop-out)
details.) indicator activates at 20 psid. A mechanical
lock-out prevents activation from DELTA-P when
TURBINE BEARING SCAVENGE PUMP the oil temperature is less than 46°C.
This pump is a gerotor type. The pump is press The differential pressure switch is normally
fitted onto the main shaft of the power section. It closed. It opens when the filter DELTA-P
returns oil from this cavity to the gearbox through reaches 35 psid. The ECU initiates a protective
an external hard line. The pump is not an LRU. shutdown if the switch opens and oil temperature
exceeds 46°C. A failed open or disconnected
GENERATOR OIL SCAVENGE SYSTEM
switch is faulted in Prestart and Self-Test
The oil pumped through the generator flows into a BITE. The ECU stores FILTER SW (GEN) as the
sump cavity between the generator and gearbox. The faulty LRU. If the switch is detected open
generator scavenge pump draws the oil from the during Prestart BITE, the APU then operates
cavity and sends it to the gearbox reservoir. The without protection from a blocked filter. The
generator scavenge pump is a gear pump of 7.5 gpm switch is an LRU.
capacity. It is an LRU, located in the generator
sump cavity. The generator must be removed for
access.
55
@ 20
PSID
APU -- GENERATOR AND LUBRICATION - FUNCTIONAL 56

UPS AIRLINE PROPRIETARY - Copyright DESCRIPTION - OIL SCAVENGE SYSTEM
APU - GENERATOR AND LUBRICATION - FUNCTIONAL DESCRIPTION
GENERAL HIGH OIL TEMP
Operation of the APU oil system is automatic. A protective shutdown is initiated at a sensed
Pressure regulation, cooling, de-oiling, and oil temperature greater than 154° C.
protective monitoring all occur without external GEN FILTER
control or indication.
A blockage of the generator filter opens the
OIL SYSTEM PROTECTIVE SHUTDOWNS generator filter differential pressure switch,
Protective Shutdowns occur for low oil pressure, causing a FILTER SW (GEN) protective shutdown.
high oil temperature or generator filter blockage. To prevent nuisance shutdowns, this protective
The APU FAULT light and APU FAULT advisory EICAS shutdown is inhibited if the oil temperature is
message appear until the APU control switch is 46° C or less.
turned OFF. All three switches are LRU’s.
LOW OIL PRESSURE
The LOP switch is normally open, and is closed by
pressure. An oil pressure of less than 31 psig for
15.5 seconds causes a LOW OIL PRESSURE protective
shutdown.
If a LOW OIL PRESSURE protective shutdown occurs
during a start attempt the time limit for oil
pressure to reach 31 psig decreases from 15 seconds
to 1 second on the start attempt.
If the start fails to meet the new oil pressure
requirements, all further starts are inhibited.
This start inhibit is indicated during an APU BITE
procedure by a flashing LOW OIL PRESSURE lamp. To
remove the start inhibit, erase the ECU’s memory.
57
BITE, TROUBLESHOOTING, AND FAILURE MODES DE-OIL SOLENOID
If the APU LOW OIL PRESSURE protective shutdown Tested for open, short, and overcurrent. APU
occurred with the lowered time limit, performing a start and operation is not inhibited if it is
faulty display test causes the LOW OIL PRESSURE found faulty.
light to blink. Further start attempts are inhibited
HOT SENSOR
until the fault memory is erased. The following oil
system LRU’s are detected as faulty and stored in The ECU tests the oil temperature sensor during
the ECU during the Prestart and self-test BITE pre-start, monitor and self-test BITE. If the
routines. sensor is detected as failed, the ECU uses 60°F
for the first three minutes of operation and
LOP SWITCH
120°F for the remainder of operation. The de-oil
The low oil pressure switch is tested by the ECU solenoid valve is deactivated at start and the
during pre-start and self-test BITE. If the switch APU runs without high oil temperature
fails in the closed (ground) position, the ECU protection. HOT SENSOR is displayed on ECU Bite.
records LOP SWITCH as a faulty unit. APU start is
DE-OILING
inhibited.
De-oiling occurs under two circumstances:
If the switch fails in the open position, this fault
remains undetected by the ECU until an APU start is • During shutdown when APU speed is between
attempted. With no signal of oil pressure, the ECU 95% and 7%. This purges the oil system in
initiates the false LOW OIL PRESSURE protective preparation for the next start.
shutdown.
• During APU starts when oil is sensed as
GEN FILTER SWITCH less than 25°F by the de-oil solenoid
temperature switch or less than 20°F by the
The switch is normally closed. If it is found open
HOT sensor.
during the Prestart BITE, FILTER SW (GEN) is stored
as a faulty LRU. The APU starts and operates
normally but does not have blocked generator filter
protective shutdown capability. If it opens while
the APU is running, a protective shutdown occurs.
58
APU - GENERATOR AND LUBRICATION - FUNCTIONAL 59

APU - FUEL SYSTEM – GENERAL DESCRIPTION

GENERAL FUEL FLOW DIVIDER
The APU receives fuel from the left fuel feed The fuel flow divider separates fuel flow into the
manifold through a flexible, shrouded line. The APU primary and secondary fuel manifolds. The primary
uses fuel for combustion and for muscle pressure to manifold is used all the time. The secondary fuel
operate the inlet guide vane actuator (IGVA). The manifold is used when higher fuel flows are required.
components of the APU fuel system include the fuel The fuel flow divider has an electric solenoid valve.
control unit, flow divider, primary and secondary The valve opens during the start sequence to supply
fuel manifold and nozzles, and the inlet guide vane additional fuel to the secondary fuel manifold and
actuator. nozzles. The valve is controlled by the ECU.
The electronic control unit (ECU) controls APU FUEL MANIFOLD/NOZZLES
operation automatically. The ECU regulates fuel flow
by controlling an excitation current to a torque Two separate fuel manifolds encircle the APU
motor. The torquemotor is located on the fuel combustion chamber. Each manifold has six, permanently
control unit. There are two fuel schedules used for attached, fuel nozzles. The nozzles and manifolds are
APU operation. The acceleration schedule is used replaced as a single unit and are an LRU.
below 95% RPM while the speed schedule is used above
ECU BITE
95% RPM. The ECU receives air inlet pressure from
the (P2) sensor and inlet air temperature from the The following REASON APU NOT OPERATING lamps are
load compressor inlet temperature (LCIT) sensor. associated with the APU fuel system and are shown on
The ECU uses these signals to adjust fuel flow for the REASON APU NOT OPERATING lamp field:
starting and normal operation. The ECU receives EGT
from two thermocouple circuits. The ECU uses this • UNDER SPEED
signal to adjust fuel flow for prevent an OVERTEMP • START ABORTED
protective shutdown.
• EGT OVERTEMP
FUEL CONTROL UNIT
• OVER SPEED
The fuel control unit filters, pressurizes, and
meters fuel. It has two electrical connections. One The following FAULTY LRU lamps are associated with the
electrical connection is for the torquemotor. The APU fuel system and are shown on the FAULTY LRU lamp
torquemotor meters fuel based on ECU excitation field:
signals. The other connection is for the fuel
• FUEL SOLENOID
shutoff solenoid valve. This valve controls the flow
of metered fuel to the fuel flow divider. The fuel • FUEL CONTROL
shutoff solenoid valve is an LRU. The torquemotor is
not an LRU. The fuel control unit is mounted to the • FLOW DIV SOL.
oil pump assembly.
APU - FUEL SYSTEM – GENERAL DESCRIPTION 61

ACTUATOR PRESSURE REGULATOR

APU - FUEL CONTROL UNIT
The actuator pressure regulator provides pressurized
GENERAL
fuel to the Inlet Guide Vane Actuator (IGVA). It
The fuel control unit filters, pressurizes and meters regulates the fuel pressure supplied to the IGVA to
the fuel flow for supply to the flow divider. It is 250 psig.
mounted to the front flange of the oil pump assembly
TORQUEMOTOR METERING VALVE
with a quick attach/detach clamp. The fuel control
unit is an LRU. The fuel control unit consists of the The torquemotor-metering valve controls the fuel flow
following components. output from the fuel control unit. The valve’s
position is electronically controlled by the ECU. The
INLET FILTER
metering valve controls the fuel supplied to the flow
The FCU inlet filter is a 10-micron disposable filter. divider to between 0 and 660 lbs/hr (299 KG/HR). The
The filter housing is bolted to the FCU. The FCU torquemotor consists of a keyhole shaped metering port
contains a filter bypass valve and a filter and a clevis valve. Electrical current from the ECU is
differential pressure indicator. The differential sent to a coil, causing the clevis valve to move,
pressure indicator activates at 5 psid across the which controls the metering port opening. The metering
filter. The bypass valve activates at 8 psid across valve current is a function of APU speed, inlet
the filter. The inlet filter and the bypass valve are temperature and pressure; and is limited by T5 (EGT).
both LRU’s. The torquemotor is not an LRU.
FUEL PUMP DIFFERENTIAL PRESSURE REGULATOR
The fuel pump is a gear pump that provides up to 1980 The differential pressure regulator maintains a
lbs/hr of fuel. It is spline driven from the oil pump constant differential pressure of 50 psid across the
assembly. metering valve. This constant differential pressure
creates a linear relationship between fuel flow and
HIGH PRESSURE RELIEF VALVE torquemotor current.
The high-pressure relief valve protects the fuel PRESSURIZING VALVE
system against over pressurization. It has a crack
point pressure of 950 psid. The pressurizing valve is a spring-loaded-closed
valve. It opens at fuel pressures of 100 psid or more.
HIGH PRESSURE FILTER It prevents a fuel flow output until at least 100 psid
The high-pressure filter is a cleanable stainless is present.
steel screen. It is an LRU. FUEL SHUTOFF SOLENOID VALVE
The fuel shutoff solenoid valve controls the supply of
fuel from the control unit. It is a spring-loaded-
closed valve that, when closed, bypasses fuel back to
the fuel pump inlet. The valve is energized to open by
28V DC supplied from the ECU. The valve is an LRU. 62
FUEL CONTROL UNIT

The fuel shutoff solenoid valve is tested for
TROUBLESHOOTING, FAILURE MODES, AND BITE opens and shorts during Prestart and Self-Test
A witness drain plug is located on the bottom of BITE. It is tested for over current during Monitor
the FCU. Fuel or oil seepage from this plug BITE. The ECU stores FUEL SOL as the faulty LRU. A
indicates seal leakage. The FCU should be replaced. failed open-solenoid (valve closed) causes a NO
LIGHTOFF protective shutdown, with FUEL SOL as the
If the APU oil reservoir is over serviced, and a faulty LRU. During APU operation, an open solenoid
fuel odor is present at the oil fill port, fuel is causes an UNDER SPEED protective shutdown with
entering the oil return from the fuel pump drive FUEL SOL as the faulty LRU.
spline. Replace the FCU.
During shutdown, if the valve mechanically sticks
The fuel control torquemotor is tested in Prestart, open, the APU would continue to run, and an ECU
Monitor, and Self-Test for opens, shorts, and LRU fault would be stored after 20 seconds. The
overcurrent. FUEL CONTROL is stored as a faulty ECU would then de-energize the airplane fuel
LRU. During start, an electrical open causes a shutoff valve relay, to shut down the APU, and
START ABORTED or NO LIGHTOFF protective shutdown, erroneously store O/S TEST CIRCUIT as a protective
with FUEL CONTROL as a faulty LRU. shutdown, with ECU as the faulty LRU.
If the APU is on speed, an electrical open causes A subsequent start attempt causes either a NO
an UNDER SPEED shutdown, with FUEL CONTROL as the LIGHTOFF protective shutdown (igniter plug wet) or
faulty LRU. If the torquemotor shorts during APU an EGT OVERTEMP protective shutdown (fuel
operation, the ECU driver is turned off, and an available too soon).
UNDER SPEED protective shutdown occurs, with FUEL
CONTROL as a faulty LRU. NOTE: A DIGITAL O/S CIRCUIT PROTECTIVE SHUTDOWN
TRIPS AN INTERNAL BREAKER IN THE ECU, REQUIRING IT
TO BE REPLACED BEFORE SUBSEQUENT STARTS.
63
• keeps a constant differential

pressure of 50 psid across the
metering valve
• High pressure filter is

a cleanable stainless-
steel screen.
• 10-micron disposable filter
APU - FUEL CONTROL UNIT 64

APU -- ENGINE FUEL - FUEL CONTROL UNIT - FUNCTIONAL DESCRIPTION
General
The fuel control unit does these functions: The torquemotor metering valve controls the fuel flow
- Filters output from the fuel control unit. The valve position
- Pressurizes is electronically controlled by the ECU. The metering
- Meters the fuel flow for supply to the flow valve controls the fuel supplied to the flow divider to
divider. between 0 and 660 lbs/hr. The torquemotor is a keyhole
shaped metering port and a clevis valve. Electrical
Operation current from the ECU goes to a coil. This causes the
Fuel goes into the fuel control unit through a fuel clevis valve to move which controls the metering port
filter. A differential pressure indicator operates at opening. The metering valve current is a function of
five psid across the filter. The bypass valve operates these three items:
at eight psid across the filter. - APU speed
Fuel then goes to the fuel pump. The fuel pump is a gear - Inlet temperature
pump that gives up to 1980 lbs/hr of fuel. It is - Pressure.
spline-driven from the oil pump assembly.
The high pressure relief valve protects the fuel system It is limited by T5 (EGT).
from over pressurization. It has a crack point pressure The differential pressure regulator keeps a constant
of 950 psid. differential pressure of 50 psid across the metering
valve. This constant differential pressure makes a
The high pressure filter is a cleanable stainless steel linear relationship between fuel flow and torquemotor
screen. current.
The pressurizing valve is spring-loaded closed. It
The actuator pressure regulator gives pressurized fuel opens at fuel pressures of 100 psid or more. It
to the inlet guide vane actuator (IGVA). It regulates prevents a fuel flow output until there is 100 psid.
the fuel pressure supplied to the IGVA to 250 +/- 25 The fuel shutoff solenoid valve controls the supply of
psig. fuel from the control unit. It is spring-loaded closed.
When closed, it bypasses fuel back to the fuel pump
inlet. The valve is energized to open with 28v dc from
the ECU.
65
• 250 PSI
• No FF until
100 PSI
0-660
PPH
(Fuel bypassed
back to inlet)
APU -- ENGINE FUEL - FUEL CONTROL UNIT -

FUNCTIONAL DESCRIPTION 66
APU -- ENGINE FUEL - FUEL FLOW DIVIDER
General
The fuel flow divider sequences and distributes metered
fuel to the primary and secondary fuel manifold for
combustion. It is behind the surge control valve on the
lower left side of the APU. It is an LRU. These are the
components of the fuel flow divider:
- Inlet screen
- Sequence valves
- Drain valves
- ECU controlled solenoid.
The inlet screen is a 200 micron cleanable LRU.
67
• 200-micron cleanable LRU
APU -- ENGINE FUEL - FUEL FLOW DIVIDER 68

APU - FUEL FLOW DIVIDER - FUNCTIONAL DESCRIPTION

GENERAL
TROUBLESHOOTING, FAILURE MODES, AND BITE
The fuel flow divider distributes metered fuel to
the primary and secondary fuel manifold for Solenoid valve fails to open (mechanically stuck
combustion. It is located behind the surge control closed or fails to energize) - The APU operates
valve on the lower left side of the APU. It is an normally at lower altitudes through the start sequence
LRU. Components include an inlet screen, sequence valve. At higher altitudes and low fuel flows, the
valves, drain valves, and an ECU controlled start valve may cycle open and closed, causing RPM
solenoid. The inlet screen is a 200 micron surges and cycling. A Possible UNDER SPEED protective
cleanable LRU. shutdown can occur.
OPERATION Solenoid valve sticks open - Excessive secondary fuel
causes an EGT OVERTEMP, NO LIGHTOFF, START ABORTED, or
The flow divider operation is hydraulic and
UNDER SPEED protective shutdown. The type of shutdown
automatic. The drain valves are spring loaded to
is a function of ignition, battery condition,
port the manifolds to the drain mast, to prevent
altitude, and other external parameters.
nozzle coking when the APU is not operating.
Flow divider solenoid monitoring - The ECU tests the
As metered fuel from the FCU enters the divider,
solenoid in Prestart and Self-Test for opens, shorts
the drain valves are pushed open by fuel pressure,
and overcurrent. FLOW DIV SOL is stored in the ECU
closing the drain port and allowing flow to the
Fault memory if a fault is detected.
manifolds. The sequence valves delay secondary fuel
flow until the APU requires the higher flow rates A short causes the ECU driver to turn off to protect
for operation. Since the fuel pump is gearbox the ECU, leading to the same symptoms as for a
driven, output is low when APU rpm is low. solenoid valve that fails to open. Primary drain valve
sticks closed - Fuel flow is through the secondary
To provide proper atomization at low rpm, such as
manifold only.
during the start cycle, a primary nozzle with a
small orifice is used. As pump output increases A NO LIGHTOFF or EGT OVERTEMP protective shutdown
with rpm, the small opening restricts flow, occurs.
increasing pressure.
A NO LIGHTOFF Protective SHUTDOWN occurs if the
At 100 psi, a start sequence valve opens, allowing igniter gets flooded before light-off.
flow to the secondary manifold. This manifold has
large nozzle orifices to support proper atomization An EGT OVERTEMP Protective shutdown occurs if ignition
at higher fuel flows. The flow divider solenoid is occurs. Start sequence valve sticks closed - No
energized at 95% to allow flow to the secondary secondary fuel flow.
manifold through the run sequence valve. Thus, A START ABORTED or possible UNDER SPEED protective
above 95%, proper atomization is maintained even if shutdown occurs.
system pressure drops below the 100 psi.
69
UPS 767- 300 FAM
FUEL FLOW DIVIDER MAINTENANCE TRAINING MANUAL
• Energized (open) at 95%
APU - FUEL FLOW DIVIDER - FUNCTIONAL DESCRIPTION 70

APU - FUEL NOZZLE AND MANIFOLD ASSEMBLY

PURPOSE
The fuel manifolds distribute fuel to the
nozzles. The nozzles inject the fuel into the
combustion chamber.
LOCATION
The manifolds encircle, and are mounted to, the
APU combustor case.
DESCRIPTION / OPERATION
There are two manifold assemblies, designated
primary and secondary. Each manifold assembly has
six nozzles, or atomizer assemblies. The manifold
assemblies are connected to the fuel flow divider
with separate hoses. The manifold assemblies have
no moving parts.
Fuel flow distribution and flow rate are
controlled through the FCU and the flow divider.
The primary atomizer tips are sized with a small
orifice that supplies proper atomization of fuel
for light off. The secondary atomizer tips are
sized with a larger orifice to supply adequate
fuel flow for all other phases of operation. Each
manifold assembly is an LRU. The primary and
secondary nozzles have different alignment pin
orientation to prevent improper installation.
Individual nozzles can not be replaced.
71
APU - FUEL NOZZLE AND MANIFOLD ASSEMBLY 72

APU DRAIN AND VENT ASSEMBLY

General GENERAL
The drain and vent assembly consists of four A drain valve is located in the lowermost
drain lines that exhaust fluids overboard portion of the combustor case to prevent an
through the APU drain mast. accumulation of un-ignited fuel in the case. The
valve is an LRU. Installation is by a screw
The four drain lines are: thread and O-ring.
• The fuel pump-oil pump and inlet guide vane OPERATION
actuator drain line, which drain any
mechanical seal leakage from these units. The valve is spring loaded open when the APU is
not operating, and is closed by air pressure
• The bearing seal cavity vent line vents the within the case at 9-16 psig. The valve should
APU bearing seals. Oil leakage from this reopen at 5 psig, allowing any fuel present to
line indicates bearing seal wear. flow through the valve and overboard through the
• The turbine plenum drain line drains fuel drain mast on the right access door.
from wet starts from the turbine area. A
spring loaded open pressure valve is
installed in this line which allows
drainage only when low pressures are
present in the turbine area.
• The flow divider and heat shield drain line
drains fuel from the fuel nozzles and
manifolds upon APU shutdown and liquids
accumulated around the combustor.
Tell tale drains are installed in each of the
three bearing seal cavity lines and the fuel
pump-oil pump and inlet guide vane actuator
drain lines.
73
APU DRAIN AND VENT ASSEMBLY 74

APU - ACCELERATION SCHEDULE CIRCUIT - FUNCTIONAL DESCRIPTION
GENERAL ON-SPEED SCHEDULING

Fuel scheduling is automatically controlled using At 95% speed the ECU switches from acceleration to on
software in the ECU. The ECU maintains RPM by metering speed scheduling. The APU operates at either 100% or
fuel through signals to the fuel control torquemotor. 101% RPM, as a function of the pneumatic modes. The
Two major schedules are utilized. One for acceleration, lower RPM is used except when Main Engine Start (MES)
and one for on-speed operation. Switchover occurs at or In-flight (INFLT) pneumatic modes are active.
95% sensed speed. Torquemotor current is a function of actual speed Vs
SENSOR INPUTS the reference speed. Maximum and minimum fuel
schedules (torquemotor current Vs speed) are provided
ECU fuel scheduling requires speed signals from the for flameout and surge protection. The minimum fuel
monopoles, EGT from the T5 thermocouples, inlet air schedule prevents flameout. The maximum fuel schedule
pressure from the P2 sensor, and inlet air temperature prevents power section compressor surge. The
from the LCIT Sensor. The ECU software utilizes torquemotor current is adjusted as necessary to meet
alternate values if P2 or LCIT signals fail. Speed and these minimum and maximum current requirements. The
EGT signals have redundant inputs to the ECU. minimum and maximum schedules are based on standard
sea-level ISA conditions. The actual inlet pressure
ACCELERATION SCHEDULING and temperature are input from the sensors (P2 & T2)
The APU is in the acceleration mode when the APU to adjust torquemotor current for OFF-ISA conditions.
control switch is on, Prestart BITE is complete, speed FUEL SHUTOFF SOLENOID VALVE
is below 95%, and no software protective shutdowns are
present. The torquemotor current is a function of APU The fuel shutoff solenoid valve is energized at or
speed and is modified per the timed acceleration above 7% RPM if hardware or software protective
schedule and the T5 (EGT) temperature trim schedule. shutdowns are not detected.
Updates occur every 20 milliseconds. A digital over
temperature schedule initiates a protective shutdown if FUEL FLOW DIVIDER SOLENOID VALVE
EGT limits are exceeded. The acceleration schedule is The flow divider solenoid valve is energized at 95%
also monitored to maintain RPM, EGT and acceleration speed
limits. If the APU fails to meet the RPM VS time
schedule targets, a START ABORTED protective shutdown FAILURE MODES AND BITE
occurs. If the APU fails to meet EGT minimums a NO
If the ECU torquemotor driver current fails low, the
LIGHTOFF protective shutdown occurs. If the RPM and EGT
APU may not start, causing a NO LIGHTOFF protective
meet the requirements, but the APU fails to accelerate
shutdown. If it does start, an UNDER SPEED or a START
by a given amount, a START ABORTED protective shutdown
ABORTED protective shutdown occurs. If the ECU
occurs. To increase high altitude starting capability,
torquemotor driver current fails high, an OVER SPEED
a modified acceleration schedule is used above 30,000’.
or an EGT OVERTEMP protective shutdown occurs. In
This schedule meters fuel to match less dense air.
both cases, ECU is stored in the faulty LRU memory.
75
APU - ACCELERATION SCHEDULE CIRCUIT - FUNCTIONAL 76

APU - FUNCTIONAL DESCRIPTON - CONSTANT SPEED SCHEDULE CIRCUIT
General
The constant speed schedule is the second schedule used schedule prevents flameout. The maximum fuel schedule
by the ECU. After the APU speed gets to 95 percent, the prevents power section compressor surge. The
ECU uses the constant speed schedule. The constant torquemotor current changes as necessary to meet these
speed schedule keeps one of two speeds. The speed is a minimum and maximum current requirements.
function of the pnuematic requirements of the APU. The minimum and maximum schedules relate to standard
sea level ISA conditions. The actual inlet pressure and
temperature are from the sensors P2 and T2 to adjust
Sensor Inputs
torquemotor current for non-ISA conditions.
The ECU fuel schedule uses speed signals from these
sensors: Fuel Flow Divider Solenoid Valve
- Monopoles The flow divider solenoid valve energizes at 95 percent
- Inlet air pressure from the P2 sensor speed.
- Inlet air temperature from the LCIT sensor.
Failure Modes and BITE
The ECU uses alternate values if the P2 or LCIT signals If the ECU torquemotor driver current fails low, the
fail. Speed signals have redundant inputs to the ECU. APU may not start. This causes a NO LIGHTOFF protective
Speed Inputs shutdown. If it does start, an UNDER SPEED or a START
ABORTED protective shutdown occurs.
The APU operates at either 100 percent, or 101 percent,
as a function of the pneumatic modes. The APU uses the
higher speed when main engine start (MES) or inflight
(INFLT) pneumatic modes are active.
Operation
Torquemotor current is a function of actual speed
compared to the reference speed. Maximum and minimum
fuel schedules (torquemotor current compared to speed)
are for flameout and surge protection. The minimum fuel
77
APU - FUNCTIONAL DESCRIPTON - CONSTANT SPEED SCHEDULE 78

UPS AIRLINE PROPRIETARY - Copyright CIRCUIT
APU - IGNITION/STARTING SYSTEM – GENERAL

DESCRIPTION
GENERAL
The ignition/starting system supplies initial APU After the door is open the ECU energizes the APU
acceleration and combustion spark. The system crank contactor to power the starter motor. A
consists of the ignition unit, igniter and the 28V DC signal is sent from the starter motor to
starter motor. The ignition unit generates igniter the ECU when the starter motor has power. If
spark energy. The igniter provides the spark to this signal is interrupted for more than 50
the combustor. Ignition unit power is controlled milisec a DC POWER LOSS protective shutdown
electrically by the ECU. occurs.
The starter motor gets power from either the APU At 7% speed the ECU energizes the ignition unit.
TRU or the APU battery. The APU TRU is powered Starter cutout is a function of altitude.
from the right main ac bus. The ac power sense At 95% speed the ECU de-energizes the ignition
relays select the TRU for cranking power when the unit.
right ac bus is powered, or the APU battery if the
bus is not powered. To prevent damage to the APU engine during start
attempts at high altitudes, only two starts may
OPERATION be attempted if oil pressure fails to meet the
The main battery switch must be ON to start the minimum pressure required. Subsequent start
APU. APU start is initiated by rotating the APU attempts are inhibited. See APU oil system
start switch momentarily to START and releasing it operation for details.
to ON.
The APU air intake door opens, the RUN light
blinks twice, indicating completion of the pre-
start BITE, and the FAULT light comes on during
APU fuel shutoff valve transit.
79
• Main battery supplements

APU battery if voltage
drops too low
APU - IGNITION/STARTING SYSTEM – GENERAL DESCRIPTION 80

APU -- IGNITION/STARTING - STARTER MOTOR AND

CLUTCH
GENERAL
The start motor rotates the gearbox drive train
through a sprag clutch. The starter motor is a
28-volt DC motor. It receives power from the APU
battery or an optional APU TRU. Starter duty
cycle: 3 consecutive start attempts then a 60-
minute cool down period.
STARTER MOTOR DETAILS
The starter motor has a brush wear indicator.
When the brush wear indicator is not visible,
replace the starter. Remove the starter motor
end cap to access a 5/16-inch hex shaft. Rotate
the hex shaft to rotate the APU.
SPRAG CLUTCH DETAILS
The sprag clutch prevents the starter motor from
overspeeding. During start initiation, the sprag
clutch is connected to both the starter motor
and the gearbox drive train. After starter
cutout, the sprag clutch mechanically disengages
from the starter motor.
81
• Prevents starter overspeed
• Duty Cycle: 3 in 60 min.
APU -- IGNITION/STARTING - STARTER MOTOR AND CLUTCH 82

APU - IGNITION/STARTING - IGNITION COMPONENTS
IGNITION UNIT FAILURE MODES, BITE, AND TROUBLESHOOTING

The ignition unit is a high energy (4 joule The ignition unit is tested in Prestart and
nominal stored energy) high voltage (18 kV) Self-Test BITE for opens, shorts or overcurrent
exciter mounted to the compressor case. It up through the primary coil. IGN UNIT is stored
converts 28V DC into 18 kV output sparks. It in the fault memory. A secondary coil, ignition
generates between 2 and 10 sparks per second for lead, or plug fault is not detected. The ECU
supply to the combustor. The ignition unit is an initiates a NO LIGHTOFF protective shutdown.
LRU.
WARNING: USE CAUTION WHEN REMOVING
IGNITION LEAD IGNITION COMPONENTS TO ASSURE THAT
The ignition lead is a heavily shielded copper RESIDUAL HIGH VOLTAGES ARE BLED, TO
wire conductor that supplies the ignition spark AVOID POSSIBLE LETHAL ELECTRICAL
between the ignition unit and the igniter. The SHOCKS.
lead is an LRU. WARNING: DO NOT PERFORM ECU SELF TEST WHILE
IGNITER PERFORMING IGNITION SYSTEM MAINTENANCE.
AN ELECTRICAL BURN FROM EXPOSED
The igniter consists of an insulated tungsten IGNITER LEAD COULD OCCUR.
alloy center electrode and a Hastelloy X tip.
The igniter is capable of operating at
temperatures above 1500°F (816°C). The igniter
screws into its mounting on the combustor case.
The igniter is an LRU.
83
APU - IGNITION/STARTING - IGNITION COMPONENTS 84

APU -- IGNITION/STARTING - APU START ACCELERATION
GENERAL
At 95% speed the ignition unit is deenergized. Also
The APU control unit (ECU) completely controls at 95% speed the ECU sends signals that allows
start and acceleration. It controls the supply electrical and/pneumatic power to be used.
of fuel, the starter motor, and the ignition
unit. After START is initiated and the air The APU has two different speeds: 100% (39,850 RPM)
intake door is fully open, the ECU enables the and 101% (40,400 RPM), selected as a function of
starter motor. The torquemotor-metering valve in the pneumatic mode. The APU operates at the higher
the fuel control unit is opened to supply enough speed if pneumatics is being supplied for starting
fuel to run the APU at 16% sped. the main engines, ECS system on B767-300ER or in-
flight. It operates at the lower speed at all other
At 7% speed the ECU opens the fuel shutoff times.
solenoid valve, enabling fuel flow to the
combustor, and energizes the ignition unit. With NOTE:TO IMPROVE FUEL SCHEDULING DURING STARTS AT
fuel and ignition to the combustor, the APU HIGH ALTITUDES, THE TIME ACCELERATION SLOPES ARE
accelerates under its own power. As the APU DIFFERENT ABOVE APPROXIMATELY 30,000’.
accelerates, the fuel supplied by the metering
valve is increased to match acceleration to that
shown on the speed Vs time graph.
The ECU de-energizes the starter motor at 42% on
the ground, 50% in-flight below 36,000’ and 55%
above 36,000’. Above 30,000’, the APU
acceleration between the time when starter
cutout occurs and the time when 95% RPM is
attained, changes with altitude. This allows the
APU more time to come up to speed before a
protective shutdown occurs, when the air is less
dense.
85
APU -- IGNITION/STARTING - APU START ACCELERATION 86

APU -- IGNITION/STARTING - BITE - TRAINING INFORMATION POINT
General
Protective shutdowns that occur with the APU ignition starter motor. The ECU uses this 28v dc input to find
and starting system are for failed start or lightoff. if the starter has power during the start sequence.
These are the faulty LRUs that the ECU identifies: The ECU faults the starter motor if start voltage is
- Ignition unit applied to the start motor and APU speed is not more
- Starter than seven percent, five seconds after voltage is
- Aircraft start circuit. applied. The ECU stores APU STARTER when this fault is
detected.
Ignition Unit
The ignition unit does a test in prestart and self-test The ECU faults the aircraft start circuit if the
BITE for these conditions: starter relay is energized, the speed is less than 20
- Opens percent, and no voltage is at the starter motor. If the
- Shorts starter voltage is present and APU speed is more than
- Overcurrent through the primary coil. 95 percent, the ECU also faults the starter circuit.
The ECU stores A/C STRT CIRCUIT for these two types of
IGN UNIT is stored in the fault memory if there is a faults.
fault. A secondary coil, ignition lead, or plug fault
is not detected. The ECU starts a NO LIGHTOFF Training Information Point
protective shutdown for a fault. During certain starts when the APU is cold, it is
The ECU does not do a test of the ignitor lead and necessary to open the de-oil solenoid while the starter
ignitor plug. is on. To do this, the de-oil solenoid is also
connected to the 28v dc circuit between the positive
Starter terminal on the starter and the ECU. An in-line fuse
There is a test of the starter circuit and the starter protects the ECU from a shorted solenoid. If this fuse
motor during the monitor BITE routine. A 28v dc lead opens, erroneous starter circuit indications may show.
connects the ECU to the positive terminal on the
87
APU -- IGNITION/STARTING - BITE - TRAINING

88
UPS AIRLINE PROPRIETARY - Copyright INFORMATION POINT
APU AIR INTAKE SYSTEM

GENERAL APU AIR INTAKE PLENUM
The APU Air Intake System supplies the APU with The APU Air Intake Plenum is an aluminum-
air for pneumatics, combustion and cooling. The stainless steel structure attached to the aft
system components include the APU Air Intake side APU firewall. An APU plenum access panel is
Door and Actuator, APU Air Intake Duct Assembly, located in the firewall. Access to the plenum
and APU Air Intake Plenum. access panel is through the controls bay access
APU AIR INTAKE DUCT ASSEMBLY door. The APU compressor inlet plenum attaches
to the APU intake plenum. An access panel in the
The forward and aft air intake ducts connect an compressor inlet plenum allows inspection of the
intake port to the APU Air Intake Plenum. The power section and cooling fan intake screens.
air intake port is a Kevlar/graphite fiberglass
composite structure that houses the APU Air WARNING: STAY OFF THE AFT BODY SERVICE ACCESS
Intake Door and Actuator. The air intake duct is DOOR AND THE CONTROLS BAY ACCESS DOOR.YOUR
a two-piece composite structure, forward and WEIGHT CAN CAUSE THE SPRING LOADED LATCHES TO
aft. The forward duct is a Kevlar/graphite RELEASE.
fiberglass composite structure. The aft duct is
a Kevlar/graphite structure with a fiberglass
honeycomb core. The ducting is approximately 15
by 8 inches (38 by 20-cm) in cross section.
Access is through the service access door in the
fuselage.
89
Opens: Pre start

BITE C/W
Closes: @15% on S/D
90
APU - AIR INTAKE DOOR AND ACTUATOR

APU AIR INTAKE DOOR ACTUATOR
APU AIR INTAKE DOOR
The APU Air Intake Door Actuator is an
The APU Air Intake Door is a one-piece cast electrically operated linear actuator. A 28V DC
aluminum door. The door is located in the reversible motor drives the actuator. The ten-
unpressurized section of the fuselage, to the pound actuator extends or retracts in less than
right of the leading edge of the vertical 60 seconds. The stroke of the actuator is
stabilizer. The door is hinged on the aft end to approximately 4 inches.
the APU Air Intake Duct that is located on the
upper right side of the fuselage.
The APU Air Intake Door Actuator positions the
door in the fully open or fully closed position.
The door opens approximately 22° from the
fuselage. Two seals on the APU Air Intake Duct
form an aerodynamic and anti-corrosion seal to the
APU. A removable “P-shaped” seal is bolted to the
aft end of the intake duct port near the intake
door hinges. A rectangular seal is bonded to the
forward and side portions of the APU Air Intake
Duct.
APU AIR INTAKE DOOR OPEN SWITCH
The door open switch for the APU Air Intake Door
inputs door position to the APU Control Unit (ECU)
and the EICAS computers. The switch is a magnetic
reed switch that provides a ground signal to the
ECU and the EICAS computers when the door is open.
The switch is mounted on the intake duct. The
target for the switch is mounted on a flange on
the right side of the door.
91
APU - AIR INTAKE DOOR AND ACTUATOR 92

The actuator is installed in a white actuator MAINTENANCE PRACTICES

container that is V-band clamped to the APU Air
To remove the APU Air Intake Door, disconnect the
Intake Duct. The actuator may be manually operated
actuator by unscrewing the actuator rod end fitting from
should the electrical operation fail. An opening on
the door. The rod end fitting remains attached to the
the inboard side of the actuator container provides
actuator. Remove the hinge cover plate and remove the
access to a manual drive. The 1/4-inch actuator
bolts from the two intake door hinges. Installation
clutch square drive disengages the electric motor
requires proper positioning of the actuator rod end
from the actuator. This also rotates the clutch
fitting into the intake door before fastening the intake
position flag to reveal the actuator square drive.
door hinges. To remove the APU Air Intake Door Actuator,
A 1/4-inch drive may be inserted in the manual drive disconnect the APU Air Intake Door from the actuator.
to position the actuator. Thirty turns are required Remove and save the actuator rod end fitting from the
to fully extend the actuator. rod end of the actuator. The actuator is removed by
releasing the V-band clamp and sliding the actuator out
of the APU Air Intake Duct. Installation requires
assembly of the actuator in the container and then
attachment of the actuator rod end fitting. The rod end
fitting is then attached to the intake door.
Adjustment of the actuator to close the intake door
flush with the fuselage requires adjustment of the
locknuts at the bottom of the actuator.
CAUTION: DO NOT ATTEMPT ACTUATOR ADJUSTMENT AT ROD END
ATTACHING ACTUATOR TO AIR INTAKE DOOR. DAMAGE TO THE
ACTUATOR WILL RESULT.
93

Manual Drive
¼” square drive to disengage clutch
Rotate Flag
30 turns on manual drive

APU - AIR INTAKE – FUNCTIONAL DESCRIPTION

POWER
Power for operation of the APU Air Intake Door Actuator The EICAS computer is looking for an open signal. If
is supplied by the 28V DC APU battery bus. Either the a ground is detected in excess of the time delay,
main battery bus or the APU 28V DC battery bus supplies the message appears.
power for the APU control circuits by a diode circuit.
On the ECU, DOOR SYSTEM would appear in the REASON
OPERATION APU NOT OPERATING field. In the FAULTY UNIT field,
INLET DOOR RLY or SEE MNT MANUAL would appear. INLET
When the APU intake door relay (K176) is relaxed, power
DOOR RLY appears if it was detected as faulty.
is available to the door closed (retract) contacts of
the actuator; and when K176 is energized, power is SEE MNT MANUAL appears when no faulty components
available to the door open (extend) actuator contacts. were detected. The ECU records a BITE fault when the
The K176 relay solenoid is supplied power by either the door does not open within 30 seconds. If the inlet
APU battery bus or the main battery bus. A ground for door eventually opens, the BITE indications are not
the solenoid is supplied by either of two sources. retained in memory. If there was a fault, the BITE
indications are retained until the next APU start.
K176 is initially energized to open the intake door by a
At the next start attempt, the BITE indications are
ground supplied through an energized APU fuel control
erased.
relay (K175), the APU switch in ON or START, and the
main battery switch ON. K175 is energized when no faults CASE 1: When K176 is first energized, the door full
or fire signals exist; the fire switch is NORMAL, and open actuator switch must be driven to the momentary
the APU control switch and main battery switch are both position within 60 seconds.
ON. (See APU normal operation).
CASE 2: When K176 is de-energized on shutdown, the
A ground for K176 is supplied by an electronic switch door full closed actuator switch must be driven to
inside the ECU whenever the speed is 15% or greater, to the momentary position within 60 seconds.
assure that the door remains open during APU shutdown
until RPM is less than 15%, and also allows the door to CASE 3: The actuator position is also compared to
remain open in the air with the main battery switch OFF. the door position as sensed by the door open switch
(S506) and the door open relay (K547). If a ground
DOOR DISAGREEMENT INDICATION is available longer than 60 seconds the EICAS
message APU DOOR appears.
An EICAS status and maintenance message APU DOOR appears
whenever a commanded and actual door position If S506 fails closed (door open signal) the ECU
disagreement exists for longer than 60 seconds. starts the APU before the door is fully open.
96
APU - AIR INTAKE – FUNCTIONAL DESCRIPTION 97

APU - CONTROL SYSTEM - INLET SENSORS

LOAD COMPRESSOR INLET TEMPERATURE SENSOR (LCIT OR
APU INLET PRESSURE SENSOR (P2 SENSOR) T2 SENSOR)
The APU inlet pressure sensor supplies pressure Air inlet temperature is utilized by the ECU for
altitude input to the ECU. The input is used to fuel scheduling, IGV positioning and surge
modify the fuel schedule for increased efficiency projection. The load compressor inlet temperature
and also adjust the surge margin for the load (LCIT) sensor consists of a chromel-alumel
compressor. It consists of a tube, open to the thermocouple assembly. The assembly consists of
inside of the plenum, connected to a piezoresistive two thermocouple probes enclosed in an inconel
solid-state transducer. It is an LRU mounted on the support tube attached to a common stainless steel
left side of the intake plenum duct. header. The thermocouple assembly is mounted in
the left side of load compressor inlet. It is an
P2 SENSOR TROUBLESHOOTING, FAILURE MODES, AND BITE LRU.
If the P2 sensor tube is plugged, the APU may LCIT SENSOR TROUBLESHOOTING, FAILURE MODES, AND
experience an OVERSPEED protective shutdown at BITE
altitude, because fuel scheduling is excessive. (The
ECU thinks it is at low altitude). If the P2 sensor If the load compressor stalls (surges), the LCIT
is plugged in a low-pressure (high altitude) mode, sensor reports the higher compressed air
the fuel scheduling is reduced. temperatures to the ECU. The ECU then performs a
REVERSE FLOW protective shutdown. The LCIT sensor
During heavy demand on the APU, the speed decays, is tested during Prestart, monitor, and self test
causing loss of pneumatic output, followed by the BITE. Each test ensures that the LCIT resistance
generator going off-line when speeds decay to below range is between -100°F to 450°F.
95%. The P2 sensor is tested during the Prestart,
monitor, and self-test BITE for resistance range. If If the LCIT sensor is detected open or out of
the APU inlet pressure sensor fails to meet the range LCIT SENSOR is stored as a faulty LRU.
appropriate resistance range, P2 SENSOR is stored as Detection for the reverse flow protective shutdown
a faulty LRU. is no longer possible with a failed LCIT SENSOR.
An alternate program value, based on P2, is
If the failure occurs on the ground, the ECU utilized by the ECU to maintain APU operation, but
substitutes a programmed value of 13.66 psia, and load compressor surge protection is not available.
functions normally.
The LCIT (T2) value based on P2 is a function of
If the failure occurs while airborne, the IGV’s ISA numbers (International Standard Atmosphere)
close, and the surge valve opens. The APU operates for altitude versus temperature.
to supply electrical power only. The ECU uses a
substitute value from the PT sensor for fuel
scheduling. (Part of the flow sensor for the surge
valve control.) If PT is also failed, 13.66 psia is
utilized. 98
T2 Failure Modes T2/LCIT

- No reverse flow protection – ECU for Fuel Schedule
- ECU uses schedule based on P2 - IGV Position
- Surge Protection
P2
– Senses Air Density
– efficiency
- Surge Protection
P2 Failure Modes
Inflight – IGV’s close, Surge vlv open- no Pnue
Ground – Default schedule – normal ops.
APU - CONTROL SYSTEM - INLET SENSORS 99

APU -- AIR - BLEED AIR SYSTEM - INLET GUIDE VANES
General
There are 28 radial articulated inlet guide vanes (IGV)
that regulate the airflow into the load compressor
inlet. The vanes have a fixed leading edge and a
moveable trailing edge. The vanes are supported with
sleeve bearings at both ends. They operate by
individual sector gears and a ring gear. The ring gear
is moved by the inlet guide vane actuator (IGVA). The
vanes are full open at -20 degrees angle and are full
closed at 85 degrees angle.
Access to the tie rod and actuator clevis joint is

through an access plate on top, near the IGVA.
Failure Mode
Thermal expansion of the IGV actuator seals (not shown)
can cause the IGVs to stick and not move when commanded
by the ECU. This can cause low duct pressure, possible
start aborted, or reverse flow protective shutdown,
depending on the stuck position.
100
APU -- AIR - BLEED AIR SYSTEM - INLET GUIDE VANES 101

APU -- AIR - BLEED AIR SYSTEM - INLET GUIDE VANE ACTUATOR AND LINKAGE
GENERAL FAILURE MODES, TROUBLESHOOTING AND BITE
The inlet guide vane actuator (IGVA) is an IGV actuator torquemotor: The torquemotor is
electrically controlled hydraulically tested in Prestart and Self-Test for open,
operated linear actuator. The actuator is shorts and overcurrent.
mounted to the left side of the load
IGV actuator LVDT: The LVDT is tested in
compressor case. The actuator has a total
Prestart, Self-Test and Monitor BITE for
stroke of 1 inch. It is an LRU.
proper voltage parameters. A failure of
OPERATION either the torquemotor or the LVDT causes
the IGV’s to close. The APU operates to
Pressurized fuel is supplied to the IGVA allow electric power use. IGV ACT is stored
from the fuel control unit. This fuel is as a faulty unit.
supplied within the actuator to the second
stage spool and the single inlet ECS signal: The ECS input is tested during
torquemotor. The position of the single Monitor BITE when the APU is operating in
inlet torquemotor is controlled electrically the ECS pneumatic mode. If the voltage is
by the ECU. A non-centered inlet to the not within acceptable tolerances, the ECU
servo valve causes a hydraulic pressure ignores the ECS signal, and uses a
unbalance that drives the second stage spool programmed value that positions the IGV’s to
off center. The second stage spool directs the maximum open as selected by the
pressurized fuel to the actuator piston. The appropriate function adjustment switch. ECS
actuator piston drives the IGV ring gear CONTROL is stored as a faulty unit.
positioning the IGV. The linear variable
differential transformer (LVDT) supplies an
electrical position signal to the ECU.
TROUBLESHOOTING
The actuator is connected to the IGV linkage
bellcrank with a trunnion and bushing. Wear
in this linkage may cause the IGVS to open
partially during APU start, leading to a
protective shutdown.
102
APU -- AIR - BLEED AIR SYSTEM - INLET GUIDE VANE

ACTUATOR AND LINKAGE 103
APU -- AIR - BLEED AIR SYSTEM - FUNCTIONAL DESCRIPTION - IGV CONTROL CIRCUIT
GENERAL DUCT PRESSURIZATION MODE
The IGV’s are positioned by the ECU through The APU bleed valve is open, but the airplane
torquemotor commands as a function of the pneumatic does not require pneumatics (on the ground, MES,
demand mode, inlet air temperature, function switch ADP, ECS off). The IGV’s open (normal setting
settings, and EGT limit schedules. The highest 37°) to pressurize the airplane pneumatic ducting
priority pneumatic mode commanded is selected by to check for leaks, and to confirm the
ECU software. In descending order these priorities availability of pneumatics prior to activating a
normally are: INFLIGHT, MES, ADP, and ECS. The system by monitoring the duct pressure gages. A
IGV’s are always closed below 95 percent RPM. function adjustment switch allows modification.
FUNCTION ADJUSTMENT SWITCHES INFLIGHT MODE
Eight screwdriver slot type five-position switches Whenever the ECU senses the air/ground switch in
are located behind a screw-attached cover plate on the air, and the airplane altitude is below
the face of the ECU. These switches are designed to approximately 18,000’, the IGV’s are commanded
facilitate software modifications as operational full open (-20°) unless the EGT Vs LCIT schedule
experience and environmental conditions dictate. is exceeded. The ECU receives the altitude signal
They are not to be used for calibration or on-line from the P2 sensor.
adjustments. The switches are pre-set by the vendor MAIN ENGINE START (MES) MODE
as shown on the graphic. Six switches modify the
IGV positioning Vs pneumatic mode. One modifies the During a main engine start, the IGV’s are
maximum allowable EGT Vs LCIT schedule, and one positioned to full open and the APU RPM is
modifies the cool-down time. increased to 101%. The MES function switch allows
positions less than full open to be selected
IDLE MODE during main engine starts. This mode allows the
The APU operates in Idle pneumatic mode when RPM is highest EGT Vs LCIT schedule.
greater than 95% and the bleed valve is closed. The AIR DRIVEN PUMP (ADP) MODE
IGV’s are closed (90°). The APU also automatically
reverts to idle mode above approximately 18,000’ The IGV’s open in response to the ADP signal and
altitude. function switch. (Normally 3°).
104
IGV CONTROL LOGIC (CONTINUED)

ENVIRONMENTAL CONTROL SYSTEMS (ECS) MODE EGT VS LCIT SCHEDULE
The ECS mode is the most sophisticated, as For all pneumatic modes of operation, a maximum
the IGV’s are modulated in response to three EGT is programmed Vs ambient temperature (LCIT).
function switches, the air inlet temperature The current to the IGV actuator torquemotor is
(LCIT sensor), and signals from the zone reduced when this trimline is exceeded, reducing
temperature control unit. This control unit the pneumatic output.
sends an analog signal to the ECU that
represents the difference between commanded The normal schedule may be shifted by 40°
and actual cabin temperatures (DELTA-T). For increments with the EGT function switch. In
767-300ER models, the APU operates at 101% in position ’E’ an extra duty cycle is available
the ECS mode to provide additional airflow. for the MES schedule should insufficient air be
available for main engine starts in position
ECS MIN ’D’. This allows adjustments for high altitude
The ECU always initializes in ECS minimum, airports, and similar circumstances.
and does not revert to Max Norm or Max Cold COOLDOWN
when T2 is between minus 10 and plus 60°
Fahrenheit. The IGV’s modulate in response to The APU is operating hot when both pneumatic and
the MIN. function switch and zone temperature electric are in demanded. For protection, the
control unit signals. APU continues to operate without pneumatics for
the duration of the cool-down time (normally 60
MAX NORM seconds) after the APU switch is turned off.
If T2 is 60°F or warmer and DELTA-T is 10°F The bleed valve automatically closes when the
or greater, the IGV’s modulate open in APU switch is turned off, and the timer is
response to the MAX NORM function switch and activated. If the bleed valve switch is first
DELTA-T. turned off, the timer activates.
MAX COLD After the cool-down time has expired, the APU
If T2 is 10°F or colder and DELTA-T is 10°F shuts down with the APU switch.
or greater, the IGV’s modulate open in The fire handle, remote shutdown switch (P40
response to the MAX COLD function switch and panel on nose strut) and protective shutdowns
DELTA-T. all circumvent the cool-down cycle. The function
switch allows modification of cool-down time.
(See APU shutdown). 105
APU -- AIR - BLEED AIR SYSTEM - FUNCTIONAL

106
UPS AIRLINE PROPRIETARY - Copyright DESCRIPTION - IGV CONTROL CIRCUIT
APU -- AIR - SURGE BLEED SYSTEM - GENERAL DESCRIPTION

General
The surge bleed system gives load compressor surge
protection. It makes sure the pneumatic flow matches
the IGV position. The system has these items:
- Total pressure and static sensors
- Total and differential pressure transducers
- Variable volume chamber
- Load compressor inlet temperature sensor (T2)
- Surge valve.
The surge valve is electronically controlled and
pneumatically actuated.
Operation
The LCIT sensor senses a hot air backflow through the
duct from surges or other pneumatic system failures and
initiates a REVERSE FLOW protective shutdown. The
pneumatic system dynamics can permit a one-time surge,
such as during a main engine start valve closure,
because of surge valve response time. The ECU lets LCIT
increase 11C in two seconds once, but not twice in a 15
second interval to prevent nuisance shutdowns due to
these dynamics. The ECU permits a maximum temperature
of 99C for 2.5 seconds and starts a shutdown at 204C.
107
APU -- AIR - SURGE BLEED SYSTEM - GENERAL DESCRIPTION 108

APU -- AIR - SURGE BLEED SYSTEM - FUNCTIONAL DESCRIPTION - FLOW SENSING
General
The flow sensor module measures APU pneumatic output.
The ECU uses these measurements to prevent load
compressor surges. All components are on a line
replaceable flow sensor module. The module is bench
calibrated.
Pressure Measurement
The total pressure (PT) probe sends total pressure to
the total pressure transducer and the differential
pressure transducer. The piezoresistive solid state
total pressure transducer changes the total pressure to
an electrical signal for the ECU.
A static pressure (PS) probe sends static pressure to

the differential pressure transducer.
The differential pressure transducer measures the
differential pressure between PT and PS (DELTA P = PT -
PS) and sends it to the ECU.
Variable Volume Chamber

The variable volume chamber protects the transducers
from pressure shock. A diaphram in the chamber isolates
PT and PS.
Directional Flow Control

The directional flow control protects the DELTA P
transducer and variable volume chamber from contaminates
and pressure shock. It includes a filter
and a one-way orifice.
109
APU -- AIR - SURGE BLEED SYSTEM - FUNCTIONAL 110

UPS AIRLINE PROPRIETARY - Copyright DESCRIPTION - FLOW SENSING
APU -- AIR - SURGE BLEED SYSTEM - SURGE VALVE
General
The surge valve is a spring-loaded open, pneumatically
modulated closed valve. It consists of these items:
- Pneumatic actuator
- Torque motor
- Filter
- Pressure regulator
- Butterfly valve.
The valve mounts with a clamp ring in a duct that

connects the load compressor output to the APU exhaust.
It is an LRU. A cleanable metallic filter is in a
housing below the surge valve torque motor.
Failure Modes
If the surge valve control circuit fails, the APU
operates but pneumatic output is decreased. The surge
valve stays in the fully open position.
If the surge valve fails in the closed position, a
REVERSE FLOW protective shutdown occurs.

An indicator line on the surge valve actuator allows
visual inspection of surge valve position.
111
APU -- AIR - SURGE BLEED SYSTEM - SURGE VALVE 112

APU -- AIR - SURGE BLEED SYSTEM - FUNCTIONAL DESCRIPTON - SURGE VALVE CONTROL CIRCUIT
General
Surge protection is by modulation of the surge valve to increase in T2, the torquemotor signal is removed and a
make sure that load compressor output matches IGV protective shutdown occurs. The surge valve is always
position. As the IGVs open, the air mass flow must open less than 95 percent speed.
increase. For each IGV angle, there is a target mass Calibration errors with the DELTA P or PT sensor may
flow for an adequate surge margin. As the airplane not be enough to fault the applicable sensor. The
pneumatic demand changes, the surge valve modulates to erroneous signals cause the surge control valve and
keep the flow on target. Torquemotor input from the ECU IGVs to operate to the wrong schedule. This can cause
moves the surge valve. The valve is spring loaded open either low duct pressure or a reverse flow protective
and modulates closed with an increase of current. shutdown.
Operation
The target mass flow (values on the control line) is
calculated by a schedule, based on IGV position, in ECU
software. This mass flow schedule is adjusted to
different ambient conditions with inputs from the P2
and T2 sensors.
The actual mass flow is calculated from the DELTA P and

PT transducers. The target and actual mass flows are
then compared. If actual mass flow is less than the
target, a signal goes to the surge valve torquemotor to
modulate the surge valve open. The surge valve stays
open when PCD2 is less than 7.5 psia.
Failure Modes
If the DELTA-P or PT sensor signal fails, the
torquemotor signal is removed. This causes the surge
valve to open. This results in a large reduction in
pneumatic output to the airplane. If there is a rapid
113
APU -- AIR - SURGE BLEED SYSTEM - FUNCTIONAL DESCRIPTON - SURGE

VALVE CONTROL CIRCUIT 114
APU - AIR - COOLING AIR SYSTEM - GENERAL DESCRIPTION
GENERAL
A gearbox-driven fan draws air from the plenum,
through an isolation valve, and discharges air
into a duct to the oil cooler. A port in the
duct allows air into the APU compartment for
cooling. Oil cooling air is discharged overboard
through a duct to the bottom-left side of the
compartment. Compartment cooling air vents
overboard through a louvered blow-open door on
the left side of the compartment. The door will
open at a pressure differential of 2 psid.
115
APU - AIR - COOLING AIR SYSTEM - GENERAL DESCRIPTION 116

APU -- AIR - COOLING AIR SYSTEM - COOLING FAN
General
The cooling fan supplies cooling air for the APU
compartment and oil cooler. A screen in the air inlet
protects the fan from foreign-object-damage (FOD).
Location
The cooling fan is in ducts downstream of the air inlet
plenum.
Operation
The cooling fan is a 37-blade axial flow fan driven by
and mounted to the gearbox. There are 31 stator vanes
to direct the flow. Approximately one fourth of the
output is used for compartment cooling, and threefourths,
for oil cooling.
Buffer air is used as a secondary seal for the fan

bearings. This decreases the possibility of oil leakage
into the fan housing. If oil leaks into the fan
housing, it could be carried by cooling airflow into
the oil cooler. This would allow dirt and other
contaminates to clog the cooler.
Maintenance Practices
The fan attaches to the duct with V-band clamps. The
fan inlet and outlet ducts and the buffer air
connection must be removed to remove the fan. It is an
LRU.
117
APU -- AIR - COOLING AIR SYSTEM - COOLING FAN 118

APU -- AIR - BITE
General
Surge Control Valve
A REVERSE FLOW protective shutdown occurs if the
There is a test of the surge control valve torquemotor
compressor surges. A DOOR SYSTEM protective shutdown during prestart and self-test BITE for opens or shorts.
occurs if the ECU finds the intake door is not fully If the circuit fails the test, the faulty unit SURGE
open when the APU is running. One of these units could VALVE is stored in the ECU. The APU operates, but
be stored as the faulty unit: pneumatic output is reduced to the airplane. The surge
- LCIT SENSOR valve stays in the fully open position.
- P2 SENSOR
- ECS CONTROL If the surge valve fails in the closed position, a
- IGV ACT REVERSE FLOW protective shutdown occurs.
- PT SENSOR
Flow Sensor
- DELTA P SENSOR
There is a test of the DELTA P and PT transducers
- SURGE VALVE. during the pre-start, monitor, and self-test BITE for
proper range. If either transducer fails, the surge
Inlet Guide Vane Actuator control valve opens, the IGVs close, and the applicable
There is a test of the IGV actuator torquemotor during transducer is stored in memory. The APU continues to
prestart and self-test for open, shorts, and run but without pneumatic output.
overcurrent.
Environmental Control System
There is a test of the IGV actuator LVDT during There is a test of the ECS input during monitor BITE
prestart, self-test, and monitor BITE for proper when the APU is operating in the ECS pneumatic mode. If
the voltage is not within acceptable tolerances, the
voltage parameters.
ECU ignores the ECS signal and uses a programmed value
that moves the IGVs to the maximum open as selected by
A failure of either the torquemotor or the LVDT causes the applicable function adjustment switch. ECS CONTROL
the IGVs to close. The APU operates to permit electric is stored as a faulty unit.
power use. IGV ACT is stored as a faulty unit.
119
APU -- AIR - BITE 120

APU -- PROTECTIVE SHUTDOWN - FUNCTIONAL DESCRIPTION

General
There are two APU protective shutdown logic systems in - Shutdown circuit failure (O/S TEST CIRCUIT) (Trips
the ECU, analog (hardware) protective shutdown logic an internal breaker)
and digital (software) protective shutdown logic. - Internal ECU Failure (CONTROL FAILURE)
Analog (Hardware) Protective Shutdown - Generator oil filter differential pressure (35
Analog protective shutdowns start by either a 107 psid) (GEN FILTER)
percent overspeed or by an EGT more than 621C if the - APU speed more than 95 percent then less than 88
speed is more than 95 percent. Analog protective percent (UNDER SPEED)
shutdowns cause the ECU to de-energize these - EGT not more than 150F (65C) more than stored value
components: of EGT at seven percent within 30 seconds (NO
- Fuel shutoff solenoid valve LIGHTOFF)
- Ignition unit - APU SPEED less than 95 percent and accel rate less
- Starter motor. than 0.20 percent/sec for 15 seconds or loss of
EGT. (START ABORTED)
Enable signals are removed for the air valve and the A digital protective shutdown starts the same signals
APU generator. The ECU opens the APU inlet door driver as an analog shutdown but also removes the signal to
when the speed is less than 15 percent. This closes the the FCU torquemotor.
APU air inlet door.
Shutdown Annunciation
Digital Protective Shutdown The ECU sends a signal to the EICAS computer and turns
Digital protective shutdowns start by these on the FAULT light on the APU control panel when a
indications: protective shutdown occurs. The ECU stores the reason
- 109 percent overspeed (OVER SPEED) for the protective shutdown in non-volatile memory for
- EGT overtemperature (EGT OVERTEMP) (See RPM vs. later recall on the REASON APU NOT OPERATING light
EGT schedule) array on the face of the ECU.
- High oil temperature (more than 154C) (HIGH OIL The ECU sends a signal to the EICAS computer and turns
TEMP) on the FAULT light on the APU control panel when a
Low oil pressure (less than 35 psi) (LOW OIL protective shutdown occurs. The ECU stores the reason
PRESSURE) for the protective shutdown in non-volatile memory for
- Loss of DC power (batteries or diodes) (DC PWR later recall on the FAULT DISPLAY light array on the
LOSS) face of the ECU.
- APU air inlet door not full open (DOOR SYSTEM)
- APU fire (FIRE EMERG)
- Reverse flow (REVERSE FLOW) (sensed by the LCIT)
- Loss of both monopoles UNDER SPEED
121
Restart After Fault Shutdowns

If you put the APU control switch OFF after a
protective shutdown, this turns off the FAULT light and
causes the EICAS APU FAULT advisory message to go away.
You may then attempt a restart, except for an O/S TEST
CIRCUIT shutdown and certain LRU faults. If there is
still a fault, a new protective shutdown starts.
The O/S TEST CIRCUIT shutdown trips an internal breaker
in the ECU. You must replace the ECU.
Some LRU tests are done in prestart BITE, and stop the
start if detected as faulty.
122
Hardwar
e
Softwa
re
APU -- PROTECTIVE SHUTDOWN - FUNCTIONAL DESCRIPTION 123

APU -- TIP - BITE
General
The ECU does a test of these items: Monitor BITE is a system monitor test that is done
- Solenoids and torque motors for opens, shorts, and during APU operation. It starts when the pre-start bite
over current conditions test is complete.
- Sensors for normal operating range Self-test BITE is a system test. It is started by an
- Switches for correct position operator. Self-test BITE starts without the APU
- Circuits for specific voltage feedback signals. running.
The ECU stores fault information when one of the these Fault Indication
indications occur: When the EICAS message, APU BITE shows, one or more of
these LRUs are faulty:
- APU FAULT light, on the P5 panel
- P2 sensor
- Advisory EICAS message APU FAULT - Flow divider
- Maintenance message APU BITE. - De-oil solenoid
- Low oil pressure switch
Fault Detection - Generator filter delta-P switch
These are the BITE routines: - Oil temp sensor (HOT)
- Pre-start - Fan valve
- Monitor - Monopole 1
- Self-test. - Monopole 2
- Thermocouple rake 1
- Thermocouple rake 2
Pre-start BITE and self-test BITE do the same routine.
- LCIT sensor.
Faulty units are stored in any BITE routine. A
protective shutdown does not automatically occur when Some faulty LRUs do not inhibit APU operation or cause
the ECU detects a faulty LRU. a protective shutdown. For these, the faulty LRU is
stored in the ECU memory and the EICAS level M APU BITE
Pre-start BITE is an automatic system self-test. It is message shows. In general, those faulty LRUs that have
the first step in the start sequence. It starts when other indications, such as through a protective
you move the APU start switch to the START position. shutdown or loss of pneumatic output, do not cause the
APU BITE message.
124
APU -- TIP - BITE 125

APU -- TIP - ECU FRONT PANEL/BITE TEST INSTRUCTIONS

GENERAL
A placard, located on the E6 aft equipment center There are two lights behind each lamp segment. The
access door, contains instructions for doing an ECU lights are not LRU’s. They can only be replaced in
BITE procedure. To further clarify ECU BITE, a a repair/overhaul facility. BITE is not inhibited
description of ECU lamp fields, and switches follows. when both lights, behind one lamp segment, fail.
However, accurate troubleshooting cannot be
REASON APU NOT OPERATING - This lamp field assured.
identifies either the type of protective shutdown or
it identifies that a normal shutdown has occurred. After all lamp segments are tested, the ECU
automatically initiates a mini-flag test. The
STATUS -This lamp field identifies the current status mini-flag test, designed primarily for bench
of the APU. troubleshooting, identifies internal ECU faults as
well as external faults. The external faults are
FAULTY LRU -This lamp field identifies the faulty LRU
associated with the LRU’s that appear in the
that was detected during any of the three BITE
FAULTY LRU field. Holding the TEST switch in the
routines.
LAMP position for greater than 10 seconds also
RECORD SELECTED -This lamp field identifies the initiates the mini-flag test.
RECORD SELECT switch position. It is illuminated when
The mini-flag test is discussed in detail in
the ECU is powered, except during the mini-flag test.
another section.
TEST SWITCH -The TEST switch is a two position,
center off switch. The SELF and LAMP position do not
function with the APU running. Moving the switch to
the SELF position initiates a system test. This test
is identical to the pre-start test. Moving the TEST
switch to the LAMP position initiates a test of the
lights in each lamp segment. (i.e. OVERSPEED, LOP
SWITCH etc.)
126
RECORD SELECT/FAULT SWITCHES

NOTE: NORMAL STOP ONLY APPEARS WITH THE
The RECORD SELECT switch controls what is RECORD SELECT SWITCH IN THE LAST RUN POSITION
displayed on the lamp fields. The FAULT switch AND THE FAULT SWITCH IN THE REASON POSITION.
selects which lamp field, REASON APU NOT
NORMAL STOP does not move into position 2, 3, or
OPERATING or FAULTY UNIT, illuminates lamp
4 on the RECORD SELECT switch. However, those
segments. Both switches are used in conjunction
faulty LRU’s that were recorded with NORMAL STOP
with one another for proper fault
are retained in the ECU’s memory. These faulty
identification. The switches may be used when
LRU’s are displayed using the SUMMARY position
the APU is running or when it is shutdown.
of the RECORD SELECT switch.
The following table shows switch position with
RECORD SELECT FAULT
the corresponding lamp indication.
RECORD SELECT FAULT SWITCH POSITION SWITCH POSITION
LAST RUN LRU
SWITCH POSITION SWITCH POSITION
All faulty LRU’s associated with the last
LAST RUN REASON protective shutdown are shown. If no faulty LRU
was associated with the last protective shutdown
The reason for the most recent protective
SEE MNT MANUAL lamp illuminates. If the APU is
shutdown or the reason for the most recent
running, real time information is shown.
normal shutdown is shown. If the APU is running,
nothing is displayed.
127
APU -- TIP - ECU FRONT PANEL/BITE TEST INSTRUCTIONS 128

APU -- TIP - MINI-FLAG TEST
GENERAL
The mini-flag test, designed primarily for bench NOTE:OUTSIDE OF RARE INTERNAL ECU FAILURES,
troubleshooting, identifies internal ECU faults as THERE ARE NO LRU FAULTS THAT APPEAR ONLY ON A
well as external faults. The external faults are MINI-FLAG TEST. ANY FAULTS DISPLAYED ON A MINI-
associated with the LRU’s that appear in the FAULTY FLAG TEST WILL ALSO BE DISPLAYED WITH OTHER BITE
LRU field. TESTS.
STARTING THE MINI-FLAG TEST

The mini-flag test may be conducted with or without
the APU running. With the APU shutdown, moving and
holding the TEST switch in the LAMP position for 10
seconds begins the mini-flag test. The mini-flag
test also begins automatically after the LAMP test
is completed.
With the APU running, moving the TEST switch to the
LAMP position causes a mini-flag test to begin
immediately.
INTERPRETING THE MINI-FLAG TEST
To proper view fault codes, tilt your head to the
right, at a 90-degree position, relative to the
front face of the ECU. The left edge of the ECU face
should now appear as the bottom of the mini-flag
fault code display. The mini-flag fault codes are
displayed as numbers from 1 to 199. Use the
maintenance manual to associate a fault code with a
failed component. If no mini-flag fault codes are
stored, the letters O K appear.
129
APU -- TIP - MINI-FLAG TEST 130


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UPS 767- 300 FAM MAINTENANCE TRAINING MANUAL

AUXILIARY POWER SYSTEM - INTRODUCTION

GEARBOX & ACCESSORIES

AUXILIARY POWER SYSTEM - INTRODUCTION 4

AUXILIARY POWER SYSTEM - INTRODUCTION 5

APU – COMPONENT LOCATION

The E6 rack has these components:

APU – COMPONENT LOCATION 7

The fuel control unit is electrically controlled by the

Ignition and Starting System

Oil level information goes from the oil quantity sensor

APU Flight Deck Controls

The APU selector on the APU control panel is used to

Auxiliary Shutdown Control Switch

Alert, status and maintenance messages can also show.

APU – ACCESS DOOR

APU - SUPPORT INSTALLATION

APU - SUPPORT INSTALLATION 18

APU Air Intake Duct

WARNING: DO NOT STAND ON THE AFT BODY SERVICE ACCESS

Training Information Point

APU -- POWER PLANT - APU AIR INTAKE - APU AIR INTAKE

The turbine plenum drain line drains fuel from wet

Five drain traps are on tell-tale drains. Tell-tale

Training Information Point

APU -- POWER PLANT - APU DRAINS AND VENTS - APU

APU - ENGINE - GENERAL DESCRIPTION

APU - ENGINE - GENERAL DESCRIPTION 24

APU -- ENGINE - GEARBOX ACCESSORIES

NOTE: The APU generator is electrically the same as the

Training Information Point

APU -- ENGINE - GEARBOX ACCESSORIES 26

APU -- ENGINE - TRAINING INFORMATION POINTS - BORESCOPE

Borescope Inspection Ports

The combustor and first stage turbine borescope access

Engine Manual Rotation

APU -- ENGINE - TRAINING INFORMATION

APU -- INDICATING SYSTEM - GENERAL DESCRIPTION

General Oil Quantity System

APU Time Totalizer

The hourmeter is on the aft equipment center E6 rack.

APU -- INDICATING SYSTEM - GENERAL DESCRIPTION 30

APU - CONTROL SYSTEM – ENGINE CONTROL UNIT

APU - CONTROL SYSTEM – ENGINE CONTROL UNIT (ECU) 32

APU -- CONTROL SYSTEM - ECU INPUTS/OUTPUTS - DISCRETES

APU - CONTROL SYSTEM - ECU INPUTS/OUTPUTS - 34

APU -- CONTROL SYSTEM - ECU INPUTS/OUTPUTS - ANALOG

ECU outputs include EGT and speed (RPM) signals to

Exhaust Gas Temperature

APU -- CONTROL SYSTEM - ECU

APU -- CONTROL SYSTEM - SPEED MEASUREMENT (RPM)

Two installed for speed

If Failed during start – Auto S/D

APU -- CONTROL SYSTEM - SPEED MEASUREMENT (RPM) 38

APU -- INDICATING SYSTEM - APU EGT THERMOCOUPLES

Sensing and Failure Modes

APU -- INDICATING SYSTEM - APU EGT THERMOCOUPLES 40

APU -- GENERATOR AND LUBRICATION SYSTEM - GENERAL DESCRIPTION

Oil Scavenge System

Oil Auto S/D

APU -- GENERATOR AND LUBRICATION SYSTEM - GENERAL 42

APU -- GENERATOR AND LUBRICATION - OIL RESERVOIR

• 6.2 Quarts Capacity