Ata 49 GCTP

Training Manual
B 737-300/400/500
ATA 49
APU
Lufthansa LAN
Technical Training For Training Purposes Only
Book No: B737 LLTT © LLTT
For training purposes and internal use only.
Copyright by Lufthansa LAN Technical Training
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa LAN Technical Training

AIRBORNE AUXILIARY POWER B737-300/400/500
GENERAL
49-00
ATA 49
FWD
For Training Purposes Only
APU
GTCP85-129
SCL VRC/RRH 26.08.2005 Page 1

GENERAL
49-00
49-00 GENERAL
APU GENERAL SPECIFICATION
Purpose Basic Altitude Limitation:
The Auxiliary Power Unit ( APU ) is used for providing: S Sea Level to 10,000 FT (3050 M)
Electrical power to the airplane electrical system on the ground or in-flight. - Both electrical and pneumatic power can be used
Compressed air for engine starting. S 10,000 to 17,000 FT (3050 to 5200 M)
Compressed air to the air conditioning system on the ground or in-flight. - Either electrical or pneumatic power can be used
S 17,000 to 35,000 FT (5200 to 10,700 M)
Model Designation:
- Electrical power only can be used
S Allied Signal GTCP 85-129
Unit Weight:
Ratings at SL:
S 313 LBS/142 Kg
S Rated Speed
- No Loads - Steady State 41 700 RPM
- Output Speed 6000 RPM at Generator Drive
S Fuel Flow
- Max Load at Standard Day 340 PPH
APU Temperatures at S.L.:
S EGT
- Sustained Maximum 650°C
- Starting or Transient Condition 760°C
S Oil
- Maximum 140°C

Page: 1
GENERAL
49-00
APU LUBE SERVICE

PANEL
RIGHT MAIN WHEEL WELL

P28 APU GROUND
CONTROL PANEL
APU
FLIGHT COMPARTMENT
P5 OVERHEAD PANEL
P7 GLARESHIELD
ELECTRONIC EQUIPMENT COMPARTMENT

BATTERY
EXTERNAL DC RECEPTICAL
APU CONTROL UNIT
APU START RELAY
Figure 1 Component Location

Page: 1
GENERAL
49-00
GENERAL DESCRIPTION
The APU engine is a gas turbine consisting of a two-stage centrifugal com-
pressor directly coupled to a single-stage inward flow turbine. The shaft is
geared to the accessory drive section and provides power for driving the en-
gine accessories and the generator.
The APU air inlet provides the compressor inlet air and cooling air to the APU
engine.
The APU air system consists of pneumatic and mechanical components, which
function automatically, to regulate the rate and maximum amount of bleed air
that can be drawn from the APU for use in the airplane pneumatic system.
A fan driven by the accessory drive section circulates the cooling air to the ac
electric generator, lubricating oil cooler and engine accessories.
The APU engine fuel system delivers fuel from the airplane tank No. 1 to the
APU engine where it is metered and delivered to the combustion chamber. The
fuel system regulates the fuel flow to maintain a constant speed. One tempera-
ture sensing probe is mounted in the exhaust for fuel control and indication.
Another temperature sensing probe is mounted in the air inlet for fuel control.
The APU exhaust is a sound reducing system that directs the APU exhaust
gases overboard through an air cooled exhaust duct.

Page: 1
GENERAL
49-00
Figure 2 GTCP 85-129

Page: 1
GENERAL
49-00
PANEL DESCRIPTION
APU MASTER CONTROL SWITCH APU BLEED AIR SWITCH
S OFF- Normal position when APU is not running. S ON -Opens the APU Bleed Air Valve if the APU is Operating.
When positioned to OFF with APU running initiates normal shutdown. S OFF- Closes the APU Bleed Air Valve.
S ON - Normal position with APU running.
S START (Momentary) - When APU switch is moved from OFF to START
and released to ON, causes automatic start sequence to be initiated.
APU LOW OIL QUANTITY LIGHT (blue)

S ILLUMINATED - APU oil quantity is insufficient for extended operation.
S Light is armed only when APU switch is not in OFF.
APU LOW OIL PRESSURE LIGHT (amber)

S ILLUMINATED - APU oil pressure is low, causing the APU to initiate an au-
tomatic shutdown (after the start cycle is complete). Light is illuminated dur-
ing start until APU oil pressure is normal.
APU HIGH OIL TEMPERATURE LIGHT (amber)

S ILLUMINATED - APU oil temperature is excessive, causing APU to initiate
an automatic shutdown.
APU OVERSPEED LIGHT (amber)

S ILLUMINATED - APU speed excessive causing APU to initiate an auto-
matic shutdown.
S Light will illuminate if APU start is aborted prior to reaching governed speed
but will extinguish during a normal restart.

Note: MASTER CAUTION light and the APU annunciator will illuminate together
with any of the above described amber caution lights (Exception: Low oil
pressure light during APU start)
APU EXHAUST TEMPERATURE INDICATOR
S Displays APU exhaust gas temperature.
APU GENERATOR AC AMMETER
S Display APU generator load current.

Page: 1
GENERAL
49-00
LOW OIL QUANTITY LIGHT
LOW OIL PRESSURE LIGHT
HIGH OIL TEMPERATURE LIGHT
OVERSPEED LIGHT
LOW OIL LOW OIL HIGH OIL OVER

QUANTITY PRESSURE TEMP SPEED RECIRC FAN
OFF
DUCT PRESSURE NORMAL

100 INDICATOR
8 50 150 40 60
7 OVHT
6 EXH AC
80
AMPERES 200 APU GENERATOR AC METER PSI
5
C X 100 0 100
TEST
4 0
TEMP L PACK R PACK
3 2 1 ISOLATION
OFF VALVE OFF
AUTO CLOSE AUTO
HIGH AUTO HIGH
FORWARD OVERHEAD PANEL, P5 APU WING

ANTI
PACK
TRIP OFF
OPEN
PACK
TRIP OFF
WING
ANTI
ICE ICE
OFF WING-BODY WING-BODY
APU MASTER CONTOL SWITCH TRIP

OVERHEAT OVERHEAT
BLEED BLEED
TRIP OFF TRIP OFF
APU
RESET BLEED AIR
ON
OFF OFF SWITCH
ON ON
START 1 APU 2
BLEED
APU EXHAUST GAS TEMPERATURE INDICATOR
807447 89307
FORWARD OVERHEAD PANEL, P5
Figure 3 APU Panel

Page: 1
AIRBORNE AUXILIARY POWER 737-300/400/500
POWER PLANT
49-10
ACCESS DOOR
Access to the APU is through an access door, completely enclosing the APU
compartment.
The access door is hinged on the right side and latched on the left side. It con-
sists of skin, ribs and stringers forming the outside contour of the fuselage. On
the inside are two door open holding rods, two drain cups and cooling air ex-
haust. On the outside, is a drain mast connected to the drain cups.
The door can be opened for normal APU servicing, or it can be removed by
unlatching the hinges on the right side. The drain cups should be inspected
periodically for cleanliness.
The exhaust ducting is cooled by four air inlets around the aft end of the ex-
haust fairing.
SHROUD
The APU shroud is a titanium compartment that fully protects the APU power
plant. The APU shroud gives the protection from an APU fire and decrease the
noise from the APU power plant. The APU shroud includes the upper shroud
and the lower shroud. The upper shroud attaches to the airplane structure and
holds the forward end of the APU exhaust duct. The upper shroud and the
lower shroud connect to one another with the shroud latches on the lower
shroud.
Upper Shroud
The upper shroud is installed in the APU compartment. When the APU is re-
moved from the airplane, the upper shroud will stay in the APU compartment.
The upper shroud has openings for the fuel lines, air inlet ducts and bleed
air duct. Three mounting brackets for the APU engine attach to the shroud
rings.
Lower Shroud
The lower shroud attaches to the upper shroud with ten shroud latches. The
lower shroud has the openings to the filler port for the oil tank and to the over-
board exhaust for the APU cooling air. Also, there is an access panel that is
removed to read the elapsed time indicator. When the lower shroud is re-
moved, you can get access to do maintenance on the APU.
SCL VRC/RRH 26.08.2005 Page: 8

POWER PLANT
49-10
EXHAUST DUCT
UPPER
SHROUD
APU DOOR HINGE APU SHROUD LATCH

( 2 LOCATIONS ) DOOR SUPPORT RODS ( 10 LOCATIONS )
DRAIN
(STOWED POSITION)
SEAL PLATES
DRAIN
HOLES DRAIN LINE
FWD
COOLING AIR EXHAUST
FWD
APU ACCESS DOOR LOWER SHROUD
APU COOLING AIR APU DOOR LATCH
TO DRAIN MAST DRAIN FITTING
EXHAUST DUCT (3 PLACES)
Figure 4 APU Access Door and Shroud.

POWER PLANT
49-10
SHROUD DRAINS
The APU drains provide means for draining unburned fuel from the engine and
for draining fuel or oil from the shroud in event of leakage inside the shroud.
At the aft end of the shroud, a drain cup with stand-pipe picks up unburned
fuel discharged through the turbine exhaust port. Two fuel drain lines are
manifolded into a fitting on the engine. This fitting mates with a drain cup in the
drain line. The drain line terminates at a fitting at the forward end of the shroud.
Adjacent to the drain line terminal end fitting is another fitting. Through this fit-
ting fuel or oil is drained from the shroud. Both fittings at the forward end of the
shroud mate with drain cups in the APU compartment access door. The drain
cups in the access door are connected to a drain mast.
Maintenance Practices
The drains require checking for evidence of deterioration due to corrosion.
The drain lines and cups can be cleaned by blowing compressed air through
them.
Caution : Exercise extreme care not to damage shroud drain lines when han-
dling shroud.

POWER PLANT
49-10
FWD
TURBINE
PLENUM
DRAIN
COMBUSTION
CHAMBER
DRAIN
COMBUSTION DRAIN
CHAMBER LINE FUEL DRAIN HOUSING
DRAIN
LOWER SHROUD
RESERVIOR
TURBINE EXHAUST
END DRAIN CUP
FWD
SHROUD DRAIN
SHROUD
DRAIN CUP
DRAIN CUP
FWD
APU ACCESS DOOR
APU DRAIN MAST
Figure 5 Shroud Drains

POWER PLANT
49-10
APU ENGINE MOUNTS

The APU engine mounts attacht the APU engine to the shroud rings.The APU
engine mounts give the APU maximum sopport in all directions and isolate the
airplane from adverse vibrations of the APU engine.
The three engine mounts are located inside the upper shroud. Two are on the
right side and, one is on the left side.
Each engine mount consists of two brackets with vibration isolator and cap.
The caps are used to facilitate quick removal and installation of the APU. The
vibration isolator consists of a resilient material bonded to a metal core and en-
closed in a tubular metal case.
Power Plant Removal Installation

The APU cradle assembly is used in conjunction with two hoist assemblies to
remove and install the auxiliary power unit from the airplane, and to provide a
stable base during transportation and storage of the APU.
The APU is removed by attaching a cradle assembly to the APU, installing two
fishpole hoists to the airplane structure, and attaching the fishpole hoist cables
to the cradle assembly. The APU can then be lowered out of the airplane (or
installed) using the fishpole hoists.
Preparation requires access to the APU by opening the APU access door and
removing the lower shroud. Equipment, electric connectors and hoses must be
removed. Three engine mount caps can then be disconnected once the fish-
pole hoists have taken up the weight of the APU.
With the fishpole hoists installed and the preparation for removal complete, the
APU can be lowered to the ground using the hoists. The installation is essen-
tially the reverse of removal.
Caution: Avoid any sideways movement of the APU over the last 1 inch of
travel. this could cause the cooling air inlet duct seat to be misaligned
with the cooling fan flange and impair the cooling air system.

POWER PLANT
49-10
RIGHT AFT MOUNT
RIGHT FWD MOUNT
ENGINE MOUNT BRACKET

AND VIBRATION ISOLATOR
BRACKET (TYPICAL)
HOIST ASSEMBLY
CABLE
PIN
FWD
1 PIN
PIN
1 APPLICABLE TO F80002 CRADLE

CRADLE ASSEMBLY ONLY BASE PIN 1
ENGINE MOUNT
BRACKET (TYPICAL)
Figure 6 APU Engine Mounts
APU AIR INLET

49-15
AIR INLET DESCRIPTION

The air supply for the APU engine operation and accessories cooling is through
a door installed in the air inlet duct. The air inlet consists of a door with a vortex
generator and flap, actuator, door position switch and ducting.
Access to the actuator and door position switch is through an access door on
the left side of the fuselage, forward of the APU compartment.
Operation
When the actuator is powered, the pushrods move the door to the open posi-
tion. Movement of the door deflects the flap on the vortex generator for im-
provement of air flow into the inlet. When the door is fully open, the door switch
operates. The switch actuation is part of the APU start cycle.

APU AIR INLET

49-15
APU COMPARTMENT STRUCTURE
TORQUE BOX
AIR DIFFUSER
DUCT
VORTEX
GENERATOR
COMPRESSOR
AIR DUCT COOLING
AIR DUCT
AIR INLET
DOOR FWD
SET SCREW
(DOOR OPEN)
VORTEX GENERATOR FLAP
VORTEX GENERATOR
FLAP STOP FLAP STOP

(DOOR CLOSED POSITION) (DOOR OPEN POSITION)
PUSHROD
(CLOSED POSITION)
(OPEN POSITION)
AIR INLET DOOR

DOOR ACTUATOR CLOSE
AIR INLET DOOR - CLOSED POSITION

DOOR POSITION SWITCH
DOOR
OPEN
Figure 7 APU Air Inlet
APU AIR INLET

49-15
AIR INLET DOOR CIRCUIT

Operation
When the APU master switch is moved to the START position, the APU control
unit transmits a 28V dc signal through the ON position of the APU master
switch. This 28V dc signal goes to the APU fuel shutoff valve, through the APU
control unit. The 28V dc signal energizes the open coil for the APU fuel shutoff
valve and opens the APU fuel shutoff valve. When the APU fuel shutoff valve is
opened, the 28V dc signal energizes the open coil for the inlet door actuator
and opens the air inlet door. After the air inlet door opens,the APU engine will
start.
When the APU master switch is moved to the OFF position, the APU control
unit transmits a 28V dc signal through the OFF position of the APU master
switch. This 28V dc signal goes to the APU fuel valve, through the APU control
unit. The 28V dc signal energizes the close coil for the APU fuel shutoff valve
and closes the APU fuel shutoff valve. When the APU fuel shutoff valve is
closed, the APU engine stops and the 28V dc signal energizes the close coil for
the inlet door actuator. The air inlet door closes.

APU AIR INLET

49-15
START APU START

CIRCUIT
NC
ON
NORMAL
OFF SHUTDOWN
APU MASTER CONTR. SW. (P5) APU AIR INLET DOOR
28V DC
NORM POS. SWITCH
DISCH
FIRE DOOR
NC
NOT
CLOSE CLOSE FULLY
APU OPEN
FIRE
HANDLE M M
R FULL
OPEN OPEN
OPEN
NORM
NC
FIRE FIRE APU FUEL SHUTOFF APU AIR INLET DOOR
RELAY VALVE ACTUATOR
APU CONTROL
APU FIRE APU START
REMOTE DETECTION CIRCUIT
CONTROL MODULE
PANEL M 279 28V DC
APU SHUTDOWN SIGNAL

28V DC
BAT BUS APU
CONT
CIRCUIT BREAKER PANEL ( P6 -5 )
28V DC POWER SUPPLY
APU GENERATOR CONTROL UNIT ( P6 ) APU CONTROL UNIT M 280
Figure 8 APU Air Inlet Door Control

ENGINE
49-20
Gearbox Section
APU ENGINE-INTRODUCTION The gearbox section changes the high turbine speed of the APU to a lower
The APU engine supplies the bleed air for pneumatic power and the shaft speed to turn the necessary components of the APU. The gearbox section is
power to turn the APU electrical generator. The APU engine is a gas turbine. found at the forward end of the APU. The gearbox section has the accessory
The APU engine has a compressor section, turbine section and gearbox sec- drive. The accessory drive has a gear train that is installed in a housing. The
tion. gear train is turned by a quill shaft. The quill shaft is connected to the shaft that
turns the compressor impeller and turbine wheel. The gears in the gearbox
Compressor Section section are lubricated by spray from the oil in the gearbox.
The compressor section is the source of the compressed air for the turbine.
The compressor section has a two-stage compressor and the compressor ple- Operation
num. The compressor is a centrifugal compressor. The two compressor stages Static air or ram air goes into the first-stage impeller from the compressor ple-
are connected by crossover ducts. One impeller and one diffuser make a com- num. The first-stage impeller compresses the air. The compressed air moves
pressor stage. The first-stage impeller is a double-entry impeller. It has two through diffuser and crossover ducts to the second-stage compressor. The
impellers that are back-to-back. The second-stage impeller is a single-entry second-stage compressor also compresses the air. This compressed air
impeller. Both of these impellers have a common shaft. The shaft is installed on moves through the second diffuser to the turbine plenum. Some of the air flows
two bearings that are pressure lubricated. The gearbox end of the shaft con- to the combustion chamber. The remaining air is available for bleed air. The
nects with a quill shaft in the gearbox. Seals keep the lubrication system iso- fuel atomizer supplies fuel to the combustion chamber. The igniter plug sup-
lated from the turbine gases. plies a spark for the ignition of the fuel-air mixture. Ignition is only necessary
to start the APU. From the combustion chamber, the hot combustion gases
Turbine Section move through the torus assembly where a series of nozzles turns the gases to
The turbine section burns the air-fuel mixture and supplies the mechanical the turbine wheel. The hot gases turn the turbine wheel. The turbine wheel
power from the combustion. The turbine section has a turbine wheel, torus as- changed the energy of combustion to mechanical power. The APU uses the
sembly, nozzle assembly, turbine plenum, and combustion chamber. The tur- mechanical power to turn the compressors, APU electrical generator and other
bine wheel is a radial-type wheel. The turbine wheel connects to the shaft that necessary components. The hot gases from the turbine wheel come out of the
turns the compressor impellers. The turbine plenum gets the compressed air APU through the exhaust port.
from the compressor impellers. Also, the turbine plenum is a heat shield for the
aft end of the APU. The torus assembly connects with the aft end of the com-
bustion chamber. The torus assembly moves the combustion gases to the
nozzle assembly. The nozzle assembly moves the combustion gases from the
torus assembly to the turbine wheel. A single combustion chamber is made
with the inner part of the turbine plenum and torus assembly. The combustion
chamber has a combustion liner and cap. The combustion chamber liner sup-
plies the combustion area. The combustion chamber liner has holes to control
the location and rate of combustion. The igniter plug and fuel atomizer are
installed on the cap of the combustion chamber.

ENGINE
49-20
BLEED COMPRESSOR
AIR PORT INLET AIR
TURBINE
TORUS OIL
COOLER
ACCESSORY GEARBOX
TURBINE
WHEEL APU ELEC
GENERATOR
COOLING
AIR
OIL
TURBINE PUMP
EXHAUST ASSEMBLY
FUEL
PUMP
ASSEMBLY
TURBINE
PLENUM TACHOMETER
GENERATOR
COMBUSTION
CHAMBER COMPRESSOR
FIRST STAGE STARTER
COMPRESSOR MOTOR
SECOND STAGE
BLEED
AIR PORT TURBINE COMPRESSOR GEARBOX
SECTION SECTION SECTION
TURBINE
PLENUM
TURBINE
EXHAUST
FWD
AIR INLET
FLANGE
COMBUSTION
CHAMBER
COMPRESSOR INTERSTAGE
PLENUM DUCT
586003
Figure 9 Engine Component Location

AUXILIARY POWER UNIT B737-300/400/500
EXHAUST
49-80
EXHAUST DUCT
The APU exhaust system sends the exhaust gases overboard from the APU Operation
engine. The APU exhaust system also decreases the noise level of the exhaust The high velocity exhaust gases from the APU engine flow overboard through
gases. the exhaust duct during the APU operation. The exhaust duct temperature is
decreased by aspiration. The exhaust gas flow in the exhaust duct muffler
Exhaust Duct
causes a negative pressure. This negative pressure occurs at the gap be-
The exhaust duct has a heat shield and the exhaust duct muffler. The exhaust tween the exhaust port of the APU turbine section and the forward end of the
duct muffler is installed in the heat shield. There is a cylindrical air space be- exhaust duct muffler. The negative pressure pulls the ambient air through the
tween the exhaust duct muffler and the heat shield. A felt metal liner is installed holes in the aft fairing. This ambient air goes to the aft end of the turbine ex-
on the inner surface of the exhaust duct muffler to decrease the noise level of haust port where it mixes with the exhaust gases. This mixture of the ambient
the exhaust gases. Two fire detection elements attach to the exhaust duct. air and the exhaust gases goes overboard.
One fire detection element goes along the forward end of the exhaust duct
muffler. The second fire detection element goes laterally along the heat shield.
This second fire detection element is attached to the top and the bottom of the
heat shield. The forward end of the heat shield is held by the APU shroud. A
drip pan attaches to the heat shield to protect the heat shield from all hydraulic
leaks. A bonding jumper is attached to the heat shield. The bonding jumper
supplies a positive electrical ground to the airplane structure. The exhaust duct
muffler does not touch the the exhaust port of the APU turbine section. There
is a gap between the exhaust port of the APU turbine section and the exhaust
duct muffler. The aft end of the exhaust duct is held by the aft fairing.
Aft Fairing
The aft fairing holds the aft end of the exhaust duct. It has a machined casting
that moves with the airplane tail cone. The aft fairing has two short cylindrical
ducts. The outer duct connects to the heat shield of the exhaust duct. The
inner duct connects to the exhaust duct muffler. The aft fairing has holes to de-
crease the temperature of the air intake for the exhaust duct. The aft fairing
attaches to the airplane tail cone and to the heat shield of the exhaust duct with
bolts.

AUXILIARY POWER UNIT B737-300/400/500
EXHAUST
49-80
COOLING AIR INTAKE

FOR THE EXHAUST DUCT
FELT METAL
LINER
FIRE DETECTION
ELEMENT FOR
AFT THE HEAT SHIELD
FAIRING
DRIP PAN
FWD
EXHAUST
DUCT
MUFFLER
HEAT SHIELD
FIRE DETECTION
ELEMENT FOR THE
EXHAUST DUCT
MUFFLER
EXHAUST PORT
AFT FAIRING HEAT SHIELD
DRIP PAN APU UPPER SHROUD

COOLING AIR INTAKE
FOR THE EXHAUST DUCT
ÇÇÇ ÇÇÇ ÇÇÇ

ÇÇÇ ÇÇÇ
ÇÇÇ EXHAUST GAS
ÇÇ
COOLING AIR
ÇÇ
EXHAUST GAS
COOLING AIR AND EXHAUST
EXHAUST GAS MIXED FELT METAL PORT
LINER
APU EXHAUST SYTEM SCHEMATIC EXHAUST DUCT
MUFFLER
c87982 92779
Figure 10 Exhaust System

AIRBORNE AUXILIARY POWER B737-200/300/400/500
OIL
49-90
LUBRICATION SYSTEM DESCRIPTION

Lubrication of the APU engine is by a self-contained, positive pressure, dry-
sump system. It cools and lubricates all gears and bearings in the engine by
providing a pressurized supply of oil.
Oil is taken from the tank by the pressure pump and delivered through the filter
to the accessory gear drive to cool and lubricate the gears and to the bearings
on the compressor and turbine sections of the APU. It is then scavenged by
the scavenge pump and sent to the oil cooler which uses air for cooling of the
oil. The oil is then returned to the tank. Oil pressure is maintained at a constant
90 psi by the pressure relief valve. If the filter becomes blocked, a bypass valve
opens at 50 psid permitting a flow through the system. The scavenge cavity
and the oil tank are vented to the APU exhaust.

OIL
49-90
OIL COOLER
OIL COOLER
AIR OUTLET
OIL PRESSURE SEQUENCING
SWITCH 55/45 PSI OIL PRESSRE
SWITCH 4PSI
LOW OIL LOW OIL HIGH OIL OVER

QUANTITY PRESSURE TEMP SPEED
FILTER
100
HIGH OIL BYPASS
8 50 150 TEMPERATURE VALVE
7
6
EXH AC SWITCH 140_ C
AMPERES
200 OIL
5 C X 100
FILTER
4 0
TEMP
3 2 1
OIL
PRESS.
REGLTR.
90PSI
FORWARD OVERHEAD PANEL, P5
PRESSURE
PUMP
COOLING
APU CONTROL AIR FAN
E 3-3 CPTM.
UNIT
VENT
SCAVENGE
PUMP
COMPRESSOR AIR INLET

ACCESSORY DRIVE
OIL PUMP GEARBOX
FULL VENT
APU
FOR THE
OIL
QTY TURBINE
BEARING
ADD MODULE
CAVITY
APU
ÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
OIL TANK OIL QUANTITY VENT LINE
S OIL
OIL TYPE FLOAT SWITCH FOR THE
ÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
OIL PRESS. FILL LINE FILLER OIL TANK
CAP LEGEND
FILL
WHEN AMBER OIL VENT
LIGHT IS ON OIL TANK
SOLENOID VALVE OIL LEVEL OIL TANK OIL RETURN
SWITCH
OIL PUMP SUCTION
PRESS. FILL OIL PUMP PRESSURE
CONNECTION
SCAVENGE PUMP SUCTION
LUBE
SERVICING PANEL SCAVENGE PUMP PRESSURE
Figure 11 Lubrication System Schematic

OIL
49-90
OIL TANK
The oil tank contains the supply of oil for the APU lubrication system.
The tank is equipped with a filler port with cap, drain plug and two oil lines.
Low Oil Quantity Switch

An oil quantity level switch is used to transmit low oil quantity signal.
The switch is of a float type enclosed in a housing. When the oil quantity in the
tank decreases below 1,5 quarts, the switch closes and the blue LOW OIL
QUANTITY light illuminates on P5 panel.
Oil Quantity Float Switch

An oil quantity level switch is used to transmit low oil quantity signal.
When the oil quantity is below 6 quarts, the ADD switch closes:
S the ADD-light on the lube service panel illuminates and
S the oil tank solenoid valve opens.
During refill, when the oil level reaches 8 quarts the full switch closes.
S The oil tank solenoid valve closes and
S the FULL- light illuminate.
Oil Tank Servicing (Manual)

Servicing of the oil sump is accomplished by opening the APU access door.
The oil level is checked by removing the filler cap and using the dipstick. If the
oil level is below the FULL mark, add oil until the level is at the FULL mark on
the dipstick.
Oil Tank Servicing (remote oil servicing)
The external service panel provides a means of replenishing the oil supply for
the APU oil tank. The oil tank is replenished by connecting the oil supply to the
pressure fill connection and pumping oil into the tank until the green light illumi-
nates. Required oil supply pressure is 35 psi.
Caution: Do not mix oils of different type or brand names, some oils will chemi
cally change when you mix them. This can cause damage to the
APU.

OIL
49-90
FILLER
NECK
FILLER CAP
DIPSTICK
OIL OTY OIL SCREEN

STABILIZER FLOAT SW.
COMPARTMENT
FILLER PORT
ACCESS DOOR
OIL TANK
OIL TANK
OIL LEVEL SWITCH
PRESSURE
FILL LINE FULL GREEN LIGHT
TO OIL TANK
APU OIL QTY
MODULE M925
ADD AMBER LIGHT
FWD
APU DOOR
STABILIZER OIL TANK OPEN
SWITCH
COMPARTMENT
OIL TYPE
BULKHEAD
PRESSURE
OIL TANK FILL FILL
SOLENOID VALVE
WHEN AMBER CONNECTION
LIGHT IS ON
LUBE SERVICE
ACCESS DOOR
DOOR OPEN SWITCH
ACTUATING
MAGNET
LUBE SERVICE PANEL
Figure 12 Oil Tank Servicing

OIL
49-90
THIS PAGE INTENTIONALLY LEFT BLANK


OIL
49-90
TO
APU
CONT
START
ON
OFF
TO
APU
CONT
APU MASTER CONTR. SW. (P5)
CLOSE
FULL
G
OPEN
DOOR OPEN
SWITCH
APU CONTROL UNIT M280 ADD
( E3-3 ) A
28V DC
BAT BUS
APU
CONT FULL
(8 QUARTS)
OIL TANK
CIRCUIT BREAKER SOLENOID VALVE

PANEL ( P6 -5 )
ADD
(6 QUARTS)
OIL QTY RELAY
R 253 OIL QUANTITY
28V DC FLOAT SWITCH
M 925 APU OIL QTY MODULE APU OIL TANK

APU GENERATOR
CONTROL UNIT ( P6 )
Figure 13 Oil Servicing Schematic

OIL
49-90
OIL PUMP
The oil pump supplies oil under pressure for lubrication of APU gearbox and Low oil pressure switch
bearings and scavenges the oil back to the tank. The switch senses oil pressure at the pump outlet. A diaphragm operated
The oil pump assembly consists of a separate pressure and scavenge pump, snap-action switch opens at 55 psig and closes at 45 psig oil pressure.
pressure regulating valve, oil filter and a filter bypass valve. The pressure and During APU start, with increasing oil pressure, the switch opens at 55 psig, re-
scavenge pumps are driven by a common shaft. moving power from the LOW OIL PRESSURE light on P5 panel.
During APU operation, the pressure pump draws oil from the tank and supplies If during APU operation, the pressure decreases to 45 psig, the switch closes
it through the filter for the lubrication of the APU engine. Oil is returned to the and provides power for the LOW OIL PRESSURE light and shuts down the
oil tank by the scavenge pump. APU.
Oil Filter Sequencing oil pressure switch

The oil filter provides the cleaning action for the oil flowing from the pressure The sequencing oil pressure switch ensures that combustion cannot be initi-
pump. ated during an APU start until a minimum lubricating oil pressure has been built
up.
Oil Cooler
During APU start, with increasing oil pressure, a diaphragm operated snap-ac-
The oil cooler provides the necessary cooling for engine oil during APU operation switch closes at 4 psig oil pressure and provides 28 volt dc power to the
tion. fuel solenoid valve and the ignition exciter.
The cooler is a cylindrical unit constructed of bonded aluminum tubes housed
in a shell.
Oil is delivered by the scavenge pump and passes around the tubes before
returning to the tank. Cooling air supplied by the fan flows through the tubes
and removes the heat from the oil. The cooling air exhausts into the APU
shroud.
Oil temperature switch

The switch senses the temperature of oil at the pressure pump outlet.
When the oil temperature reaches 140°C (285°F), the switch closes and pro-
vides power (28 VDC) for an amber HIGH OIL TEMP light on P5 panel and
shuts down the APU.

OIL
49-90
OIL PUMP
ASSEMBLY FWD
OIL PUMP
FWD ASSEMBLY
ACCESSORY
DRIVE
GEARBOX
ELECTRICAL
LOW OIL CONNECTOR
PRESSURE
SWITCH
OIL
PACKING TEMPERATURE
SEQUENCING OIL SWITCH
PRESSURE SWITCH
FWD
OIL PRESSURE
OIL FILTER
STARTER REGULATING
MOTOR VALVE
Figure 14 Oil Components

OIL
49-90
OIL SYSTEM INDICATION

Normal Sequence
S Low Oil Quantity Switch
The oil quantity switch closes when the oil tank level decreases to
1,5 quarts. The blue LOW OIL QUANTITY light illuminates on P5 panel if
the APU switch is in the ON position.
S Low Oil Pressure Switch
The low oil pressure switch opens at 55 psig during the APU start. The am-
ber LOW OIL PRESSURE light on PS panel extinguishes. (with the light
illuminated up to 55 psig, the MASTER CAUTION and APU annunciator are
not illuminated). During normal APU shutdown, low oil pressure indication is
disconnected by the APU switch in the OFF position.
Backup Sequence
S Low Oil Pressure Switch
During APU operation, when the oil pressure decreases to 45 psig, the oil
pressure switch closes, fuel solenoid valve closes and APU shuts down.
The LOW OIL PRESSURE, MASTER CAUTION and APU annunciator
lights illuminate. A 10 second time delay eliminates transient variations in
oil pressure due to flight maneuvers.The lights are reset by placing APU
switch to OFF.
S High Oil Temperature Switch
During APU operation, when the oil temperature reaches 140°C (285°F),
the temperature switch closes, relay K1-2 energizes, fuel solenoid valve
closes and APU shuts down. The HIGH OIL TEMPERATURE, MASTER
CAUTION and APU annunciator lights illuminate and remain illuminated
even if oil temperature decreases to below 140°C ( 285°F ). This is
achieved by relay K1-2. The lights are reset by placing APU switch to the
OFF position.

OIL
49-90
START
NC
NORM
ON
LOW OIL
QUANTITY
OFF LOW OIL
OIL LEVEL
APU MASTER CONTROL SWITCH SWITCH
( P5 )
NORM
LOW OIL
PRESSURE
LOW
TO MASTER CAUTION SYSTEM, K1-2
PRESS
APU ANNUNCIATOR AND LATCH IN
LOW OIL AUTO SHUTDOWN CIRCUIT RELAY
PRESS.
SWITCH
NORM
HIGH OIL
TEMP.
APU CONTROL UNIT M 280 HIGH
TEMP TO MASTER CAUTION SYSTEM,
HIGH OIL APU ANNUNCIATOR AND

TEMP. AUTO SHUTDOWN CIRCUIT
28V DC
SWITCH
BAT BUS APU
CONT
APU P5 PANEL
28V DC
APU GENERATOR CONTROL UNIT ( P6 )
Figure 15 Lubrication System Indication

ENGINE FUEL AND CONTROL

49-30

The APU fuel system supplies fuel from the airplane fuel system to the APU
engine and automatically meters the flow rate to match speed and Loading re-
quirements.
Fuel from the tank is delivered to the fuel control unit through the fuel valve.
The fuel control unit supplies and regulates the fuel flow to the combustion
chamber. The regulated fuel flow controls the acceleration of the engine during
the starting operation. When a load is applied to the APU, the fuel control unit
meters the fuel flow to maintain a near constant speed and a safe operating
temperature of the unit.
When the APU is operating above 95% RPM the 3-way solenoid valve closes
and APU speed is controlled by the flyweight governor. The governor regulates
fuel flow to keep a constant APU speed during different load conditions.
Whenever the APU is shut down the fuel solenoid valve is de-energized. The
fuel shutoff valve closes only during normal shutdown or by the action of the
fire detection system and fire handles operation.
Operation Sequence
All of the components of the APU fuel system are automatically controlled.
When the APU master switch is moved to the START and ON position, the
APU fuel shutoff valve opens, fuel from the tank flows to the pump, (if installed)
heater and low pressure filter to the timed acceleration fuel control unit. During
the start sequence, when the sequencing oil pressure switch closes, the fuel
solenoid valve opens allowing fuel flow to the combustion chamber. The first
20% of acceleration of the engine is controlled by the action of the acceleration
limiter. The acceleration limiter references the control air pressure (compres-
sor discharge pressure) to fuel pressure.
Continued acceleration to operating speed is controlled by the timed accelera-
tion of the speed governor within the fuel control unit.

The speed governor regulates fuel flow to match the power demands.


49-30
3-W AY
FROM APU SOLENOID VALVE
CONTROL UNIT
CONTROL AIR
CONNECTION CONTROL AIR
ÈÈÈÈÈÈÈÈÈÈÈÈÈÈÈÈÈÈ
È CONNECTION
È FLOW TO
È ÈÉ
PORT FOR DIVIDER BLEED AIR VALVE
THE FUEL VALVE
È
È
FUEL
ÉÉ
É
È
SOLENOIDÉ FROM APU
CONTROL UNIT
COMPRESSOR
PLENUM
FUEL
ATOMIZER
ÈÈÈÈÈÈ
È È
IGNITER PLUG COMBUSTOR
VALVE HIGH PRESSURE
FUEL FILTER COMBUSTION UNIT
È
ÈÈÈÈÈÈÈÈÈ
È È
CHAMBER
ÈÈÈÈÈÈÈÈÈ
È È
ACCELERATION TURBINE
LIMITER SECTION
È
VALVE
TURBINE
ÈÈÈÈÈÈÈÈ
È È È
FUEL EXHAUST
PUMP
ÈÈÈÈÈÈÈÈ
È È È
ETC
THERMOCOUPLE
È È
(T5)
È È
ÈÈÈÈÈÈ
È
ACCESSORY
GEARBOX
INLET
TEMP
PROBE COMPRESSOR
TO EGT INDICATOR
È
FUEL (T2) AIR INLET TURBINE
PLENUM
GOVERNOR
È
DRAIN
BLEED
È È
ÈÈÈÈ
AIR OUTLET
È
ETC
PROPORTIONAL
FUEL TIMED ACCELERATION
È
PRESSURE CONTROL VALVE
DRAIN FUEL CONTROL UNIT
PORT FOR LOW-PRESSURE
PORT
È ÈÈ ÈÈÈÈÈ
THE FUEL FUEL FILTER APU TO
INLET APU FUEL DC
M CONTROL 3-W AY
ÈÈÈ ÈÈÈÈ
ÈÈ ÈÈÈÈ È
BOOST PUMP
FUEL HEATER UNIT SOLENOID
LEGEND FLOW CONTROL
ÈÈÈ ÈÈ È
VALVE
LOW-PRESSURE FUEL VALVE TO
APU FUEL
È
ÈÈÈÈÈÈÈÈÈÈÈÈÈÈÈ
ÈÈ È
HIGH-PRESSURE FUEL SHUTOFF M FUEL FUEL
FUEL HEATER TANK 1
VALVE SOLENOID
APU BLEED AIR CHECK VALVE
È
È ÈÈ ÈÈÈÈ ÈÈ
È
CONTROL AIR VALVE
M
DRAIN
ÈÈÈÈÈÈÈÈÈÈÈ È
FUEL SHROUD DRAIN
APU BLEED AIR
È
CHECK VALVE
FUEL AC BOOST PUMP 586257
Figure 16 Fuel System Schematic (A/C with ETC)


49-30
TIMED ACCEL. FCU (TAFCU)

The timed acceleration fuel control unit TAFCU is a hydromechanical fuel con- Subsequently port M in the timer shaft will be kept closed up to 20% APU
trol to supplies and regulates the fuel flow for accelaration and to maintain a RPM. This prevents any fuel being returned to the fuel pump inlet.
near constant operating speed and a safe operating temperature of the APU to Beyond 20% APU RPM the flyweights of the governor will move the metering
match the power demands. sleeve up. As a result, the acceleration time up to 100% RPM is delayed, wich
noticeably reduces the EGT peak.
Acceleration Limiter
The speed governor regulates fuel flow to match the power demands. If the
The first 20% of acceleration of the engine is controlled by the action of the ac-
speed decreases due to loading, the governor bypasses less fuel allowing
celeration limiter. The acceleration limiter references the control air pressure
more fuel to the combustion chamber to restore the speed. If the speed in-
(compressor discharge pressure CDP) to fuel pressure ( Chamber A ). The
creases due to reduction in load the governor increases the bypass, reducing
pressure actuated diaphragm in the acceleration limiter operates a bypass
the fuel flow to the combustion chamber
valve to bypass more or less fuel to maintain the required ratio of fuel flow to
control pressure. When the APU is not running, the acceleration piston return spring pushes the
acceleraton piston up which draws fuel through the return check valve and fills
At 20% RPM the CDP pressure is high enough to close the acceleration limiter
chamber B .
valve, witch closes the bypass to the fuel pump inlet. Further acceleration con-
trol is now transferred to the speed governor.
Continued acceleration to operating speed is controlled by the timed accelera-
tion of the governor within the fuel control unit.
If during acceleration up to 95% RPM the EGT reaches the EGT temperature
schedule, the ETC opens the proportional valve and bleeds some of the control
air from the acceleration limiter. This increases the bypass, reducing fuel flow
to the combustion chamber and thereby reduces EGT.
Speed Governor
The speed governor consists of a flyweight carrier and governor flyweights that
spins within a fuel flooded chamber of the speed governor fuel control housing.
Attached to the flyweight carrier is a timer shaft that also that spins with the
same speed.
During engine operation, the fuel pump delivers fuel under pressure to the
TAFCU, in to chamber C and through the n p check valve and high pressure
filter into chamber A. Due to the reducing action of the n p check valve, the
pressure in chamber C is higher than in chamber A. This causes a downward
force on the acceleration piston, transmitted to the timer shaft.The hollow timer
shaft turns at the same speed as the speed governor.
As the pressure in chamber B decreases while passing through the timer shaft
groove into chamber A, the acceleration piston is moved down at a controlled
rate. This action causes the speeder spring tension to be increased.


49-30
3-W AY
SOLENOID
VALVE
ACCELERATION CONTROL AIR
LIMITER
ADJUSTMENT
SREW
FROM APU
CONTROL UNIT FUEL FLOW
SOLENOID DIVIDER
È È É
VALVE VALVE TO BLEED AIR VALVE
DRAIN
È É
ÉÉ
È ÉÉ
É
ACCELERATION
LIMITER ORIFICE
ÈÈÈÈÈÈÈÈÈ È É
ÉÉ
È FUEL
È È È
COMPRESSOR ATOMIZER
PLENUM
ACCELERATION IGNITER
È
ÈÈÈÈÈÈÈÈÈÈ È È
LIMITER
VALVE COMBUSTION
È È È
CHAMBER
È
È È È
SPEED PROPORTIONAL
GOVERNOR SPEED
GOVERNOR CONTROL VALVE
RPM
È È
ADJUSTMENT RPM
ADJUSTMENT
ÈÈÈÈÈÈ È È È
ACCEL. JAMNUT
TURBINE
PISTON
ÈÈ
ÈÈÈÈÈÈ È È È
EXHAUST
È ÈÈ
ÈÈÈ È È È
TIMER EGT
SHAFT THERMOCOUPLE
GROOVE
È ÈÈ È È È
B (T5)
SPEEDER
È ÈÈ È È È
RETURN
SPRING
CHECK
ÈÈ
È ÈÈ È È È
VALVE
ÈÈÈÈÈÈ
ÈÈ È È È
INLET
TEMP
COMPRESSOR
ÈÈ ÈÈÈÈÈÈÈÈ
ÈÈ È È
PROBE BLEED
(T2) AIR INLET TURBINE
AIR PLENUM
ÈÈ È
ÈÈÈÈÈÈÈÈÈ
DRAIN
È È
FUEL
A ETC
M P CHECK VALVE PUMP
TO EGT
ÈÈÈÈÈÈÈÈÈÈÈÈÈÈ
È È È
METERING SPEED HIGH PRESS. INDIDICATION
SLEEVE GOVERNOR FUEL FILTER
È ÈÈÈÈÈ
APU
SPEED GOVERNOR BYPASS CONTROL
LEGEND
ÈÈÈÈ
È ÈÈÈÈÈ
DRAIN UNIT
LOW PRESS. FUEL
È È
ÈÈÈÈ ÈÈÈÈÈ HIGH PRESS. FUEL
ÈÈ
FUEL DRAIN
TIMED ACCCELERATION FUEL CONTROL UNIT FUEL INLET
FUEL DRAIN TEST PORT CONTROL AIR
Figure 17 Timed Accel. Fuel Control Unit (A/C with ETC )


49-30
APU FUEL SHUTOFF VALVE

The valve allows fuel supply from the tank to the APU engine. The valve is
installed on the rear spar of No. 1 fuel tank in the left main wheel well.
The valve consists of an actuator assembly and valve body assembly. The ac-
tuator is motor operated with a manual override.
Operation
The valve is opened by placing the APU switch to the ON position. The valve
can be closed by the switch placed to the OFF position or automatically by fire
detection or operation of fire handles. The valve can be operated manually
without electrical power by the override handle.
The valve actuator assembly can be removed separately from the valve body.
The removal of the valve body requires No. 1 tank entry.
Boost pump
The pump supplies pressurized fuel during starting of the APU.
The pump consists of a motor driven vanes, bypass valve, inlet and outlet
ports. It is held in position by four boats through flanges on pump body. The
pump utilizes 28 volt dc power.
Operation
The pump operates only during APU start if:
S the APU Master Switch is in ”ON” and
S Boost Pump relays from tank #1 are ”OFF” and
S APU RPM is below 95%.


49-30
LEFT REAR WING SPAR
APU DC
BOOST PUMP
FUEL
OUTLET
APU FUEL
SHUTOFF
VALVE
FUEL INLET
MANUAL OVERRIDE LEVER
FWD INBD
INBD FWD
LEFT LOWER
INBOARD TRAILING
EDGE PANEL
997665 ATA28.190608
Figure 18 APU Fuel Shutoff Valve and DC Fuel Boost Pump


49-30
DC FUEL BOOST PUMP CONTROL CIRCUIT

Operation
The pump is started by placing the APU switch to the ON position providing
that the main tank No. 1 pump switches are in the OFF position.
When the APU reaches 95% RPM during the start cycle, the APU pump is au-
tomatically de-energized.


49-30
START
BAT BUS
NC
APU FUEL
M
BOOST PUMP
CIRCUIT BREAKER
ON PANEL ( P6 )
APU FUEL BOOST PUMP
NC
OFF
R 155 APU FUEL
BOOST PUMP RELAY
APU MASTER CONTROL SWITCH
APU SPEED > 95% RPM
NC
R 191 BOOST PUMP R 18 TANK 1 AFT FUEL

SHUT-OFF RELAY BOOST PUMP RELAY
NC
R 19 TANK 1 FWD FUEL

BOOST PUMP RELAY
P 6 LOAD CONTROL CENTER

BAT BUS
28V DC
APU CONT
APU MONITOR CIRCUIT BREAKER PANEL ( P6 )
POWER SUPPLY 28V DC
APU CONTROL UNIT M280 ( E3-3 ) APU GCU ( P6 )
Figure 19 DC Fuel Boost Pump Control


49-30
FUEL HEATER
The fuel heater is used to prevent ice from blocking the fuel filter.The heater is
a tubular fuel / air heat exchanger. The control valve has a bimetallic element
for sensing the fuel temperature and allowing bleed air to pass through the
heater.
Operation
When the fuel temperature passing through the valve decreases to 3_C
(37 _F), the valve modulates open. This allows hot air from the APU bleed duct
to pass through the heater and dumps into the shroud. When fuel temperature
increases to 18 _C (64_F), the valve closes. A check valve is installed in the
fuel line upstream of the heater to retain fuel in the pump. This ensures a posi-
tive prime for starting. A second check valve is installed in the air line to pre-
vent fuel entering the bleed air duct.


49-30
FUEL HEATER
CHECK VALVE
UPPER
SHROUD
FUEL HEATER
OVERBOARD
DUMP LINE
FOR THE
BLEED AIR
FLOW CONTROL VALVE
INLET LINE FOR THE

BLEED AIR
FWD PRESSURE LINE

TO PNEUMATIC
ACTUATOR
FUEL INLET LINE
FLOW CONTROL
FUEL HOSE CHECK VALVE
APU BLEED AIR DUCT
997661
Figure 20 Fuel Heater and Flow Control Valve


49-30
FUEL PUMP AND CONTROL UNIT.

The fuel pump and control unit or the TAFCU regulate the fuel flow to the com- Governor Speed Check
bustion chamber, during starting and normal operation. Operate APU is with the APU bleed air valve closed and no electrical load. The
frequency meter should read 405 to 410 Hz. Adjust to read correct frequency
Operation
by the governor adjustment srew. Clockwise rotation increases the speed.
The engine driven fuel pump supplies fuel to the combustion chamber through Counterclockwise rotation decreases the speed.
the acceleration limiter valve during starting. For steady state operation and
speed control, the fuel flow is controlled by the Timed Accelerated Fuel Control Fuel Filters
Unit TAFCU. Two fuel filters are used to prevent contamination of the pump and fuel control
unit. The filters are full-flow types with replaceable elements housed in filter
Acceleration Limiting Valve Opening ( Crack ) Pressure Test.
bowls. The low pressure filter incorporates a bypass valve opening at a differ-
S Start the APU and let the APU operate at a stable speed with no load ap- ential pressure of 15 psi.
plied for 5 minutes.
NOTE: This will make sure fuel is available to the APU. Fuel Solenoid Valve
S Do the usual shutdown. The solenoid valve allows fuel flow to the combustion chamber after the initial
rotation of the APU. The valve is solenoid operated, open/closed.
S Open the APU FUEL BOOST circuit breaker on the P6-5 load control cen-
ter. Operation
S Attach a test pressure gage to the high pressure fuel line from the fuel at- The valve is energized open (28VDC) during APU start, when the sequencing
omizer. Remove the cap from the control air pressure port of the FCU.The oil pressure switch sense 4 psi. The valve is de-energized closed whenever
control air pressure (compressor discharge pressure ) must vented at the APU is shutdown normally or automatically.
control unit to eliminate the influence of air pressure on control spring force.
The APU must then motored and the cracking pressure should be
60 +/- 5 psig.
S Adjust to read correct pressure using the screw on the acceleration limiter
valve. Clockwise rotation increases the crack pressure. Counterclockwise
rotation decreases the crack pressure.
(AIRPLANES WITH THE ETC) If the cracking pressure is more than 65 psig
or less than 55 psig, replace the timed accelleration fuel control unit.
S Set the APU master switch to OFF.


49-30
FUEL
ATOMIZER
FWD
CONNECT TEST PRESS. COMBUSTION

CHAMBER CAP
GAGE HERE
HIGH PRESSURE
FUEL LINE
TIMED ACCELERATION
FUEL CONTROL UNIT
JAMNUT
GOVERNOR
ADJUSTMENT
NUT
HIGH PRESSURE
FUEL FILTER ELEMENT
LOW PRESSURE
SOLENOID FUEL FILTER
VALVE
ACCELERATION CAP FOR THE
LIMITER VALVE HIGH PRESSURE
ADJUSTMENT SCREW FUEL FILTER
Figure 21 Fuel Control Unit Installation

IGNITION / STARTING
49-40
APU STARTER COOL DOWN

STARTS OR TRIES TO OPERATION
(BEFORE YOU TRY TO START
The starter provides initial power for rotating the APU engine compressor, tur- START IN ONE HOUR (STARTER ”ON” TIME)
AGAIN)
bine, and engine-driven accessories to a speed high enough to obtain good
airflow for combustion. 1 0-90 SEC (MAX) 0 MINUTES
The starter consists of an electric motor, internal friction clutch and an engage-
2 0-90 SEC (MAX) 5 MINUTES (MIN)
ment mechanism.
The power supply to the starter is 28 volt dc from the battery or external dc 3 7 0-90 SEC (MAX) 60 MINUTES (MIN)
power connection. 7
VISUALLY EXAMINE THE BRUSH ASSEMBLIES FOR DISCOLORATION IN THE
Operation STARTER AFTER YOU TRY TO START THE APU A THIRD TIME.
The starter is energized by the action of the APU switch. It will continue to drive
the APU until the 50% RPM speed switch or a 90-second timing circuit discon-
nects the power supply to the starter.
APU Start Relay R5

The Start Relay R5 transmits the heavy electrical load during the operation of
the starter motor.

IGNITION / STARTING
49-40
FWD
START
RELAY R5
MOUNTING STUD
PACKING
WASHER MOUNT PAD
NUT
NUT
ELECTRICAL LEAD
STARTER MOTOR
TERMINAL
FWD STARTER
CLUTCH
STARTER
MOTOR
Figure 22 Start Relay and Starter Motor Installation

IGNITION / STARTING
49-40
APU START SEQUENCE

Control Sequence
Off
The APU control unit receives 28 volt dc power from the battery bus. This
power is available at APU switch,
Start
Placing the APU switch momentarily from OFF to the START position and
releasing the APU switch to the ON position the start sequence is initiated.
After the fuel valve and air inlet door are fully open, power is supplied to arm
the ignition circuit, energize 90-second timer and energizes relay R5.
Crank
S With relay R5 energized, battery (or external dc) is connected to the APU
starter. The APU rotates, oil pressure rises and at 4 psi the sequencing oil
pressure switch closes. 28 volt dc power is now supplied to the ignition ex-
citer and the igniter plug.
S At 50% RPM, the speed switch operates, relay R5 de-energizes and power
is disconnected from the APU starter. ( If 50% RPM is not reached within
90 seconds, power is removed from the start and ignition circuits.)
S At 95% RPM, the speed switch operates and power is disconnected to the
ignition exciter.

IGNITION / STARTING
49-40
START BEFORE AIR INLET DOOR IS APU

BATT. EXT. DC
FULL OPEN CHARGER RECEPT.
APU
NC START
BATTERY
28 V DC STARTER
ON
OFF >
= 50 % RPM
APU MASTER CONTROL SWITCH 90 SEC START RELAY
( P5 ) R5
STARTER
OPERATION
FULL OPEN
IGNITION
EXCITER
AIR INLET DOOR IGNITER
POSITION SWITCH PLUG
NO SHUTDOWN
SIGNAL 95 % RPM
FUEL SOLENOID VALVE

28V DC
SEQUENCING
OIL PRESSURE
28V DC SWITCH > 4 PSI
BAT BUS APU
CONT
SPEED SIGNAL SPEED

28V DC POWER SUPPLY SWITCH
APU CONTROL UNIT M280 ( E3-3 )

APU GENERATOR CONTROL UNIT ( P6 )
Figure 23 Ignition / Starting Schematic
IGNITION / STARTING
49-40
IGNITION UNIT
The ignition exciter provides the high voltage current required to produce the
spark at the igniter plug.
Operation
The exciter is energized (28VDC) during APU starting by the action of the se-
quencing oil pressure switch. The output of the exciter is supplied to the igniter
plug until the APU reaches 95% RPM.
Igniter Plug
The igniter plug provides the high energy spark for igniting the fuel/air mixture
in the combustion chamber.
Prior to removal of the igniter, disconnect the high voltage lead. Remove two
mounting bolts and withdraw the igniter plug.
The plug has to be examined for cracks, chipping, electrode and outer shell for
erosion. If the erosion limits are exceeded, a new igniter plug must be installed.
Warning
Current involved in ignition system is of very high voltage and can be fatal. Be
sure that power is removed from ignition system for a minimum of three min-
utes before any disconnections are made. After disconnecting the high voltage
lead, ensure complete discharge of capacitors in ignition unit by immediately
shorting high voltage lead terminal to ground.

IGNITION / STARTING
49-40
FWD
COMBUSTION
CHAMBER CAP
IGNITER
PLUG
FWD GASKET
IGNITER
PLUG IGNITER
IGNITION IGNITER
CABLE RETAINER CABLE
UNIT
FWD
Figure 24 Ignition Unit Installation
AIR
49-50
BLEED AND COOLING AIR SYSTEM.

The APU air system is used for cooling of the APU accessories and to provide When the solenoid is de-energized, control pressure is supplied to chamber D,
bleed air for the airplane pneumatic system. chamber C is vented and the butterfly closes.
General Operation Two switches are operated by the bleed valve. One is for the amber DUAL
BLEED light on P5 panel and the other is for the APU surge bleed valve.
S Bleed Valve
During APU operation, air from the compressor section is supplied to the
pneumatic system through the bleed valve. The bleed valve operation is
controlled so as not to exceed the operational limits of the APU.
S Cooling Valve
Part of the air entering the APU compartment is used for the generator and
oil cooling. This air passes through the valve which is open when APU oper-
ates. A gearbox driven fan assists the cooling air flow.
Operation Sequence
When APU reaches 95% RPM, the proportional control valve is connected to
the bleed valve and APU bleed switch is armed. Placing the bleed switch to the
ON position, energizes the bleed valve solenoid and the valve opens. As air is
taken from the APU, the APU speed is restored by addition of more fuel by the
speed governor. When the EGT exceeds the EGT reference the proportional
control valve opens, the bleed valve modulates towards closed position, reduc-
ing the load and hence the necessary fuel supply. When EGT decreases, the
proportional control valve closes and bleed valve modulates towards open posi-
tion.
Bleed Air Valve Description (A/C with ETC)
When, the solenoid is energized, air upstream of the butterfly passes through
the filter and regulator assembly and switcher valve to chamber C of the valve.
Chamber D is vented through the switcher valve. As the butterfly opens, up-
stream pressure decreases, chamber B pressure decreases faster than cham-
ber A pressure by means of the restrictor. The differential pressure acts on the
diaphragm and opens the rate control valve. This partially vents chamber C,
thus decreasing the opening rate of the valve.
If high EGT occurs, the proportional valve opens, venting partially chamber C,
and the valve modulates towards closed position.

AIR
49-50
OFF
NC
PROPORTIONAL TO ACC.
ON
OPEN CONTROL LIMITER
SIGNAL VALVE
P 5 FWD 3-W AY
OFF OVERHEAD SOLENOID
PANEL VENT
VALVE
RATE
ON CONTROL
VALVE
SOLENOID
RATE
APU TO PACK VALVE ADJUST
APU HIGH A
BLEED
FLOW MODE SWITCHER
AIR SWITCH VALVE
B
VENT
VENT
95% POPPET
C VALVE
RPM
28VDC PNEUMATIC
D ACTUATOR
APU CONTROL UNIT
ÂÂ
TO PNEUMATIC
SYSTEM
ÂÂ
E3-2
FILTER
PRESSURE
28 ELECTRONIC REGULATOR
VDC
SPEED TEMPERATURE
SIGNAL CONTROL OPEN
TO DUAL BLEED
LIGHT CIRCUIT CLOSED
SPEED ( ETC )
SWITCH APU BLEED AIR VALVE TO FUEL
HEATER
PASS. CAB. 28 AIR
VDC INLET
AFT FILTER
COOLING AIR
CARGO SHUTOFF VALVE
CPTM.
MAIN
ENGINE GENERATOR
START
(GRD )
COOLING AIR INLET COMBUSTOR
FAN GEARBOX TURB.
HOUSING HOUSING EXH.
OIL COOLER S
T2 T5
PROBE PROBE
SURGE
BLEED VALVE
Figure 25 APU Bleed Air Valve Schematic( A/C with ETC )

AIR
49-50
APU BLEED AIR VALVE

The bleed air valve is used to control the bleed air flow from the APU to the Operation (A/C with the ETC)
airplane pneumatic system. During acceleration, the solenoid is de-energized, the proportional control
The valve is controlled by the APU bleed air valve switch on the P5 panel, 95% valve (PCV) is connected to the acceleration limiter valve. At 95% RPM, the
switch and by the ETC. Valve operating pressure is supplied from pneumatic solenoid is energized, the proportional control valve is connected to the bleed
duct through a differential air pressure regulator. valve.
Differential Air Pressure Regulator Surge Bleed Valve

The differential air pressure regulator provides constant pressure air (19psi) The surge bleed valve prevents compressor surge during APU operation in-
supply for operation of the bleed valve. flight.
The APU compressor discharge pressure is supplied to the regulator. The me- The surge valve is always closed on the ground. In flight the valve will be open
tering valve restricts the output to 19 psig independent of ambient conditions. if APU Speed is above 95 % and the bleed valve is closed. The valve will be
closed if the bleed valve is open.
S Filter
To check the surge valve operation, the APU must be operating. Air position is
The filter can be removed from the housing, cleaned and replaced.
simulated by opening LANDING GEAR LIGHTS circuit breaker on P6 panel,
S Adjustment/Test this breaker controls AIR/GND relay. Surge valve operation is indicated by an
The output of the regulator can be checked by a pressure gage. With APU increased air flow from the APU accessory cooling air exhaust.
operating the output pressure should be 19 psig. It can be changed by a
screw on the regulator.
Proportional Control Valve (A/C with etc)
The proportional control valve Limits fuel flow during acceleration and ensures
that the maximum amount of bleed air is extracted from the APU without over-
loading. The valve is controlled by the electronic temperature control (ETC) AIR OPEN
unit. >95% RPM
APU BLEED VALVE CLOSE
The proportional control valve is normally spring loaded open but closes, when
the ETC is energized, by the bias closed input to the torque motor driver. As
the bias is overcome by EGT the valve is opened, and airflow is exhausted
through dual ports on either side.
Three-way Selector Solenoid Valve
The three-way selector solenoid valve allows the thermostat to be connected
to the acceleration Limiter valve or to the bleed valve. SURGE BLEED VALVE ELECTRICAL CIRCUIT

AIR
49-50
BLEED AIR
VALVE
SOLENOID UPPER SHROUD
ELECTRICAL
PLUG
BLEED AIR
VALVE POSITION SWITCH TO APU BLEED AIR VALVE
TEST
PLUG
SURGE BLEED VALVE
TO ACCELERATION
ETC LIMITER
THERMOCOUPLE
CONTROL AIR LINE PROBE
BLEED AIR
VALVE AIRPLANE FWD

PNEUMATIC PROPORTIONAL
DUCT CONTROL VALVE
AIR INLET LINE INBD

AIR LINE FOR THE
BLEED LOAD CONTROL
DIFFERENTIAL
FWD 3-W AY
PRESSURE
REGULATOR SOLENOID
VALVE
Figure 26 APU Bleed Valve

AIR
49-50
COOLING AIR SHUTOFF VALVE

The cooling air valve allows airflow through the cooling air inlet duct during Maintenance Practices
APU operation for the generator and the oil cooler. The valve also isolates APU The actuator can be checked using air supply of 7 psig and valve OPEN/
compartment for fire protection. CLOSED position can be adjusted on the connection of actuator to the butterfly
Access to the valve and actuator is through an access door just forward of the shaft.
APU compartment and through a rectangular opening in the horizontal web Downstream of the valve is a capped viewing tube to check the cooling air inlet
above the upper shroud. screen for cleanliness.
Operation
During starting of the APU, when the compressor bleed pressure increases to
7 psi, the actuator operates moving the butterfly to the open position. Upon
stopping of the APU, compressor pressure decreases and the valve closes.
UPPER
SHROUD
COOLING
AIR INLET
PRESSURE LINE
TO THE PNEUMATIC
ACTUATOR
CHECK VALVE
(TO FUEL HEATER)
FWD APU BLEED AIR DUCT
APU BLEED AIR VALVE

AIR
49-50
COOLING FAN
INLET SCREEN
INSPECTION CAP
PNEUMATIC PRESSURE LINE COOLING AIR

ACTUATOR STABILIZER
COMPARTMENT SHUTOFF VALVE
INLET DUCT HORIZONTAL WEB PNEUMATIC
COOLING AIR FOR THE ACTUATOR
SHUTOFF VALVE COOLING AIR
COOLING AIR DUCT
COOLING
ACTUATOR RETRACTED
AIRFLOW
UPPER
SHROUD CLOSED POSITION
UPPER SHROUD
COOLING AIR PRESSURE LINE

FAN INLET
FWD
GENERATOR CROSSOVER DUCT

FOR THE
COOLING AIR ACTUATOR EXTENDED
TO GENERATOR
AND OIL COOLER
OPEN POSITION
LEGEND
OIL COOLER
COOLING AIRFLOW COOLING AIR SHUTOFF VALVE TEST

767825 767831 767832
Figure 27 Cooling Air Shutoff Valve
AIRBORNE AUXIALIRY POWER B737-300/400/500
ENGINE CONTROLS
49-60
TACHOMETER GENERATOR
The tachometer generator provides APU engine speed (frequency) input to the
speed switch.
As the APU engine accelerates during the start sequence, the output produced
by the generator is proportional to the speed of the APU engine. This fre-
quency is supplied to the speed switch.
Electronic speed switch
The tachometer generator sends the signal to the electronic speed switch for
the APU engine speed.
The speed switch controls the starting cycle sequence, normal operation and
provides overspeed protection for the APU engine.
The speed switch send the 50% starter cutout signal, 95% signal and the
110% overspeed signal for APU monitoring and protection to the APU control
unit.
Location
The switch is located in the aft passenger compartment in the lowered ceiling
area.

ENGINE CONTROLS
49-60
CEILING FLIGHT
PANEL RECORDER
FWD
OIL PUMP
FLIGHT ASSEMBLY
RECORDER
TACHOMETER
GENERATOR
ELECTRICAL
ELECTRONIC CONNECTOR
FWD SPEED SWITCH
Figure 28 Tachometer Generator

ENGINE CONTROLS
49-60
ELECTRONIC TEMP. CONTROL (ETC)

The electronic temperature control (ETC) does a check of the exhaust gas ETC Control APU > 95% to 100 % RPM SPEED and APU Beed Air Opera-
temperature directly from the two ETC thermocouple probes T 5 . The ETC tion to full load condition.
also supplies the overload protection for the APU. When an overload condition With the APU Bleed Valve open the APU EGT reach the EGT schedule. A sig-
occurs, the ETC sends a signal to the proportional control valve to close the nal output energizes the torque motor of the proportional control valve. Allowing
bleed air valve. This will permit the EGT to decrease to the correct limit. After the proportional valve ( PCV ) to open. This causes a decrease of the control
the EGT decreases to the correct limit, the ETC sends a signal to the propor- pressure and the APU Bleed Valve moves to the more close position. ( APU
tional control valve to open the bleed air valve. During the APU operation, the Overload Protection). This enables the EGT to decrease until the EGT sched-
ETC sends a signal to the EGT indicator on the P5 forward overhead panel. On ule is reached. The proportional valve closes. The APU Bleed Valve opens
some airplanes, the ETC also sends the signal to the EGT indicator after the again.
APU stops.
The ETC provides proportional control of EGT during start, and control of EGT Main Engine Start ( MES )
when the APU is providing bleed air power. When the engine start selector is placed to GND, the ETC allows the increas-
ing temperature schedule when the APU runs with > 95% RPM. This schedule
Description and Operation is limited to 690_C APU EGT.
The ETC consists of electronics to process inputs of 28 volt dc power, a 28 volt
dc 95% RPM discrete signal, EGT thermocouple signals (T5 ) and compressor Overtemperature Schedule
inlet temperature (T2 ) signals and discrete signals from the two main engine The overtemperature schedule is activated when the APU EGT exceeds
start switches. The ETC is activated by selecting the APU master control 690_C, the ETC give a signal output energizes the torque motor of the propor-
switch to START/ ON position. tional control valve. Allowing the proportional valve ( PCV ) to open. This
Outputs from the ETC consist of: causes a decrease of the control pressure and the APU Bleed Valve moves to
the close position.This enables the APU EGT to decrease until the EGT sched-
S a DC drive signal to the proportional control valve and
ule is reached.
S a conditioned EGT signal for flight deck indication.
T5 Thermocouples Loss ( APU Starting )
ETC Control APU START to 95% RPM SPEED. When the APU speed is < 95% RPM .( starting ) The ETC give a signal output
The highest T5 signal wins from the both thermocouples and are amplified to energizes the torque motor of the proportional control valve. Allowing the pro-
the EGT temperature schedule and EGT indication. portional valve ( PCV ) to open. The APU will have a hung start.
When the EGT reach the EGT schedule a signal output energizes the torque
motor of the proportional control valve. Allowing the proportional valve ( PCV ) T5 Thermocouples Loss ( APU > 95% RPM )
to open. This causes a decrease of the control pressure ( CDP ) in the accel- When the APU speed is > 95% RPM .The ETC give no signal output energizes
eration limiter. This reduces the fuel rate. Enables the EGT to decrease until the torque motor of the proportional control valve. Allowing the proportional
the EGT schedule is reached. valve ( PCV ) to close. The APU will have no overload protection with APU
bleed valve operation. When the APU exceeds 690_C the overtemperature
schedule is activated and the APU Bleed Valve moves to the close position.
This enables the APU EGT to decrease. Simultaneously the EGT indicator will
display zero.

ENGINE CONTROLS
49-60
POWER ELECTRONIC TEMPERATURE CONTROL ( ETC )

28V DC
BAT BUS SUPPLY
APU CONT
CIRCUIT BREAKERP6
LOGIC
ËËËËËËË
SIGNAL
SPEED SWITCH CIRCUITS
COND < > 95% RPM
ËËËËËËË
8
PASS. CAB. 28 VDC 7
6 EXH
EGT METER DRIVER
ËËËËËËË
APU MASTER SWITCH 5 C X 100
TO THE START / ON / OFF.POS. 0-850_ C 4 TEMP 0
ÏÏÏÏÏÏÏÏ
3 2 1
P5 PANEL
ÏÏÏÏÏÏÏÏ
ÇÇ ÏÏÏÏÏÏÏ
EGT INDICATOR
ÏÏÏÏÏÏÏÏ
ÇÇ ÏÏÏÏÏÏÏ
EGT NO.1 IF TC LOSS
T5 THERMOCOUPLE < 95% AND
ÏÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏ
CONDITIONER
SIGNAL O
THERMOCOUPLE 1 AND 3 PCV OPEN
HIGHEST WINS
> 95% AND
ÇÇ
SIGNAL O
PCV CLOSE
ÇÇ
EGT NO.2 IF TC LOSS
T5 THERMOCOUPLE
ÏÏÏÏÏÏÏÏ
CONDITIONER
THERMOCOUPLE 2 AND 4
ÏÏÏÏÏÏÏÏ
T 5 THERMOCOUPLE ( ONE PIECE )
ÏÏÏÏÏÏÏ
ÉÉÉÉ T5
ÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏ
T2
ÉÉÉÉÉ
ÏÏÏÏÏÏÏ
ÉÉÉÉ
T2
ÉÉÉÉÉ
ÏÏÏÏÏÏÏ
SIGNAL
CONDITIONER ËËËËËËË
ÇÇ
ËËËËËËË
ÇÇ T5 ËËËËËË
ËËËËËË
PROP. CONTROL Ë
Ë
ÏÏ
ÏÏÏÏ
ÏÏÏÏÏÏÏ ËËËËËËË ËËËËËË Ë
T2 VALVE TORQUE
T2 SENSOR AIR INLET
EGT TEMP. SCHEDULE
ÏÏ
ÏÏÏÏ
ÏÏÏÏÏÏÏ
MOTOR DRIVER
> 95% RPM
T2
APU EGT PROP. CONTROL
ADJUSTMENT
VALVE ( PCV )
SCREW
GRD OFF CONT MES 1

FLT
ENGINE START OVER TEMP.
SELECTOR 1 > 95% RPM SCHEDULE
95% MES INCREASING
PCV OPEN
TEMP. SCEDULE
MES 2 SIGNAL
CONDITIONER
GRD OFF CONT
FLT
2
ENGINE START
SELECTOR 2
Figure 29 Electronic Temperature Control Schematic ( ETC )

ENGINE CONTROLS
49-60
APU CONTROL UNIT

The APU Control Unit (Module M280) is used for starting, operation, and shut-
down of the APU.
The unit contains printed circuit cards and relays. On the front of the unit is a
circuit breaker and an overspeed reset switch.
On APU control unit with the TEST PASS and TEST FAIL lights,
there is an overspeed reset/test switch on the face of the APU control unit, to
do a check for internal BITE problems.
Compressor inlet temperature sensor (T2)

The inlet temperature sensor gives the compressor inlet temperatures to the
ETC. The inlet temperature sensor is a resistive sensor witch sends a signal to
the ETC when the APU speed is above 95%. This signal is used by the ETC
to control the EGT during acceleration and loaded conditions.
INLET
TEMPERATURE
FWD SENSOR

ENGINE CONTROLS
49-60
E3-3 ELECTRICAL SHELF
”TEST PASS”
LIGHT
CIRCUIT BREAKER
”TEST FAIL”
LIGHT
OVERSPEED RESET BUTTON

HANDLE
HANDLE
1 APU CONTROL UNIT WITHOUT THE
”TEST PASS” AND ”TEST FAIL” LIGHTS
2 APU CONTROL UNIT WITH THE

1 APU CONTROL UNIT 2 APU CONTROL UNIT
”TEST PASS” AND ”TEST FAIL” LIGHTS
A 10797
Figure 30 APU Control Unit

ENGINE CONTROLS
49-60
ELECTRONIC TEMP. CONTROL (ETC)

Electronic Temperature Control (ETC) Adjustment.
S Open the aft cargo compartment. Remove the ETC cover.
S Disconnect the electrical connector from the T2 Sensor from the APU com-
pressor inlet.
Adjust the ETC.

S Start and operate the APU at a stable speed without a load applied.
S Set the APU BLEED switch on the P5 forward overhead panel to the ON
position.
S Set the ISOLATION VALVE switch on the P5 forward overhead panel to the
OPEN position.
S Set the Left PACK and Right PACK switch on the P5 forward overhead
panel to the AUTO position.
S Stop for 2 minutes.
S Set the Left PACK and Right PACK switch on the P5 forward overhead
panel to the HIGH position
S Add a 100 amp electrical load to the APU generator.
S Monitor the APU EGT to make sure it is at the operators specific tempera-
ture between 566_C and 649_C.
S If the APU is not at the correct temperature, adjust the ETC :
- Remove the ETC adjustment nut from the ETC.
- Turn the ETC adjustment screw clockwise to decrease the EGT.
- Turn the ETC adjustment screw counterclockwise to increase the EGT.
NOTE: One full turn of the adjustment screw will change the EGT 3_ C. The
adjustment screw is a 25 turn adjustment srew without stops at the mini

mum and maximum positions. The adjustment screw will continue to
turn after 25 turns but the EGT will not change.

ENGINE CONTROLS
49-60
FWD
INBD
AFT CARGO
AFT CARGO COMPARTMENT
COMPARTMENT DOOR
ELECTRICAL
CONNECTOR ETC
COVER
ETC
ADJUSTMENT ETC
SREW ADJUSTMENT 1 ELECTRONIC
NUT TEMPERATURE
CONTROL (ETC)
Figure 31 Electronic Temperature Control Box

ENGINE CONTROLS
49-60
APU START SEQUENCE

Prior to starting the APU, the battery switch is placed to the ON position. This
allows battery bus power to the control circuits and master switch. Placing the
master switch momentarily to START and releasing it to the ON position, the
start sequence is initiated.
The fuel shutoff valve opens fully, followed by the air inlet door. ( At the same
time the APU fuel boost pump is energized ). When the door is fully open, the
battery (or external DC if used) is connected to the starter and APU begins to
rotate. At approximately 10% RPM, the oil pressure increases to 4 psig the se-
quencing oil pressure switch closes, sequencing power to ignition exciter unit
and the fuel solenoid valve.
The APU accelerates, being assisted by the starter. At 50% RPM, the speed
switch operates and the power to starter is disconnected. (The starter opera-
tion is limited by the time limiting circuit.)
The oil pressure now reaches 55 psig (at approximately 35% RPM) allowing
the low oil pressure switch to open, extinguishing amber LOW OIL PRESSURE
light on P5 forward overhead panel.
At 95% RPM, the speed switch operates electrical power is removed from the
ignition system, the hourmeter starts, the 3-way solenoid valve is energized
and APU is ready to supply electrical and pneumatic power.

ENGINE CONTROLS
49-60
20
BATTERY SW „ON“ 20
DC VOLTS 40
DC VOLTS 40
SPEED SW >50% OR
APU MASTER SW TO „START“ ON >90 SEC STARTER OPER.
LOW OIL
RELEASED TO „ON“ PRESSURE
-0+
STARTER CUTOUT
DC
AUTOMATIC START SEQ -50 +50
APU FUEL BOOST PUMP „ON“

OVERSPEED ASD „ARMED“
HIGH OIL TEMP ASD „ARMED“
LOW OIL QTY IND „ARMED“
20
DC VOLTS 40
APU FUEL SOV „OPENS“
WHEN OPEN:
APU AIR INLET DOOR „OPENS“
SPEED SW >95%
WHEN FULL OPEN: -0+ 400
CPS
DC FREQ 420
-50 AMPS +50
STARTER „ENERGIZED IGNITION „OFF“

APU DC BOOST PUMP „OFF“
GEN BUS „ON“
BLEED VALVE SOL. „ENERG“
OIL SEQ. PRESS. SW. > 4PSI 8 3-W AY SEL. SOL. „ENERG“
110 120
7 PACK VALVE SOL A „ENERG“ AC

6 EXH VOLTS 30
THERM. SELECT. SOL. „ENERG“
FUEL SOL. VALVE „OPENS“ 5 LOW OIL PRESS ASD „ARMED“
C X 100
IGNITION „ON“ 4 0
TEMP
3 2 1
OFF LOW OIL
OIL PRESS. SW >55PSI (37%) PRESSURE
Figure 32 APU Start Sequence

ENGINE CONTROLS
49-60
APU USUAL SHUTDOWN

S The APU is normally shut down by placing the APU switch to the OFF posi-
tion. This simulates overspeed, thus checking the overspeed circuits but the
OVERSPEED light does not illuminating.
S The fuel solenoid valve closes. As the APU slows down the 110% RPM
switch relaxes, but the fuel solenoid valve remains de-energized.
S If during the normal shutdown, relay K1 trip does not energize, the APU still
shuts down by closing the fuel shutoff valve. This failure of K1 is indicated
by the OVERSPEED light being illuminated.

ENGINE CONTROLS
49-60
APU USUAL SHUTDOWN
REMOVE ALL PNEUMATIC AND
ELECTRICAL LOADS FROM THE APU
LET THE APU TO OPERATE WITH NO

LOADS FOR A MINIMUM OF 1 MINUTE
SET THE APU MASTER SWITCH

TO THE OFF POSITION
OVERSPEED SIGNAL 110 %

APU FUEL SHUTOFF VALVE
( SIMULATED ) CLOSE
FUEL SOLENOID VALVE APU AIR INLET DOOR
CLOSE CLOSE
APU SLOWS DOWN

APU BLEED AIR VALVE SOLENOID

SURGE BLEED VALVE
DE-ENERGIZED
BOTH PACK VALVE A SOLENOIDS
3-WAY SOLENOID VALVE
LOW OIL PRESSURE LIGHT

OFF
Figure 33 APU Usual Shutdown

ENGINE CONTROLS
49-60
AUTO SHUTDOWN
Overspeed Shutdown Fire Shutdown
When true 110% RPM is sensed by the speed switch, the trip relay energizes In the event of fire detection, or actuation of either fire handle, the trip relay en-
and latches. ergizes,
S the fuel solenoid valve closes and APU shuts down. S the fuel solenoid valve de-energizes and the APU shuts down.
As APU slows down, 110% RPM switch relaxes, but fuel solenoid valve re- S The fuel shutoff valve and air inlet door closes.
mains de-energized.
S The OVERSPEED, MASTER CAUTION and APU annunciator lights illumi- Battery Switch Shutdown
nate. S Operation of the APU requires that the battery switch must be ON. Placing
S The light illuminates and can be reset by a switch on the M280 APU control the battery switch to OFF causes a power loss of the fuel solenoid valve
unit. and APU shut down. The APU fuel shutoff valve does not close, as this is
controlled by the APU switch.
S When APU has been shut down by the overspeed circuit, it cannot be re-
started without resetting the overspeed control circuit. S In the air, placing the battery switch to OFF does not shut down the APU.
Low Oil Pressure Shutdown

During APU operation, when the oil pressure decreases to 45 psig,
S the low oil pressure switch closes,
S the fuel solenoid valve closes and APU shuts down.
A 10 second time delay eliminates transient variations in oil pressure due to
flight maneuvers.
S The LOW OIL PRESSURE, MASTER CAUTION and APU annunciator
lights illuminate.
The lights are reset by placing APU switch to OFF.
High Oil Temperature Shutdown

During APU operation, when the oil temperature reaches 140°C (285°F),
S the temperature switch closes,
S the fuel solenoid valve closes and APU shuts down.

S The HIGH OIL TEMPERATURE, MASTER CAUTION and APU annunciator
lights illuminate and remain illuminated even if oil temperature decreases to
below 140°C ( 285°F ).
The lights are reset by placing APU switch to the OFF position.

ENGINE CONTROLS
49-60
<
= 45 PSI FUEL SOLENOID VALVE
LOW OIL PRESSURE > 10 SEC AND
CLOSE
RPM > 95 %
HIGH OIL TEMPERATURE
( 140 _ C )
OVERSPEED 110 %
APU AIR INLET DOOR

CLOSE
APU CONTROL UNIT

FIRE DETCTION (FIRE) APU FUEL SHUTOFF VALVE

CLOSE
Figure 34 APU Auto Shutdown Schematic

INDICATION
49-70
EXHAUST GAS TEMP. IND.( AC WITH ETC)

Thermocouple
The thermocouple is four single-bead junctions consisting of chromel and alu-
mel in cylindrical shields grouped together in a single unit. Junctions 1 and 3,
and 2 and 4 are electrically paired.
Balancing Resistor
The balancing resistor permits adjustment of the circuit resistance. The resis-
tance consists of a spool of constantan wire, coarse and vernier adjustment
terminals and a spare resistance spool.
Indicator
The indicator is a millivolt-meter, driven by an output from the ETC, with inte-
gral lights in a hermetically sealed case. The dial is calibrated from
0°C to 850°C with green, orange and red operating bands.
Power
Power supply (0-5 volt dc), is only for the indicator integral illumination.

INDICATION
49-70
ETC
THERMOCOUPLE
PROBE
(T5)
APU EGT
BALANCING
ENGINE RESISTOR
THERMOCOUPLE
HARNESS
AIRPLANES WITH THE ETC FWD
RESISTANCE RESISTANCE EGT RESISTOR

WIRE SPARE WIRE SPOOL (WITH THE COVER
SPOOL REMOVED)
VERNIER ADJUST COARSE ADJUST

.05 /STEPS B3 A3 .15 /STEPS

B2 A4 A2
A5
B1 A1
INCREASE INCREASE
AIRPLANE LEADS
VERNIER COURSE
ADJUSTMENT ADJUSTMENT
TERMINAL TERMINAL
Figure 35 EGT Thermocouple and Balancing Resistor

INDICATION
49-70
EGT IND. DESCRIPTION (A/C WITH ETC)

The thermocouple senses the temperature at four places across the APU ex-
haust pipe. Pairs of thermocouple junctions are wired to the electronic tempera-
ture control unit. In this unit the highest temperature signal is used for the con-
trol and indication functions. The APU exhaust temperature indicator operates
from 0 to 850°C temperature display only when the electronic temperature
control unit is powered. This occurs during APU start after inlet door opening
causes the K7 relay to close. When a running APU is shut down, the exhaust
temperature indication rapidly decreases to 0°C as power is removed from the
electronic temperature control unit. This occurs, during APU shutdown, after
any kind of shutdown signal enters the APU control unit, or the inlet door mov-
ing from the fully open position to closed.
S Circuit
Resistance is set to a specific value by selecting the coarse and fine resis-
tors of the resistance unit.
The EGT resistor assembly and constantan (CN) wire provides interchange-
ability with another APU configuration.

INDICATION
49-70
0.05 SPOOL
CALIBRATING 0.05 0.15
RESISTOR
8 SPRING 0.15
7 0.15 0.15
6 EXH
A A
5 C X 100
ARMATURE EGT RESISTOR
COIL
4 0
TEMP
3 2 1
SPRING
B B
D1102
EGT INDICATOR ( P5 OVERHEAD PANEL ) D101 42
9 J J
EGT OUTPUT
8 H H
CHROMEL
1 A A
EGT 1 INPUT
2 B B
ALUMEL ETC THERMOCOUPLE

PROBE, NO. 1
CHROMEL
3 C C
EGT 2 INPUT
4 D D
D10140
ALUMEL ETC THERMOCOUPLE
D101 12 PROBE, NO. 2
ETC UNIT APU SHROUD

(AFT CARGO COMPARTMENT)
Figure 36 APU Indicating System Schematic
INDICATION
49-70
ELAPSED TIME INDICATOR

The elapsed time indicator records the hours of APU operation.
The indicator is an electric clock in a hermetically sealed case. The total oper-
ating time is indicated, by a digital counter, in hours and tenths of an hour. A
circuit breaker is near the indicator for surge current protection.
The indicator uses 28 volt dc power and is activated by the 95% switch.

INDICATION
49-70
FWD
ELECTRICAL CLAMP
SHOCK
CONNECTOR MOUNT
SCREW
(2 LOCATIONS)
0 1 2 9
HOURS
ELAPSED TIME
INDICATOR
OIL COOLER
FWD
Figure 37 Elapsed Time Indicator Installation

AIRBORNE AUXILIARY POWER B737-300

49-30
Fuel Control Unit (A/C without the ETC)
ENGINE FUEL AND CONTROL CONFIG 2 The FCU is a hydromechanical fuel control whose governing action controls the
The APU fuel system supplies fuel from the airplane fuel system to the APU speed of the APU.
engine and automatically meters the flow rate to match speed and Loading re- The acceleration of the engine is controlled by the action of the acceleration
quirements. limiter valve. The valve references the control air pressure (compressor dis-
Fuel from the tank is delivered to the fuel control unit through the fuel valve. charge pressure) to fuel pressure. The pressure actuated diaphragm in the ac-
The fuel control unit supplies and regulates the fuel flow to the combustion celeration limiter valve operates a bypass valve to bypass more or less fuel to
chamber. The regulated fuel flow controls the acceleration of the engine during maintain the required ratio of fuel flow to control pressure.
the starting operation. When a load is applied to the APU, the fuel control unit The acceleration limiter valve controls the quantity of fuel for acceleration dur-
meters the fuel flow to maintain a near constant speed and a safe operating ing the APU start. The acceleration limiter valve has a diaphragm, piston and
temperature of the unit. guide assembly, bypass valve, spring, adjustment screw, nut, and bypass filter.
When the APU is operating above 95% RPM, the 3-way solenoid valve closes Air supplied by the compressor controls the acceleration limiter valve. The air is
and APU speed is controlled by the flyweight governor. The governor regulates supplied from an orificied tee. The orificied tee is found forward of the combus-
fuel flow to keep a constant APU speed during different load conditions. tor unit on the lower right side of the diffuser housing.
Whenever the APU is shut down the fuel solenoid valve is de-energized. The During acceleration, if the EGT exceeds 620°C to 650°C, the thermostat opens
fuel shutoff valve closes only during normal shutdown or by the action of the and bleeds some of the control air from the acceleration limiter valve. This in-
fire detection system and fire handles operation. creases the bypass, reducing fuel flow to the combustion chamber and thereby
reduces EGT.
Fuel System Schematic (A/C WITHOUT ETC) When the APU is operating above 95% RPM the 3-way solenoid valve closes
All of the components of the APU fuel system are automatically controlled. and APU speed is controlled by the fuel governor. The governor regulates fuel
When the APU master switch is moved to the START and ON position, the flow to match the power demands. The governor controls the fuel flow to the
APU fuel shutoff valve opens, fuel from the tank flows to the pump, (if installed) fuel atomizer during the APU usual operation. The governor supplies the fuel to
heater and low pressure filter to the fuel control unit. During the start sequence, keep a constant APU speed during different load conditions.
when the sequencing oil pressure switch closes, the fuel solenoid valve opens If the speed decreases due to loading, the governor bypasses less fuel allow-
allowing fuel flow to the combustion chamber. ing more fuel to the combustion chamber to restore the speed. If the speed
The engine acceleration is controlled by the action of the acceleration limiter increases due to reduction in load the governor increases tile bypass, reducing
valve. The valve references the control air pressure ( compressor discharge the fuel flow to the combustion chamber.
pressure ) to fuel pressure. The governor has a shaft and sleeve assembly, governor cage, flyweights,
Continued acceleration to operating speed is controlled by the governor within
spring, adjustment screw, and nut. High-pressure fuel is on all sides of the fly-
the fuel control unit. weights. The flyweights move the sleeve to cover the shaft ports for control of
The governor regulates fuel flow to match the power demands. the bypass of the fuel. This will give the correct quantity of fuel to the fuel atom-
izer.
Whenever APU is shut down the fuel solenoid valve is de-energized. The fuel
shutoff valve closes only during normal shutdown or by the action of the fire
detection system and fire handles operation.


49-30
3-W AY
FROM APU SOLENOID
CONTROL UNIT
VALVE
CONTROL AIR
CONNECTION CONTROL AIR
È È
FLOW TO
DIVIDER
È É
ÉÉ
È É
BLEED AIR VALVE
VALVE
È É
ÉÉ
È FROM APU COMPRESSOR FUEL
È
FUEL CONTROL UNIT PLENUM ATOMIZER
SOLENOID
IGNITER PLUG COMBUSTOR
ÈÈÈÈÈÈÈÈ
È È
VALVE HIGH PRESSURE
FUEL FILTER COMBUSTION UNIT
ÈÈ È
ÈÈÈÈÈÈÈÈÈÈÈ
CHAMBER
ACCELERATION TURBINE
ÈÈÈÈÈÈÈÈÈÈ
È È
LIMITER SECTION
VALVE
È
TURBINE
ÈÈÈÈÈÈÈÈ
È È È
FUEL EXHAUST
PUMP CONTROL THERMOSTAT
ÈÈÈÈÈÈÈÈ
È È È
È
È È
ÈÈÈÈÈÈ
È ACCESSORY
È
GEARBOX COMPRESSOR
È
FUEL AIR INLET TURBINE
PLENUM
GOVERNOR
ÈÈÈÈ
È È
DRAIN
3-W AY
ÈÈÈÈ
È È
BLEED SOLENOID
AIR VALVE
FUEL
È TO
È
FUEL CONTROL UNIT PRESSURE
DRAIN
PORT FOR LOW-PRESSURE
PORT
È ÈÈÈÈÈÈÈÈ
ÈÈ È
THE FUEL FUEL FILTER APU
INLET APU FUEL DC
M CONTROL
ÈÈÈÈÈÈÈÈ
ÈÈ È
BOOST PUMP
FUEL HEATER UNIT
FLOW CONTROL
ÈÈ È
TO
VALVE
APU FUEL
SHUTOFF M
ÈÈÈ È
ÈÈ È
FUEL HEATER FUEL FUEL
LEGEND CHECK VALVE VALVE TANK 1 SOLENOID
APU BLEED AIR
ÈÈÈ È
È ÈÈ È ÈÈ ÈÈ
È
LOW-PRESSURE FUEL VALVE
M
ÈÈÈÈÈ ÈÈÈÈÈ È
HIGH-PRESSURE FUEL FUEL SHROUD DRAIN
APU BLEED AIR
CONTROL AIR
È
CHECK VALVE
DRAIN FUEL AC BOOST PUMP 586100
Figure 38 Fuel System Schematic ( A/C without ETC )


49-30
FUEL CONTROL UNIT ADJUSTMENT / TEST

Acceleration Limiting Valve Opening ( Crack ) Pressure Test.
Procedure:
S Start the APU and let the APU operate at a stable speed with no load ap-
plied for 5 minutes.
NOTE: This will make sure fuel is available to the APU.
S Do the usual shutdown. (AMM 49-11-00/201 )
S Open the APU FUEL BOOST circuit breaker on the P6-5 load control cen-
ter.
S Attach a test pressure gage to the high pressure fuel line from the fuel at-
omizer. Remove the cap from the control air pressure port of the FCU.The
control air pressure (compressor discharge pressure ) must vented at the
control unit to eliminate the influence of air pressure on control spring force.
The APU must then motored and the cracking pressure should be 60 +/- 3
psig.
S Observe starter duty cycles. ( AMM 49-11-00/201 )
S Adjust to read correct pressure using the screw on the acceleration limiter
valve. Clockwise rotation increases the crack pressure. Counterclockwise
rotation decreases the crack pressure.
S CLOSE the APU FUEL BOOST circuit breaker on the P6-5 load control
center.
Governor Speed Check
Operate APU is with the APU bleed air valve closed and no electrical load. The
frequency meter should read 405 to 410 Hz. Adjust to read correct frequency
by the governor adjustment srew. Clockwise rotation increases the speed.
Counterclockwise rotation decreases the speed.


49-30
FWD
FUEL
CONTROL
UNIT
LOCKNUT
FUEL
ATOMIZER
GOVERNOR
ADJUSTMENT
SCREW
CONNECT
TEST PRESSURE GAGE COMBUSTION
HERE (COMPONENT OF CHAMBER CAP FUEL
GAGE AND CASE SET) SOLENOID
VALVE
HIGH PRESSURE
FUEL LINE
ACCELERATION
LIMITER VALVE
ADJUSTMENT SCREW
AIRPLANES WITHOUT THE ETC
Figure 39 Fuel Control Unit Adjustments

AIR
49-50
BLEED AIR VALVE DESCRIPTION (A/C WITHOUT ETC)

Operation
When the solenoid is energized, air upstream of the butterfly’ passes through
the filter and regulator assembly and switcher valve to chamber C of the valve.
Chamber D is vented through the switcher valve. As the butterfly opens, up-
stream pressure decreases, chamber B pressure decreases faster than cham-
ber A pressure by means of the restrictor. The differential pressure acts on the
diaphragm and opens the rate control valve. This partially vent, chamber C,
thus decreasing the opening rate of the valve.
If high EGT occurs, the thermostat opens, venting partially chamber C, and the
valve modulates towards closed position.
When the solenoid is de-energized, control pressure is supplied to chamber D,
chamber C is vented and the butterfly closes.
Two switches are operated by the bleed valve. One is for the amber DUAL
BLEED light on P5 panel and the other is for the APU surge bleed valve.

AIR
49-50
OFF
1 3-W AY
ON SOLENOID VALVE
TO
P 5 FWD ACC.
LIMITER
OFF OVERHEAD
PANEL TEST PLUG
ON
RATE
SOLENOID CONTROL
VALVE
APU TO PACK VALVE
A RATE
BLEED APU HIGH ADJUST
FLOW MODE SWITCHER
AIR SWITCH VALVE
B
VENT
95% VENT
RPM POPPET
C VALVE
D PNEUMATIC
ACTUATOR
APU CONTROL UNIT
ÂÂ
TO PNEUMATIC
SYSTEM
ÂÂ
E3-2
FILTER
PRESSURE
28 REGULATOR
VDC
SPEED
SIGNAL OPEN
TO DUAL BLEED
LIGHT CIRCUIT CLOSED
SPEED
SWITCH APU BLEED AIR VALVE TO FUEL
HEATER
PASS. CAB.
AIR
INLET
FILTER
COOLING AIR
SHUTOFF VALVE
ÅÅ CONTROL
ÅÅ
GENERATOR THERMOSTAT
COOLING
FAN GEARBOX AIR INLET COMBUSTOR
HOUSING HOUSING ÅÅ
TURB.
TO PURGE EXH.
1 OIL COOLER
VALVES CONTROL SURGE S
( NOT ON EVERY AIRPLANE ) BLEED VALVE
Figure 40 APU Bleed Air Valve Schematic( A/C without ETC )

AIR
49-50
CONTROL THERMOSTAT (A/C WITHOUT ETC)

The control thermostat limits fuel flow during acceleration and ensures that the
maximum amount of bleed air is extracted from the APU without overloading.
The control thermostat operates as an acceleration and a load control thermo-
stat.
The thermostat consists of a spring-loaded ball valve and a thermostatic core
in a housing with openings for the passage of exhaust gas. Connected to the
thermostat is a pneumatic line. The valve opens at 630°C exhaust gas temper-
ature.
Operation
Whenever a High EGT is present ( during acceleration or normal operation),
the thermostat opens and bleeding off the control pressure from the accelera-
tion control ( FCU ) or the bleed air valve.
Adjustment
S The APU must be operating fully loaded. If the EGT is not within
620-649 °฀C range, the thermostat requires adjustment.
S Each index mark on the adjustment head equals 2°C, rotating the adjust-
ment collar clockwise increases the temperature setting.
Caution Do not use a wrench on thermostat adjustment collar or body when
connect the pneumatic line. This can cause the thermostat adjust-
ment to change witch can permit the APU to become to hot.

AIR
49-50
APU CONTROL
THERMOSTAT
TURBINE
EXHAUST
PORT
AIR LINE
FOR THE
BLEED LOAD
CONTROL
MOUNTING
FLANGE
FLANGE
MOUNTING
FWD
RETAINER
WASHER
CONTROL
THERMOSTAT
BOLT
INDEX
MARKING
AIR LINE
NUT
CONTROL AIR
LINE
Figure 41 Control Thermostat Installation (A/C without ETC )

INDICATION
49-70
EXHAUST GAS TEMP. IND.( AC WITHOUT ETC)

The APU engine exhaust gas temperature is used to monitor the operation of
the APU.
Thermocouple
The thermocouple is a temperature sensing device cons sting of a chrome and
alumel junction in a cylindrical shield. The alumel stud terminal (-) is longer
than the chromel stud terminal (+).
Balancing Resistor
The balancing resistor permits adjustment of the circuit resistance. The resistor
consists of a spool of No. 24 constantan wire, coarse and vernier adjustment
terminals and a spare resistance spool.
Indicator
The indicator is a sensitive millivoltmeter with integral lights in a hermetically
sealed case. The dial is calibrated from 0°C to 850°C with green, orange and
red operating bands.
Power
Power supply (0-5 volt dc), is only for the indicator integral illumination.

INDICATION
49-70
APU EGT
BALANCING
RESISTOR
CONTROL THERMOSTAT
EGT
THERMOCOUPLE FWD
PROBE
ENGINE
THERMOCOUPLE
HARNESS
RESISTANCE RESISTANCE EGT RESISTOR

WIRE SPARE WIRE SPOOL (WITH THE COVER
SPOOL REMOVED)
VERNIER ADJUST COARSE ADJUST

AIRPLANES WITHOUT THE ETC .05 /STEPS B3 A3 .15 /STEPS

B2 A4 A2
A5
B1 A1
INCREASE INCREASE
AIRPLANE LEADS
VERNIER COURSE
ADJUSTMENT ADJUSTMENT
TERMINAL TERMINAL
Figure 42 EGT Thermocouple and Balancing Resistor

INDICATION
49-70
EGT IND. DESCRIPTION (A/C WITHOUT ETC)

During APU operation, heat is transferred from the exhaust gas to the thermo-
couple. Under the influence of heat, the thermocouple generates electrical
power proportional to the difference in temperature between the APU exhaust
and the ambient temperature at the indicator. The indicator converts the electri-
cal signals to true APU exhaust gas temperature and compensates for
changes in ambient temperature at the indicator.
Circuit Resistance Adjustment

The EGT circuit resistance without the indicator should be 13.50 +0.05 ohms at
20 +5°C (68 +9°F). Circuit resistance can be adjusted by using the resistance
spool (decreasing or increasing wire length) and changing connections on the
coarse adjustment (A1-A5, 0.15 ohms each) and vernier adjustment (B1-B3,
0.05 ohms each).

INDICATION
49-70
HARNESS
EGT
BALANCING
RESISTOR
SPOOL 0.15 RESISTOR
0.05 CONSTANTAN 1
0.15
EGT INDICATOR
CALIBRATING 0.15
THERMOCOUPLE
RESISTOR 0.05 ALUMEL
PROBE
0.15
SPRING
2 A A
ARMATURE
COIL
1 B B
SPRING
7 COPPER CHROMEL
P5 FORWARD OVERHEAD
6 APU HARNESS
PANEL EGT AIRPLANE
WIRING RECEPTCLE
INDICATOR
PLUG TEST CONNECTOR
RECEPTACLE
STA 246
1 AIRPLANES WITH THE HARNESS BALANCING RESISTOR
2 AIRPLANES WITHOUT THE HARNESS BALANCING RESISTOR
EGT CONSTANTAN
RESISTOR
(ON AIRPLANE)
2
ALUMEL
EGT INDICATOR
CHROMEL
COPPER UPPER
JUNCTION THERMOCOUPLE
SHROUD
PROBE
Figure 43 APU EGT Indicating System Schematic

B737
TABLE OF CONTENTS
ATA 49 1 AUTO SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
EXHAUST GAS TEMP. IND.( AC WITH ETC) . . . . . . . . . . . . . . . . . . . . 70
49-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 EGT IND. DESCRIPTION (A/C WITH ETC) . . . . . . . . . . . . . . . . . . . . . . 72
APU GENERAL SPECIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ELAPSED TIME INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ENGINE FUEL AND CONTROL CONFIG 2 . . . . . . . . . . . . . . . . . . . . . . 76
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 FUEL CONTROL UNIT ADJUSTMENT / TEST . . . . . . . . . . . . . . . . . . . 78
ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 BLEED AIR VALVE DESCRIPTION (A/C WITHOUT ETC) . . . . . . . . . 80
SHROUD DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 CONTROL THERMOSTAT (A/C WITHOUT ETC) . . . . . . . . . . . . . . . . . 82
APU ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 EXHAUST GAS TEMP. IND.( AC WITHOUT ETC) . . . . . . . . . . . . . . . . 84
AIR INLET DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 EGT IND. DESCRIPTION (A/C WITHOUT ETC) . . . . . . . . . . . . . . . . . 86
AIR INLET DOOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
APU ENGINE-INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
EXHAUST DUCT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
LUBRICATION SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 22
OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
OIL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
OIL SYSTEM INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
TIMED ACCEL. FCU (TAFCU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
APU FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
DC FUEL BOOST PUMP CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . 38
FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
FUEL PUMP AND CONTROL UNIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
APU STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
APU START SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
IGNITION UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
BLEED AND COOLING AIR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . 50
APU BLEED AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
COOLING AIR SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
TACHOMETER GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
ELECTRONIC TEMP. CONTROL (ETC) . . . . . . . . . . . . . . . . . . . . . . . . . 58
APU CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ELECTRONIC TEMP. CONTROL (ETC) . . . . . . . . . . . . . . . . . . . . . . . . . 62
APU START SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
APU USUAL SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
SCL VRC/RRH 26.08.2005

Page i
B737
TABLE OF FIGURES
Figure 1 Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 APU Indicating System Schematic . . . . . . . . . . . . . . . . . . 73
Figure 2 GTCP 85-129 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Elapsed Time Indicator Installation . . . . . . . . . . . . . . . . . 75
Figure 3 APU Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Fuel System Schematic ( A/C without ETC ) . . . . . . . . . 77
Figure 4 APU Access Door and Shroud. . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Fuel Control Unit Adjustments . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Shroud Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 APU Bleed Air Valve Schematic( A/C without ETC ) . . . 81
Figure 6 APU Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Control Thermostat Installation (A/C without ETC ) . . . 83
Figure 7 APU Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 EGT Thermocouple and Balancing Resistor . . . . . . . . . 85
Figure 8 APU Air Inlet Door Control . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 APU EGT Indicating System Schematic . . . . . . . . . . . . . 87
Figure 9 Engine Component Location . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 10 Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 11 Lubrication System Schematic . . . . . . . . . . . . . . . . . . . . . 23
Figure 12 Oil Tank Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 13 Oil Servicing Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 14 Oil Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 15 Lubrication System Indication . . . . . . . . . . . . . . . . . . . . . . 31
Figure 16 Fuel System Schematic (A/C with ETC) . . . . . . . . . . . . . 33
Figure 17 Timed Accel. Fuel Control Unit (A/C with ETC ) . . . . . . 35
Figure 18 APU Fuel Shutoff Valve and DC Fuel Boost Pump . . . . 37
Figure 19 DC Fuel Boost Pump Control . . . . . . . . . . . . . . . . . . . . . . 39
Figure 20 Fuel Heater and Flow Control Valve . . . . . . . . . . . . . . . . 41
Figure 21 Fuel Control Unit Installation . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 22 Start Relay and Starter Motor Installation . . . . . . . . . . . . 45
Figure 23 Ignition / Starting Schematic . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 24 Ignition Unit Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 25 APU Bleed Air Valve Schematic( A/C with ETC ) . . . . . 51
Figure 26 APU Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 27 Cooling Air Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 28 Tachometer Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Figure 29 Electronic Temperature Control Schematic ( ETC ) . . . 59
Figure 30 APU Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 31 Electronic Temperature Control Box . . . . . . . . . . . . . . . . 63
Figure 32 APU Start Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 33 APU Usual Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 34 APU Auto Shutdown Schematic . . . . . . . . . . . . . . . . . . . . 69
Figure 35 EGT Thermocouple and Balancing Resistor . . . . . . . . . 71
SCL VRC/RRH 26.08.2005

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Training Manual

Lufthansa LAN Technical Training

SCL VRC/RRH 26.08.2005 Page 1

SCL VRC/RRH 26.08.2005 Page 2

APU LUBE SERVICE

RIGHT MAIN WHEEL WELL

ELECTRONIC EQUIPMENT COMPARTMENT

Figure 1 Component Location

SCL VRC/RRH 26.08.2005 Page 4

Figure 2 GTCP 85-129

APU LOW OIL QUANTITY LIGHT (blue)

APU LOW OIL PRESSURE LIGHT (amber)

APU HIGH OIL TEMPERATURE LIGHT (amber)

APU OVERSPEED LIGHT (amber)

but will extinguish during a normal restart.

SCL VRC/RRH 26.08.2005 Page 6

LOW OIL QUANTITY LIGHT

LOW OIL PRESSURE LIGHT

HIGH OIL TEMPERATURE LIGHT

LOW OIL LOW OIL HIGH OIL OVER

DUCT PRESSURE NORMAL

FORWARD OVERHEAD PANEL, P5 APU WING

APU MASTER CONTOL SWITCH TRIP

Figure 3 APU Panel

SCL VRC/RRH 26.08.2005 Page: 8

APU DOOR HINGE APU SHROUD LATCH

Figure 4 APU Access Door and Shroud.

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APU DRAIN MAST

Figure 5 Shroud Drains

APU ENGINE MOUNTS

Power Plant Removal Installation

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RIGHT AFT MOUNT

RIGHT FWD MOUNT

ENGINE MOUNT BRACKET

1 APPLICABLE TO F80002 CRADLE

APU AIR INLET

AIR INLET DESCRIPTION

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APU AIR INLET

APU COMPARTMENT STRUCTURE

FLAP STOP FLAP STOP

AIR INLET DOOR

AIR INLET DOOR - CLOSED POSITION

APU AIR INLET

AIR INLET DOOR CIRCUIT

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APU AIR INLET

START APU START

APU SHUTDOWN SIGNAL

28V DC POWER SUPPLY

APU GENERATOR CONTROL UNIT ( P6 ) APU CONTROL UNIT M 280

Figure 8 APU Air Inlet Door Control

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Figure 9 Engine Component Location

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COOLING AIR INTAKE

AFT FAIRING HEAT SHIELD

DRIP PAN APU UPPER SHROUD

ÇÇÇ ÇÇÇ ÇÇÇ

ÇÇÇ EXHAUST GAS

Figure 10 Exhaust System