Apu Maintenance Manual

Honeywell
Honeywell International Inc.

111 S. 34th Street
Phoenix, Arizona 85034-2802
U.S.A.
CAGE: 99193
Telephone: 800-601-3099 (Toll Free U.S.A./Canada)
Telephone: 602-365-3099 (International Direct)
Web site: www.myaerospace.com
MAINTENANCE MANUAL
GAS TURBINE ENGINE
PART NUMBER MODEL NO.
3800826-1 36-150[G]
This document contains technical data and is subject to U.S. export regulations. These commodities,
technology, or software were exported from the United States in accordance with the export administration
regulations. Diversion contrary to U.S. law is prohibited.
ECCN: 9E991.
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© Honeywell International Inc. Do not copy without express permission of Honeywell.
Honeywell
MAINTENANCE MANUAL
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Honeywell – Confidential
THIS DOCUMENT AND ALL INFORMATION AND EXPRESSION CONTAINED HEREIN ARE THE
PROPERTY OF HONEYWELL INTERNATIONAL INC., ARE PROVIDED IN CONFIDENCE, AND MAY BE
USED BY PERSONS REQUIRED BY FEDERAL AVIATION REGULATION PART 21.50 TO COMPLY
WITH ANY OF THE TERMS OF THESE INSTRUCTIONS. EXCEPT AS SET FORTH ABOVE, NO
PERSON MAY, IN WHOLE OR IN PART, USE, DUPLICATE OR DISCLOSE THIS INFORMATION FOR
ANY PURPOSE WITHOUT THE PRIOR WRITTEN PERMISSION OF HONEYWELL INTERNATIONAL
INC.
Honeywell Materials License Agreement

The documents and information contained herein (“the Materials”) are the proprietary data of
Honeywell International Inc. These Materials are provided for the exclusive use of Honeywell Service
Centers; Honeywell-authorized repair facilities; operators of Honeywell aerospace products subject to
an applicable product support agreement, their wholly owned-subsidiaries or a formally designated
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use of these Materials, except to the extent that any terms and conditions of another applicable
agreement with Honeywell regarding the operation, maintenance, or repair of Honeywell aerospace
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and conditions of the other agreement will govern. However, this License Agreement will govern in
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1. License Grant - If you are a party to an applicable product support agreement, a Honeywell Service Center agreement,
or an authorized repair facility agreement, Honeywell hereby grants you a limited, non-exclusive license to use these
Materials to operate, maintain, or repair Honeywell aerospace products only in accordance with that agreement.
If you are a direct recipient of these Materials from Honeywell’s Aerospace Technical Publication Distribution and are not a
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the extent allowed under an applicable product support agreement or transferred to a subsequent owner or operator of an
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5. Copies of Materials - Unless you have the express written permission of Honeywell, you may not make or permit
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6. Term - This License Agreement is effective until terminated as set forth herein. This License Agreement will terminate
immediately, without notice from Honeywell, if you fail to comply with any provision of this License Agreement or will
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Copyright - Notice
Copyright 2006, 2015 Honeywell International Inc. All rights reserved.
Honeywell is a registered trademark of Honeywell International Inc.

All other marks are owned by their respective companies.
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SAFETY ADVISORY
WARNING: BEFORE THE MATERIALS CALLED OUT IN THIS PUBLICATION ARE USED, KNOW THE
HANDLING, STORAGE AND DISPOSAL PRECAUTIONS RECOMMENDED BY THE
MANUFACTURER OR SUPPLIER. FAILURE TO OBEY THE MANUFACTURERS' OR
SUPPLIERS' RECOMMENDATIONS CAN RESULT IN PERSONAL INJURY OR DISEASE.
This publication describes physical and chemical processes which can make it necessary to use chemicals,
solvents, paints, and other commercially available materials. The user of this publication must get the
Material Safety Data Sheets (OSHA Form 174 or equivalent) from the manufacturers or suppliers of the
materials to be used. The user must know the manufacturer/supplier data and obey the procedures,
recommendations, warnings and cautions set forth for the safe use, handling, storage, and disposal of the
materials.
WARRANTY/LIABILITY ADVISORY
WARNING: HONEYWELL ASSUMES NO RESPONSIBILITY FOR ANY HONEYWELL EQUIPMENT

WHICH IS NOT MAINTAINED AND/OR REPAIRED IN ACCORDANCE WITH HONEYWELL'S
PUBLISHED INSTRUCTIONS AND/OR HONEYWELL'S FAA/SFAR 36 REPAIR
AUTHORIZATION. NEITHER DOES HONEYWELL ASSUME RESPONSIBILITY FOR
SPECIAL TOOLS AND TEST EQUIPMENT FABRICATED BY COMPANIES OTHER THAN
HONEYWELL.
WARNING: INCORRECTLY REPAIRED COMPONENTS CAN AFFECT AIRWORTHINESS OR

DECREASE THE LIFE OF THE COMPONENTS. INCORRECTLY FABRICATED SPECIAL
TOOLING OR TEST EQUIPMENT CAN RESULT IN DAMAGE TO THE PRODUCT
COMPONENTS OR GIVE UNSATISFACTORY RESULTS.
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RECORD OF REVISIONS
REV DATE REV DATE

NO. ISSUE DATE INSERTED BY NO. ISSUE DATE INSERTED BY
ORIG Apr 5/06

1 Jan 22/15 JUN 18, 2019 ATP/RLL
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RECORD OF TEMPORARY REVISIONS
CHP/SEC INCORPO-
SUBJ RATED INTO
TR PAGE ISSUE DATE DATE MANUAL BY
NO. NO. DATE INSERTED BY REMOVED BY REV NO.
49-40-35
49-1 202 Sep 1/06 1
49-40-35
49-2 203 Sep 1/06 1
49-40-35
49-3 204 Sep 1/06 1
49-50-33
49-4 206 24 Mar 2009 1
49-20-00
49-5 310 11 May 2009 1
49-20-00
311 11 May 2009 1
49-20-00
312 11 May 2009 1
49-20-00
313 11 May 2009 1
49-50-33
49-6 207 28 Sep 2009 1
49-20-01
49-7 201-204 26 Jul 2010 1
49-50-33
49-8 202 26 Apr 2012 1
49-40-33
49-9 204 11 Mar 2013 1
49-20-00
49-10 601 29 Nov 2018 29 Nov 2018 H
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RECORD OF TEMPORARY REVISIONS (CONT)
CHP/SEC INCORPO-
SUBJ RATED INTO
TR PAGE ISSUE DATE DATE MANUAL BY
NO. NO. DATE INSERTED BY REMOVED BY REV NO.
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Honeywell
Honeywell International Inc.
111 S. 34th Street
Phoenix, Arizona 85034-2802
U.S.A.
CAGE: 99193
Telephone: 800-601-3099 (Toll Free U.S.A./Canada)
Telephone: 602-365-3099 (International Direct)
Web site: www.myaerospace.com
THE ATTACHED MAINTENANCE MANUAL, ATA NO. 49-27-51, DATED APRIL 5, 2006, IS ISSUED FOR
USE IN SUPPORT OF THE FOLLOWING AIRCRAFT.
ENGINE/
COMPONENT ENGINE AIRCRAFT
PART NO. MODEL NO. APPLICATION
3800826-1 36-150[G] G300/G400
REVISION NO. 1 DATED JANUARY 22, 2015
This is a COMPLETE revision. The pages revised are listed below together with the Highlights of the revision.
Due to the extent of the changes, this publication has been reprinted in its entirety. Please discard the entire
manual of previous issue(s) and replace with this complete manual. Enter on the Record of Revisions the
date the pages are inserted.
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HIGHLIGHTS
SUBJECT/PAGE DESCRIPTION OF CHANGE
Updated Honeywell name where applicable, without revision

bars.
Title Page
Pages T-1 thru T-4 Updated title pages.
Safety/Warranty/Liability Advisory
Page SWLA-1 Updated OSHA form number.
Record of Revisions
Page RR-1 Updated for Revision 1.
Record of Temporary Revisions
Page TR-1 Added Temporary Revisions 49-1 through 49-9.
Service Bulletin List
Page SB-1 Updated Service Bulletin Listing.
List of Effective Pages
Pages LEP-1 thru LEP-4 Updated for Revision 1.
Introduction
Page INTRO-1 Updated Table 1 per NDC_3800826-1_D_04.
Page INTRO-2 Updated Applicable Publications Listing.
49-20-00
Description and Operation
Page 3 Added Service Bulletin reference 49-7933 for approved oils.
Servicing
Page 309 Added Service Bulletin reference 49-7933 for approved oils
and added a NOTE following Step (2) per TR 49-5.
Page 310 Updated Steps (3)(b) and (3)(c), and added NOTES and
Steps (3)(d) through (3)(g) per TR 49-5.
Page 311 Updated Step (4)(k) and deleted Step (4)(l) per TR 49-5.
Page 312 Updated Step (5)(k) and deleted Step (5)(l) per TR 49-5.
Page 313 Updated Step (5)(v) and deleted Step (5)(w) per TR 49-5.
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HIGHLIGHTS
49-20-01
Pages 201 thru 204 Added new Disassembly/Assembly procedures for the
gearbox per TR 49-7.
49-20-02
Page 201 Updated Steps 1.A.(2) and 1.B.(3) and (4) to match the IPC.
Page 203 Updated Key to Figure 201 (Sheet 1) to match the IPC.
Page 205 Updated Key to Figure 201 (Sheet 2) to match the IPC.
49-30-51
Page 202 Updated Figure 201 to match the IPC.
Pages 203 thru 206 Updated Key to Figure 201 and items in the procedures to
match the IPC.
49-30-53
Pages 201 and 202 Updated items in the procedures to match the IPC.
Page 205 Updated Key to Figure 201 and items in the procedures to
match the IPC.
49-30-55
Page 201 Updated items in the procedures to match the IPC.
Page 203 Updated Key to Figure 201 and items in the procedures to
match the IPC.
49-40-33
Page 204 Updated Figure 202 per TR 49-9.
49-40-35
Page 203 Updated Key to Figure 201 per TR 49-2.
Pages 204 and 205 Add new Paragraph 2 procedures per TR 49-3.
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HIGHLIGHTS
49-40-36
Pages 203, 205, and 206 Updated Key to Figure 201 and items in the procedures to
match the IPC.
49-50-33
Page 202 Updated metrics in Step C.(4) per TR 49-8.
Page 207 Added new Step 3.C. and renumbered steps accordingly per
TR 49-6.
49-60-45
Page 201 Updated items in the procedures to match the IPC.
Page 203 Updated Key to Figure 201.
49-70-41
Page 201 Updated title of section to Time Totalizing Meter Assembly

and items in the procedures to match the IPC.
Page 203 Updated Key to Figure 201.

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TEMPORARY REVISION NO. 49-10

TO HOLDERS OF GAS TURBINE ENGINE MAINTENANCE MANUAL 49-27-51, REVISION 1, DATED 22
JAN 2015.
WARNING: READ EACH PAGE CAREFULLY. PUT THE PAGE INTO THE APPLICABLE SECTION AS
SHOWN. THIS TEMPORARY REVISION CAN CONTAIN PAGES THAT REFER TO
DIFFERENT SECTIONS OF THIS CHAPTER. MAKE SURE THAT THE TEMPORARY
REVISION IS CORRECTLY ADDED INTO THE MANUAL. IF YOU DO NOT OBEY THESE
INSTRUCTIONS, THERE IS A RISK THE MAINTENANCE PROCEDURE WILL NOT BE
DONE CORRECTLY.
INSERT THIS PAGE AS THE FIRST PAGE OF THE MANUAL.
Temporary
Revision Applicable Chapter/Section/Subject
Number Number, Page Number
49-10 49-20-00, 601
Export Control
These items are controlled by the U.S. government and authorized for export only to the country of ultimate
destination for use by the ultimate consignee or end-user(s) herein identified. They may not be resold,
transferred, or otherwise disposed of, to any other country or to any person other than the authorized ultimate
consignee or end-user(s), either in their original form or after being incorporated into other items, without first
obtaining approval from the U.S. government or as otherwise authorized by U.S. law and regulations.
ECCN: 9E991
Honeywell – Confidential
THIS DOCUMENT AND ALL INFORMATION AND EXPRESSION CONTAINED HEREIN ARE THE
PROPERTY OF HONEYWELL INTERNATIONAL INC., ARE PROVIDED IN CONFIDENCE, AND MAY BE
USED BY PERSONS REQUIRED BY FEDERAL AVIATION REGULATION PART 21.50 TO COMPLY
WITH ANY OF THE TERMS OF THESE INSTRUCTIONS. EXCEPT AS SET FORTH ABOVE, NO
PERSON MAY, IN WHOLE OR IN PART, USE, DUPLICATE OR DISCLOSE THIS INFORMATION FOR
ANY PURPOSE WITHOUT THE PRIOR WRITTEN PERMISSION OF HONEYWELL INTERNATIONAL
INC.
Copyright - Notice
Copyright 2018 Honeywell International Inc. All rights reserved.
Honeywell is a registered trademark of Honeywell International Inc.

All other marks are owned by their respective companies.
TPCR 85708
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SERVICE BULLETIN LIST
DATE
SB NO. INCORPORATED TITLE
49-7933, Rev 5 Jan 22/15 Oil - General - Approved Oils.
49-7934, Rev 1 Refer to ATA Replace Combustion Chamber, Part Number 3830450-1 with
49-27-47 Part Number 3830450-2.
49-7997, Rev 3 Jan 22/15 Standard Storage and Preservation Guidelines.
49-8048, Rev 1 Refer to ATA Replace the Load Control Valve Coupling, PN 234-517-9051
49-27-47 or PN 234-538-9650, with Load Control Valve Coupling, PN
234-517-9244.
49-8108 Refer to ATA Replace the Annular Combustion Chamber (Combustor), PN

49-27-47 3830450-2 with Annular Combustion Chamber (Combustor),
PN 3830450-3.
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DATE
SPB NO. INCORPORATED TITLE
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LIST OF EFFECTIVE PAGES
SUBJECT PAGE DATE SUBJECT PAGE DATE

Title Page T-1 Jan 22/15 16 Jan 22/15
T-2 Jan 22/15
T-3 Jan 22/15 101 Jan 22/15
T-4 Jan 22/15 102 Jan 22/15
103 Jan 22/15
Safety/Warranty/ * SWLA-1 Jan 22/15 104 Jan 22/15
Liability Advisory SWLA-2 Jan 22/15 105 Jan 22/15
106 Jan 22/15
Record of RR-1 Jan 22/15 107 Jan 22/15
Revisions RR-2 Jan 22/15 108 Jan 22/15
109 Jan 22/15
Record of * TR-1 Jan 22/15 110 Jan 22/15
Temporary TR-2 Jan 22/15 111 Jan 22/15
Revisions 112 Jan 22/15
113 Jan 22/15
Service Bulletin List * SB-1 Jan 22/15 114 Jan 22/15
SB-2 Jan 22/15 115 Jan 22/15
116 Jan 22/15
List of Effective LEP-1 Jan 22/15 117 Jan 22/15
Pages LEP-2 Jan 22/15 118 Jan 22/15
LEP-3 Jan 22/15 119 Jan 22/15
LEP-4 Jan 22/15 120 Jan 22/15
121 Jan 22/15
Table of Contents TC-1 Jan 22/15
122 Jan 22/15
TC-2 Jan 22/15
123 Jan 22/15
Introduction * INTRO-1 Jan 22/15 124 Jan 22/15
* INTRO-2 Jan 22/15 125 Jan 22/15
INTRO-3 Jan 22/15 126 Jan 22/15
INTRO-4 Jan 22/15 127 Jan 22/15
128 Jan 22/15
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TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT SUBJECT PAGE
ENGINE SECTION
DESCRIPTION AND OPERATION 49-20-00 1
FAULT ISOLATION 101
SERVICING 301
REMOVAL/INSTALLATION 401
INSPECTION/CHECK 601
GEARBOX 49-20-01 201
WIRING HARNESS 49-20-02 201
ENGINE FUEL AND CONTROL SECTION
FUEL NOZZLES 49-30-51 201
FUEL CONTROL ASSEMBLY 49-30-52 201
FUEL SOLENOID TUBE 49-30-53 201
SOLENOID VALVE 49-30-54 201
FUEL FILTER 49-30-55 201
FLOW DIVIDER VALVE ASSEMBLY 49-30-56 201
FUEL FLOW DIVIDER SUPPLY TUBE 49-30-57 201
PRIMARY FUEL MANIFOLD 49-30-58 201
SECONDARY FUEL MANIFOLD 49-30-59 201
IGNITION/STARTING SECTION
IGNITION UNIT 49-40-32 201
IGNITER PLUGS 49-40-33 201
IGNITER PLUG LEADS 49-40-34 201
STARTER MOTOR 49-40-35 201
STARTER CLUTCH ASSEMBLY 49-40-36 201

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TABLE OF CONTENTS (CONT)
CHAPTER
SECTION
SUBJECT SUBJECT PAGE
AIR SECTION
SURGE CONTROL VALVE 49-50-32 201
LOAD CONTROL VALVE 49-50-33 201
ENGINE CONTROLS SECTION
MOTIONAL PICKUP TRANSDUCER 49-60-43 201
IMMERSION THERMOCOUPLE 49-60-45 201
ELECTRONIC CONTROL UNIT 49-60-46 201
INLET TEMPERATURE SENSOR 49-60-47 201
INLET PRESSURE SENSOR 49-60-48 201
TIME SECTION
TIME TOTALIZING METER ASSEMBLY 49-70-41 201
OIL SECTION
LOW OIL PRESSURE SWITCH 49-90-44 201
HIGH OIL TEMPERATURE SWITCH 49-90-45 201
OIL LEVEL AND FILL CAP 49-90-46 201
OIL FILTER ELEMENT 49-90-47 201
MAGNETIC DRAIN PLUG 49-90-48 201
EJECTOR ASSEMBLY 49-90-49 201

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INTRODUCTION
1. General
This publication gives maintenance instructions for the equipment shown in Table 1 which is made by:
― Honeywell International, Phoenix, Arizona.
This publication is written in agreement with the Air Transport Association of America Specification
No. 100.
The exploded view illustrations shown in the MAINTENANCE PRACTICES sections of this manual are
also shown in the companion ILLUSTRATED PARTS CATALOG (IPC), ATA No. 49-27-47. Individual
items are identified in a key to figure. Individual items can be located in the IPC sections with the same
section identification numbers shown in this manual.
Table 1. Equipment Identification List for Gas Turbine

Engine, Part No. 3800826-1
Effectivity
Code Series Change Service
Symbol No. No. Description Bulletin No.
1 - Original configuration. -
2 1 Series 1 plus the following change:
Chamber, Comb, PN 3830450-2 replace Chamber -

Comb, PN 3830450-1.
3 2 Series 2 plus the following change: 49-8108
Chamber, Comb, PN 3830450-3 replace Chamber

Comb, PN 3830450-2.
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2. Equipment Identification
The configuration of the equipment is shown by the part number, dash number, series number and
change number stamped on the identification plate. Compare this information with the information
shown in Table 1 (through last alpha suffix).
The special procedures or illustrations necessary for each configuration will be identified by a part
number, a service bulletin number (Pre SB-, Post SB-) or an effectivity code symbol. The procedures
and illustrations not identified apply to all the configurations of the equipment.
3. Measurement Conversion
If the measurements, weights, dimensions, pressure or torque values are changed to the metric
equivalents, they are shown in parentheses after the United States measurements.
4. Temperature Conversion
The temperatures shown in degrees Fahrenheit use the symbol °F. Celsius (centigrade) is shown
with the symbol (°C).
5. Applicable Publications
The nomenclature, part number, publication number and type of any component publication applicable
to the unit are shown in Table 2.
Table 2. Applicable Publications List
Nomenclature Part No. Publication No. Type
Gas Turbine Engine 3800826-1 49-24-09 IRM

49-27-47 IPC
49-27-49 CMM
Standard Practices Manual - 20-00-02/70-00-01 SPM
Ignition Exciter 3876280-4 49-27-23 CMM/IPL
Solenoid Shutoff Valve 692545-18 49-30-67 OH/IPL
Fuel Nozzle Assembly 3610004-5 49-31-21 ACMM

3610004-6
Fuel Control Assembly 3883964-4 49-31-27 CMM/IPL
Engine Starter Motor 2704458-1 49-41-14 CMM/IPL
Normally Closed Shutoff Valve 3884538-6 49-50-02 CMM/IPL
Electronic Control Unit 2119584-6002 49-61-70 CMM/IPL

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6. Coding System Description
The purpose of the effectivity coding system is to identify the differences between unit configuration.
These differences are caused by the modifications to the basic unit. This makes it necessary to
reidentify the unit. For example, Part No. 123456-1 becomes Part No. 123456-2.
A single effectivity code is given to each different part number and dash number.
If no effectivity codes or part numbers are shown in the text, the procedures apply to all the
configurations of the unit.
If one or more effectivity codes are shown for a part number, the procedure in the text will apply only
to the coded parts.
The Equipment Identification List, Table 1, shows the part number and effectivity code for each unit.
7. Performance Check of Technical Data
When possible, and to make sure the procedures in the sections of the technical manuals are correct,
a performance check is done of the procedures in the manual.
The section(s) shown below has (have) been performance checked at the manufacturer's overhaul
facility.
Section Date
ALL TBD
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DESCRIPTION AND OPERATION
1. General
The purpose of the Airborne Auxiliary Power System, essentially a self-contained power source, is to
provide an alternate source of pneumatic power for the main engine start system and the
environmental control system and shaft power to drive the auxiliary AC (alternating current) generator.
The heart of the Airborne Auxiliary Power System is the Auxiliary Power Unit (APU). The APU is a
gas turbine engine that starts with aircraft or ground DC (direct current) power, and then operates on
aircraft supplied fuel. The APU is installed within a fireproof enclosure. It is composed of three main
sections: power, gearbox, and controls and accessories. Engine operation is controlled by three
systems: fuel, lubrication, and electrical. The power system section consists of a single entry radial
outward-flow centrifugal compressor and a radial inward-flow turbine rotor, both mounted on a
common shaft, and an annular reverse flow combustor.
The accessory gearbox, driven by the power section, reduces the high-speed, low-torque power
section Revolutions Per Minute (RPM) to the low-speed and high torque required to drive the APU
generator/adapter gearbox and accessories. The accessory gearbox houses the APU oil reservoir.
The engine control system consists of an Electronic Control Unit (ECU) and sensors that measure
APU operating parameters, which the ECU uses to control the engine. The ECU makes sure that the
APU and all of its subsystems operate correctly in response to environmental and load conditions.
The APU provides pneumatic power in the form of compressed air for operation of aircraft main
engine starters and environmental control. The engine has five basic operating modes: ready-to-load
(full RPM with no shaft or bleed load) main engine starting (bleed load), environmental control (bleed
load), electrical power generation (shaft load), and combination operation (simultaneous shaft and
bleed loads).
The Airborne Auxiliary Power System also includes components that provide a fluid (fuel, oil, air,
combustion products), electrical, and structural interface between the APU, the aircraft, and the
environment.
2. Subsystems within the Airborne Auxiliary Power System
49-20-00: Engine System
49-30-00: Engine Fuel and Control System
49-40-00: Ignition/Starting System
49-50-00: Air System
49-60-00: Engine Controls System
49-70-00: Time System
49-90-00: Oil System
3. Description of Subsystems
Engine System
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The purpose of the engine system is to convert heat energy from combustion of a fuel/air mixture into
shaft power that can operate an AC generator and/or into pneumatic power that can operate the
environmental control system or do main engine starts.
Engine Fuel and Control System
The purpose of the engine fuel and control system is to supply the correct quantity of clean fuel for
combustion in the APU, appropriate to altitude, temperature and load.
Ignition/Starting System
The purpose of the APU ignition/starting system is to supply an intermittent high-voltage spark to
ignite fuel in the combustion chamber during the ignition/start sequence, until the engine reaches a
specified RPM and can sustain combustion without electrical ignition.
Air System
The purpose of the air system is to supply bleed air to the aircraft environmental control system and
for main engine starting.
Engine Controls System
The purpose of the engine controls system is to control all modes of APU operation through the ECU,
and to supply the necessary input about engine operational parameters to the ECU so it can perform
its function.
Time System
The purpose of the time system is to record the total hours of operation of the APU.
Oil System
The purpose of the oil system is to supply oil at the correct temperature and pressure to the bearings
and gears that need lubrication in the power section and gearbox.
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ENGINE SECTION
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1. General
This section contains the description and operation of the 36-150[G] Auxiliary Power Unit (APU).
Refer to Table 1 for the leading particulars, Table 2 for approved oils and Figure 1 for the Engine
System.
Table 1. Leading Particulars
Parameter Specification
Weight (Dry)
PN 3800826-1 150 lbs (68.0 kg) (approx)
Dimensions
Height 20.0 in. (50.8 cm)
Length 35.4 in. (89.9 cm)
Width 22.0 in. (55.9 cm)
Engine Ratings
(Corrected to a 103°F (39°C) standard sea level conditions at
Turbine discharge temperature of 1230°F (665°C) Maximum)
Pneumatic Power Output Only
Bleed-air Flow 75.9 lb (34.4 kg)/min minimum
Bleed-air Pressure 48.0 PSIA (331 kPa) min
Bleed-air Temperature 487°F (253°C) nominal
Combined Pneumatic and Shaft Power Output
Shaft Power 47.3 hp min
Bleed-air Flow 66.8 lb (30.3 kg) min
Bleed-air Pressure 52.1 PSIA (359.2 kPa) min
Bleed-air Temperature 494°F (257°C) nominal
Engine Speeds
Turbine Rotor 59,912 RPM (100 percent)
Generator Output Drive Pad 8,000 RPM counterclockwise
Electrical System
Voltage 16 to 36 VDC
Lubricating System
Lubricant Specification Refer to Table 2.
Fill Capacity 2.9 US quarts approx. (2.74 liters)
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Table 1. Leading Particulars (Cont)
Parameter Specification
Fuel System
Fuel Inlet Pressure
Normal 10 to 40 PSIG (69 to 276 kPa)
Minimum 5 PSI (34 kPa) above true vapor pressure
of fuel being used.
Maximum 73 PSIG (503 kPa)
Fuel Specification MIL-DTD-5624, Grades JP-4 and JP-5

MIL-DTL-83133, Grades JP-8, JP-8+100
and F35
ASTM D1655, Grades Jet A, Jet A-1 and
Jet B
Automatic Shutdown Features
Overspeed 110.7 percent max.
Low Oil Pressure (LOP) Less than 26 PSIG (179 kPa) for more
than 10 seconds above 95 percent
governed speed plus 4 seconds.
Overtemperature (High EGT) 1350 to 1530°F (732 to 832°C) at 100%

1785°F (974°C) at start.
Loss of EGT detection Open thermocouple unit.
High Oil Temperature (HOT) 286 to 297°F (141 to 147°C), for more
than 10 seconds.
Loss of speed detection Open motional pickup transducer circuit.
ECU failure Internal failure of the ECU.
No light off during start EGT does not increase to 300°F (149°C)
within 22 seconds after passing 10
percent speed.
Reverse flow Inlet temperature more than 270°F

(132°C) for 5 seconds.
Loss of DC Power ECU primary input voltage is less than 10

VDC.
APU does not get to 100% speed or speed is not kept at

100%
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Table 2. Approved Oils
Refer to Service Bulletin 49-7933 for Approved Oils.

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Engine System
Figure 1
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2. Description
The APU is a self-contained power source and needs only a supply of fuel and electrical power for
operation. APU start, acceleration and operation is controlled by the remotely located electronic
control unit.
The engine system has a power section, an accessory drive gearbox assembly (gearbox) and an
electrical installation system.
The purpose of the power section is to provide compressed air for combustion, bleed air for main
engine starts and aircraft environmental system use and to rotate the accessory drive and reduction
gearing. The gearing, in turn, provides rotation to the gearbox mounted APU generator, starter motor
and fuel control assembly. The power section is a single-shaft, constant-speed design.
The power section has: Refer to Figure 2.
― compressor rotor,
― combustion chamber,
― combustion airflow deflector,
― containment ring,
― turbine deflector,
― turbine nozzle,
― compressor deswirl,
― turbine rotor,
― compressor diffuser,
― ported shroud,
― compressor inlet,
― planetary gear carrier,
― turbine housing.
The power section has mounts for:
― two igniter plugs,

― three primary and three secondary fuel nozzle assemblies,
― immersion thermocouple,
― surge control valve,
― load control valve,
― flow divider valve assembly.
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The purpose of the gearbox section is to house the reduction geartrain needed to rotate the APU
accessories. It supplies rotation to the power section during start and operation. The gearbox has a
high strength, thin wall aluminum housing that contains reduction gearing and other internal
components.
The gearbox section:
― supplies the oil system for the APU,

― is the oil sump for the APU self-contained oil system,
― oil jets are sized to give the required flow to limit the maximum oil temperature rise across high-
speed bearings,
― turns the APU generator at 8,000 RPM counterclockwise.
The gearbox section has mounts for the: Refer to Figure 3.
― starter motor,
― fuel control assembly,
― low oil pressure switch,
― high oil temperature switch,
― motional pickup transducer,
― generator.
The electrical installation system provides a path for electrical power to operate the APU components
electrically. It also provides a path for the Electronic Control Unit (ECU) to communicate with the
electrical, sensing and operational components of the APU. The ECU connects through aircraft wiring
to the APU/aircraft interface connection on the top of the APU enclosure. Power is supplied to the
APU electrical system from the aircraft dc bus. The electrical installation system includes the APU
wiring harness. Refer to Figure 4.
APU fuel is supplied by the fuel system. Refer to Figure 5.
APU oil is supplied by the oil system. Refer to Figure 6.

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Power Section
Figure 2
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Accessory Drive Gearbox Assembly

Figure 3
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Wiring Harness
Figure 4
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Fuel Flow Diagram

Figure 5 (Sheet 1 of 2)
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Fuel Flow Diagram

Figure 5 (Sheet 2)
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Oil Flow Diagram

Figure 6
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3. Operation
Engine Operation. Refer to Figure 7.
The APU is a gas turbine engine. The part of a gas turbine engine that produces power is the power
section. The operation of the power section occurs in three phases:
― Compression of ambient air,

― Combustion of the compressed air after it is mixed with fuel,
― Conversion of the thermal/kinetic energy of the burned fuel/air mixture into mechanical (rotary)
energy (shaft energy).
The power section's three subsections work together to provide operation of a gas generator.
― Compression section,
― Combustion section,
― Turbine (conversion) section.
Power Section
The compressor rotor turns at high speed and pulls in a large quantity of ambient air through the
compressor inlet duct and compressor inlet (protective cylinder with holes which permit airflow but
prevents foreign object ingestion). The compressor rotor then compresses this air. The compressed
air has a large quantity of oxygen, which will cause a very hot flame during its subsequent
combustion. When the compressor rotor compresses the air, it also gives the air a high velocity. To
prevent flameout and permit the air to correctly mix with fuel, the vanes of the compressor diffuser
decrease the velocity of the air and increase its pressure before it goes into the combustion chamber.
The compressed air goes through the compressor deswirl (deswirl) and then into the combustion
section. The deswirl is the bridge between the compression and combustion sections. The vanes of
the deswirl cause airflow to become straight as it goes into the combustion section. This airflow is
known as compressor discharge air.
The positions of the load control valve and surge control valve control the quantity of air that goes into
aircraft bleed system, and the electronic control unit (ECU) controls the positions of the valves. If the
two valves are closed, all airflow goes into the combustor. When either valve is open, compressed
discharge air moves through the open valve.
The compressor discharge air flows into the combustion chamber between the inside of the turbine
housing and outside of combustion chamber. Approximately 30 percent of compressor discharge air
mixes with fuel for combustion, and is known as combustion air. The combustion air comes into the
combustion chamber through a row of orifices and mixes with fuel in a space known as the primary
zone. The airflow in the primary zone has a circular flow pattern, which causes the spray of fuel to mix
fully with combustion air. Sparks from two igniter plugs cause the fuel/air mixture to burn in the
primary zone. After combustion, the hot combustion gasses move in the direction of the outer
transition liner (liner).
Most of the remaining compressor discharge air (that is not used as combustion air) is known as
secondary air. Secondary air comes into the combustion chamber (through larger orifices)
downstream of the primary zone, in the space known as the dilution zone. The secondary air mixes
with hot combustion gasses in the dilution zone and causes smoother airflow. It also keeps
temperatures in the combustion chamber at a safe level and decreases the temperature of the liner
walls. The liner turns combustion gasses to move them through the turbine nozzle.
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Gas Turbine Engine Schematic

Figure 7
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The turbine nozzle vanes increase the velocity of the combustion gasses and gives them the correct
angle to hit the blades of the turbine rotor. This causes the turbine rotor to turn. The turbine rotor and
compressor rotor are attached on a common shaft, thus the turbine rotor rotation, turns the
compressor rotor.
After the combustion gasses flow through the blades of the turbine rotor, they then flow out the
exhaust.
Accessory Drive Gearbox Reduction Gearing System
The mechanically driven accessories, APU generator, fuel control unit, and starter motor, are
connected to the power section through the reduction gearing system. The reduction gearing of the
gearbox decreases the high speed, low torque power of the power section rotating group into the low
speed, high torque power that is necessary to drive the accessories. Refer to Figure 8.
Operation with Bleed Air Loads
When necessary for the APU to supply bleed air to the aircraft, the ECU will send a signal to open the
Load Control Valve (LCV). When some compressor air is taken to supply bleed air, the ECU must
make allowances for the loss of that quantity of air (which is usually available for combustion and
cooling as well as to help drive the turbine). To make allowance for loss of pneumatic energy, much
more fuel is necessary (as compared for shaft loads) to supply sufficient thermal energy to increase
RPM and keep it at 100 percent. Bleed air loads cause a much more significant increase in exhaust
gas temperature (EGT) than do shaft loads due to the reduced airflow through the turbine rotor and
exhaust. The exhaust gas and temperature sensor continuously provides exhaust temperature data
to the ECU. When the ECU detects a rise in EGT toward unacceptable operational parameters, it
signals the LCV to modulate toward closed. The result is that more airflow is directed through the
power section, thereby reducing EGT and fuel flow.
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Accessory Drive Gearbox Reduction Gear Mesh Points

Figure 8
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FAULT ISOLATION
1. Gas Turbine Engine Fault Isolation
A. General
(1) This section includes the fault isolation procedures. Easily diagnosed problems such as
loose connections are not included. Problems with defective test equipment or customer
instrumentation are not included.
B. Special Tools, Fixtures and Equipment
(1) Table 101 shows the special tools, fixtures and equipment necessary to do the fault
isolation.
Table 101. Special Tools, Fixtures and Equipment
Part No.
Nomenclature Manufacturer
NOTE: Equivalent tools, fixtures and equipment can be used.

Digital volt meter Commercially available
C. Electronic Control Unit
(1) The electronic control unit (ECU) is a full-authority digital controller. It has full authority
over APU starts, acceleration, governed speed load conditions, temperature limits and
usual and protective shutdowns. The ECU also has BITE capability designed to reduce
time in troubleshooting problems the APU can have. The ECU includes control-related
features as follows:
― full-authority of the fuel control operation, with a fuel-metering torque motor,

― software-computed load control valve positioning with closed-loop valve control
based on engine temperature.
D. Built-In-Test Equipment (BITE)
(1) The APU BITE includes hardware and software that finds and records fault data of the
APU system and interfacing airplane systems. The primary purpose of BITE is to be an
aid to maintenance troubleshooting and planning. Faults are kept in the ECU for the
maintenance personnel.
(2) Each of the possible faults that can be found has a unique name and is related to a
specific symptom. To get the fault data, a lap top computer with the infield service
monitor program installed is connected to the ECU. The lap top computer shows the
symptom and fault that was found.
E. Fault Detection
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(1) Each fault has detection logic to make sure that the specified limits for a specified time
are met. The detection logic is done continuously for most faults.
(2) Not all BITE faults can be found all the time. There will be times when a BITE fault can
only be found in one of the BITE modes, depending on the operation of the LRU’s, that
follow:
― Continuous - when the ECU is powered,

― Power-up - immediately after ECU power-up,
― Power-down - immediately before ECU power-down,
― Test - during the test mode which follows power-up and rolldown to 7 percent speed,
― Start - during APU start-up,
― On-speed - during on-speed operation,
― Shutdown - during APU rolldown.
(3) Fault tolerance and alternate values.
(a) Each BITE fault can cause other control logic to use different values for
unsatisfactory sensors or special control procedures that must be done.
F. EICAS messages
(1) Some faults cause one or more displays to be shown on the EICAS APU page. These
displays supply APU operation data to the flight crew.
G. Auto shutdowns
(1) The APU will be shutdown automatically if a hazardous condition is found by the ECU.
Some of these hazardous conditions can only be found during certain modes. If an auto
shutdown is found before the APU is started, the start will be prevented. An auto
shutdown can be removed when the APU Master switch is turned to the OFF position.
The shutdown data will be kept in the ECU.
H. Fault Isolation
(1) On-wing fault isolation starts with a review of the airplane log, a full inspection of the
operating and non-operating APU, an inspection of the EICAS for APU faults, and
interrogation of the lap top computer with the Fault Data Download Program installed.
The APU fault isolation test procedures are limited to ECU power-up, start, operation and
shutdown of the APU.
(2) The fault isolation data shows the fault message description for corrective action.
WARNING: OBEY ALL THE APU SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE
ON OR NEAR THE APU AND RELATED EQUIPMENT. IF YOU DO NOT OBEY
THE SAFETY PRECAUTIONS, YOU CAN CAUSE INJURY TO PERSONS AND
DAMAGE TO THE EQUIPMENT.
(3) Refer to Table 102 for the fault isolation procedures. Table 102 shows the fault code,
fault message, fault description, probable cause and the corrective action.
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Table 102. Fault Isolation Procedures
Fault Fault Fault Probable Corrective Action

Code Message Description Cause
1 Over- The APU A. Faulty (1) Replace the Fuel Control.

speed_ sends one Fuel Control (2) If the fault message continues, go to Step B.
shutdown speed sensor
signal to the
ECU to
measure the
engine speed.
Speed is
controlled to a
predetermined
RPM
normalized to
100%. The
ECU mea-
sures this
speed. APU
protective
shutdown
occurs when
the speed is
more than
110.7%. Two
procedures
are used in
the ECU to
prevent an
APU over-
speed. One
procedure
uses hardware
circuits,
independent
of software.
The second
procedure
uses usual
software
routines to
sense the
speed. Both
procedures
will shut down
the APU if the
speed
increases to
more than
110.7%.
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Table 102. Fault Isolation Procedures (Cont)

B. Faulty (1) Refer to Fault Code 13.

Monopole (2) If the fault message continues, go to Step C.
C. Faulty (1) Replace the ECU.

ECU
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2 Loss_of_ The LOP A. Low Oil (1) Check oil level.

oil_ switch is Level (a) Service as necessary.
pressure usually (2) If the fault message continues, go to Step B.
_shutdow closed and
n opens when
the oil
pressure is
more than 35
PSI (241
kPa). When
the APU
speed is
more than
95% and a
low oil
condition is
detected
(closed
switch) for 10
seconds, the
ECU causes
an APU
protective
shutdown.
B. (1) Check and clean Magnetic Plug. (Refer to

Contaminated SERVICING)
Magnetic Plug (2) If the fault message continues, go to Step C.
C. (1) Check Oil Filter.

Contaminated (a) If contaminated, replace oil filter.
Oil Filter (2) If the fault message continues, go to Step D.
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D. Faulty LOP (1) Tag and disconnect LOP switch connector P9.
switch (2) Do a visual inspection of LOP switch
connector P9. Was damage found?
(a) If no, go to Step (3).
(b) If yes, repair or replace LOP switch
connector P9 as necessary.
(c) If the fault message continues, go to Step
(3).
(3) Measure for resistance between the Pins that
follow:
- Connector P9, Pins A and B
(a) If resistance is less than 5 ohms, go to
Step E.
(b) If resistance is more than 5 ohms, replace
the LOP switch.
(c) If the fault message continues, go to
Step E.
E. Faulty (1) Tag and remove the ECU.

LOP switch (2) Do a visual inspection of the mounting rack
circuit connector. Was damage found?
(b) If yes, repair or replace the mounting rack
connecter as necessary.
(3).
follow:
- Connector P1KD, Pin A-A12 and ground
at Pin C-4.
(a) If resistance is more than 5 ohms, go
to Step (4).
(b) If resistance is less than 5 ohms, go to
Step F.
(4) Tag and remove wiring harness connector
48A1P7KP from the APU enclosure.
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(5) Do a visual inspection of the wiring harness

connector 48A1P7KP. Was damage found?
(b) If yes, repair or replace the wiring harness
connector 48A1P7KP as necessary.
(6).
follow:
- Connector 48A1P7KP, Pin d and ground
at Pin C.
(a) If resistance is less than 5 ohms replace
the A/C wiring harness.
the APU wiring harness.
Step F.
F. Faulty (1) Replace the APU.

APU
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3 Low_Oil_ LOP switch A. Faulty (1) Tag and disconnect LOP switch connector P9.
Pressure is usually LOP switch (2) Do a visual inspection of LOP switch
_Switch_ closed and connector P9. Was damage found?
LRU_Fail opens when (a) If no, go to Step (3).
ure oil pressure (b) If yes, repair or replace LOP switch
is more than connector P9 as necessary.
35 PSI (241 (c) If the fault message continues, go to Step
kPa). The (3).
LOP switch (3) Measure for resistance between the Pins that
is considered follow:
failed if an - Connector P9, Pins A and B
open circuit (a) If resistance is less than 5 ohms, go to
is detected Step B.
when the (b) If resistance is more than 5 ohms, replace
APU is not in the LOP switch.
operation. (c) If the fault message continues, go to Step
An open B.
circuit is
specified as
resistance
above 5
ohms.
B. Faulty (1) Tag and remove the ECU.

LOP switch (2) Do a visual inspection of the mounting rack
circuit connector. Was damage found?
(3).
follow:
at Pin C-4.
(a) If resistance is more than 5 ohms, go
to Step (4).
Step C.
(6).
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follow:
- Connector 48A1P7KP, Pin d and ground
at Pin C.
(a) If resistance is less than 5 ohms replace
C.

ECU (2) If the fault message continues, go to Step D.
D. Faulty (1) Replace the APU.

APU
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4 High_Oil The HOT A. Oil level (1) Check oil level. (Refer to SERVICING).
_Temper switch is low (a) Service as necessary.
ature_Sh usually (2) If the fault message continues, go to Step B.
utdown closed (when
there is a
ground
signal). It
opens when
oil
temperature
increases to
more than
286°F
(141°C). The
HOT switch
will close
when the oil
temperature
decreases to
275°F
(135°C). The
APU
continually
monitors the
oil
temperature
input while in
the on-speed
mode. If an
open circuit
is detected
for 10
seconds
(open
switch), the
ECU causes
an APU
protective
shutdown.
B. (1) Examine and clean the magnetic drain plug.

Contaminate (Refer to SERVICING).
d Magnetic (2) If the fault message continues, go to Step C.
Drain Plug
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C. Faulty (1) Replace the high oil temperature switch.

High Oil (2) If the fault message continues, got to Step D.
Temperature
Switch
D. Faulty (1) Tag and remove the ECU.

Wiring (2) Do a visual inspection of the mounting rack
connector. Was damage found?
connector as necessary.
(3).
follow:
- Connector P1KD, Pin A-B15 and ground
at Pin C-4.
(a) If resistance is more than 10 ohms, go to
Step (4).
Step E.
(6).
follow:
- Connector 48A1P7KP , Pins x and
ground at Pin C.
(a) If resistance is more than 10 ohms,
replace the APU wiring harness.
(b) If resistance is less than 10 ohms, replace
E.
E. Faulty (1) Replace the ECU.

ECU (2) If the fault message continues, go to Step F.
F. Faulty (1) Replace the APU.

APU
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5 Over- APU sends a A. Faulty load (1) Tag and disconnect load control valve
temperat thermocoupl control valve connector P11.
ure_shut e signal to torque motor (2) Do a visual inspection of load control valve
down the ECU to connector P11. Was damage found?
measure the (a) If no, go to Step (3).
exhaust gas (b) If yes, repair or replace load control
temperature. valve connector P11 as necessary.
The ECU (c) If the fault message continues, go to
measures Step (3).
EGT and (3) Replace the load control valve.
compares it (4) If the fault message continues, go to Step B.
to a not-to-
exceed EGT
schedule.
There are
different
schedules for
the different
modes of
APU
operation.
APU
protective
shutdown
occurs when
the schedule
limits are not
met.
B. Faulty (1) Replace the ECU.

ECU (2) If the fault message continues, go to Step C.
C. Faulty (1) Replace the APU.

APU
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6 Failed_E The A. Faulty (1) Replace the immersion thermocouple.

GT_Sens immersion Immersion (2) If the fault message continues, go to Step B.
or_Shutd thermo- Thermo-
own couple is a couple
single probe
with 2
internal wires
(chromel and
alumel) of
dissimilar
material. It is
by design a
short circuit
between the
two wires
and makes
an analog
millivolt
signal in
relation to
the
difference in
temperature
between the
two wires.
The ECU
continuously
reads the
exhaust gas
temperature
signal.
During APU
start and
operation, if
the ECU
reads a
temperature
that is not in
the correct
temperature
range, the
ECU will
command an
APU
shutdown.

Wiring
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(2) Do a visual inspection of the mounting rack

Step (3).
follow:
- Connector P1KD, Pins A-A1 and A-A2.
Step (7).
(b) If resistance is more than 15 ohms, go to
Step (4).
Step (6).
follow:
- Connector 48A1P7KP, Pins M and K.
(a) If resistance is less than 15 ohms, replace
(b) If resistance is more than 15 ohms,
Step C.
follow:
- Connector P1KD, Pin A-A2 and ground at
Pin C-4.
Step C.
Step (8).
follow:
- Connector P1KD, Pin A-A1 and ground at
Pin C-4.
Step C.
Step (9).
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(10)Do a visual inspection of the wiring harness
Step (11).
(11)Measure for resistance between the Pins
that follow:
- Connector 48A1P7KP, Pin k and ground
at Pin C.
replace the A/C wiring harness.
(b) If resistance is less than 500 ohms,
Step (12).
(12)Measure for resistance between the Pins that
follow:
- Connector 48A1P7KP, Pin m and ground
at Pin C.
Step C.

ECU
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7 Shutdow A. Low (1) Refer to Fault Code 23 or 24.

n_Noflam Voltage (2) If the fault message continues, go to Step B.
e
B. Faulty (1) Refer to Section 49-40-35.

Starter (2) If the fault message continues, go to Step C.
C. Faulty (1) Refer to Section 49-40-32.

Ignition (2) If the fault message continues, go to Step D.
System
D. Faulty (1) Refer to Section 49-40-53.

Fuel Solenoid (2) If the fault message continues, go to Step E.
Valve
E. Faulty (1) Refer to Section 49-30-52.

Fuel Control (2) If the fault message continues, go to Step F.
Unit
F. Faulty (1) Refer to Fault Code 13.

Monopole (2) If the fault message continues, go to Step G.
G. Faulty (1) Refer to Fault Code 19.

Load Control (2) If the fault message continues, go to Step H.
Valve
H. Faulty (1) Interrogate Field Service Monitor.

Speed (2) If the fault message continues, go to Step I.
Sensor, Low
Oil Pressure
Switch, High
Oil
Temperature
Switch
I. Faulty (1) Measure for resistance at LRU connection

Wiring points.
(2) If the fault message continues, go to Step J.
J. Faulty (1) Replace ECU.

ECU
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8 No_Accel The ECU A. Faulty (1) Replace the APU battery.

eration_S monitors the APU Battery (2) If the fault message continues, go to Step B.
hutdown APU speed
during APU
start and
acceleration
until 95%
speed is
reached.
During
acceleration,
there are
three limits
that must be
met. APU
speed must
increase
more then
0.1%/sec in
20 seconds
or less. APU
speed must
increase
more than
0.3%/sec in
30 seconds
or less. APU
speed must
increase
more then
0.5%/sec in
60 seconds
or less. If
one of these
three limits is
not met, the
ECU causes
an APU
protective
shutdown.
B. Faulty (1) Replace the fuel control assembly.

Fuel Control (2) If the fault message continues, go to Step C.
Assembly
C. Faulty (1) Replace the starter motor.

Starter Motor (2) If the fault message continues, go to Step D.
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APU
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9 Reverse_ The inlet A. Faulty (1) Do a visual inspection of the APU check valve
Flow_Sh temperature APU check for damage or blockage. Was damage or
utdown sensor valve blockage found?
detects hot (a) If damage is found, replace APU check
air in the valve.
APU inlet (b) If blockage is found, go to Step (2).
duct. (c) If no damage or blockage is found, go to
Step B.
(2) Remove the blockage from the APU inlet duct.
(3) Start the APU.
(4) If the fault message continues, go to Step B.
B. Faulty Inlet (1) Replace Inlet Temperature Sensor.

Temperature
Sensor
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10 Loss of APU A. Faulty (1) Refer to Fault Code 13.

Overspee Protective Monopole (2) If the fault message continues, go to Step B.
d Shutdown
Protectio
n
B. Faulty (1) Replace Fuel Solenoid Valve.

Fuel Solenoid (2) If the fault message continues, go to Step C.
Valve
C. Faulty (1) Replace ECU.

ECU
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11 Inlet_Te The inlet A. Faulty Inlet (1) Replace the inlet temperature sensor.
mp_LRU temperature Temperature (2) If the fault message continues, go to Step B.
_Failure sensor is a Sensor
(T2) resistive
temperature
measure-
ment device
that gives an
electrical-
resistance
signal which
is in
proportion to
the inlet
temperature.
The ECU
changes this
data to
temperature.
The
temperature
is monitored
by the ECU
and used to
control the
air system
and to sense
reverse flow
conditions.

(3).
follow:
- Connector P1KD, Pins A-C2 and A-D2.
(a) If resistance is more than 2,000 ohms, go
to Step (4).
(b) If resistance is less than 2,000 ohms, go
to Step (7).
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(6).
follow:
- Connector 48A1P7KP, Pins S and T.
(a) If resistance is more than 2,000 ohms,
(b) If resistance is less than 2,000 ohms,
C.
follow:
- Connector P1KD, Pins A-C2 and A-D2.
Step C.
Step (8).
follow:
- Connector P1KD, Pin A-C2 and ground
at Pin C-4.
Step C.
Step (9).
follow:
- Connector P1KD, Pin A-D2 and ground
at Pin C-4.
Step C.
Step (10).
(10)Tag and remove wiring harness connector
(12).
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follow:
- Connector 48A1P7KP, Pins S and T.
Step C.

ECU
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12 EGT_Op The A. Faulty (1) Replace the immersion thermocouple.

en immersion Immersion (2) If the fault message continues, go to Step B.
thermocoupl Thermo-
e is a single couple
probe with
two internal
wires
(chromel)
and alumel)
of dissimilar
material. It is
by design a
short circuit
between two
wires and
makes an
analog
millivolt
signal in
relation to
the
difference in
temperature
between the
two wires.
The ECU
reads the
signal and
changes the
signal to
degrees F.
EGT_OPEN
is set when
the ECU
BITE circuit
detects an
open circuit.

(3).
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(5).
follow:
- Connector P1KD, Pin A-A1 and
Connector 48A1P7KP, Pin M.
Step C.
(6).
follow:
- Connector P1KD, Pin A-A2 and
Connector 48A1P7KP, Pin K.
Step C.
C.

ECU
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13 Speed_S Open circuit A. Faulty (1) Tag and disconnect motional pickup
ensor_LR specified as Motional transducer connector P7.
U_Failure resistance Pickup (2) Do a visual inspection of motional pickup
more than Transducer transducer connector P7. Was damage
50,000 found?
ohms. Short (a) If no, go to Step (3).
circuit (b) If yes, repair or replace the motional
specified as pickup transducer connector P7 as
resistance necessary.
less than (c) If the fault message continues, go to Step
1,000 ohms. (3).
follow:
- Connector P7, Pins A and C.
Step (4).
replace the motional pickup transducer.
B.
follow:
- Connector P7, Pin A and ground at
connector 48A1P7KP, Pin C.
Step B.
(5).
follow:
- Connector P7, Pin C and ground at
connector 48A1P7KP, Pin C.
Step B.
B.

(3).
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follow:
- Connector P1KD, Pins A-A15 and A-A14.
Step (6).
Step (4).
follow:
- Connector 48A1P7KP, Pins H and G.
(a) If resistance is less than 500 ohms,
(11).
follow:
at Pin C-4.
(a) If resistance is less than 1,000 ohms, go
to Step (7).
(b) If resistance is more than 1,000 ohms, go
to Step C.
follow:
at Pin C-4.
(a) If resistance is less than 1,000 ohms, go
to Step (8).
(b) If resistance is more than 1,000 ohms, go
to Step C.
follow:
- Connector 48A1P7KP, Pin h and ground
at Pin C.
(10).
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follow:
- Connector 48A1P7KP, Pin g and ground
at Pin C.
(11).
follow:
- Connector P1KD, Pins A-C15 and A-A15.
Step (12).
(12).
follow:
- Connector P1KD, Pins A-C14 and A-A14.
Step (13).
(13).
(13)Is the fault message Speed_Not_Sensed
found?
(a) If no, go to Step C.
(b) If yes, go to Step D.

ECU
D. Faulty (1) Replace the starter motor.

Starter Motor
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14 Fuel_Con The APU fuel A. Faulty (1) Replace the fuel control assembly.
trol_LRU torque motor Fuel Control (2) If the fault message continues, go to Step B.
_Failure contains a Assembly
copper
wound coil
with a
resistance of
38 ohms at
68°F (20°C).
The
resistance of
the coil can
be as high as
122 ohms at
158°F (70°C)
and as low
as 18 ohms
at -65°F
(-53.9°C).

(3).
follow:
- Connector P1KD, Pin B-C5 and B-D5.
Step (7).
Step (4).
Step (6).
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follow:
- Connector 48A1P7KP, Pins C and D.
C.
follow:
- Connector P1KD, Pins B-C5 and B-D5.
Step (8).
Step C.
(10).
follow:
- Connector 48A1P7KP, Pins C and D.
(a) If resistance is more than 5 ohms, replace
Step C.

ECU
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15 Ignition_ The ignition A. Faulty (1) Tag and disconnect ignition unit connector P8.
Unit_LRU unit changes Ignition Unit (2) Do a visual inspection of ignition unit
_Failure DC power to connector P8. Was damage found?
high voltage (a) If no, go to Step (3).
electricity. It (b) If yes, repair or replace ignition unit
supplies connector P8 as necessary.
intermittent (c) If the fault message continues, go to
high voltage Step (3).
electricity (3) Replace the ignition unit.
independentl (4) If the fault message continues, go to Step B.
y to the two
igniter plugs
(through the
igniter plug
leads). An
open circuit
of the ignition
unit is
identified if
0.2 amps or
less is
supplied to
the ignition
unit. A short
circuit is 7
amps or
more
supplied to
the ignition
unit.

Step (3).
follow:
- Connector P1KD, Pins C-4 and C-2.
(a) If resistance is less than 100,000 ohms,
go to Step (7).
(b) If resistance is more than 100,000 ohms,
go to Step (4).
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(b) If yes, repair or replace wiring harness
Step (6).
follow:
- Connector 48A1P7KP, Pins C and B.
(a) If resistance is less than 100,000 ohms,
(b) If resistance is more than 100,000 ohms,
Step C.
follow:
- Connector P1KD, Pins C-4 and C-2.
Step (8).
Step C.
Step (10).
follow:
- Connector 48A1P7KP, Pins C and B.
Step C.

ECU
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16 Fuel The loading A. Faulty (1) Replace the solenoid valve.

Solenoid properties of Solenoid (2) If the fault message continues, go to Step
_LRU_Fa the solenoid Valve B.
ilure valve are 30
ohms at 70°F
(21°C) and
operates at a
temperature
range of -65
to 250°F
(-53.9 to
121.1°C). An
open is
identified if
the load
resistance is
more than 85
ohms. A
short is a
load
resistance
less than 10
ohms.

(3).
follow:
Step (7).
Step (4).
(6).
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follow:
- Connector 48A1P7KP, Pins U and V.
C.
follow:
Step (8).
Step C.
follow:
- Connector P1KD, Pin B-C1 and ground
at Pin C-4.
Step (9).
Step C.
follow:
- Connector P1KD, Pin B-D1 and ground
at Pin C-4.
Step (10).
Step C.
(12).
follow:
C.
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ECU
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17 Fuel_Sol To start an A. Faulty (1) Replace the solenoid valve.

enoid_Ja APU Solenoid (2) If the fault message continues, go to Step B.
mmed_L shutdown Valve
RU_Failu sequence,
re the ECU
sends a
signal to the
solenoid
valve to
close.
During the
APU
shutdown
sequence, a
failure is
reported if
the APU
does not
decrease
below 88%
speed.

Step (3).
follow:
Step (7).
Step (4).
Step (6).
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follow:
Step C.
follow:
Step (8).
Step C.
follow:
- Connector P1KD, Pin B-C1 and ground
at Pin C-4.
Step (9).
Step C.
follow:
- Connector P1KD, Pin B-D1 and ground
at Pin C-4.
Step (10).
Step C.
Step (12).
follow:
Step C.
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ECU
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18 Load_Co The load A. (1) Check the load control valve filter.
ntrol_Val control valve Contaminate Was filter contaminated?
ve_LRU_ torque motor d Load (2) If yes, replace filter
Failure contains a Control Valve (3) If no, go to Step B.
copper Filter
wound coil
with a
resistance of
50 ohms at
68°F (20°C).
The
resistance of
the coil can
be as high as
130 ohms at
158°F (70°C)
and as low
as 18 ohms
at -65°F
(-53.9°C).
B. Faulty (1) Replace the load control valve.

Load Control (2) If the fault message continues, go to Step C.
Valve Torque
Motor
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C. Faulty (1) Tag and remove the ECU.

(3).
follow:
Step (7).
Step (4).
Step (6).
follow:
- Connector 48A1P7KP, Pins F and G.
Step D.
follow:
- Connector P1KD, Pins B-C6 and B-D6
Step (8).
Step D.
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Step (10).
follow:
Step D.
D. Faulty (1) Replace the ECU.

ECU
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19 LCV_PO The LCV has A. Faulty (1) Check the load control valve position indicator.
S_VS_C a torque Load Control Is the load control valve open?
MD_Run motor and a Valve If yes, close the load control valve.
position If no, go to Step (2).
feedback (2) Replace the load control valve.
switch. The (3) If the fault message continues, go to Step B.
position
feedback
switch is
normally
open when
the LCV is
closed. The
ECU
compares
the
commanded
position of
the LCV and
the signal
from the
position
feedback
switch. A
failure is
reported if
the position
feedback
switch
indication
does not
agree with
the
commanded
position of
the LCV.

Step (3).
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follow:
Step (7).
Step (4).
Step (6).
follow:
Step C.
follow:
at Pin C-4.
Step (8).
(b) If resistance is more than 300 ohms, go
to Step (13).
follow:
Step 9.
Step C.
follow:
- Connector P1KD, Pin B-C6 and ground at
Pin C-4.
Step (10).
to Step C.
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follow:
- Connector P1KD, Pin B-D6 and ground at
Pin C-4.
Step (11).
to Step C.
Step (13).
follow:
Step (14).
follow:
- Connector 48A1P7KP, Pin F and ground
at Pin C.
Step (15).
follow:
- Connector 48A1P7KP, Pin G and ground
at Pin C.
Step C.
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ECU
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20 LCV_PO The LCV has A. Faulty (1) Replace the load control valve.
S_VS_C a torque Load Control (2) If the fault message continues, go to Step B.
MD_Start motor and a Valve
position
feedback
switch. The
position
feedback
switch is
normally
open when
the LCV is
closed. The
ECU
compares
the
commanded
position of
the LCV and
the signal
from the
position
feedback
switch. A
failure is
reported if
the position
feedback
switch
indication
does not
agree with
the
commanded
position of
the LCV.

Step (3).
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follow:
Step (7).
Step (4).
Step (6).
follow:
Step C.
follow:
at Pin C-4.
Step (8).
to Step (13).
follow:
Step (9).
Step C.
follow:
- Connector P1KD, Pin B-C6 and ground at
Pin C-4.
Step (10).
to Step C.
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follow:
- Connector P1KD, Pin B-D6 and ground at
Pin C-4.
Step (11).
to Step C.
Step (13).
follow:
Step (14).
follow:
- Connector 48A1P7KP, Pin F and ground
at Pin C.
Step (15).
follow:
- Connector 48A1P7KP, Pin G and ground
at Pin C.
Step C.
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ECU
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21 SCV_CM A. Surge (1) Replace the surge control valve.

D Control Valve
Open_Sh open circuit
ort electrically
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22 V28_PRI Primary A. Low (1) Replace aircraft battery. (Refer to AMM.)

_Low Power aircraft (2) If the fault message continues, go to Step B.
Battery bus battery
voltage to
ECU less
than 10 VDC.
B. Faulty A/C (1) Tag and remove the ECU.

Step (3).
(3) Make sure all Circuit Breakers are closed.
(4) On the APU control panel, push the PWR
FUEL ON/OFF button.
(5) On the APU control panel, push the
START/STOP button.
(6) Measure for voltage at the Pin that follows:
- Connector 48A1P7KP, Pin B.
(a) If the voltage is more than 10 volts, go to
Step (7).
(b) If the voltage is less than 10 volts, do the
steps that follow:
1 On the APU control panel, push the
START/STOP button.
PWR FUEL ON/OFF button.
3 Replace the A/C wiring harness.
4 If the fault message continues, go to
Step C.
(7) Set the APU control panel as follows:
(a) Push the START/STOP button.
(b) Push the PWR FUEL ON/OFF button.
(c) Go to Step C.

ECU
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23 V28_SE Secondary A. Low (1) Replace aircraft battery. (Refer to AMM.)

C_Low Power aircraft (2) If the fault message continues, go to Step B.
Battery bus battery
voltage to
ECU less
than 10 VDC
B. Faulty A/C (1) Tag and remove the ECU.

Step (3).
(3) Make sure all Circuit Breakers are closed.
(4) On the APU control panel, push the PWR
FUEL ON/OFF button.
(5) On the APU control panel, push the
START/STOP button.
(6) Measure for voltage at the Pin that follows:
- Connector 48A1P7KP, Pin T.
(a) If the voltage is more than 10 volts, go to
Step (7).
(b) If the voltage is less than 10 volts, do the
steps that follow:
START/STOP button.
PWR FUEL ON/OFF button.
3 Replace the A/C wiring harness.
4 If the fault message continues, go to
Step C.
(7) Set the APU control panel as follows:
(a) Push the START/STOP button.
(b) Push the PWR FUEL ON/OFF button.
(c) Go to Step C.

ECU
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24 Low_Oil_ LOP switch A. Faulty Low (1) Replace the low oil pressure switch.
Press_S is usually Oil Pressure (2) If the fault message continues, go to Step B.
witch_LR closed and Switch
U_Failure opens when
oil pressure
is more than
35 PSI (241
kPa). The
LOP switch
is considered
failed if an
open circuit
is detected
when the
APU is not in
operation.
An open
circuit is
specified as
resistance
above 5
ohms.

Step (3).
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follow:
at Pin C-4.
Step (4).
Step C.
48A1PKP from the APU enclosure.
Step (6).
follow:
- Connector 48A1P7KP, Pin D and ground
at Pin C.
(a) If resistance is more than 10 ohms, repair
or replace the APU wiring harness.
(b) If resistance is less than 10 ohms, repair
or replace the A/C wiring harness.
Step C.

ECU
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25 P2_Sen_ A. Faulty Inlet (1) Replace Inlet Temperature Sensor.

Open_Sh Pressure (2) If the fault message continues, go to Step B.
ort Sensor
B. Faulty (1) Check wiring for opens or shorts.

Wiring (2) If the fault message continues, go to Step C.

ECU
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26 ECU A. Faulty (1) Replace the ECU.

Internal ECU
Fail
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27 ECU Fail A. Faulty (1) Replace the ECU.

ECU
(Multiple
Failures)
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Unusual A. Internal (1) Do an inspection for metal particles on the

noise is APU Failure magnetic drain plug. Were metal particles
heard when found?
APU (a) If yes, go to Step (2).
operates. (b) If no, go to Step (3).
(2) Do an inspection of the metal particles. Were
the limits for the metal particles met?
(a) If yes, go to Step (3).
(b) If no, go to Step C.
(3) Use the manual drive mechanism on the end
of the starter motor to turn the APU by hand.
Turn the rotating group and listen for unusual
noises and examine for too much drag in the
engine.
(a) Were unusual noises or rubbing heard?
1 If yes, go to Step C.
2 If no, go to Step (b).
(b) Was binding felt?
2 If no, go to Step B.
B. Loose/ (1) Remove the APU.

Damaged (2) Do a visual inspection of the vibration isolators
vibration and APU mounting skid. Was damage found?
isolators or (a) If yes, repair as necessary.
APU 1 Install the APU.
mounting 2 Do an APU operational check.
skid 3 If an unusual noise is heard, go to
Step C.

APU
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Smoke/ A. Fluid (1) Do a visual inspection of the APU inlet for fluid
fumes in the Ingestion in ingestion. Was fluid found?
bleed air the APU Inlet (a) If yes, go to Step (2).
discharge is (b) If no, go to Step B.
observed. (2) Find the source of the fluid ingestion and
repair as necessary.
(3) Start the APU.
(4) Operate the air conditioning packs.
(5) Examine the bleed air discharge for
smoke/fumes. Were smoke/fumes found?
(a) If yes, go to Step B.
(b) If no, no more action is necessary.
B. Blocked (1) Do a visual inspection of the gearbox to

Gearbox to ejector tube assembly for blockage. Was a
Ejector Tube blockage found?
Assembly (a) If yes, go to Step (2).
(2) Remove the blockage from the gearbox to
ejector tube assembly as necessary.
(3) Start the APU.
smoke/fumes. Were smoke/fumes present?
(a) If yes, go to Step C.
C. Blocked (1) Do a visual inspection of the ejector assembly

Ejector for blockage. Was a blockage found?
Assembly (a) If yes, go to Step (2).
(b) If no, go to Step D.
(2) Remove the blockage from the ejector
assembly as necessary.
(3) Start the APU.
smoke/fumes. Were smoke/fumes present?
(a) If yes, go to Step D.

APU
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Oil leakage A. Oil Leak (1) After APU shutdown, is there an oil leak from
from the from the the compressor inlet drain?
compressor Compressor (a) If no, no more action is necessary.
inlet drain is Inlet Drain (b) If yes, go to Step (2).
observed (2) Do a run test of the APU. Let the APU run
for 15 minutes at ready to load (100 percent
RPM with no load).
(3) After 15 minutes, measure the amount of
oil leakage from the compressor inlet drain.
Was the amount of oil leakage less than or
3
equal to 2.25 cm ?
(a) If yes, no more action is necessary.
(b) If no, go to Step B.
B. Faulty (1) Replace the APU.

APU
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Low bleed A. Faulty (1) Make sure the Bleed Air Control Panel is set
pressure is Load Control correctly for APU bleed air to be supplied.
observed Valve (2) On the APU control panel, push the APU
BLEED AIR PBA. Did the APU BLEED AIR
PBA light come on?
(b) If no, replace the load control valve (LCV).
(c) If the fault continues, go to Step B.
(3) Examine the LCV position indicator - does it
show the LCV open?
(a) If no, replace the LCV.
(b) If yes, go to Step B.
B. (1) Examine the APU maintenance panel. Did

Maintenance one of the maintenance indicator lights come
Fault or on?
Aircraft (a) If no, go to Step 2.
Electrical (b) If yes, connect a lap top computer, with
System the Fault Data Download Program
installed, to the ECU.
(c) Examine the computer display. Were
APU maintenance messages shown.
1 If no, go to Step 2.
2 If yes, find the cause and repair all
APU maintenance messages shown.
3 If the fault continues, go to Step 2.
(2) Examine the EICAS display in the cockpit.
Were BITE fault messages displayed?
(a) If no, go to Step C.
(b) If yes, find the cause and repair all APU
BITE fault messages shown.
(c) If the fault continues, go to Step C.
C. APU Inlet (1) Do a visual inspection of the APU inlet and

Blockage or duct for blockage and the duct for damage.
Duct Damage Was blockage or damage found?
(a) If no, go to Step D.
(b) If yes, remove the blockage or replace the
APU inlet duct.
(c) If the fault continues, go to Step D.
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D. Transition (1) Do a visual inspection of the transition bleed

Bleed Air air duct. Make sure the clamps are attached
Duct Not correctly and there is no damage. Were the
Attached clamps attached correctly and no damage
Correctly or found?
Damaged (a) If yes, go to Step E.
(b) If no, repair the damage as necessary or
attach the clamps correctly.
(c) Do an operational check for bleed air.
Was there bleed air?
1 If yes, no more action is necessary.
2 If no, go to Step E.
E. Bleed Air (1) Do a visual inspection of the transition bleed

Duct Blocked air duct for blockage or debris. Was the
transition bleed air duct blocked?
(a) If no, go to Step F.
(b) If yes, remove the blockage or debris.
2 If no, go to Step F.
F. APU (1) Do a visual inspection of the APU check valve.

Check Valve Make sure the clamps are attached correctly
Not Attached and there is no damage. Were the clamps
Correctly or attached correctly and no damage found?
Damaged (a) If yes, go to Step G.
(b) If no, repair the damage as necessary or
attach the clamps correctly.
2 If no, go to Step G.
G. Faulty (1) Do a visual inspection of the APU check valve.

APU Check Does the APU check valve operate correctly?
Valve (a) If yes, go to Step H.
(b) If no, repair as necessary.
2 If no, go to Step H.
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H. Aircraft (1) Do an inspection to find and repair all aircraft

Interface interface problems.
(2) Do an operational check for bleed air. Was
there bleed air?
(a) If yes, no more action is necessary.
(b) If no, go to Step I.
I. Faulty APU (1) Replace the APU.

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High A. Internal (1) Do an inspection for metal particles on the

vibration is APU Failure magnetic drain plug. Were metal particles
observed. found?
(b) If no, go to Step (3).
(2) Do an inspection of the metal particles. Were
the limits for the metal particles met?
(3) Use the manual drive mechanism on the end
of the starter motor to turn the APU by hand.
Turn the rotating group and listen for unusual
noises and examine for too much drag in the
engine.
(a) Were unusual noises or rubbing
heard?
2 If no, go to Step (b).
(b) Was binding felt?
B. Loose/ (1) Tag and remove the APU.

Damaged (2) Do a visual inspection of the vibration isolators
vibration and APU mounting skid. Was damage found?
isolators or (a) If yes, repair as necessary.
APU 1 Install APU.
mounting 2 Do an APU operational check.
skid 3 If high vibration is observed, go to
Step C.
(b) If no, go to Step C

APU
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Cannot load A. Faulty (1) Do an operational check of the APU BLEED

the APU APU BLEED AIR PBA. Did the APU BLEED AIR PBA
(Pneumatic AIR PBA operate correctly?
Load) (a) If yes, go to Step B.
(b) If no, replace the APU BLEED AIR PBA.
(c) Do an operational check of the APU
BLEED AIR PBA. Did the APU BLEED
AIR PBA operate correctly?
B. Faulty (1) Do an operational check of the load control

Load Control valve. Examine for binding and correct
Valve opening and closing. Did the load control
valve operate correctly?
(a) If yes, go to Step C.
(b) If no, replace the load control valve.
(c) Do an operational check of the load
control valve. Examine for binding and
correct opening and closing. Did the load
control valve operate correctly?
2 If no, go to Step C.
C. Transition (1) Do a visual inspection of the transition bleed

Bleed Air air duct for blockage or debris. Was the
Duct Blocked transition bleed air duct blocked?
(a) If no, go to Step D.
(b) If yes, remove the blockage or debris.
2 If no, go to Step D.

APU
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ENGINE - SERVICING
1. Prepare for Use
A. Materials and Compounds
(1) Table 301 shows the materials and compounds necessary to do the servicing
procedures.
Table 301. Materials and Compounds
Material/Compounds Description/Manufacturer
NOTE: Equivalent materials/compounds can be used.

Desiccant (MIL-D-3464, Type I & II) Commercially available
Fuel (MIL-DTD-5624, Grades JP-4 and JP-5) Commercially available
Fuel (MIL-DTL-83133, Grades JP-8, JP-8+100 Commercially available

and F35)
Fuel (ASTM D1655, Grades Jet A, Jet A-1 and Jet Commercially available
B)
Oil (MIL-PRF-7808, Type I) Commercially available
Oil (MIL-PRF-23699, Type II) Commercially available
Oil, mineral base (Grade 1010) (MIL-PRF-6081) Commercially available
Paper, pH neutral (MIL-P-130, Type II) Commercially available
Solvent, degreasing (MIL-PRF-680) Commercially available
(1) Table 302 shows the special tools, fixtures and equipment necessary to do the servicing
procedures.
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Part No.

Container, oil (Minimum 2 gallon (7.8 L) capacity) Commercially available
Packing (PN M83248/1-905) Commercially available
C. Prepare the APU for Service. (Refer to Figure 301.)
NOTE: If the preservation and/or storage instructions were done correctly, the procedures
which follow are the only ones necessary to return the Auxiliary Power Unit (APU) to
service from a preserved on-wing condition or from a preserved, removed and stored
condition.
(1) If the APU was removed from the aircraft and stored, do the steps that follow:
(a) Remove the APU from the storage container.
(b) Remove warning tags from the APU.
(c) Remove all plugs, caps and covers from the external pressure taps, ports, fittings
and other openings on the APU.
(d) Replace the oil filter element. Refer to Section 49-90-47.
(e) Replace the fuel filter. Refer to Section 49-30-55.
(f) Install the APU in the aircraft.
(2) If the APU was not removed from the aircraft, do the steps that follow:
(a) Replace the oil filter element. Refer to Section 49-90-47.
(b) Replace the fuel filter. Refer to Section 49-30-55.
(3) Fill the APU with oil. Refer to Paragraph 3.
CAUTION: DO NOT USE TOO MUCH FORCE WHEN YOU DISCONNECT THE
ELECTRICAL CONNECTORS. IF THE ELECTRICAL CONNECTORS DO NOT
DISENGAGE EASILY, EXAMINE THE CONNECTORS AND PINS FOR DAMAGE.
DAMAGED CONNECTORS CAN CAUSE THE EQUIPMENT TO OPERATE
INCORRECTLY.
(4) Disconnect the electrical connector P8 from the ignition unit (60).
(5) Supply a source of fuel, as shown in Table 301, to inlet port (50).
(6) Supply a source of electrical power, 28 VDC.

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CAUTION: OBEY THE DUTY CYCLE OF THE STARTER MOTOR AS FOLLOWS:

UNSUCCESSFUL START ATTEMPTS
- DO NOT OPERATE THE STARTER MORE THAN THREE TIMES IN 1 HOUR
- A MAXIMUM OF THREE CYCLES OF 30 SECONDS OF CONTINUOUS
CRANKING
- AFTER THE THREE START ATTEMPTS, THERE MUST BE A MINIMUM OF 20
MINUTES BEFORE THE STARTER IS OPERATED AGAIN, FOR TWO
ADDITIONAL START ATTEMPTS
SUCCESSFUL START ATTEMPTS
- DO NOT OPERATE THE STARTER MORE THAN SIX TIMES IN 1 HOUR
- THERE MUST BE A MINIMUM OF 10 MINUTES BETWEEN THE OPERATIONS
OF THE STARTER
THE STARTER MOTOR CAN GET TOO HOT. THIS WILL CAUSE DAMAGE TO
IT.
(7) Motor the APU one time.
(8) Disconnect the electrical power from the aircraft.
CAUTION: DO NOT USE TOO MUCH FORCE WHEN YOU CONNECT THE ELECTRICAL
CONNECTORS. IF THE ELECTRICAL CONNECTORS DO NOT ENGAGE
EASILY, EXAMINE THE CONNECTORS AND PINS FOR DAMAGE. DAMAGED
CONNECTORS CAN CAUSE EQUIPMENT AND/OR SYSTEMS TO OPERATE
INCORRECTLY.
(9) Connect electrical connector P8 to ignition unit (60).
(10) Remove all tools, equipment and unwanted materials from the work area.
WARNING: OBEY THE PRECAUTIONS THAT FOLLOW BEFORE YOU START AND
OPERATE THE APU:
- MAKE SURE THAT NO PERSONS OR EQUIPMENT ARE IN THE APU-
EXHAUST DANGEROUS AREA.
- MAKE SURE THAT NO PERSONS ARE NEAR THE OPENING OF THE APU
AIR INLET.
IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURY TO PERSONS AND
(11) Start and operate the APU at a no-load governed speed for 5 minutes.
NOTE: Smoke may be seen in the APU exhaust. If all APU indications are normal,
smoke is normal.
(12) Do a normal APU shutdown.
(13) Examine the magnetic chip collector for metal chips. Refer to Section 49-90-48.
(14) Examine all lubrication lines and fuel lines and connections for leaks. Tighten or repair if
necessary.
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Prepare the APU for Service

Figure 301
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KEY TO FIGURE 301

10. MAGNETIC DRAIN PLUG 40. FUEL CONTROL ASSY
20. TURBINE TO EJECTOR 50. INLET PORT
TUBE ASSEMBLY
30. COMBUSTOR CASE DRAIN 60. IGNITION UNIT
(15) Wait between 15 and 20 minutes after shutdown, then examine the gearbox oil level and
add oil if necessary. Refer to Paragraph 3.
(16) The APU is now ready for normal operation.
2. APU Preservation and Storage
A. Preservation choices.
― If the APU is to be kept in a preserved condition for less than 2 years, preservation can be
done on the aircraft.
― If the APU is to be kept in a preserved condition for more than 2 years, it is recommended to
do preservation while the APU is in the aircraft, then remove and store it.
B. Follow the preservation procedures. (Refer to Table 303 and Figure 301.)
NOTE: Remaining APU lubrication oil gives satisfactory protection against corrosion in the APU
lubrication system. More corrosive prevention steps are not necessary.
OPERATE THE APU:
EXHAUST DANGEROUS AREA
AIR INLET.
(4) Examine magnetic drain plug (10). Refer to Section 49-90-48.
(5) Put a container below combustor case drain (30) to collect fuel leakage.
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WARNING: OBEY THE PRECAUTIONS THAT FOLLOW WHEN YOU DO WORK WITH OR
NEAR FUEL:
- PUT ON CORRECT PROTECTIVE CLOTHING.
- DO THE WORK IN AN AREA THAT HAS GOOD AIRFLOW.
- MAKE SURE THAT THE AREA HAS NO SPARKS, FLAMES, OR HOT
SURFACES. FUEL IS FLAMMABLE.
- DO NOT LET FUEL GET IN YOUR EYES OR TOUCH YOUR SKIN. FUEL IS
POISONOUS AND CAN GO INTO YOUR BODY THROUGH YOUR SKIN. THIS
CAN CAUSE INJURY TO YOU.
(6) Disconnect turbine to ejector tube assembly (20) from combustor case drain (30).
Table 303. APU Preservation
Storage Period Installed APU APU Removed From Aircraft
1 to 90 days At the start of the storage

period, start and operate the
APU with no-load for 5 minutes
minimum.
Each 30 days Start and operate the APU with

no-load for 15 minutes
minimum.
90 to 180 days Do the preservation procedures.

Do Step 2.B. only.
Each 180 days Do the preservation procedures.

Do Step 2.B. only.
More than 2 years If the APU is not to be back in a Preserve, remove and store the
serviceable condition, it is APU. Do Steps 2.B., 2.C. and
recommended that the APU be 2.D.
removed from the aircraft and
stored.
(7) Attach a drain line to combustor case drain (30) and put the other end of the drain line in
the container. Let the fuel drain into the container.
(8) Disconnect the fuel inlet hose from inlet port (50) and put a cap on the fuel inlet hose.
(9) Connect the mineral base oil container to inlet port (50) to supply the mineral base oil.
(10) Disconnect electrical connector P8 from ignition unit (60).
(11) Safety electrical connector P8 away from ignition unit (60) to prevent an accidental
connection.
(12) Supply mineral base oil to fuel control assembly (40).
NOTE: Supply the mineral base oil with light pressure if necessary.
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(13) Supply a source of electrical power, 28 VDC.
CAUTION: OBEY THE DUTY CYCLE OF THE STARTER MOTOR AS FOLLOWS:

UNSUCCESSFUL START ATTEMPTS
- DO NOT OPERATE THE STARTER MORE THAN THREE TIMES IN 1 HOUR
- A MAXIMUM OF THREE CYCLES OF 30 SECONDS OF CONTINUOUS
CRANKING
- AFTER THE THREE START ATTEMPTS, THERE MUST BE A MINIMUM OF 20
MINUTES BEFORE THE STARTER IS OPERATED AGAIN, FOR TWO
ADDITIONAL START ATTEMPTS
SUCCESSFUL START ATTEMPTS
- DO NOT OPERATE THE STARTER MORE THAN SIX TIMES IN 1 HOUR
- THERE MUST BE A MINIMUM OF 10 MINUTES BETWEEN THE OPERATIONS
OF THE STARTER
THE STARTER MOTOR CAN GET TOO HOT. THIS WILL CAUSE DAMAGE TO
IT.
(14) Motor the APU until the mineral base oil flows from combustor case drain (30).
(15) Disconnect the electrical power from the aircraft.
(16) Disconnect the drain line from combustor case drain (30).
(17) Connect turbine to ejector tube assembly (20) to combustor case drain (30).
(18) Disconnect the mineral base oil container from inlet port (50).
(19) Remove the cap from the fuel inlet hose and connect the fuel inlet hose to fuel control
assembly (40).
(21) Attach a warning tag to the APU to show that the APU must be depreserved before
operation.
C. Prepare the APU for storage.
(1) Remove the APU from the aircraft.
(2) Install caps, covers or plugs on all external pressure taps, ports, fittings and other
openings on the APU.
WARNING: OBEY THE PRECAUTIONS THAT FOLLOW WHEN YOU USE CHEMICALS:
- DO THE WORK IN AN AREA THAT HAS A GOOD FLOW OF CLEAN AIR.
- USE APPROVED EYE, MOUTH AND BODY PROTECTION.
- DO NOT LET THE CHEMICAL TOUCH YOUR SKIN, EYES, OR MOUTH.
SURFACES. CHEMICALS ARE FLAMMABLE AND CAN CAUSE DEATH OR
INJURY.
(3) Clean the APU with degreasing solvent.
(4) Attach a warning tag to the APU to show that the APU must be depreserved before
operation.
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APU Oil Servicing

Figure 302
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KEY TO FIGURE 302

10. OIL FILL CAP 30. MAGNETIC DRAIN PLUG
20. FILLER PORT 40. PACKING
(5) Put the APU in pH neutral paper.
(6) Use cushions at sharp corners to prevent damage to barrier materials.
(7) Put the APU in a storage and shipping container.
(8) Put the desiccant in the storage and shipping container.
D. Monitor storage conditions.
(1) Keep the APU in an area away from high temperatures, dust, moisture and corrosive
fumes.
(2) Recommended storage temperature is less than 100°F (38°C) and must not be more
than 125°F (52°C).
(3) Control humidity to prevent moisture on the APU.
(4) If the time in storage is more than 12 months you must do an operational test on the APU
before it is returned to service.
3. Engine Lubrication System Servicing
A. APU Oil Servicing
(1) Table 304 shows the approved oils.
Table 304. Approved Oils
Ambient Temperature
Approved Oil Brand Name Minimum Maximum
Refer to Service Bulletin 49-7933 for Approved Oils.
(2) Change or fill the APU with oil as follows:
NOTE: Do not overservice the gearbox. Oil may flow from the gearbox vent tube if
the gearbox is overserviced.
To facilitate the reading of the oil level on the dipstick, two holes are drilled
into the dipstick. If the oil level is at or above the top hole, the gearbox is
overserviced. When the oil level is at the bottom hole, it is an indication that
the oil is 0.2 of an inch above the “ADD” line and considered “FULL”. When
the oil level is at or below the “ADD” line, it is an indication that the unit
requires servicing.
(a) To manually fill the APU with the same type of oil, go to Step (3).
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(b) To change from one approved oil brand to another approved oil brand within the
same oil type/specification, go to Step (4).
(c) To change from one oil type/specification to a different oil type/specification, go to

Step (5).
WARNING: LET THE APU BECOME COOL BEFORE YOU DO WORK ON OR NEAR IT. HOT
OIL, BLEED AIR AND EXHAUST SYSTEM COMPONENTS CAN CAUSE INJURY
TO PERSONS.
(3) Manually fill the APU oil. (Refer to Figure 302.)
WARNING: DO NOT LET LUBRICATING OIL TOUCH YOUR EYES OR STAY ON

YOUR SKIN. DO NOT BREATHE THE FUMES RELEASED FROM IT.
LUBRICATING OIL IS DANGEROUS TO YOUR EYES, SKIN AND LUNGS.
IT CAN CAUSE INJURY TO PERSONS.
(a) Remove oil fill cap (10) from filler port (20).
WARNING: USE APPROVED SAFETY GOGGLES AND INSULATED GLOVES WHEN

YOU FILL OR DRAIN THE APU OIL SYSTEM. THE OIL IN THE APU CAN
BE HOT. HOT OIL CAN CAUSE INJURIES TO PERSONS AND DAMAGE
TO THE EQUIPMENT.
CAUTION: ADD OIL THAT IS OF THE SAME APPROVED TYPE AS THE OIL THAT IS
IN THE OIL SYSTEM. IF YOU MIX OIL TYPES, YOU CAN CAUSE
CONTAMINATION. THIS CAN CAUSE DAMAGE TO THE
ENGINE/APU/OIL SYSTEMS.
(b) Remove dipstick from oil level and filler cap (10) and wipe off oil.
(c) Install dipstick into oil level and filler cap (10) and make sure pins fully engage
detents.
NOTE: Make sure dipstick is pushed in until it bottoms. If dipstick is not pushed to
bottom, an incorrect oil level reading will be obtained.
(d) Push dipstick in until it bottoms.
NOTE: Take care when removing dipstick so as not to pull screen out.
(e) Turn and remove dipstick straight out from oil level and filler cap (10).
(f) If oil is not above ADD line on dipstick, add oil until oil is at bottom hole.
(g) Install dipstick into oil level and filler cap (10) and make sure pins fully engage
detents in filler port (20).
TO PERSONS.
(4) Change the APU oil from one approved oil brand to another approved oil brand within the
same oil type/specification. (Refer to Figure 302.)
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(a) Remove all tools, equipment and unwanted materials from the work area.
OPERATE THE APU:
- MAKE SURE THAT NO PERSONS ARE NEAR THE OPENING OF THE
APU AIR INLET.
(b) Start and operate the APU at a no-load governed speed for 5 minutes.
(c) Do a normal APU shutdown.
(d) Put an oil container below magnetic drain plug (30) to collect the oil.

(e) Remove oil fill cap (10) from filler port (20).
(f) Remove magnetic drain plug (30). Refer to Section 49-90-48.
(g) Let all the oil drain into the container.
(h) Examine the magnetic chip collector for metal chips. Refer to Section 49-90-48.
(i) Install magnetic drain plug (30). Refer to Section 49-90-48.
(j) Replace the oil filter element. Refer to Section 49-90-47.

TO THE EQUIPMENT.
(k) Check oil level in accordance with instructions outlined in Steps (3)(a) through
(3)(g).
(l) Deleted.
(m) Record the oil change in the APU logbook to identify the specification and brand
of oil in the APU.
TO PERSONS.
(5) Change the APU oil from one oil type/specification to a different oil type/specification.
(Refer to Figure 302.)
(a) Remove all tools, equipment and unwanted materials from the work area.
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OPERATE THE APU:
APU AIR INLET.
(b) Start and operate the APU at a no-load governed speed for 5 minutes.
(c) Do a normal APU shutdown.
(d) Put an oil container below magnetic drain plug (30) to collect the oil.

(e) Remove oil fill cap (10) from filler port (20).
(f) Remove magnetic drain plug (30). Refer to Section 49-90-48.
(g) Let all oil drain into the container.
(h) Do an inspection of the magnetic chip collector. Refer to Section 49-90-48.
(i) Install magnetic drain plug (30). Refer to Section 49-90-48.
(j) Replace the oil filter element. Refer to Section 49-90-47.

TO THE EQUIPMENT.
(k) Check oil level in accordance with instructions outlined in Steps (3)(a) through
(3)(g).
(l) Deleted.
(m) Remove all tools, equipment and unwanted materials from the work area.
OPERATE THE APU:
APU AIR INLET.
(n) Start and operate the APU at no-load governed speed for 10 minutes.
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(o) Do a normal APU shutdown.
(p) Put an oil container below magnetic drain plug (30) to collect the oil.

(q) Remove oil fill cap (10) from filler port (20).
(r) Remove magnetic drain plug (30). Refer to Section 49-90-48.
(s) Let all the oil drain into the oil container.
(t) Install magnetic drain plug (30). Refer to Section 49-90-48.
(u) Replace the oil filter element. Refer to Section 49-90-47.

TO THE EQUIPMENT.
(v) Check oil level in accordance with instructions outlined in Steps (3)(a) through
(3)(g).
(w) Deleted.
(x) Record the oil change in the APU logbook to identify the specification and brand
of oil in the APU gearbox sump.
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ENGINE - REMOVAL/INSTALLATION
1. General
Refer to the Aircraft Maintenance Manual for the procedures related to the removal and installation of
the APU from the aircraft.
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INSERT PAGE 2 OF 3 AND PAGE 3 OF 3 FACING 49-20-00, PAGE 601.
Reason: To add recommended engine inspection requirements and to renumber Borescope Inspection
paragraph.
Paragraph 1. is added and Borescope Inspection paragraph number is changed as follows:
1. Recommended Inspection Requirements
A. Inspection Requirements
For components shown in Table 601A, those tasks which reflect an interval in the interval
column are recommended task intervals. Those tasks which reflect no task interval are
covered in the aircraft MRB document. Refer to the current MRB document for the task
interval requirements.
B. Recommended Rotating Component Life Limits
Refer to Table 601B for recommended rotating component life limits.
Table 601A. MRB and Recommended Inspection/Maintenance Schedule
Interval
(APU
Component hours)* Nature of Maintenance
Magnetic Drain Plug 500 Remove, inspect and reinstall magnetic
element of drain plug. (Refer to Section
49-90-48.)
* Lubricating Oil 500 Drain and refill. (Refer to Servicing.)
System
* Oil Filter Element 500 Remove, inspect and replace. (Refer
to Section 49-90-47.)
Fuel Filter Delta-P 500 Inspect Fuel Filter Delta-P Indicator is
Indicator not extended.
Starter Motor 3000 Inspect Starter Brushes for wear.

(Refer to Section 49-40-35.)
* Operators participating in the Spectrometric Oil and Filter Analysis Program must change lubricating oil
and oil filter element as directed in SIL APU-49.
Table 601B. Recommended Component Life Limits
Nomenclature/Part No. Life Limit** (Cycle/APU Hours)

Compressor Rotor (PN 3822632-1, 70721597-1) 20,000
Turbine Rotor (PN 3842368-1, 70721725-5 10,000
**APU hours or cycles, depending on operator tracking method. If both hours and cycles are tracked, life
limit is applicable to the first limit achieved.
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2. Borescope Inspection of the Power Section
A. General
Do this procedure only when it is referred to by a fault isolation procedure. This is not a
scheduled inspection.
A borescope inspection procedure is only done when called out in a fault isolation procedure
as one method to find the cause of an externally seen or electronically shown symptom. A
borescope inspection procedure is never done except as a tool of fault isolation. Do not
remove an APU from the aircraft as a result of a borescope inspection. A borescope
inspection is cause for rejection only when the technician has already isolated and identified a
problem. The wear/damage/deterioration seen in the borescope inspection of the power
section is possibly the cause of an externally seen symptom(s).
(1) Table 601C shows the special tools, fixtures and equipment necessary to do the
borescope procedures.
Table 601C. Special Tools, Fixtures and Equipment
Part No.
Optic fiber borescope Commercially available
C. Preparation
WARNING: LET THE APU BECOME COOL BEFORE YOU DO WORK ON OR NEAR IT.
HOT OIL, BLEED AIR AND EXHAUST SYSTEM COMPONENTS CAN
CAUSE INJURY TO PERSONS.
(1) Make sure the APU is cool.
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INSPECTION/CHECK
1. Borescope Inspection of the Power Section
A. General
Do this procedure only when it is referred to by a fault isolation procedure. This is not a
scheduled inspection.
A borescope inspection procedure is only done when called out in a fault isolation procedure as
one method to find the cause of an externally seen or electronically shown symptom. A
borescope inspection procedure is never done except as a tool of fault isolation. Do not remove
an APU from the aircraft as a result of a borescope inspection. A borescope inspection is cause
for rejection only when the technician has already isolated and identified a problem. The
wear/damage/deterioration seen in the borescope inspection of the power section is possibly the
cause of an externally seen symptom(s).
(1) Table 601 shows the special tools, fixtures and equipment necessary to do the
borescope procedures.
Part No.

Optic fiber borescope Commercially available
C. Preparation
TO PERSONS.
(1) Make sure the APU is cool.

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WARNING: DO NOT TOUCH THE IGNITION SYSTEM COMPONENTS (THE IGNITION

EXCITER, THE IGNITER PLUG AND THE IGNITER PLUG LEAD) FOR A
MINIMUM OF 6 MINUTES AFTER THE ELECTRICAL POWER IS REMOVED
FROM THE APU. THE IGNITION EXCITER CAN HOLD AN ELECTRICAL
CHARGE DURING THIS TIME. THIS CAN CAUSE INJURY TO PERSONS AND
DAMAGED CONNECTORS CAN CAUSE EQUIPMENT TO OPERATE
INCORRECTLY.
(2) Disconnect electrical connector P8 from the ignition unit and wait 6 minutes minimum
before you continue the inspection. (Refer to Figure 601.)
CAUTION: MAKE SURE THE APU INTERNAL TEMPERATURE IS NOT MORE THAN 176°F
(80°C) BEFORE THE BORESCOPE INSERTION TUBE IS PUT IN THE APU.
EXCESSIVE HEAT CAN DAMAGE THE BORESCOPE.
(3) Make sure the internal temperature is below 176°F (80°C) before the start of the
inspection.
NOTE: If the APU is above the recommended temperature, begin the inspection at the
compressor rotor, which will not be as hot as the turbine rotor, turbine nozzle
and combustion chamber.
(4) Remove the inlet temperature sensor. Refer to Section 49-60-47.
(5) Remove the igniter plugs. Refer to Section 49-40-33.
(6) Remove the immersion thermocouple. Refer to Section 49-60-45.
D. Inspection and Check Procedures
(1) Examine the APU engine rotation.
(a) Remove two cover plate screws and loosen the third screw in the cover plate on
the forward end of the starter motor. (Refer to Figure 601.)
(b) Move the cover plate to get access to the slot in the forward end of the starter
motor shaft.
(c) Use a blade type screwdriver in the starter motor shaft slot to turn the rotating
group (which includes the compressor and turbine rotors) counterclockwise.
(d) Turn the rotating group and listen for unusual noises and examine for too much
drag in the engine.
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Borescope Inspection
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Borescope Inspection
Figure 601 (Sheet 2)
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(2) Do a borescope inspection of the compressor rotor as follows:
NOTE: Refer to the criteria in Paragraph E.(1) and E.(2), Tolerance Criteria, before the
inspection is started.
(a) Put the insertion tube of the optic fiber borescope through the inlet temperature
sensor port in the inlet duct. (Refer to Figure 601 and Figure 602.)
(b) Guide the borescope insertion tube through the compressor inlet and then to the
compressor rotor blades. (Refer to Figure 601 and Figure 602.)
(c) Adjust the borescope insertion tube to examine the leading and trailing edges of
the compressor rotor blades.
CAUTION: TO PREVENT DAMAGE TO THE BORESCOPE, MAKE SURE THE

INSERTION TUBE IS CLEAR OF THE COMPRESSOR ROTOR BEFORE
TURNING THE ROTATING GROUP.
(d) Turn the rotating group as necessary to examine each compressor rotor blade.
(e) Remove the borescope insertion tube from the APU.
(3) Do a borescope inspection of the turbine rotor, top half of the turbine nozzle and the
combustion chamber.
CAUTION: MAKE SURE THE APU INTERNAL TEMPERATURE IS NOT MORE THAN
176°F (80°C) BEFORE THE BORESCOPE INSERTION TUBE IS PUT IN
THE APU. EXCESSIVE HEAT CAN DAMAGE THE BORESCOPE.
(a) Put the borescope insertion tube through the upper igniter plug port. (Refer to
Figure 601 and Figure 602.)
(b) Adjust the borescope insertion tube to examine the inside of the top half of the
combustion chamber. (Refer to Figure 602.)
(c) Move the borescope insertion tube through the combustion chamber to the
turbine nozzle.
(d) Examine the top half of the turbine nozzle as follows:
1 Examine the leading and trailing edges of all vanes.
2 Examine all of the passages between the vanes for possible trapped
material.
3 Examine the vane edges and surfaces for molten metal.
(e) Move the borescope insertion tube through the vanes of the turbine nozzle to the
turbine rotor.
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INSERTION TUBE IS CLEAR OF THE TURBINE ROTOR BEFORE
(f) Turn the rotating group as necessary to examine the turbine rotor tips.
(g) Remove the borescope insertion tube from the APU.
(4) Do a borescope inspection of the turbine rotor trailing edge.
176°F (80°C) BEFORE THE BORESCOPE INSERTION TUBE IS PUT IN
THE APU. EXCESSIVE HEAT CAN DAMAGE THE BORESCOPE.
(a) Put the borescope insertion tube through the lower igniter plug port. (Refer to
(b) Adjust the borescope insertion tube to examine the inside of the bottom half of the
combustion chamber. (Refer to Figure 602.)

INSERTION TUBE IS CLEAR OF THE TURBINE ROTOR BEFORE
(c) Turn the rotating group as necessary to examine the turbine rotor trailing edges.
(Refer to Figure 606.)
(d) Remove the borescope insertion tube from the APU.

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Borescope Inspection - Schematic

Figure 602
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Inspection of the Compressor Rotor

Figure 603
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(5) Do a borescope inspection on the bottom half of the turbine nozzle and the combustion
chamber.
176°F (80°C) BEFORE THE BORESCOPE INSERTION TUBE IS PUT
INTO THE APU. EXCESSIVE HEAT CAN DAMAGE THE BORESCOPE.
(a) Put the borescope insertion tube through the lower igniter plug port. (Refer to
(b) Adjust the borescope insertion tube to examine the bottom half of the combustion
chamber. (Refer to Figure 602.)
(c) Move the borescope insertion tube through the combustion chamber to the
turbine nozzle.
(d) Examine the bottom half of the turbine nozzle as follows:
― Examine the leading and trailing edges of all vanes.

― Examine all of the passages between the vanes for possible trapped material.
― Examine the vane edges and surfaces for molten metal.
(e) Remove the borescope insertion tube from the APU.
E. Tolerance Criteria
(1) Permitted for continued operation.
(a) Compressor rotor. (Refer to Figure 603.)
― No cracks are found. (Refer to Note 1.)

― Cracks in the leading edge that is equal to or less than 0.25 inch (6.4 mm) in
length. (Refer to Note 2.)
― FOD to leading edge that is equal to or less than 0.25 inch (6.4 mm) in length.
(Refer to Note 2.)
― Leading edge blade is bent less than 15 degrees. (Refer to Note 2.)
― Cracks in the contour that are equal to or less than 0.125 inch (3.18 mm) in
length. (Refer to Note 3.)
― FOD to the contour that is equal to or less than 0.125 inch (3.18 mm). (Refer
to Note 3.)
― No trailing edge FOD is found. (Refer to Note 4.)

― No trailing edge blades are bent. (Refer to Note 4.)
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Inspection of the Combustion Chamber

Figure 604
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(b) Combustion Chamber. (Refer to Figure 604.)
― Deformation of combustion chamber shell is less than 0.125 inch (3.18 mm).
(Refer to Note 1.)
― No cracks are found. (Refer to Note 2.)
― Cracks that connect holes that are equal to or less than 0.060 inch (1.5 mm).
(Refer to Note 3.)
― Cracks that start from holes that are equal to or less than 0.500 inch (12.7
mm). (Refer to Note 5.)
― Cracks along the seam weld on the inner wall that are: (Refer to Note 6.)
― The maximum number of cracks that are not connected on a weld
seam is two.
― The total length of the two cracks is less than 2.5 inches (63.5 mm) or
the total length of all cracks in the remaining weld seams is 1.5 inches
(38.1 mm) or less.
― The distance between two cracks is less than 3.0 inches (76.2 mm).
― A crack that is less than 0.060 inch (1.5 mm) in width.
(c) Turbine Nozzle. (Refer to Figure 605.)
NOTE: The turbine nozzle vanes have a thin protective coating that may have
FOD, cracks, erosion, etc. The rate of deterioration of exposed base
material depends on environments. Turbine nozzles removed with minor
base material exposure can have their vanes repaired an put back into
service.
― Cracks at the vane trailing edge that are: (Refer to Note 1.)
― Cracks that are equal to or less than 1.00 inch (25.40 mm) in length for
the vane trailing edge into the shroud.
― No more than three cracks that go through to the other side of the
material.
― Cracks that go into the shroud contour.
― Cracks that go into the vane platform that is equal to or less than 0.065
inch (1.65 mm).
― Cracks in the vane platform outside diameter that are equal to or less than
0.125 inch (3.2 mm) in length on six adjacent vanes or ten non-adjacent
vanes. (Refer to Note 2.)
― Erosion damage on the leading edge of vanes that is equal to or less than
0.125 inch (3.2 mm) deep. (Refer to Note 3.)
― Erosion or feathering damage on the trailing edge of vanes that is equal to or
less than 0.130 inch (3.3 mm) deep. (Refer to Note 4.)
― Cracks in the trailing edges of vanes that are equal to or less than 0.5 inch
(12.7 mm) in length on six adjacent vanes or ten non-adjacent vanes. (Refer
to Note 5.)
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Inspection of the Turbine Nozzle

Figure 605
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― Cracks in the leading edges of vanes that are equal to or less than 0.125 inch
(3.2 mm) in length on six adjacent vanes or ten non-adjacent vanes. (Refer
to Note 6.)
― Axial cracks on the vanes that are: (Refer to Note 7.)
― Axial cracks in a vane that are not connected and there is no material
loss.
― Cracks are open but do not change the gas stream.
― Cracks are equal to or less than 0.35 inch (8.9 mm) from the trailing
edge of the vane.
― Cracks found in less than 11 vanes. (Refer to Note 11.)
― Cracks in the ring inside diameter that are equal to or less than 0.050 inch
(1.27 mm) in length or are found in less than three places. (Refer to Note 8.)
― Cracks in the ring outside diameter that are equal to or less than 0.05 inch
(1.3 mm) in length or are found in less than three places. (Refer to Note 9.)
― Erosion on the vane platform outside diameter that is equal to or less than
0.05 inch (1.3 mm) in depth or less than three inches (76.2 mm) in length
(circumferential). (Refer to Note 10.)
― Cracks in the vane platform that start from the anti-rotation slots and scallops
that are: (Refer to Note 11.)
― No more than six cracks that go from the vane platform outside
diameter to the inside diameter.
― Cracks that do not go from the vane platform outside diameter to the
inside diameter.
― Erosion on the vane platform that does not go inside of the vane inside
diameter. (Refer to Note 12.)
― Scoring on the shroud contour that is equal to or less than 0.030 inch (0.76
mm) deep. (Refer to Note 13.)
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Inspection of the Turbine Rotor

Figure 606
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(d) Turbine rotor. (Refer to Figure 606.)
NOTE: First stage rotor blades have a thin protective coating that may have
material depends on environments. First stage rotors removed with
minor base material exposure can have their blades repaired and put
back into service.
― No cracks on the turbine rotor blade ends and the hub area.
― Cracks in the turbine rotor blade saddle area that are equal to or less than
0.064 inch (1.6 mm) in width.
― Blades that are bent less than 15 degrees. (Refer to Detail A.)
― Blade tips that are bent less than 90 degrees. (Refer to Detail B.)
― Blade tips with pieces missing that are equal to or less than 0.25 inch (6.3
mm) in depth for each blade. (Refer to Detail C.)
― Cracks in the exducer blade root area that are equal to or less than 0.100
inch (2.54 mm) in length.
(2) No longer serviceable (the APU must be removed for overhaul; components may or may
not be repairable).
(a) Compressor rotor. (Refer to Figure 603.)
― Cracks are found. (Refer to Note 1.)

― Cracks in the leading edge that are more than 0.25 inch (6.4 mm) in length.
(Refer to Note 2.)
― FOD to the leading edge that is more than 0.25 inch (6.4 mm). (Refer to Note
2.)
― The leading edge blade is bent more than 15 degrees. (Refer to Note 2.)
― Cracks in the contour that are more than 0.125 inch (3.18 mm) in length.
(Refer to Note 3.)
― FOD to the contour that is more than 0.125 inch (3.18 mm). (Refer to Note 3.)
― Trailing edge FOD is found. (Refer to Note 4.)
― The trailing edge blades are bent. (Refer to Note 4.)
(b) Combustion chamber. (Refer to Figure 604.)
― Deformation of the combustion chamber shell is more than 0.125 inch (3.18
mm). (Refer to Note 1.)
― Cracks that will allow a piece of material to break off. (Refer to Note 2.)
― Cracks that connect holes that are more than 0.060 inch 1.5 mm in width.
(Refer to Note 3.)
― Cracks in the retaining welds of the igniter plug grommet. (Refer to Note 4.)
― Cracks that start from holes that are more than 0.500 inch (12.7 mm). (Refer
to Note 5.)
― Burn through.
― Cracks along the weld seam on the inner wall that are: (Refer to Note 6.)
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― More than two cracks that are not connected on a weld seam.
― The total length of the two cracks is more than 2.5 inches (63.5 mm).
― The total length of all cracks is more than 1.5 inches (38.1 mm) in the
remaining weld seams.
― The distance between two cracks is more than 3.0 inches (76.2 mm).
― A crack that is more than 0.060 inch (1.5 mm) in width.
(c) Turbine nozzle. (Refer to Figure 605.)
NOTE: The turbine nozzle vanes have a thin protective coating that may have
material depends on environments.
― Cracks at the vane training edge that are visually open or have a hole through
which a light can pass. (Refer to Note 1.)
― Cracks that connect.
― Cracks that are circumferential (must be at least 20 degrees from
circumferential).
― Cracks that are more than 0.125 inch (3.2 mm) in length on six adjacent
vanes or ten non-adjacent vanes. (Refer to Note 2.)
― Erosion on the leading edge of the vanes that is more than 0.125 inch (3.2
mm) deep. (Refer to Note 3.)
― Erosion or feathering damage on the trailing edges of the vanes that is more
than 0.130 inch (3.3 mm) deep. (Refer to Note 4.)
― Cracks on the trailing edges of the vanes that are more than 0.5 inch (12.7
mm) in length on six adjacent vanes or ten non-adjacent vanes. (Refer to
Note 5.)
― Cracks on the leading edges of the vanes that are more than 0.125 inch (3.2
mm) in length on six adjacent vanes or ten non-adjacent vanes. (Refer to
Note 6.)
― Axial cracks on the vanes that are: (Refer to Note 7.)
― Axial cracks in a vane that have connected and there is material loss.
― Cracks that are open that change the gas stream.
― Cracks that are more than 0.35 inch (8.9 mm) from the trailing edge of
the vane.
― Cracks found in more than 11 vanes. (Refer to Note 11.)
― Cracks in the ring inside diameter that are more than 0.050 inch (1.27 mm) in
length or are found in more than three places. (Refer to Note 8.)
― Cracks in the ring outside diameter that are more than 0.050 inch (1.27 mm)
in length or are found in more than three places. (Refer to Note 9.)
― Erosion on the vane platform outside diameter that is more than 0.050 inch
(1.27 mm) deep or more than 3.0 inches (76.2 mm) in length (circumferential).
(Refer to Note 10.)
― Cracks on the vane platform that start from the anti-rotation slots and scallops
that are: (Refer to Note 11.)
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― More than six cracks that go from the vane platform outside diameter to
the inside diameter.
― Erosion on the vane platform that goes inside of the vane inside diameter.
(Refer to Note 12.)
― Scoring on the shroud contour that is more than 0.030 inch (0.76 mm) deep.
(Refer to Note 13.)
(d) Turbine rotor. (Refer to Figure 606.)
NOTE: The rotor blades have a thin protective coating that may have FOD,
cracks, erosion, etc. The rate of deterioration of exposed base material
depends on environments. Rotors removed with minor base material
exposure can have their blades repaired and put back into service.
― Cracks on the turbine rotor blade ends and the hub area.
― Cracks in the turbine rotor saddle area that are more than 0.064 inch (1.6
mm) in width.
― Blades that are bent more than 15 degrees. (Refer to Detail A.)
― Blade tips that are bent more than 90 degrees. (Refer to Detail B.)
― Blade tips with missing pieces that are more than 0.25 inch (6.3 mm) in depth
for each blade. (Refer to Detail C.)
― Cracks in the exducer blade root area that are more than 0.100 inch (2.54
mm) in length.
F. Follow On
(1) If necessary, remove the APU.
(2) If APU removal is not necessary, do the steps that follow:
(a) Install the inlet temperature sensor. Refer to Section 49-60-47.
(b) Install the igniter plugs. Refer to Section 49-40-33.
(c) Install the immersion thermocouple. Refer to Section 49-60-45.
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GEARBOX - MAINTENANCE PRACTICES
1. Removal/Installation
A. Partially disassemble the accessory drive gearbox assembly. (Refer to Figure 201.)
(1) Remove bolts (10), washers (15) and seal carrier (5) from gearbox assembly (85).
(2) Use PN 291964-2 seal installation and removal driver and an arbor press to push seal
assembly (25) from seal carrier (5).
(3) Remove packing (20) from seal carrier (5).
(4) Use PN 298239-1 torque wrench adapter and PN 831100-1 spur gearshaft torque holder
to remove round nut (65) and seal rotor (70).
(5) Discard round nut (65).
(6) Discard seal rotor (70).
B. Assemble the accessory drive gearbox assembly. (Refer to Figure 201).
(1) Install seal rotor (70) and round nut (65) on gearbox assembly (85).
NOTE: Make sure the highly polished sealing surface of seal rotor (70) is pointed to round nut
(65).
(2) Use PN 298239-1 torque wrench adapter and PN 831100-1 spur gearshaft torque holder
to torque nut (65) to 300 in-lb (33.9 Nm).
WARNING: DO NOT LET LUBRICATING OIL TOUCH YOUR EYES OR STAY ON YOUR
SKIN. DO NOT BREATHE THE FUMES RELEASED FROM IT. LUBRICATING
OIL IS DANGEROUS TO YOUR EYES, SKIN AND LUNGS. IT CAN CAUSE
INJURY TO PERSONS.
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Removal/Installation of the Accessory Drive Gearbox Assembly

Figure 201
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KEY TO FIGURE 201

5. SEAL CARRIER (IPC 30. GENERATOR ADAPTER
SECTION 49-26-00, FIG. 2)
10. BOLT 65. ROUND NUT
15. WASHER 70. SEAL ROTOR
20. PACKING 85. GEARBOX ASSY
25. SEAL ASSY
(3) Measure seal rotor (70) runout as follows:
(a) Use a runout gage and measure the runout at the face of seal rotor (70).
(b) The runout of the face of seal rotor (70) must not be more than 0.0002 inch (0.005
mm).
(c) If the runout is more than 0.0002 inch (0.005 mm), loosen round nut (65) and turn
seal rotor (70).
(d) Use PN 298239-1 torque wrench adapter to torque round nut (65) to 300 in-lb
(33.9 Nm).
(e) Use a runout gage and measure the runout at the face of seal rotor (70).
(f) If runout is more than 0.0002 inch (0.005 mm), replace round nut (65) or seal
rotor (70).
(g) Do Steps (a) through (f) again.
(4) Stake the rim of round nut (65) into the grooves of spur generator gearshaft.
(5) Install seal assembly (25) as follows:
(a) Install packing (20) on seal carrier (5).
(b) Apply adhesive cement (Glyptal 1276) to the outer diameter of seal assembly (25)
and to the mating surface of seal carrier (5).
(c) Use PN 291964-2 seal installation and removal driver to install seal assembly (25)
in seal carrier (5).
(d) Let adhesive cement (Glyptal 1276) dry for 5 minutes.
(e) Install assembled components (5, 20, 25) in generator adapter (30) and attach
with bolts (10) and washers (15).
(f) Torque bolts (10) to 40 in-lb (4.5 Nm).
(6) Do a leak check on the seal assembly as follows:
(a) Install PN 831015-1 leak check plate and air manifold fixture on gearbox
assembly (85).
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(b) Use a regulated air supply with a shutoff valve and supply 20 PSIG (138 kPa)
pressure to gearbox assembly (85).
(c) Shut off the air supply and examine for a decrease in pressure.
(d) The pressure must not decrease more than 0.5 PSIG (3.4 kPa) each minute.
(e) If the pressure decreases more than 0.5 PSIG (3.4 kPa), examine and replace as
necessary, seal assembly (25) and/or seal rotor (70).
1 Do Steps (b) through (d) again.
(f) If the pressure meets the specified limits, remove PN 831015-1 leak check plate
and air manifold fixture from the gearbox assembly (85).
(g) If the pressure still does not meet requirements return the APU to a service center
for repair.
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WIRING HARNESS - MAINTENANCE PRACTICES
A. Remove the wiring harness. (Refer to Figure 201, Sheets 1 and 2.)
TO PERSONS.
(1) Disconnect APU wiring harness connector from the aircraft wiring harness.
(2) Remove nuts (15, 40, 65, 90), bolts (20, 30, 45, 55, 70, 80, 95), brackets (25, 50, 75,
100) and clamps (10, 35, 60, 85, 105).
INCORRECTLY.
(3) Disconnect all electrical connectors and remove wiring harness (5) from the APU.
B. Install the wiring harness. (Refer to Figure 201, Sheets 1 and 2.)
(1) Put the wiring harness (5) in position on the APU.
CONNECTORS CAN CAUSE THE EQUIPMENT AND/OR SYSTEMS TO
OPERATE INCORRECTLY.
(2) Connect all electrical connectors, except APU wiring harness connector to aircraft wiring
harness.
(3) Install clamps (10, 35, 60, 85, 105), bolts (20, 30, 45, 55, 70, 80, 95), brackets (25, 50,
75, 100) and nuts (15, 40, 65, 90).
(4) Torque bolts (20, 30, 45, 55, 70, 80, 95) to 40 in-lb (4.5 Nm).
(5) Connect APU wiring harness connector to aircraft wiring harness.

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Removal/Installation of the Wiring Harness

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KEY TO FIGURE 201 (SHEET 1)

5. WIRING HARNESS 45. BOLT
10. CLAMP 50. BRACKET
15. NUT 55. BOLT
30. BOLT 60. CLAMP
40. NUT 65. NUT
80. BOLT
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Removal/Installation of the Wiring Harness

Figure 201 (Sheet 2)
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KEY TO FIGURE 201 (SHEET 2)

15. NUT 70. BOLT
20. BOLT 75. BRACKET
25. BRACKET 85. CLAMP
35. CLAMP 90. NUT
55. BOLT 95. BOLT
60. CLAMP 100. BRACKET
105. CLAMP
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2. Check/Test
A. Do an installation test as follows.
OPERATE THE APU:
AIR INLET.
(2) Start and operate the APU at a no-load governed speed for two minutes.
(3) Make sure the APU starts correctly.
(5) Examine the engine indicating and crew alerting system (EICAS) APU page and the
maintenance panel.
(6) If faults are shown, refer to Fault Isolation Section 49-20-00.

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ENGINE FUEL AND CONTROL SECTION

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1. General
The function of the engine fuel and control (EFC) system is to supply the correct quantity of clean fuel
to the combustion chamber of the auxiliary power unit (APU), at all specified altitudes, temperatures,
loads, and other conditions required to start and operate the APU. The EFC system provides a timed
acceleration approach to the fuel control in accordance with a scheduled sequence in the electronic
control unit (ECU) to cause light-off and satisfactory auxiliary power unit (APU) acceleration at
altitudes up to 20,000 feet (6098 m).
The EFC system:
Supplies the correct quantity of fuel flow,
Keeps the correct pressure necessary for smooth engine acceleration,
Keeps the APU constant at 100 percent RPM when unloaded and at different load conditions,
Supplies filtered fuel to the fuel system.
2. Description
The EFC system has:
- Fuel control assembly,
- Fuel filter element,
- Fuel solenoid tube,
- Solenoid valve,
- Fuel flow divider supply tube,
- Flow divider valve assembly,
- Primary fuel manifold,
- Secondary fuel manifold,
- Fuel nozzle assemblies.
The fuel control assembly is controlled electronically by the ECU. The fuel control assembly
automatically controls fuel supply to the APU as a function of time, speed, APU exhaust gas
temperature (EGT) and pressure altitude (APU inlet pressure).
The fuel filter element is a non-cleanable, 10-micron, disposable type filter made of stainless steel
woven wire mesh.
The fuel solenoid tube is a preformed, stainless steel fuel supply tube with a compression nut on each
end. The fuel solenoid tube connects between the fuel control assembly and the solenoid valve.
The solenoid valve is a two-way, inline fuel shutoff valve installed upstream of the flow divider valve
assembly.
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Engine Fuel and Control (EFC) System

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The fuel flow divider supply tube is a preformed, stainless steel fuel supply tube with a compression
nut on each end. The fuel flow divider supply tube connects between the solenoid valve and the flow
divider valve assembly and is supported by one bracket and clamp.
The flow divider valve assembly connects to the fuel flow divider supply tube and to the primary and
secondary fuel manifolds. The flow divider valve assembly regulates the fuel flow into the primary and
secondary fuel manifolds dependent on the fuel inlet pressure. It is attached to the surge valve
bracket, which is attached to the APU.
The primary and secondary fuel manifolds are preformed corrosion-resistant steel tubes. The fuel
manifolds connect between the flow divider valve assembly and the fuel nozzles.
There are six fuel nozzles, three on the primary fuel manifold and three on the secondary fuel
manifold. The primary and secondary fuel nozzles are mounted on the combustor plenum/housing.
3. Operation
The fuel control assembly receives fuel from the aircraft boost pump. After the fuel passes through a
10-micron fuel filter element, it flows to the high pressure pump. An internal rotary pump assembly
drives the fuel gear pump at a speed of 2066 RPM (100 percent). The pump relief valve keeps the
discharge pressure limited to 850 PSI (5861 kPa). After the high pressure pump, the fuel passes
through a steel strainer and then to the torque motor (T/M) cavity.
At the torque motor the fuel is divided and goes to the torque motor-metering valve and to the
differential pressure valve.
The differential pressure valve keeps the torque motor-metering valve differential pressure between
20 and 30 PSIG (138 to 207 kPa). If the differential pressure increases to more than 30 PSIG (207
kPa), the differential pressure valve will open and let fuel bypass to the pump inlet.
The torque motor-metering valve has interfaces with the ECU and the differential pressure valve. The
ECU sends signals that put the torque motor-metering valve into the applicable position and the
differential pressure valve adjusts the pressure across the metering valve.
The fuel filter element supplies contamination free fuel to the high pressure pump, all subsequent fuel
control assembly and fuel system components and the combustion chamber.
The fuel solenoid tube carries fuel from the fuel control assembly to the solenoid valve.
The solenoid valve opens with 28 VDC input from the electronic control unit (ECU) and stays open
until power is removed by the ECU. It starts and stops the flow of fuel into the fuel flow divider supply
tube.
The fuel flow divider supply tube carries the fuel from the solenoid valve to the flow divider valve assembly.
Metered fuel from the fuel control assembly passes through the flow divider valve assembly to the primary
and secondary fuel manifolds. At fuel pressure below 30 PSIG (207 kPa) fuel flows to the primary fuel
manifold only. As fuel pressure increases to more than 30 PSIG (207 kPa) a spring loaded check valve in
the flow divider valve assembly is unseated and fuel flows to both manifolds.
The primary and secondary fuel manifolds supply the fuel evenly to the six fuel nozzles.
The six fuel nozzles spray the fuel into the combustion chamber. The three primary fuel nozzles spray fuel
anytime the APU is in operation. The secondary fuel nozzles spray fuel after fuel system pressure is more
than 30 PSIG (207 kPa).
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Engine Fuel and Control (EFC) System

Figure 1 (Sheet 2)
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Fuel System Schematic

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Fuel System Schematic

Figure 2 (Sheet 2)
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FUEL NOZZLES - MAINTENANCE PRACTICES
NOTE: The component maintenance manual for the fuel nozzles is ATA No. 49-31-21.
(1) Table 201 shows the materials and compounds necessary to do the removal/installation
procedures.

Compound, anti-seize (C5-A Copper Based) Henkle Loctite Corp.,
1001 Trout Brook Crossing,
Rocky Hill, CT 06067
Phone: 860-571-5100
Fax: 860-571-5294
www.loctite.com
removal/installation procedures.
Part No.

Container (1 quart (1 liter)) Commercially available
C. Remove the fuel nozzles. (Refer to Figure 201.)
NOTE: All fuel nozzles must be removed and replaced at the same time.
TO PERSONS.
(1) Remove the APU.

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Removal/Installation of the Fuel Nozzles

Figure 201
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KEY TO FIGURE 201

-5. POWER SECTION ASSEMBLY
10. PRIMARY FUEL NOZZLE ASSEMBLY 30. BOLT
15. SECONDARY FUEL NOZZLE ASSEMBLY 35. WASHER
20. RETAINING PIN 40. NOZZLE SEAL PLATE
25. LOCKING PLATE 45. FUEL ATOMIZER SHROUD
-ITEM NOT ILLUSTRATED
(2) Put the container below fuel nozzles (10, 15) to collect fuel leakage.
(3) Remove the three primary fuel nozzles as follows:
NOTE: The primary fuel nozzles are located at the 1, 5 and 9 o'clock positions (aft
looking forward).
WARNING: OBEY THE PRECAUTIONS THAT FOLLOW WHEN YOU DO WORK WITH
OR NEAR FUEL:
- DO NOT LET FUEL GET IN YOUR EYES OR TOUCH YOUR SKIN.
FUEL IS POISONOUS AND CAN GO INTO YOUR BODY THROUGH
YOUR SKIN. THIS CAN CAUSE INJURY TO YOU.
(a) Disconnect power section assembly (5) from primary fuel nozzle (10).
(b) Remove retaining pins (20) from bolts (30).
(c) Remove locking plate (25) from bolts (30).
(d) Remove bolts (30) and washers (35) from primary fuel nozzle (10).
(e) Remove primary fuel nozzle (10), nozzle seal plate (40) and fuel atomizer shroud
(45) from turbine housing.
(f) Remove fuel atomizer shroud (45) and nozzle seal plate (40) from primary fuel
nozzle (10).
(4) Remove the three secondary fuel nozzles as follows:
NOTE: The secondary fuel nozzles are located at the 3, 7 and 11 o'clock positions (aft
looking forward).
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OR NEAR FUEL:
(a) Disconnect power section assembly (5) from secondary fuel nozzles (15).
(b) Remove retaining pins (20) from bolts (30).
(c) Remove locking plate (25) from bolts (30).
(d) Remove bolts (30) and washers (35) from secondary fuel nozzle (15).
(e) Remove secondary fuel nozzle (15), nozzle seal plate (40) and fuel atomizer
shroud (45) from turbine housing.
(f) Remove fuel atomizer shroud (45) and nozzle seal plate (40) from secondary fuel
nozzle (15).
D. Install the fuel nozzles. (Refer to Figure 201.)
NOTE: All fuel nozzles must be removed and replaced at the same time.
(1) Install the three primary fuel nozzles as follows:
NOTE: The primary fuel nozzles are located at the 1, 5 and 9 o'clock positions (aft
looking forward).
(a) Assemble fuel atomizer shroud (45) and nozzle seal plate (40) on primary fuel
nozzle (10) and push together to move the alignment pin into the alignment hole.
NOTE: Make sure the alignment hole in fuel atomizer shroud (45) is aligned with
the alignment pin in primary fuel nozzle (10).
WARNING: OBEY THE PRECAUTIONS THAT FOLLOW WHEN YOU USE

CHEMICALS:
- DO THE WORK IN AN AREA THAT HAS A GOOD FLOW OF CLEAN
AIR.
SURFACES. CHEMICALS ARE FLAMMABLE AND CAN CAUSE DEATH
OR INJURY.
(b) Apply anti-seize compound to threads of bolts (30).

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OR NEAR FUEL:
(c) Install assembled nozzle seal plate (40), fuel atomizer shroud (45) and primary
fuel nozzle (10) in turbine housing and attach with bolts (30) and washers (35).
(d) Torque bolts (30) to 40 in-lb (4.5 Nm).
(e) Install locking plate (25) on bolts (30).
(f) Install retaining pins (20) in bolts (30).
(g) Connect power section assembly (5) to primary fuel nozzles (10).
(h) Torque primary fuel nozzle (10) B-nuts to 70 in-lb (7.91 Nm).
(2) Install the three secondary fuel nozzles as follows:
NOTE: The secondary fuel nozzles are located at the 3, 7 and 11 o'clock positions (aft
looking forward).
(a) Assemble fuel atomizer shroud (45) and nozzle seal plate (40) on secondary fuel
nozzle (15) and push together to move the alignment pin into the alignment hole.
NOTE: Make sure the alignment hole in fuel atomizer shroud (45) is aligned with
the alignment pin in secondary fuel nozzle (15).
WARNING: OBEY THE PRECAUTIONS THAT FOLLOW WHEN YOU USE

CHEMICALS:
- DO THE WORK IN AN AREA THAT HAS A GOOD FLOW OF CLEAN
AIR.
SURFACES. CHEMICALS ARE FLAMMABLE AND CAN CAUSE DEATH
OR INJURY.
(b) Apply anti-seize compound to threads of bolts (30).

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OR NEAR FUEL:
(c) Install assembled nozzle seal plate (40), fuel atomizer shroud (45) and secondary
fuel nozzle (15) in turbine housing and attach with bolts (30) and washers (35).
(d) Torque bolts (30) to 40 in-lb (4.5 Nm).
(e) Install locking plate (25) on bolts (30).
(f) Install retaining pins (20) in bolts (30).
(g) Connect power section assembly (5) to secondary fuel nozzles (15).
(h) Torque secondary fuel nozzle (15) B-nuts to 70 in-lb (7.91 Nm).
(3) Remove the container and clean all fuel leakage.
(4) Install the APU.
2. Check/Test
A. Do an installation test as follows:
OPERATE THE APU:
AIR INLET.
WARNING: BE CAREFUL WHEN YOU DO WORK ON THE APU WHEN IT OPERATES WITH
THE APU ACCESS PANEL OPEN. THE APU HAS HOT SURFACES AND
MAKES A LOUD NOISE. HOT SURFACES AND LOUD NOISES CAN CAUSE
INJURY TO PERSONS.
(3) Do a visual check for fuel leaks around the fuel nozzles. No fuel leaks are permitted.
(5) If leakage is found, repair as necessary.

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maintenance panel.

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FUEL CONTROL ASSEMBLY - MAINTENANCE PRACTICES
NOTE: The component maintenance manual for the fuel control assembly is ATA No. 49-31-27.
A. Special Tools, Fixtures and Equipment
Part No.

B. Remove the fuel control assembly. (Refer to Figure 201.)
TO PERSONS.
NEAR FUEL:
(1) Put the container below fuel control assembly (5) to collect fuel leakage.
INCORRECTLY.
(2) Disconnect electrical connector P12 from fuel control assembly (5).
CAUTION: USE TWO WRENCHES WHEN YOU REMOVE/TORQUE THE HOSES/TUBES.

USE ONE WRENCH TO HOLD THE FITTING, AND THE OTHER WRENCH TO
LOOSEN/TORQUE THE COUPLING NUT. IF YOU DO NOT DO THIS, YOU CAN
CAUSE DAMAGE TO THE COMPONENTS.
(3) Disconnect fuel inlet hose (10) from fuel control assembly (5).
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Removal/Installation of the Fuel Control Assembly

Figure 201
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KEY TO FIGURE 201

5. FUEL CONTROL 30. SPLINED SHAFT
ASSEMBLY
10. FUEL INLET HOSE 35. SPRING
15. FUEL CONTROL ASSY 40. PACKNG
DRAIN LINE
20. FUEL SOLENOID TUBE 45. UNION
25. COUPLING 50. PACKING
55. SPACER

(4) Disconnect fuel control assembly drain line (15) from fuel control assembly (5).

(5) Disconnect fuel solenoid tube (20) from union (45).
(6) Hold fuel control assembly (5) and remove coupling (25).
(7) Carefully remove fuel control assembly (5) with splined shaft (30) from the gearbox to
prevent damage to splined shaft (30).
NOTE: Spring (35) and spacer (55) will usually stay in the gearbox.
(8) Remove splined shaft (30) from fuel control assembly (5).
(9) Remove packing (40) from fuel control assembly (5).
(10) Discard packing (40).
(11) If fuel control assembly (5) must be replaced, remove the parts that follow:
(a) Remove union (45) and packing (50).
(b) Discard packing (50).
C. Install the fuel control assembly. (Refer to Figure 201.)
(1) If fuel control assembly (5) must be replaced, install the parts that follow:
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OR NEAR FUEL:
(a) Lubricate new packing (50) with the same fuel used in the system.
(b) Install packing (50) and union (45) in fuel control assembly (5).
(c) Torque union (45) to 70 in-lb (7.91 Nm).
NEAR FUEL:
(2) Lubricate packing (40) with the same fuel used in the system.
(3) Install packing (40) on fuel control assembly (5).
(4) Install splined shaft (30) in fuel control assembly (5).
(5) Make sure spring (35) and spacer (55) are in the gearbox.
(6) Carefully position fuel control assembly (5) on the gearbox and make sure the flange of
fuel control assembly (5) aligns with the pin on the gearbox and splined shaft (30)
engages the spring (35) and spacer (55) in the gearbox.
(7) Attach fuel control assembly (5) with coupling (25).
(8) Torque the nut on coupling (25) to 20 in-lb (2.26 Nm).
(9) Connect fuel solenoid tube (20) to union (45).

(10) Torque fuel solenoid tube (20) B-nut to 120 in-lb (13.56 Nm).
(11) Connect fuel control assembly drain line (15) to fuel control assembly (5).
(12) Connect fuel inlet hose (10) to fuel control assembly (5).
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(13) Connect electrical connector P12 to fuel control assembly (5).
2. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Do a visual check for fuel leaks around the fuel control assembly. No fuel leaks are
permitted.
maintenance panel.

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FUEL SOLENOID TUBE - MAINTENANCE PRACTICES
Part No.

B. Remove the fuel solenoid tube. (Refer to Figure 201.)
TO PERSONS.
(1) Remove nut (20) and bolt (15) from clamp (10).
(2) Remove clamp (10) from fuel solenoid tube (5).
(3) Remove nut (35), bolt (25) and spacer (30) from clamp (10).
(4) Remove clamp (10) from fuel solenoid tube (5).
(5) Place the container below fuel solenoid tube (5) to collect fuel leakage.
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NEAR FUEL:

(6) Disconnect fuel solenoid tube (5) from the fuel control assembly.
(7) Disconnect fuel solenoid tube (5) from the solenoid valve and remove fuel solenoid tube
(5).
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Removal/Installation of the Fuel Solenoid Tube

Figure 201
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KEY TO FIGURE 201

5. FUEL SOLENOID TUBE 25. BOLT
10. CLAMP 30. SPACER
15. BOLT 35. NUT
20. NUT
C. Install the fuel solenoid tube. (Refer to Figure 201.)
(1) Connect fuel solenoid tube (5) to the solenoid valve.
(2) Connect fuel solenoid tube (5) to the fuel control assembly.

(3) Torque both B-nuts on fuel solenoid tube (5) to 120 in-lb (13.6 Nm).
(4) Install clamp (10) on fuel solenoid tube (5).
(5) Attach the clamp (10) and fuel solenoid tube (5) to the bracket with bolt (15) and nut (20).
(6) Install clamp (10) on fuel solenoid tube (5).
(7) Attach clamp (10) and spacer (30) to the wiring harness clamp with bolt (25) and nut
(35).
(8) Torque the bolts (15, 25) to 40 in-lb (4.5 Nm).
2. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Do a visual check for fuel leaks around the fuel solenoid tube. No fuel leaks are
permitted.
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maintenance panel.

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SOLENOID VALVE - MAINTENANCE PRACTICES
NOTE: The component maintenance manual for the solenoid valve is ATA No. 49-30-67.
Part No.

B. Remove the solenoid valve. (Refer to Figure 201.)

TO PERSONS.
(1) Put the container below solenoid valve (5) to collect fuel leakage.
INCORRECTLY.
(2) Disconnect electrical connector P5 from solenoid valve (5).
NEAR FUEL:

(3) Disconnect fuel solenoid tube (10) from solenoid valve (5).
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Removal/Installation of the Solenoid Valve

Figure 201
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KEY TO FIGURE 201

5. SOLENOID VALVE 35. PACKING
10. FUEL SOLENOID TUBE 40. UNION
15. FUEL FLOW DIVIDER 45. PACKING
SUPPLY TUBE
20. BOLT 50. CLAMP
25. BOLT 55. GEARBOX TO EJECTOR
TUBE ASSY
30. UNION
(4) Disconnect fuel flow divider supply tube (15) from solenoid valve (5).
(5) Remove bolts (20, 25) from solenoid valve (5) and remove solenoid valve (5).
(6) If solenoid valve (5) must be replaced, remove the parts that follow:
(a) Remove union (30) with packing (35) from old solenoid valve (5).
(c) Remove union (40) with packing (45) from old solenoid valve (5).
(d) Discard packing (45).
C. Install the solenoid valve. (Refer to Figure 201.)
(1) If solenoid valve (5) must be replaced, install the parts that follow:
OR NEAR FUEL:
(a) Lubricate new packing (45) with fuel used in the system.
(b) Install new packing (45) on union (40).
(c) Install union (40) in new solenoid valve (5).
(d) Torque union (40) to 100 in-lb (11.3 Nm).
(e) Lubricate new packing (35) with fuel used in the system.
(f) Install new packing (35) on union (30).
(g) Install union (30) in solenoid valve (5).

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(h) Torque union (30) to 100 in-lb (11.3 Nm).
(2) Put solenoid valve (5) in position on the APU and attach with bolts (20, 25).
NOTE: Make sure that clamp (50) is attached to gearbox to ejector tube assembly (55)
and aligned with the aft mount hole of solenoid valve (5) before bolt (25) is
installed.
(3) Torque bolts (20, 25) to 40 in-lb (4.5 Nm).
(4) Connect fuel flow divider supply tube (15) to solenoid valve (5).

(5) Torque fuel flow divider supply tube (15) B-nut to 120 in-lb (13.6 Nm).
(6) Connect fuel solenoid tube (10) to solenoid valve (5).

(7) Torque fuel solenoid tube (10) B-nut to 120 in-lb (13.6 Nm).
INCORRECTLY.
(8) Connect electrical connector P5 to solenoid valve (5).
(9) Remove container and clean all fuel leakage.
2. Check/Test
OPERATE THE APU:
AIR INLET.
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INJURY TO PERSONS.
(3) Do a visual check for fuel leaks around the solenoid valve. No fuel leaks are permitted.
maintenance panel.

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FUEL FILTER - MAINTENANCE PRACTICES
Part No.

B. Remove the fuel filter. (Refer to Figure 201.)
TO PERSONS.
(1) Put the container below the fuel filter cover (10) to collect fuel leakage.
NEAR FUEL:
(2) Loosen bolts (15).
(3) Turn cover (10) counterclockwise to remove.
(4) Remove cover (10) with packing (20) from the fuel control assembly.
(6) Remove fuel filter (35) with packing (30).
(7) Discard fuel filter (35) and packing (30).

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Removal/Installation of the Fuel Filter

Figure 201
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KEY TO FIGURE 201

10. FILTER COVER 25. FILTER ASSEMBLY
15. BOLT 30. PACKING
20. PACKING 35. FILTER
C. Install the fuel filter. (Refer to Figure 201.)
NEAR FUEL:
(1) Make sure there is no contamination in cover (10).
(2) Lubricate new packing (30) with the same fuel used in the system.
(3) Install new packing (30) on new fuel filter (35).
(4) Install new fuel filter (35) in the fuel control assembly.
(5) Lubricate new packing (20) with the same fuel used in the system.
(6) Install new packing (20) on cover (10).
(7) Install cover (10) on the fuel control assembly and turn clockwise to engage bolts (15).
(8) Torque bolts (15) to 28.4 to 29.7 in-lb (3.21 to 3.36 Nm).
2. Check/Test
OPERATE THE APU:
AIR INLET.
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INJURY TO PERSONS.
(3) Do a visual check for fuel leaks around the fuel filter. No fuel leaks are permitted.
maintenance panel.

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FLOW DIVIDER VALVE ASSEMBLY - MAINTENANCE PRACTICES
procedures.

Lockwire (MS20995C32) Commercially available
Part No.

C. Remove the flow divider valve assembly. (Refer to Figure 201.)
TO PERSONS.
(1) Put the container below flow divider valve assembly (15) to collect fuel leakage.
(2) Remove coupling (5) and surge exhaust duct (10) from the surge control valve.
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Removal/Installation of the Fuel Flow Divider Valve Assembly

Figure 201
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KEY TO FIGURE 201

5. COUPLING 30. SECONDARY FUEL
MANIFOLD
10. SURGE EXHAUST DUCT 35. BOLT
15. FLOW DIVIDER VALVE 40. BOLT
ASSEMBLY
20. PRIMARY FUEL MANIFOLD 45. SPACER
25. FUEL FLOW DIVIDER 50. BRACKET
SUPPLY TUBE
55. CLAMP
NEAR FUEL:
(3) Disconnect primary fuel manifold (20) from flow divider valve assembly (15).
(4) Disconnect fuel flow divider supply tube (25) from flow divider valve assembly (15).
(5) Disconnect secondary fuel manifold (30) from flow divider valve assembly (15).
WARNING: USE EYE PROTECTION WHEN YOU CUT THE LOCKWIRE. WHEN YOU CUT
THE LOCKWIRE, PIECES THAT BREAK OFF CAN HIT YOUR EYES AND
CAUSE INJURY.
CAUTION: DO NOT USE LOCKWIRE AGAIN AFTER REMOVAL. USED LOCKWIRE CAN
BREAK IF YOU APPLY TOO MUCH FORCE TO IT. THIS CAN CAUSE DAMAGE
TO THE EQUIPMENT.
(6) Cut and remove the lockwire from bolt (40).
(7) Remove bolts (35, 40), spacer (45), clamp (55) and flow divider valve assembly (15) from
bracket (50) and the engine-mounted bracket.
NOTE: Bracket (50) stays attached to the surge control valve.
Clamp (55) stays attached to the igniter plug lead.
D. Install the flow divider valve assembly. (Refer to Figure 201.)

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NEAR FUEL:
(1) Install bracket (50) and flow divider valve assembly (15) on the engine-mounted bracket
and attach with bolt (35).
(2) Install clamp (55) on flow divider valve assembly (15) and attach with spacer (45) and
bolt (40).
CAUTION: MAKE SURE THAT YOU USE THE CORRECT TYPE AND DIMENSION OF
LOCKWIRE FOR YOUR SPECIFIED USE. IF YOU DO NOT DO THIS, THE
LOCKWIRE CAN BREAK AND CAUSE DAMAGE TO THE EQUIPMENT.
(4) Safety bolt (40) with lockwire, per SAE-AS567.
(5) Connect primary fuel manifold (20) to flow divider valve assembly (5).
(6) Connect fuel flow divider supply tube (25) to flow divider valve assembly (5).
(7) Connect secondary fuel manifold (30) to flow divider valve assembly (5).
(8) Torque B-nuts of primary fuel manifold (20) and secondary fuel manifold (30) to 70 in-lb
(7.91 Nm).
(9) Torque fuel flow divider supply tube (25) to 120 in-lb (13.6 Nm).
(10) Install surge exhaust duct (10) on the surge control valve and attach with coupling (5).
NOTE: Make sure the open end of the surge exhaust duct is aligned at the 6 o’clock
position to let the flow of air into the ejector exhaust.
(11) Torque coupling (5) nut to 15 in-lb (1.7 Nm).
2. Check/Test
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OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Do a visual check for fuel leaks around the flow divider valve assembly. No fuel leaks
are permitted.
maintenance panel.

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FUEL FLOW DIVIDER SUPPLY TUBE - MAINTENANCE PRACTICES
Part No.

Container (1 quart (1 liter)) Commercially
B. Remove the fuel flow divider supply tube. (Refer to Figure 201.)
TO PERSONS.
(1) Put the container below fuel flow divider supply tube (5) to collect fuel leakage.
(2) Remove bolt (15).
(3) Remove clamp (10) from fuel flow divider supply tube (5).
NEAR FUEL:

(4) Disconnect fuel flow divider supply tube (5) from the solenoid valve.
(5) Disconnect fuel flow divider supply tube (5) from the flow divider valve assembly and
remove fuel flow divider supply tube (5).
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Removal/Installation of the Fuel Flow Divider Supply Tube

Figure 201
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KEY TO FIGURE 201

5. FUEL FLOW DIVIDER 15. BOLT
SUPPLY TUBE
10. CLAMP
C. Install the fuel flow divider supply tube. (Refer to Figure 201.)
NEAR FUEL:
(1) Attach fuel flow divider supply tube (5) to the flow divider valve assembly.
(2) Attach fuel flow divider supply tube (5) to the solenoid valve.

(3) Torque both fuel flow divider supply tube (5) B-nuts to 120 in-lb (13.6 Nm).
(4) Install clamp (10) on fuel flow divider supply tube (5) and attach to the APU with bolt (15).
(5) Torque bolt (10) to 40 in-lb (4.5 Nm).
2. Check/Test
OPERATE THE APU:
AIR INLET.
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INJURY TO PERSONS.
(3) Do a visual check for fuel leaks around the fuel flow divider supply tube. No fuel leaks
are permitted.
maintenance panel.

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PRIMARY FUEL MANIFOLD - MAINTENANCE PRACTICES
Part No.

B. Remove the primary fuel manifold. (Refer to Figure 201.)
TO PERSONS.
(1) Remove the APU.
(2) Put the container below the four primary fuel manifold connection points to collect fuel
leakage.
(3) Remove nut (15), bolt (20) and clamp (10) from primary fuel manifold (5).
(4) Remove nut (30), bolt (35) and clamp (25) from primary fuel manifold (5).
NEAR FUEL:
(5) Disconnect primary fuel manifold (5) from the flow divider valve assembly.
(6) Disconnect primary fuel manifold (5) from the primary fuel nozzles (3 places) and remove
primary fuel manifold (5).
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Removal/Installation of the Primary Fuel Manifold

Figure 201
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KEY TO FIGURE 201

5. PRIMARY FUEL MANIFOLD 25. CLAMP
10. CLAMP 30. NUT
15. NUT 35. BOLT
20. BOLT
C. Install the primary fuel manifold. (Refer to Figure 201.)
NEAR FUEL:
(1) Connect primary fuel manifold (5) to the flow divider valve assembly.
(2) Connect primary fuel manifold (5) to the primary fuel nozzles (3 places).
(3) Torque primary fuel manifold (5) B-nuts to 70 in-lbs (7.91 Nm) (4 places).
(4) Install clamp (10) on primary fuel manifold (5) and attach to secondary fuel manifold
clamp with bolt (20) and nut (15).
(5) Install clamp (25) on primary fuel manifold (5) and attach to secondary fuel manifold
2. Check/Test
OPERATE THE APU:
AIR INLET.
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INJURY TO PERSONS.
(3) Do a visual check for fuel leaks around the primary fuel manifold. No fuel leaks are
permitted.
maintenance panel.

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SECONDARY FUEL MANIFOLD - MAINTENANCE PRACTICES
Part No.

B. Remove the secondary fuel manifold. (Refer to Figure 201.)
TO PERSONS.
(1) Remove the APU.
(2) Put the container below the four secondary fuel manifold connection points to collect fuel
leakage.
(3) Remove nut (15), bolt (20) and clamp (10) from secondary fuel manifold (5).
(4) Remove nut (25), bolt (30) and clamp (35) from secondary fuel manifold (20).
NEAR FUEL:
(5) Disconnect secondary fuel manifold (5) from the flow divider valve assembly.
(6) Disconnect secondary fuel manifold (5) from the secondary fuel nozzles (3 places) and
remove secondary fuel manifold (5).
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Removal/Installation of the Secondary Fuel Manifold

Figure 201
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KEY TO FIGURE 201

5. SECONDARY FUEL MANIFOLD 25. CLAMP
10. CLAMP 30. NUT
15. NUT 35. BOLT
20. BOLT
C. Install the secondary fuel manifold. (Refer to Figure 201.)
NEAR FUEL:
(1) Connect secondary fuel manifold (5) to the flow divider valve assembly.
(2) Connect secondary fuel manifold (5) to the secondary fuel nozzles (3 places).
(3) Torque secondary fuel manifold (5) B-nuts to 70 in-lb (7.91 Nm) (4 places).
(4) Install clamp (10) on secondary fuel manifold (5) and attach to primary fuel manifold
(5) Install clamp (25) on secondary fuel manifold (5) and attach to primary fuel manifold
2. Check/Test
OPERATE THE APU:
AIR INLET.
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INJURY TO PERSONS.
(3) Do a visual check for fuel leaks around the secondary fuel manifold. No fuel leaks are
permitted.
maintenance panel.

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IGNITION/STARTING SECTION
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1. General
The auxiliary power unit (APU) is equipped with an ignition/starting system that controls the sequence
of starter motor operation, fuel flow and ignition during APU start.
The ignition/starting system supplies kinetic energy (through a high voltage electrical spark, which
burns fuel) and mechanical energy to turn the rotational components of the APU during the
ignition/start sequence.
The APU start operation is controlled from the APU control panel on the flight deck. This panel
provides the crew with a visual warning and audible warning in the event of an APU compartment fire.
A guarded switch to discharge the APU compartment fire extinguisher is located on the APU control
panel. When a fire is detected the electronic control unit (ECU) causes the APU to shutdown
immediately.
For ground operation, when the MASTER button is pushed, the ECU completes a BIT check. When
the START button is pushed the ECU transmits a DC power signal to the APU start relay that
connects the battery or a ground cart to the APU starter motor. The ECU does the ignition/start
operations that follow in the sequence shown: (Refer to Figure 2.)
- Energizes the starter motor at 0 percent RPM.
- Energizes the fuel solenoid valve and ignition unit to supply fuel and electrical sparks to the
combustor at 5 percent RPM.
- De-energizes power to the starter motor at either 35 or 45 percent RPM. (Based upon start and
ambient conditions).
- De-energizes the ignition unit when the APU speed reaches 95 percent RPM.
When the ECU de-energizes the ignition unit, the APU ignition/start sequence is complete. The APU
can then operate without external inputs other than fuel, oxygen and control signals.
The maximum altitude at which the APU is qualified to start is 20,000 ft (6098 m).
2. Description
The ignition/starting system has:
- Ignition unit,
- Igniter plugs,
- Igniter plug leads,
- Starter motor,
- Starter clutch assembly.
The ignition unit is a lightweight, high-voltage, capacitive discharge unit, attached on the left side of
the APU aft looking forward. Its usual input voltage is approximately 1.0 Joule per channel and its
output voltages are 3,000 to 4,000 volts. The ignition unit supplies 12 sparks per second in the light-
off window and three sparks per second thereafter to make sure light-off and to maximize igniter plug
life. It is a hermetically sealed aluminum housing to prevent damage caused by the environment.
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Ignition/Starting
Figure 1
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The igniter plugs are mounted in a boss attached to the power section, and are attached to the igniter
plug leads. The igniter plugs are a large-diameter design, which significantly increases the available
electrode material to provide increased igniter plug life.
The igniter plug leads are a low-resistance, low-capacitance electrical cable. Each igniter plug lead is
made of a Teflon-insulated, ignition cable. The cable is shielded with a high grade nickel-plated
copper braid. They are covered with a convoluted flexible tube of spirally wound nickel-iron alloy. The
igniter plug lead connectors are drilled with holes for lockwire. The ignition unit has identification
marks, Letters A and B, at the output terminals. The long igniter plug lead is attached on Terminal B
and the short is attached on Terminal A.
The starter motor is a brush type, direct current, series wound motor with four field poles. It is
attached, through its starter motor end bell assembly, to studs on the upper left side on the front of the
APU gearbox with four nuts.
Components of the Starter Motor
- Brush assemblies (4),
- Stator assembly,
- Armature assembly,
- Commutator.
Brushes have special impregnation to extend brush life, minimize brush dust and supply high altitude
performance.
Armature wire insulation is rated at 473°F (245°C) for 20,000 hours, but capable of higher
temperatures for shorter periods of time.
A removable cover on the end of the starter motor gives access to the hand crank mechanism. The
hand crank mechanism is a slot in the end of the starter motor armature assembly. When required for
maintenance or inspection, a common screwdriver is used to turn the APU rotating components.
Properties and Limits of Operation of the Starter Motor
The input range is 0 to 36 VDC. The terminals are labeled positive (POS) and negative (NEG).
For unsuccessful start attempts: when operated from a battery or an external source that limits the
peak current output to 1,200 amperes maximum, the starter motor duty cycle is 30 seconds of
continuous cranking for a maximum of three cycles. After the three start attempts, there must be a
minimum of 20 minutes before the starter motor is operated again, at that time two additional start
attempts may be made. Do not operate the starter motor more than four times in 1 hour.
For successful start attempts: when operated from a battery or an external source that limits current
output to 1,200 amperes maximum the starter motor duty cycle is six starts, one after the other at 10-
minute intervals, after which 1 hour of off time must be observed for additional starts.
During stiff-bus starts, environmental conditions may cause current flow more than 1,300 amperes to
be pulled through the aircraft electrical system. Therefore, the airframe manufacturer should be asked
if these levels of current flow are in agreement with the aircraft electrical components.
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Ignition/Starting Schematic
Figure 2
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Hard or stiff-bus starting/cranking will cause reduced life of certain APU gearbox components. It is
recommended that hard or stiff-bus power sources be used to charge the aircraft batteries.
When operated from a stiff-bus the starter motor duty cycle lets 15 seconds of continuous cranking for
a maximum of two cycles. After the two start attempts, a minimum of 20 minutes off time is
necessary, at which time two additional start attempts may be made. The stiff-bus duty cycle lets four
start attempts per hour maximum or six starts, one after the other at 10-minute intervals, after which 1
hour of start motor off time must be observed for additional starts.
The starter clutch assembly is installed in the gearbox of the APU. Components of the starter clutch
assembly are: bearings, starter gear, clutch and starter shaft.
3. Operation
The Electronic Control Unit (ECU) energizes the ignition unit when the starter motor increases the
APU speed to 5 percent of full speed.
The ignition unit supplies intermittent high voltage electricity independently to two igniter plugs
(through two igniter plug leads).
The igniter plugs cause sparks, which burn the available fuel in the combustion chamber. The ECU
controls the fuel control unit to supply the correct fuel quantity in relation to the environmental
conditions.
When the ECU de-energizes the starter motor, ignition of the fuel/air mixture causes the APU to
continue accelerating toward full speed.
The ECU de-energizes the ignition unit at 95 percent of full speed (at which point the fuel continues to
burn because of compression and heat without the electrical spark).
The igniter plug leads transmit the output voltage of the ignition unit to the igniter plugs.
The igniter plugs change the capacitive discharges from the ignition unit to sparks to ignite the fuel-air
mixture in the APU combustion chamber.
The starter motor operates when the APU start contactor is energized, through a signal from the ECU.
When the APU start contactor is energized, the starter motor applies torque to the starter clutch
assembly, which causes the APU rotational components to turn. Between 35 and 45 percent speed
the ECU de-energizes the APU start contactor, to remove power from the starter motor, which causes
the starter clutch assembly to mechanically disengage the starter motor.
The starter clutch assembly changes the low speed, high torque rotation of the starter motor to the
higher speed rotation, which is necessary during the start operation to get the APU speed to an RPM
where external power is no longer necessary.
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36-150[G]
IGNITION UNIT - MAINTENANCE PRACTICES
NOTE: The component maintenance manual for the ignition unit is ATA No. 49-27-23.
procedures.

B. Remove the ignition unit. (Refer to Figure 201.)
TO PERSONS.
WARNING: DO NOT TOUCH THE IGNITION SYSTEM COMPONENTS (THE IGNITION UNIT,
THE IGNITER PLUG AND THE IGNITER PLUG LEAD) FOR A MINIMUM OF 6
MINUTES AFTER THE ELECTRICAL POWER IS REMOVED FROM THE APU.
THE IGNITION UNIT CAN HOLD AN ELECTRICAL CHARGE DURING THIS
TIME. THIS CAN CAUSE INJURY TO PERSONS AND DAMAGE TO THE
EQUIPMENT.
INCORRECTLY.
(1) Disconnect electrical connector P8 from ignition unit (5).
CAUSE INJURY.
TO THE EQUIPMENT.
(2) Cut and remove the lockwire from igniter plug leads (10, 15).
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Removal/Installation of the Ignition Unit

Figure 201
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KEY TO FIGURE 201

5. IGNITION UNIT 25. BRACKET
10. IGNITER PLUG LEAD 30. BRACKET
15. IGNITER PLUG LEAD 35. BRACKET
20. BOLT 40. WASHER
(3) Disconnect igniter plug leads (10, 15) from ignition unit (5).
(4) Remove bolt (20) and bracket (25).
NOTE: Bracket (25) stays attached to the gearbox to ejector tube assembly clamp.
(5) Remove bolts (20) and brackets (30, 35).
NOTE: Brackets (30, 35) stay attached to the wiring harness clamps.
(6) Remove bolt (20) and washer (40).
(7) Remove ignition unit (5) from the APU.
C. Install the ignition unit. (Refer to Figure 201.)
(1) Install ignition unit (5), brackets (25, 30, 35) and washer (40) on the APU and attach with
bolts (20).
(2) Torque bolts (20) to 40 in-lb (4.5 Nm).
WARNING: BE CAREFUL WHEN YOU CONNECT THE IGNITION LEADS. IGNITION LEADS
OPERATE AT HIGH VOLTAGE. THIS CAN CAUSE AN ELECTRICAL SHOCK
THAT CAN CAUSE INJURY TO PERSONS AND DAMAGE TO THE EQUIPMENT.
(3) Install long igniter plug lead (10) on ignition unit (5) receptacle identified with the Letter A.
(4) Torque long igniter plug lead (10) to 150 in-lb (16.9 Nm) maximum.
(5) Install short igniter plug lead (15) on ignition unit (5) receptacle identified with the Letter
B.
(6) Torque short igniter plug lead (15) to 150 in-lb (16.9 Nm) maximum.
(7) Safety igniter plug leads (10, 15) together with lockwire, per SAE-AS567.
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INCORRECTLY.
2. Check/Test
OPERATE THE APU:
AIR INLET.
maintenance panel.

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IGNITER PLUGS - MAINTENANCE PRACTICES
procedures.

Compound, anti-seize (C5-A Copper Based) Henkel Loctite Corp.,
Phone: 860-571-5100
Fax: 860-571-5294
www.loctite.com
B. Remove the igniter plugs. (Refer to Figure 201.)
TO PERSONS.
EQUIPMENT.
INCORRECTLY.
(1) Disconnect electrical connector P8 from the ignition unit. (Refer to Section 49-40-32,
Figure 201.)
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Removal/Installation of the Igniter Plugs

Figure 201
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KEY TO FIGURE 201

5. IGNITER PLUG LEAD
10. IGNITER PLUG
15. GASKET
CAUSE INJURY.
TO THE EQUIPMENT.
(2) Cut and remove the lockwire from igniter plug leads (5). (Refer to Figure 201.)

(3) Disconnect igniter plug leads (5) from igniter plugs (10).
CAUTION: MAKE SURE THAT THE HOLE FOR THE IGNITER PLUG DOES NOT STAY
OPEN. UNWANTED MATERIAL CAN FALL INTO THE OPENING. THIS CAN
CAUSE CONTAMINATION IN THE COMBUSTOR CASE.
CAUTION: DO NOT TOUCH THE ELECTRODE END OF THE IGNITER PLUG WITH YOUR
HAND. DO NOT GET UNWANTED MATERIAL ON IT. BARE HANDS AND
UNWANTED MATERIAL CAN CAUSE CONTAMINATION ON THE ELECTRODE
END. THIS CAN CAUSE THE IGNITER PLUG TO OPERATE
UNSATISFACTORILY.
(4) Remove igniter plugs (10) with gaskets (15).
(5) Discard gaskets (15).

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Inspection of Igniter Plug

Figure 202
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C. Inspect the igniter plugs. (Refer to Figure 202.)
(1) Visually examine igniter plug for broken or missing parts. Shake plug and listen for
rattling noise. If igniter plug is broken, parts missing, or noise is present, replace plug.
(2) Examine igniter for internal wear and breakdown.
(a) Inspect center electrode and outer shell for erosion. If the distance between edge
of electrode and side of uneroded edge of ground shell tip exceeds 0.090 inch
(22.86 mm), as shown in Figure 202, replace plug. Uniform erosion on electrode
and outer shell is acceptable.
(b) Inspect ceramic insulator for cracks or chipped area. Replace igniter plug if
ceramic insulator is damaged.
(c) Inspect outer shell for burned or flowed metal. Replace plug if metal is burned or
flowed.
(d) Inspect grommet mating flange of igniter plug for grooved on one side 0.030 inch
(0.76 mm) deep or more, replace plug.
(e) Inspect electrical connector for burned pin. Replace igniter plug if pin is
damaged.
(f) Inspect threaded portions of igniter plug for crossed, galled, peened or stripped
threads.
(g) Inspect for clogged annular between insulator and outer shell. If clogged refer to
Standard Practices Manual 20-00-02/70-00-01, Method 203T for cleaning.
D. Install the igniter plugs. (Refer to Figure 201.)
(1) Install new gaskets (15) on igniter plugs (10).
WARNING: OBEY THE PRECAUTIONS THAT FOLLOW WHEN YOU USE CHEMICALS:
DO THE WORK IN AN AREA THAT HAS A GOOD FLOW OF CLEAN AIR.
USE APPROVED EYE, MOUTH AND BODY PROTECTION.
DO NOT LET THE CHEMICAL TOUCH YOUR SKIN, EYES, OR MOUTH.
MAKE SURE THAT THE AREA HAS NO SPARKS, FLAMES, OR HOT
SURFACES. CHEMICALS ARE FLAMMABLE AND CAN CAUSE DEATH OR
INJURY.
(2) Apply anti-seize compound to igniter plug (10) threads that attach to the APU.
(3) Install igniter plugs (10) in the combustor case.
(4) Torque igniter plugs (10) to 100 in-lb (11.2 Nm).
(5) Remove unwanted anti-seize compound from igniter plugs (10).
(6) Install igniter plug leads (5) on igniter plugs (10).

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(7) Torque igniter plug leads (5) to 150 in-lb (16.9 Nm) maximum.
(8) Safety igniter plug leads (5) together with lockwire, per SAE-AS567.
INCORRECTLY.
(9) Connect electrical connector P8 to the ignition unit. (Refer to Section 49-40-32, Figure
201.)
2. Check/Test
OPERATE THE APU:
AIR INLET.
maintenance panel.

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IGNITER PLUG LEADS - MAINTENANCE PRACTICES
procedures.

B. Remove the igniter plug leads. (Refer to Figure 201.)
TO PERSONS.
EQUIPMENT.
INCORRECTLY.
(1) Disconnect electrical connector P8 from the ignition unit. (Refer to Section 49-40-32,
Figure 201.)
(2) Remove nuts (20), bolts (25) and clamps (15) from igniter plug leads (5, 10). (Refer to
Figure 201.)
(3) Remove bolt (35), clamp (30) and spacer (40) from long igniter plug lead (5).
CAUSE INJURY.
TO THE EQUIPMENT.
(4) Cut and remove the lockwire from both ends of igniter plug leads (5, 10).
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Removal/Installation of the Igniter Plug Leads

Figure 201
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KEY TO FIGURE 201

5. IGNITER PLUG LEAD 25. BOLT
10. IGNITER PLUG LEAD 30. CLAMP
15. CLAMP 35. BOLT
20. NUT 40. SPACER
(5) Remove both igniter plug leads (5, 10) from the ignition unit.

(6) Remove both igniter plug leads (5, 10) from the igniter plugs.
C. Install the igniter plug leads. (Refer to Figure 201.)
(1) Install long igniter plug lead (5) on the igniter plug at the 2 o'clock position (APU aft
looking forward).
NOTE: Make sure that the igniter plug lead connector does not touch adjacent
components.
(2) Install long igniter plug lead (5) on the ignition unit receptacle identified with the letter A.

(3) Torque both ends of long igniter plug lead (5) to 150 in-lb (16.9 Nm) maximum.
(4) Install short igniter plug lead (10) on the igniter plug at the 10 o'clock position (APU aft
looking forward).
NOTE: Make sure that the igniter plug lead connector does not touch adjacent
components.
(5) Install short igniter plug lead (10) on the ignition unit receptacle identified with the letter B.

(6) Torque both ends of short igniter plug lead (10) to 150 in-lb (16.9 Nm) maximum.
(7) Install clamp (30) on long igniter plug lead (5).

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(8) Install clamp (30) and spacer (40) on the flow divider valve assembly and attach with bolt
(35).
NOTE: Make sure that spacer (40) is installed between clamp (30) and the flow divider
valve assembly.
(10) Install clamps (15) on igniter plug leads (5, 10) and attach with bolts (25) and nuts (20).
NOTE: Clamps (15) are to be positioned approximately half way along length on short
igniter plug lead (25).
(12) Safety both ends of igniter plug leads (5, 10) with lockwire, per SAE-AS567.
INCORRECTLY.
(13) Connect electrical connector P8 to the ignition unit. (Refer to Section 49-40-32, Figure
201.)
2. Check/Test
OPERATE THE APU:
AIR INLET.
maintenance panel.

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STARTER MOTOR - MAINTENANCE PRACTICES
NOTE: The component maintenance manual for the starter motor is ATA No. 49-41-14.
procedures.

Lubricating oil Same brand and type used in the APU gearbox.
Part No.

C. Remove the starter motor. (Refer to Figure 201.)
TO PERSONS.
(1) Put the container below starter motor (5) to collect oil leakage.
(2) Remove nut (10), washer (15), aircraft negative cable (20) and, if installed, APU wiring
harness from starter motor negative terminal (25).
(3) Install washer (15) and nut (10) on starter motor negative terminal (25).
NOTE: Nut (10) and washer (15) are details of starter motor (5) and must be kept with
removed starter motor.
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Removal/Installation of the Starter Motor

Figure 201
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KEY TO FIGURE 201

5. STARTER MOTOR 55. WASHER
10. NUT 60. PACKING
15. WASHER 65. CLAMP
20. AIRCRAFT NEGATIVE CABLE 70. BRACKET
25. STARTER MOTOR NEGATIVE 75. COVER
TERMINAL
30. NUT 80. SCREW
35. WASHER 85. CAP
40. AIRCRAFT POSITIVE CABLE 90. SPRING
45. STARTER MOTOR POSITIVE 95. BRUSH
TERMINAL
50. NUT
(4) Remove nut (30), washer (35), aircraft positive cable (40) and, if installed, APU wiring
harness from starter motor positive terminal (45).
(5) Install washer (35) and nut (30) on starter motor positive terminal (45).
NOTE: Nut (30) and washer (35) are details of starter motor (5) and must be kept with
removed starter motor.
(6) Remove nuts (50) and washers (55) from starter motor (5).
(7) Rotate clamp (65) and bracket (70) assembly on the tube to remove from the starter
motor mounting stud.
INJURY TO PERSONS.
(8) Remove starter motor (5) with packing (60) from gearbox.
(9) Remove packing (60) from starter motor (5).
D. Install the starter motor. (Refer to Figure 201.)
INJURY TO PERSONS.
(1) Lubricate new packing (60) with the same lubricating oil used in the APU gearbox.
(2) Install new packing (60) on starter motor (5).

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(3) Install starter motor (5) on the gearbox and rotate clamp (65) and bracket (70) assembly
on the tube and place bracket (70) on the upper starter motor mounting stud.
(4) Attach starter motor (5), clamp (65) and bracket (70) with washers (55) and nuts (50).
(5) Torque nuts (50) to 90 in-lb (10.2 Nm).
(6) Remove nuts (10, 30) and washers (15, 35) from starter motor (5).
(7) Install aircraft positive cable (40) and, if installed, APU wiring harness positive cable on
starter motor positive terminal (45).
(8) Install washer (35) and nut (30) on starter motor positive terminal (45).
(9) Torque nut (30) to 40 in-lb (4.5 Nm).
(10) Install aircraft negative cable (20) and, if installed, APU wiring harness negative cable on
starter motor negative terminal (25).
(11) Install washer (15) and nut (10) on starter motor negative terminal (25).
(13) Remove the container and clean all oil leakage.
2. Inspection/Check
A. General
(1) This on-wing inspection gives the procedures to inspect the wear condition on the starter
motor brushes to determine if they are reusable or have to be returned to Honeywell for
replacement.
(2) The starter motor (5) must be removed from the APU before the inspection is done.
B. Examine the starter motor brushes. (Refer to Figure 201.)
(1) Do the steps that follow to disassemble starter motor (5) and access starter brushes (95).
(a) Loosen the screws on cover (75). Do not remove the screws.
(b) Remove cover (75) from starter motor (5).
(c) Remove screws (80), cap (85), spring (90) and brush (95).
NOTE: Typical four places.
(2) Measure the thickness of each starter brush (95) from the shunt side of the brush to the
center of the wear arc. This measurement must not be less than 0.34 inch (8.64 mm).

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(3) If the starter brush measurement is less than the specified limit, do the steps that follows:
(a) Install starter brush (95), spring (90) and cap (85) on starter motor (5) and attach
with screws (80).
(b) Install cover (75) on starter motor (5).
(c) Tighten the screws on cover (75).
(d) Install a new starter motor (5).
(e) Send the used starter motor (5) to an approved Honeywell repair facility for the
replacement of the starter motor brushes.
(4) If the starter brush measurement is more than the specified limit, do the steps that follow:
(a) Install starter brush (95), spring (90) and cap (85) on starter motor (5) and attach
with screws (80).
(b) Install cover (75) on starter motor (5).
(c) Tighten the screws on cover (75).
(d) Install starter motor (5).
3. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(4) Do a visual check for oil leaks around the starter motor installation. No oil leaks are
permitted.
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maintenance panel.

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STARTER CLUTCH ASSEMBLY - MAINTENANCE PRACTICES
procedures.

Grease (Braycote 806) (MIL–PRF–27617, Type Castrol Industrial N. America Inc.,
III) Specialty Products Div.,
1100 W. 31st St.,
Downers Grove, IL 60515
Phone: 800-636-5823 (630-241-4000);
Fax: 630-241-4140
www.castrolindustrial.com
Part No.

Bar, micing Commercially available
Micrometer, depth Commercially available
Scribe Commercially available

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Removal/Installation of the Starter Clutch Assembly

Figure 201
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KEY TO FIGURE 201

10. STARTER ADAPTER 25. SPRING TENSION WASHER
15. SCREW 30. SHIM
20. PACKING 35. STARTER CLUTCH ASSY
C. Remove the starter clutch assembly. (Refer to Figure 201.)
TO PERSONS.
(1) Remove the starter motor. (Refer to Section 49-40-35.)
(2) Put the container below starter clutch assembly (35) to collect oil leakage.
INJURY TO PERSONS.
(3) Remove screws (15).
CAUTION: BE CAREFUL WHEN THE SCRIBE IS PUT INTO THE OPENING OF THE
STARTER ADAPTER. IF THE SCRIBE IS NOT INSTALLED CAREFULLY,
DAMAGE TO THE CLUTCH ASSEMBLY CAN OCCUR.
(4) Put a scribe into the opening of starter adapter (10).
NOTE: During removal shims (30) and spring tension washer (25) can fall into the
opening of the gearbox. The scribe is used to help prevent this.
CAUTION: MAKE SURE THAT THE SHIMS AND SPRING TENSION WASHER DO NOT
FALL INTO THE OPENING IN THE GEARBOX. IF THESE PARTS FALL INTO
THE OPENING, ENGINE DAMAGE CAN OCCUR.
(5) Hold the scribe in the opening of starter adapter (10), spring tension washer (25) and
shims (30) and remove starter adapter (10) with packing (20), spring tension washer (25)
and shims (30).
NOTE: Starter clutch assembly (35) can be attached to starter adapter (10) and can
come out during removal of starter adapter (10).
(7) If starter clutch assembly (35) does not come out with starter adapter (10), remove starter
clutch assembly (35) from the gearbox.
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Removal/Installation of the Starter Clutch Assembly

Figure 202
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KEY TO FIGURE 202

1. MICING BAR 35. STARTER CLUTCH ASSY
10. STARTER ADAPTER
D. Install the starter clutch assembly. (Refer to Figures 201 and 202.)
INJURY TO PERSONS.
(1) Install starter clutch assembly (35) in the gearbox.
NOTE: Make sure that the gears of starter clutch assembly (35) engage correctly with
the gear in the gearbox.
(2) Use hand pressure to push starter clutch assembly (35) against the gearbox.
(3) Use a depth micrometer and micing bar (1) to measure Dimension G.
(4) Record Dimension G in Step (8).
(5) Use a depth micrometer to measure Dimension A.
(6) Use a depth micrometer to measure Dimension B.
(7) Record Dimensions A and B in Step (8).
(8) Calculate the thickness of shims (30).
Dimension A inch (mm) (from Step (5))

Dimension B - inch (mm) (from Step (6))
Dimension H = inch (mm)
Dimension G inch (mm) (from Step (3))

Depth of Micing Bar (1) - inch (mm)
Subtotal = inch (mm)
Dimension H - inch (mm) (calculated above)
- 0.040 (1.02) inch (mm)
Thickness of shims (30) needed inch (mm)
+0.005 to -0.005 inch (+0.13 to
-0.13 mm)
Actual thickness of shims (30) inch (mm)
used
(9) Lubricate new packing (20) with the same lubricating oil used in the gearbox.
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(10) Install new packing (20) on starter adapter (10).
WARNING: USE THE CORRECT PERSONAL PROTECTION. THIS CHEMICAL SOLUTION

CAN CAUSE SKIN, EYE AND LUNG DAMAGE. THE DANGER AND
PRECAUTIONS FOR EACH CHEMICAL IS DIFFERENT.
(11) Apply a small quantity of grease on shims (30) and spring tension washer (25).
NOTE: During installation shims (30) and spring tension washer (25) can fall into the
opening of the gearbox. The grease is used to help prevent this.
(12) Install the thickness of shims (30) calculated in Step (8) in starter adapter (10).
(13) Install spring tension washer (25) in starter adapter (10).
CAUTION: MAKE SURE THAT THE SHIMS AND SPRING WASHER DO NOT FALL INTO
THE OPENING IN THE GEARBOX. IF THESE PARTS FALL INTO THE
OPENING, ENGINE DAMAGE CAN OCCUR.
(14) Install starter adapter (10) with shims (30) and spring washer (20) on the gearbox and
attach with screws (15).
(15) Torque screws (15) to 12 in-lb (1.36 Nm).
(16) Install the starter motor. (Refer to Section 49-40-35.)
2. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(4) Do a visual check for oil leaks around the starter motor installation. No oil leaks are
permitted.

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(6) Examine the magnetic drain plug. (Refer to Section 49-90-48.)
maintenance panel.

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AIR SECTION
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1. General
The Auxiliary Power Unit (APU) air system supplies air to the aircraft. The APU air system:
― Is an alternate to the main engines bleed air system,

― Prevents compressor surge by releasing unwanted compressor air pressure overboard,
― Supplies air for main engine starts and aircraft Environmental Control System (ECS) operation.
The air system receives its control inputs from a remotely located, fully automatic digital Electronic
Control Unit (ECU). When necessary, the ECU energizes the torque motor on the Load Control Valve
(LCV) to supply bleed air to the aircraft main engine start system or ECS. The Surge Control Valve
(SCV) opens or closes as a result of air pressure build-up in the compressor and the position of the
LCV.
2. Description
The air system has:
― Surge control valve,

― Load control valve.
The SCV is a solenoid-controlled, pneumatically-operated, normally-closed valve. It receives signals

from the ECU to open or close as needed.
The SCV connects to the power section with a coupling. The other end of the SCV connects to the
surge duct with a coupling. The SCV is attached to a bracket on the power section with a clamp
around the middle of the valve body.
When the pull-type solenoid is energized, a pilot poppet is unseated to vent pressure at the rear of the
piston to atmosphere. This allows the upstream pressure to unseat the piston, which opens the valve.
Components in the SCV are:
― Solenoid valve,
― Body assembly.
The solenoid valve has a plunger, a spring and an electrical connector.
The body assembly has a piston and piston spring, an inlet end fitting that has the seat for the piston,
an outlet end fitting, a pilot poppet, a seat and a diaphragm.
The LCV is a steel flow body, spring-loaded, normally closed, Torque Motor (T/M) controlled butterfly
type designed to modulate bleed airflow from the APU in response to an electrical impulse from the
ECU.
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Air System
Figure 1
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The Load Control Valve (LCV) is connected with a coupling to the compressor outlet of the APU. The
other end of the LCV is connected to the aircraft bleed-air duct with a coupling. The valve is controlled
electrically and the valve mechanism operates a butterfly valve pneumatically. These adjustments are
related to the quantity of the bleed-air load based on the exhaust gas temperature.
Components of the LCV are:
― Valve flow section,

― Actuator assembly,
― Servo body assembly,
― Filter.
The valve flow section has a valve body, a butterfly plate and a butterfly shaft assembly. The valve
body is attached to and controlled by the actuator assembly.
The butterfly shaft assembly has a slot in the end that goes through the actuator housing. The slot
shows visual position indication of the butterfly plate. The words OPEN and CLOSED are stamped on
the torque motor cover that the slot points to.
The actuator assembly has an actuator housing, a diaphragm assembly, an actuator linkage assembly
and a spring. The torque motor controls the actuator assembly.
The servo body assembly has a body assembly and a torque motor with an electrical connector and a
sensing probe.
The filter removes contaminants from the bleed air that is used to open the valve.
3. Operation
The SCV is operated to keep surge margin during APU start and while in flight. The SCV is opened
according to the specifications shown in Figure 5. The SCV is not energized during ground operation.
The ECU controls the operation of the SCV.
To open the SCV, the ECU energizes the solenoid valve. When the solenoid valve opens, the high-
pressure inlet air goes from the APU compressor into the SCV opening chamber. The inlet air applies
a force on the diaphragm that moves against the force of the closing spring. When the force to open
is more than the force to close, the valve opens and releases excess pressure. The released air goes
through the SCV and the surge duct, then into the APU exhaust.
The SCV closes when the ECU de-energizes the solenoid valve. The solenoid valve poppet then
seals the opening chamber against the inlet air. The air pressure in the opening chamber releases to
ambient pressure through the closing orifice. The pressure decrease in the closing chamber lets the
closing spring close the SCV. The SCV is closed at all times when the load control valve is open.
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Air System Schematic

Figure 2
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The LCV is connected to the aircraft bleed air ducting and is controlled by an electrical input from the
ECU. The LCV will stay closed until the torque motor is energized. Necessary shaft power output on
the APU may, under some conditions, fully load the APU (high EGT). Since shaft power has priority
over bleed-air, the LCV will close in response to high EGT. This will decrease the bleed load demand
and reduce EGT. A one-way flapper type check valve is installed downstream of the LCV, in the
aircraft bleed air ducting. This prevents the flow of bleed air from the main engine into the APU if the
LCV is open.
When the APU is prepared to supply a pneumatic load, the ECU sends the applicable signal to the
aircraft system. The aircraft system and the ECU operate together to control the bleed air supply.
When the conditions are correct, the crew selects APU bleed-air on. The ECU then energizes the
load control valve torque motor. This causes compressed air from the APU power section to flow into
the bleed-air supply system.
When the ECU energizes the LCV torque motor, the LCV flapper opens to let the inlet pressure into
the opening chamber. The distance the flapper opens is in proportion to the current that the ECU
transmits to the torque motor. Thus the air pressure in the opening chamber is in proportion to the
torque motor input current. The inlet pressure in the opening chamber moves against the opening
chamber diaphragm and against the closing chamber diaphragm at the same time. The pressures
that open and the pressures that close balance each other. This lets the ECU put the butterfly plate in
a specified open position, from fully open to almost closed.
When the torque motor is de-energized, the LCV is in the closed position. When the LCV closes, the
inlet pressure goes from the LCV through the downstream sense port to the closing chamber and to
the torque motor. A flapper keeps the inlet pressure out of the opening chamber. The forces of the
closing spring and the closing chamber pressure hold the butterfly plate in the fully closed position.
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Surge Control Valve

Figure 3
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Load Control Valve

Figure 4
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Surge Control Valve Operating Envelope

Figure 5
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NOTES FOR FIGURE 5
NOTE 1: Sea level installed minimum new engine performance
NOTE 2: Engine rotor speed = 59,912 RPM
NOTE 3: Installation losses:

Inlet duct loss 0.8%
Exhaust duct loss 3.5%
Inlet CP - 0.22
Exhaust CP - 0.14
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SURGE CONTROL VALVE - MAINTENANCE PRACTICES
NOTE: The component maintenance manual for the surge control valve is ATA No. 49-50-02.
A. Remove the surge control valve. (Refer to Figure 201.)
TO PERSONS.
INCORRECTLY.
(1) Disconnect electrical connector P10 from surge control valve (SCV) (5).
(2) Remove coupling (10) and surge exhaust duct (15) from SCV (5).
(3) Remove coupling (35) from SCV (5).
(4) Remove nut (20) and bolt (25) from surge valve clamp (30).
(5) Loosen surge valve clamp (30) and remove SCV (5).
B. Install the surge control valve. (Refer to Figure 201.)
(1) Install SCV (5) in surge valve clamp (30).
(2) Align the electrical receptacle of SCV (5) with electrical connector P10 as shown.
(3) Tighten surge valve clamp (30) and install bolt (25) and nut (20).
(5) Install coupling (35) on SCV (5).
(6) Install surge exhaust duct (15) on SCV (5) and attach with coupling (10).
NOTE: Make sure the open end of the surge exhaust duct is aligned at the six o’clock
position to let the flow of air into the APU exhaust.
(7) Torque couplings (10, 35) to 15 in-lb (1.7 Nm).
INCORRECTLY.
(8) Connect electrical connector P10 to SCV (5).

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Removal/Installation of the Surge Control Valve

Figure 201
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KEY TO FIGURE 201

5. SURGE CONTROL VALVE 25. BOLT
10. COUPLING 30. SURGE VALVE CLAMP
15. SURGE EXHAUST DUCT 35. COUPLING
20. NUT
2. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Do a manual check for air leaks around the surge control valve. No air leaks are
permitted.
maintenance panel.

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LOAD CONTROL VALVE - MAINTENANCE PRACTICES
(1) Table 201 shows the materials and compounds necessary to do the procedures that
follow.

Grease (Dow Corning FS-3451) Dow Corning Corp.
P.O. Box 995
3901 S. Saginaw Rd.
Midland, MI 48640
Phone: 517-496-4000
Fax: 517-496-4586
www.dowcorning.com
Primer (Loctite 7471) Henkel Locktite Corp.,

Phone: 860-571-5100
Fax: 860-571-5294
www.loctite.com
Sealant (Loctite 242) Henkel Locktite Corp.,

Phone: 860-571-5100
Fax: 860-571-5294
www.loctite.com
B. Remove the load control valve. (Refer to Figure 201.)
TO PERSONS.
INCORRECTLY.
(1) Disconnect electrical connector P11 from load control valve (LCV) (10).
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(2) Remove coupling (5) from the aircraft bleed air supply duct and LCV (10).
(3) Remove coupling (15) and LCV (10) from the APU.
C. Install the load control valve. (Refer to Figure 201.)
(1) Put coupling (15) on the APU.
(2) Install load control valve (LCV) (10) on the APU.
(3) Attach LCV (10) to the APU with coupling (15).
(5) Attach LCV (10) to the aircraft duct and coupling (5).
INCORRECTLY.
(7) Connect electrical connector P11 to LCV (10).

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Removal/Installation of the Load Control Valve

Figure 201
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KEY TO FIGURE 201

5. COUPLING 15. COUPLING
10. LOAD CONTROL VALVE
2. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Do a manual check for air leaks around the load control valve. No air leaks are
permitted.
maintenance panel.

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Removal/Installation of the LCV Filter

Figure 202
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KEY TO FIGURE 202

5. PLUG 20. FILTER
10. PACKING 25. PACKING
15. SPRING 30. LOAD CONTROL VALVE
3. Removal/Inspection/Installation of LCV Filter
A. Remove the LCV filter. (Refer to Figure 202.)
CAUSE INJURY.
(1) Remove lockwire from plug (5).
(2) Remove plug (5) with spring (15).
(3) Remove packing (10) from plug (5). Discard packing.
NOTE: Spring (15) is an interference fit in plug (5). Install the spring in the plug if it
becomes separated from the plug.
(4) Remove filter (20) with packings (25) from LCV (30). Discard packing.
B. Inspect the LCV filter.
(1) Inspect filter (20) for cleanliness. Clean or replace the filter as required.
C. Clean the LCV filter per Standard Practices Manual (SPM) 20-00-02/70-00-01, Method 203A.
D. Install the LCV filter.
WARNING: USE THE CORRECT PERSONAL PROTECTION. THIS CHEMICAL/SOLUTION

CAN CAUSE SKIN, EYE AND LUNG DAMAGE. FOLLOW THE
MANUFACTURER'S INSTRUCTIONS FOR EACH CHEMICAL.
(1) Apply grease (Dow Corning FS-3451) to packings (10, 25).
(2) Install packing (25) on filter (20).
(3) Install packing (10) on plug (5).
(4) Install filter (20) in LCV (30).
WARNING: USE THE CORRECT PERSONAL PROTECTION. THIS CHEMICAL/SOLUTION

CAN CAUSE SKIN, EYE AND LUNG DAMAGE. FOLLOW THE
MANUFACTURER'S INSTRUCTIONS FOR EACH CHEMICAL.
(5) Apply primer (Loctite 7471) and sealant (Locktite 242) to the threads of plug (5).
(6) Install plug (5) with spring (15) in LCV (30).

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(7) Tighten plug (5) to a torque value of 100 in-lb (11.3 Nm).
(8) Lockwire plug (5) per SAE AS567.

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ENGINE CONTROLS SECTION

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1. General
The function of the engine controls system is to supply full authority automatic control of the Auxiliary
Power Unit (APU) in all modes of operation.
The engine controls system operates through the Electronic Control Unit (ECU). The ECU operates
on 28 VDC power from the aircraft. The ECU is an electrically-driven, digital-computer-based
controller that is programmed to control all APU electrical functions. The APU is fully dependent on
the ECU for the electrical inputs the APU must have to operate. The ECU performs four primary
functions:
― Sends signals for engine start and timed acceleration to get to 100 percent speed.
― Controls fuel control unit torque motor current, and thus fuel supply, to keep the APU at governed
speed for all electrical and pneumatic loads.
― Continually monitors engine parameters to make sure the APU operates within specified limits.
― Safely shuts down the APU when a normal shutdown signal or a protective shutdown signal
caused by Built-In-Test (BIT) is received.
The ECU receives electrical inputs from the APU, flight compartment switches and some aircraft
subsystems. The inputs are crew commands, data from the APU sensors, conditions of main engine
operation and APU electrical and pneumatic load demands. The ECU analyzes the signals and, as
necessary to agree with the system logic, sends a control signal output or ignores the input.
Electrical interface with the APU control system, aircraft and APU is through a single ARINC 600
electrical connector mounted on the rear of the ECU. Analog inputs/outputs, digital inputs/outputs and
dc power go through this connector.
Extensive Built-In-Test (BIT) capability is designed into the ECU hardware and software. BIT monitors
APU/ECU performance and shuts down the APU if an unsafe condition occurs.
APU protective shutdown logic in the software shuts off engine fuel for certain operational failures
detected by BIT.
2. Description
The engine controls system has:
― ECU,
― Motional pickup transducer,
― Immersion thermocouple,
― Inlet temperature sensor,
― Inlet pressure sensor.
The ECU is a digital computer based controller that is programmed to control all APU electrical
functions. The ECU enclosure is a size two module unit type per ARINC 600 specification. An ARINC
600 type connector installed on the rear panel of the ECU is used for all electrical signal connections
to the aircraft and the APU.
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Engine Controls System

Figure 1
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The ECU hardware has extensive Built-In-Test (BIT) software function. BIT monitors APU/ECU
performance and shuts down the APU if an unusual or unsafe condition occurs. BIT looks for faults
within the ECU, as well as failures in the APU Line Replaceable Units (LRUs).
Built-in-test equipment (BITE) hardware and software in the ECU transmit BIT fault indications to the
aircraft maintenance panel. Fault data may be retrieved from the ECU via a laptop computer over the
RS-232 serial data bus.
The motional pickup transducer is a magnetic, non-contact, variable-reluctance transducer that

changes mechanical motion into electrical energy. The motional pickup transducer has a pole piece,
magnet and a coil assembly that are vacuum potted with an epoxy material inside a stainless steel
housing.
The immersion thermocouple consists of a single-lead, chromel-alumel thermocouple probe. The

exhaust gas temperature (EGT) signal is used by the fuel control system and the engine controls
system to set fuel schedules. The thermocouple wires are enclosed in Inconel 625 sheaths and
insulated with magnesium oxide.
The inlet temperature sensor has a nickel-wire element that gives an electrical-resistance signal that is
in proportion to the inlet temperature. It is installed on the front of the upper inlet duct.
The inlet pressure sensor consists of a piezo-resistive bridge and is installed on the front of the upper
inlet duct. The bridge output has a floating differential voltage from 0 to 30 mVDC that is in relation to
0 to 15 PSIA (0 to 103 kPa).
3. Operation
The ECU is designed to operate on 28 VDC power and is connected to two power sources to prevent
an uncontrolled APU shutdown from a single-source loss of power. The right battery bus is the
primary power supply and the left essential bus is the standby power supply. The ECU remains
connected to the primary source as long as the input voltage level is greater than 18 VDC. When the
primary source voltage drops below 18 VDC, the ECU selects the higher voltage between the primary
and standby power supplies.
The ECU powers up when the primary power source input signal at the ECU connector is more than
16 VDC. After the ECU power-up sequence is completed, the primary source signal is considered
active as long as it remains above 10 VDC. While the ECU remains active with a primary power
source input of 10 VDC, the APU may not start when the voltage levels drop below 16 VDC. A
minimum power input voltage of 16 VDC at the ECU connector is required to energize the fuel
solenoid valve and ignition unit.
APU operation is selected using pushbutton switches located on the overhead APU control panel.
The usual command sequence is as follows:
Select the APU MASTER button to ON

Select the APU START button to ON
When the APU MASTER button is pushed the ECU connects to the primary power supply that
activates the ECU internal power supply and signals the ECU to perform power-up initialization and
pre-start tests.
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APU Control Schematic

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APU Control Schematic

Figure 2 (Sheet 2)
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APU Wiring Diagram

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APU Wiring Diagram

Figure 3 (Sheet 2)
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APU start sequence is as follows:
Speed Percent ECU Load Sequence
0 Energize starter motor
5 Energize ignition unit
Energize fuel control assembly
35 to 45 De-energize starter motor
95 De-energize ignition unit
The ECU has seven control modes:
The inactive mode is defined as the state when the APU power supply and central processing
unit (CPU) are inactive.
The ECU enters the power-up mode when 28 VDC power is applied to the primary power input.
On application of power to the primary power input, the ECU circuitry is activated and initialized.
Tests of the key subsystems and memory are also tested to make sure the ECU can run the
APU control program.
During test mode, a pre-start BITE test is done to make sure that key control system
components function correctly.
During idle mode the ECU monitors the inputs from the flight compartment to start the APU.
Maintenance data can be retrieved at this time.
The ECU transitions to starting mode when the APU START button is pushed. The ECU
controls fuel flow through the fuel control assembly torque motor (T/M) as a function of timed
acceleration and EGT as the APU accelerates to 100 percent RPM. The ignition unit and start
contactor are de-energized as APU speed increases.
When the APU reaches 95 percent RPM control transitions to the on-speed mode. Also, at 95
percent RPM and higher the ECU monitors the APU operating hours.
When the APU STOP button is pushed or any indication is more than the APU operating limits,
the ECU starts the APU shutdown sequence to close the solenoid valve.
During normal shutdown, the primary overspeed system is tested. The ECU software intentionally
issues an invalid command to the primary overspeed circuit and makes sure that the primary
overspeed circuit de-energizes the output to the solenoid valve.
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APU protective shutdown logic in ECU software immediately commands APU shutdown, bypassing
the primary overspeed system test, if ECU BITE confirms any of the following failures during APU start
or while the APU is operating:
Shutdown Condition Description Associated Engine

Indicating and Crew
Alert (EICAS) Message
Failed motional pickup Open or short circuit of the motional Speed meter shows zero,
transducer pickup transducer APU ready lamp goes off
Loss of overspeed protection Failure of primary overspeed protection APU ready lamp goes off
circuit and/ or failure of the solenoid
valve to close per command
Overspeed APU speed more than 110.7% RPM APU ready lamp goes off
ECU failure ECU internal failure that could lead to APU ready lamp goes off
loss of APU control
Start abort Conditions including no rotation, no APU ready lamp goes off
flame, no acceleration that prevent the
APU from starting within acceptable
time limits
Fire APU fire switch signal active APU ready lamp goes off
Immersion thermocouple Open circuit or grounded circuit of the EGT meter shows 32F
failure immersion thermocouple (0C) or 1,832F (1,000C),
APU ready lamp goes off
EGT overtemperature EGT greater than the maximum APU ready lamp goes off
operating temperature for longer than
the allowed time delay
High oil temperature Oil temperature more than the APU ready lamp goes off
maximum operating temperature
Low oil pressure (LOP) switch Open circuit of the LOP switch detected APU start lamp does not
failed prior to APU Start come on
Low oil pressure LOP condition while the APU is running APU ready lamp goes off
Reverse flow Reverse airflow through the APU inlet APU ready lamp goes off
caused by APU surge or failure of both
the load control valve (LCV) and bleed
check valve. Failure modes are
detected when inlet temperature (T2) is
more than 270°F (132°C) for 5 seconds
No accel APU reached governed speed then APU ready lamp goes off
dropped below 94% RPM and does not
recover
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The ECU supplies power to operate the following components:
― Starter motor,
― Ignition unit,
― Fuel control assembly torque motor,
― Solenoid valve,
― Load control valve,
― Surge control valve,
― Start contactor,
― Hourmeter.
The ECU automatically adjusts APU fuel quantities to prevent both overspeed and overtemperature
operation.
The motional pickup transducer is used to provide an indication of APU speed for on-speed control
and protection from overspeed. It has a permanent magnetic core. It uses the rotational movement of
gear teeth in the gearbox to cause an ac pulse, which is in proportion to the RPM of the gear. The
motional pickup transducer does not touch the gear, but uses magnetic reluctance to cause its signal.
The output voltage of the motional pickup transducer changes as the gear teeth move through the
motional pickup transducer's magnetic field. The ECU reads the frequency of the changes in output
voltage and uses this information to control APU components and systems at specified speeds. The
ECU will shut down the APU without continuous input from the motional pickup transducer.
The motional pickup transducer has a clearance of 0.012 to 0.018 inch (0.305 to 0.457 mm) from the
gear teeth.
The immersion thermocouple measures temperature directly from the exhaust gas stream. When the
APU is in operation, the immersion thermocouple measures continuous temperatures from -100 to
2,000°F (-73 to 1,093°C). The ECU will shutdown the APU without continuous input from the
immersion thermocouple.
The inlet temperature sensor is used to measure the temperature (T2) of the ambient inlet air. The
ECU uses this data for its calculations to control the surge control valve at higher altitude operation in
flight. A T2 temperature that is too high indicates airflow from the compressor toward the air inlet.
The ECU can use this data to cause a shutdown of the APU. Its indication is continuous, which
permits the ECU to monitor inlet air temperature and perform BIT functions.
The inlet pressure sensor is used to measure ambient temperature (P2). The ECU uses this data for
its calculations to control the surge control valve with the inlet temperature sensor data. The ECU
also uses the P2 data to adjust the fuel requirements for APU starting fuel flows.
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MOTIONAL PICKUP TRANSDUCER - MAINTENANCE PRACTICES
procedures.

Part No.

Depth Micrometer Commercially available
C. Remove the motional pickup transducer. (Refer to Figure 201.)
TO PERSONS.
INCORRECTLY.
(1) Disconnect electrical connector P7 from motional pickup transducer (5).
(2) Remove bolt (10).

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Removal/Installation of the Motional Pickup Transducer

Figure 201
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KEY TO FIGURE 201

5. MOTIONAL PICKUP TRANSDUCER 15. SHIM
10. BOLT 20. PACKING
INJURY TO PERSONS.
CAUTION: MAKE SURE THAT NO UNWANTED OBJECTS GO INTO THE OPEN PORTS. IF
UNWANTED OBJECTS GO INTO THE OPEN PORTS, ENGINE DAMAGE CAN
OCCUR.
(3) Remove motional pickup transducer (5) from the gearbox.
(4) Remove shim (15) from motional pickup transducer (5).
(5) Remove packing (20) from motional pickup transducer (5).
D. Install the motional pickup transducer. (Refer to Figures 201 and 202.)
(1) Calculate the necessary thickness of shim (15).

CAUTION: MAKE SURE THE DEPTH MICROMETER DOES NOT TOUCH THE
SOLENOID VALVE BRACKET. IF THE DEPTH MICROMETER TOUCHES
THE SOLENOID VALVE BRACKET THE MEASUREMENT WILL NOT BE
ACCURATE.
(a) Put the depth micrometer in the gearbox until it touches the top of the gear to
measure Dimension A.
(b) Record Dimension A in Step (e).
(c) Use the depth micrometer to measure Dimension B.
(d) Record Dimension B in Step (e).

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Calculate Shim Thickness

Figure 202
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(e) Calculate the thickness of shim (15).
Dimension B inch (mm) (from Step (d))

Dimension A - inch (mm) (from Step (b))
+ 0.015 (0.38) inch (mm)
Necessary thickness of shim (15)
for the 0.012 to 0.018 inch (0.30
to 0.46 mm) clearance between
the end of motional pickup
transducer (5) and the gear = inch (mm)
(2) Remove lamination from new shim (15) as necessary, to get the calculated thickness.
NOTE: Shim (15) is of a laminated construction. Each lamination is 0.002 inch (0.05
mm) thick.
(3) Install shim (15) on motional pickup transducer (5).
INJURY TO PERSONS.
(4) Lubricate new packing (20) with the same lubricating oil used in the gearbox.
(5) Install new packing (20) on motional pickup transducer (5).
(6) Install motional pickup transducer (5) in the gearbox and attach with bolt (10).
INCORRECTLY.
(8) Install electrical connector P7 on motional pickup transducer (5).
2. Check/Test
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OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Do a visual check for oil leaks around the motional pickup transducer. No oil leaks are
permitted.
maintenance panel.

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IMMERSION THERMOCOUPLE - MAINTENANCE PRACTICES
A. Remove the immersion thermocouple. (Refer to Figure 201.)
TO PERSONS.
(1) If the APU wiring harness is installed, remove locknuts (20, 25) and wiring harness
terminal ends from immersion thermocouple (5).
(2) Remove nuts (15) and bolts (10) from immersion thermocouple (5).
(3) Remove immersion thermocouple (5) with gasket (30).
(4) Remove gasket (30) from immersion thermocouple (5).
(5) Discard gasket (30).
B. Install the immersion thermocouple. (Refer to Figure 201.)
(1) Install new gasket (30) on immersion thermocouple (5).
(2) Install immersion thermocouple (5) in the turbine housing assembly and attach with bolts
(10) and nuts (15).
NOTE: Make sure the larger terminal stud, on the immersion thermocouple, is installed
to the right.
(4) If the APU wiring harness is to be installed, put the larger wiring harness terminal end on
the larger stud of immersion thermocouple (5) and attach with locknut (20).
(5) Torque locknut (20) to 18 in-lb (2.0 Nm).
(6) Put the smaller wiring harness terminal end on the smaller stud of immersion
thermocouple (5) and attach with locknut (25).
(7) Torque locknut (25) to 31 in-lb (3.5 Nm).

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Removal/Installation of the Immersion Thermocouple

Figure 201
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KEY TO FIGURE 201

5. IMMERSION 15. NUT
THERMOCOUPLE
10. DELETED 20. LOCKNUT
-10A. BOLT 25. LOCKNUT
30. GASKET
-ITEM NOT ILLUSTRATED
2. Check/Test
OPERATE THE APU:
AIR INLET.
maintenance panel.

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ELECTRONIC CONTROL UNIT - MAINTENANCE PRACTICES
NOTE: The component maintenance manual for the electronic control unit is ATA No. 49-61-70.
A. Remove the electronic control unit. (Refer to Figure 201.)
INCORRECTLY.
(1) Disconnect electrical connector (10) from electronic control unit (ECU) (5).
(2) Disengage clamp (15) that holds ECU (5) in mounting tray (20).
(3) Slowly pull ECU (5) sufficiently to disconnect the electrical connector, on the aft of ECU
(5), from mounting tray (20).
(4) Remove ECU (5) from mounting tray (20).
B. Install the electronic control unit. (Refer to Figure 201.)
(1) Put ECU (5) on mounting tray (20).
INCORRECTLY.
(2) Slowly push ECU (5) in mounting tray (20) and make sure the electrical connector, on the
aft of ECU (5), engages correctly in the receptacle of mounting tray (20).
(3) Engage clamp (15) on ECU (5) and tighten.
(4) Connect electrical connector (10) to ECU (5).

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Figure 201
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KEY TO FIGURE 201

5. ELECTRONIC CONTROL 15. CLAMP
UNIT
10. ELECTRICAL CONNECTOR 20. MOUNTING TRAY
2. Check/Test
OPERATE THE APU:
AIR INLET.
maintenance panel.
(5) If faults are show, refer to Fault Isolation Section 49-20-00.

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INLET TEMPERATURE SENSOR - MAINTENANCE PRACTICES
procedures.

B. Remove the inlet temperature sensor. (Refer to Figure 201.)
TO PERSONS.
CAUSE INJURY.
TO THE EQUIPMENT.
(1) Cut and remove the lockwire from inlet temperature sensor (5).
INCORRECTLY.
(2) Disconnect electrical connector P3 from inlet temperature sensor (5).
OCCUR.
(3) Remove inlet temperature sensor (5) with gasket (10) from the compressor inlet duct.
(4) Discard gasket (10).

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Removal/Installation of the Inlet Temperature Sensor

Figure 201
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KEY TO FIGURE 201

5. INLET TEMPERATURE 10. GASKET
SENSOR
C. Install the inlet temperature sensor. (Refer to Figure 201.)
(1) Install new gasket (10) on inlet temperature sensor (5).
NOTE: Gasket (10) is included with new inlet temperature sensor (5).
(2) Install inlet temperature sensor (5) in the compressor inlet duct.
(3) Torque inlet temperature sensor (5) to 100 in-lb (11.3 Nm).
(4) Safety inlet temperature sensor (5) with lockwire per SAE-AS567.
INCORRECTLY.
(5) Install electrical connector P3 on inlet temperature sensor (5).
2. Check/Test
OPERATE THE APU:
AIR INLET.
maintenance panel.

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INLET PRESSURE SENSOR - MAINTENANCE PRACTICES
A. Remove the inlet pressure sensor. (Refer to Figure 201.)
TO PERSONS.
INCORRECTLY.
(1) Disconnect electrical connector P4 from inlet pressure sensor (5).
(2) Loosen nut (10).
NOTE: It is not necessary to remove nut (10) from the stud.
(3) Turn inlet pressure sensor (5) counterclockwise to disengage it from the stud on the
compressor inlet duct.
OCCUR.
(4) Remove inlet pressure sensor (5) from the compressor inlet duct.
(5) Remove packing (15) from inlet pressure sensor (5).
B. Install the inlet pressure sensor. (Refer to Figure 201.)
(1) Install new packing (15) on inlet pressure sensor (5).
(2) Install inlet pressure sensor (5) in the compressor inlet duct.
(3) Turn inlet pressure sensor (5) clockwise to engage the stud.
INCORRECTLY.
(5) Install electrical connector P4 on inlet pressure sensor (5).

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Removal/Installation of the Inlet Pressure Sensor

Figure 201
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KEY TO FIGURE 201

5. INLET PRESSURE SENSOR 15. PACKING
10. NUT
2. Check/Test
OPERATE THE APU:
AIR INLET.
maintenance panel.

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TIME SECTION
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1. General
The purpose of the time system is to keep a record of the hours of operation of the Auxiliary Power
Unit (APU).
2. Description
The time system has:
― Total Time Meter.
The total time meter is an electro-mechanical device that operates with a 28 VDC input from the
electronic control unit (ECU). It keeps a record of the hours of operation of the APU, from zero to
9,999 hours.
The hours of operation can be read from the display on the total time meter.
3. Operation
After an automatic start is initiated, the ECU energizes the total time meter. The total time meter stays
energized until the APU is shutdown.
The ECU records the total starts completed and the total hours the APU operates.
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Time System
Figure 1
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TIME TOTALIZING METER ASSEMBLY- MAINTENANCE PRACTICES
A. Remove the time totalizing meter assembly. (Refer to Figure 201.)
TO PERSONS.
(1) Disconnect the wires of time totalizing meter assembly (5) from the quick disconnect
splice of wiring harness.
(2) Remove bolts (10), washers (15) and time totalizing meter assembly (5).
NOTE: Make sure to remember the location of the ground terminal for duplication
during assembly.
B. Install the time totalizing meter assembly. (Refer to Figure 201.)
(1) Install time totalizing meter assembly (5) on the APU and attach with bolts (10) and
washers (15).
NOTE: Install the ground terminal on time totalizing meter (5) aft attachment point.
(3) Connect the wires of time totalizing meter assembly (5) to the quick disconnect splice of
wiring harness.
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Removal/Installation of the Time Totalizing Meter

Assembly
Figure 201
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KEY TO FIGURE 201

5. TIME TOTALIZING METER 15. WASHER
ASSEMBLY
10. BOLT
2. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Examine the time totalizing meter for correct installation.
maintenance panel.

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OIL SECTION
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1. General
The function of the oil system is to lubricate the auxiliary power unit (APU) accessory drive gearbox
assembly (gearbox) components and the main shaft bearings. The low drag coefficient of the system
gives better start-up reliability and decreased battery wear. The oil system reservoir is an integral part
of the accessory drive gearbox assembly and is not pressurized, which simplifies its maintainability.
The functions of the oil system are to:
― Supply the correct quantity of oil to lubricate the rotating APU,
― Keep the correct oil temperature and prevent automatic high oil temperature APU shutdowns,
― Remove contamination in external oil sources and remove metal particles from the oil due to
component wear,
― Provide the electronic control unit (ECU) with oil system operational parameters.
2. Description
The oil system has:
― Low oil pressure (LOP) switch,
― High oil temperature switch,
― Oil level and fill cap,
― Oil filter element,
― Magnetic drain plug,
― Ejector assembly.
The LOP switch is a normally closed, open-on-pressure switch installed in the gearbox to provide the
ECU with oil pressure signals.
The LOP switch opens when the oil pressure is more than 35 PSIG (241 kPa) and closes when the
pressure goes below 26 PSIG (179 kPa).
Sensor Type: Shunt-disk switch
Contact Impedance: 1 ohm maximum at 2.5 mA
The high oil temperature switch is a normally open, thermostatic switch that is installed in the gearbox
to provide the ECU with oil temperature signals. The high oil temperature switch will close when the
oil temperature increases to more than 286 to 296°F (141.1 to 146.7°C). It will open when the oil
temperature decreases to 250°F (121.1°C).
Source Impedance: Per MIL-T-7990, Table 1
Operating Range: -94° to 572°F (-70° to 300°C)

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Oil System
Figure 1
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Resistance Range: 68 to 243 ohms
The oil level and fill cap is a two-piece assembly connected together with a cable. The neck and fill
cap has a fitting and a fill cap. The oil level dipstick is attached to the fill cap. The fitting, which is
installed in the gearbox, has a removable mesh screen. The cable is made of corrosion-resistant steel
and is covered with nylon. Oil is manually added to the APU through the neck of the assembly.
The oil filter element is a non-cleanable, 10-micron, disposable type filter.
The flow rate across the oil filter element is 5 PSID (34 kPa) at 4.5 gallons (17 L) per minute between
75 and 125°F (23.9 to 51.7°C).
The magnetic drain plug is a two-piece, quick disconnect, magnetic, bayonet type drain plug. It has a
magnetic chip collector, a drain plug and a check valve.
The magnetic chip collector installs in the drain plug. It has a cylindrical permanent magnet, which
pushes against the check valve plunger and compresses the check valve spring. The chip collector
has three helilock detents to keep it locked in the drain plug. It has a packing, which seals against the
internal diameter of the drain plug.
The drain plug threads into the gearbox housing. It has three openings to allow oil flow around the
chip collector's magnet and a check valve. It has a packing to seal against the gearbox housing.
The check valve is installed in the drain plug. It is a spring-loaded plunger that pushes against a seat
in the drain plug to seal the gearbox sump when the magnetic chip collector is removed.
The ejector assembly is connected to the gearbox by the gearbox to ejector tube assembly. It is
connected to the turbine housing drain by the turbine to ejector tube assembly and connected to the
exhaust by the ejector to exhaust tube assembly.
3. Operation
The LOP switch will open when the oil pressure increases to more than 35 PSIG (241 kPa) during the
APU start operation. During operation on the ground, if the oil pressure decreases to less than 26
PSIG (179 kPa), the contacts will close and cause the ECU to give a report of an LOP condition and
APU shutdown.
The high oil temperature switch is a device, which operates through the change of resistance with
temperature. It sends signals to the ECU, which change in proportion to the changes in the oil
temperature. If the oil temperature becomes more than 286 to 296°F (141.1 to 146.7°C) for more than
10 seconds, the ECU will cause an APU shutdown.
The oil level and fill cap is used to manually add oil to the oil reservoir.
The oil filter element supplies contamination free oil to the gearbox.
The magnetic drain plug chip collector collects metal particles in the oil. This gives a visual indication
of abnormal wear of APU rotating components.
High-pressure bleed air flows from the turbine plenum drain through the turbine-to-ejector tube
assembly and then to the ejector assembly. During APU operation, the gearbox internal pressure is
decreased by the ejector assembly, which causes a positive air-to-oil pressure differential across the
compressor seal. This prevents oil contamination in the bleed air if there is seal leakage.
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Oil System Schematic

Figure 2
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LOW OIL PRESSURE SWITCH - MAINTENANCE PRACTICES
procedures.

Lubricating oil Same brand and type as used in the APU gearbox
Part No.

C. Remove the low oil pressure (LOP) switch. (Refer to Figure 201.)
TO PERSONS.
(1) Put the container below LOP switch (5) to collect oil leakage.
INCORRECTLY.
(2) Disconnect electrical connector P9 from LOP switch (5).

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Removal/Installation of the Low Oil Pressure Switch

Figure 201
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KEY TO FIGURE 201

5. LOW OIL PRESSURE 10. PACKING
SWITCH
CAUSE INJURY.
TO THE EQUIPMENT.
(3) Cut and remove the lockwire from LOP switch (5) and the lube pump assembly bolt.
INJURY TO PERSONS.
OCCUR.
(4) Remove LOP switch (5) with packing (10) from the gearbox.
(5) Remove packing (10) from LOP switch (5).
D. Install the low oil pressure switch. (Refer to Figure 201.)
(1) Install lockwire on the lube pump assembly bolt, per SAE-AS567, and twist to start the
lockwire for LOP switch (5).
NOTE: Final installation of the lockwire will be completed after LOP switch (5) is
installed.
INJURY TO PERSONS.
(3) Install new packing (10) on LOP switch (5).
(4) Install LOP switch (5) in the gearbox.

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(5) Safety LOP switch (5) with lockwire, per SAE-AS567.
INCORRECTLY.
(6) Connect electrical connector P9 to LOP switch (5).
2. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Do a visual check for oil leaks around the low oil pressure switch. No oil leaks are
permitted.
maintenance panel.

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HIGH OIL TEMPERATURE SWITCH - MAINTENANCE PRACTICES
procedures.

Part No.

C. Remove the high oil temperature switch. (Refer to Figure 201.)
TO PERSONS.
INJURY TO PERSONS.
(1) Remove the magnetic drain plug (5) and drain the APU gearbox sump. (Refer to Section
49-90-48.)
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Removal/Installation of the High Oil Temperature Switch

Figure 201
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KEY TO FIGURE 201

5. MAGNETIC DRAIN PLUG 15. PACKING
10. HIGH OIL TEMPERATURE
SWITCH
(2) After all oil has drained, install magnetic drain plug (5). (Refer to Section 49-90-48.)
(3) Put the container below high oil temperature switch (10) to collect oil leakage.
INCORRECTLY.
(4) Disconnect electrical connector P6 from high oil temperature switch (10).
CAUSE INJURY.
TO THE EQUIPMENT.
(5) Cut and remove the lockwire from high oil temperature switch (10).
(6) Remove high oil temperature switch (10), with packing (15), from the gearbox.
(7) Remove packing (15) from high oil temperature switch (10).
D. Install the high oil temperature switch. (Refer to Figure 201.)
INJURY TO PERSONS.
(2) Install new packing (15) on high oil temperature switch (10).
(3) Install high oil temperature switch (10) in the gearbox.
(4) Torque high oil temperature switch (10) to 40 in-lb (4.5 Nm).
(5) Safety high oil temperature switch (10) with lockwire per SAE-AS567.
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(6) Connect electrical connector P6 to high oil temperature switch (10).
(7) Fill the APU with oil. Refer to Section 49-20-00, Page 301.
2. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Do a visual check for oil leaks around the high oil temperature switch and magnetic drain
plug. No oil leaks are permitted.
maintenance panel.

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OIL LEVEL AND FILL CAP - MAINTENANCE PRACTICES
procedures.

Part No.

C. Examine the magnetic drain plug. (Refer to Section 49-90-48.)
D. Remove the oil level and fill cap. (Refer to Figure 201.)
TO PERSONS.
(1) Put the container below oil level and fill cap (5) to collect oil leakage.
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Removal/Installation of the Oil Level and Fill Cap

Figure 201
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KEY TO FIGURE 201

5. OIL LEVEL AND FILL CAP 10. PACKING
CAUSE INJURY.
TO THE EQUIPMENT.
(2) Cut and remove the lockwire from oil level and fill cap (5).
INJURY TO PERSONS.
OCCUR.
(3) Remove oil level and fill cap (5) with packing (10) from the gearbox.
(4) Remove packing (10) from oil level and fill cap (5).
E. Install the oil level and fill cap. (Refer to Figure 201.)
INJURY TO PERSONS.
(1) Lubricate new packing (10) with the same oil used in the APU gearbox.
(2) Install new packing (10) on oil level and fill cap (5).
(3) Install oil level and fill cap (5) in the gearbox.
(4) Torque oil level and fill cap (5) to 220 in-lb (24.9 Nm).
(5) Safety oil level and fill cap (5) with lockwire, per SAE-AS567.

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2. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Do a visual check for oil leaks around the oil level and fill cap. No oil leaks are permitted.
maintenance panel.

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OIL FILTER ELEMENT - MAINTENANCE PRACTICES
procedures.

Part No.

C. Examine the magnetic drain plug (Refer to Section 49-90-48.)
D. Remove the oil filter element. (Refer to Figure 201.)
TO PERSONS.
(1) Put the container below oil filter element (40) to collect oil leakage.
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Removal/Installation of the Oil Filter Element

Figure 201
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KEY TO FIGURE 201

5. PLUG 30. PACKING
10. PACKING 35. PACKING
15. BOLT 40. OIL FILTER ELEMENT
20. WASHER 45. PACKING
25. FILTER COVER
CAUSE INJURY.
TO THE EQUIPMENT.
(2) Cut and remove the lockwire from plug (5).
INJURY TO PERSONS.
(3) Remove plug (5) with packing (10) from filter cover (25).
(5) Remove bolts (15) and washers (20).
(6) Lower assembled components filter cover (25), oil filter element (40) and packings (30,
35).
(7) Disconnect oil filter element (40) from filter cover (25).
NOTE: Oil filter element (40) and filter cover (25) must be disconnected before removal
from the gearbox. There is not sufficient space for removal when the parts are
assembled.
(8) Remove filter cover (25), oil filter element (40) and packings (30, 35, 45).
(9) Discard packings (30, 35).
(10) Discard oil filter element (40) and packing (45).
E. Install the oil filter element. (Refer to Figure 201.)
INJURY TO PERSONS.
(1) Lubricate new packings (10, 30, 35, 45) with the same lubricating oil used in the APU
gearbox.
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(2) Install new packing (45) on new oil filter element (40).
(3) Install oil filter element (40) in the gearbox.
(4) Install new packings (30, 35) on filter cover (25).
(5) Install filter cover (25) in the gearbox and attach with washers (20) and bolts (15).
(7) Install new packing (10) on plug (5).
(8) Install plug (5) in filter cover (25).
(9) Safety plug (5) with lockwire per SAE-AS567.
INJURY TO PERSONS.
(10) Examine the APU oil level. If necessary, fill the APU with oil. Refer to Section 49-20-00,
Page 301.
2. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Do a visual check for oil leaks around the filter cover. No oil leaks are permitted.

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maintenance panel.

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MAGNETIC DRAIN PLUG - MAINTENANCE PRACTICES
(1) Table 201 shows the materials and compounds necessary to do the procedures that
follow:

procedures that follow:
Part No.

Container (6 quarts (5.71 liters)) Commercially available
Magnifying glass (5X power) Commercially available
Packing (PN M83248/1-800) Commercially available
C. Remove the magnetic drain plug. (Refer to Figure 201.)
TO PERSONS.
(1) Put the container below magnetic drain plug (5).

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Removal/Installation of the Magnetic Drain Plug

Figure 201
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KEY TO FIGURE 201

5. MAGNETIC DRAIN PLUG 10. PACKING
CAUSE INJURY.
TO THE EQUIPMENT.
(2) Cut and remove the lockwire from magnetic drain plug (5).
INJURY TO PERSONS.
(3) Remove magnetic drain plug (5) with packing (10) from the gearbox and let the oil drain
into the container.
(4) Remove packing (10) from magnetic drain plug (5).
D. Install the magnetic drain plug. (Refer to Figure 201.)
INJURY TO PERSONS.
(1) Lubricate packing (10) with the same lubricating oil used in the APU gearbox.
(2) Install packing (10) on magnetic drain plug (5).
(3) Install magnetic drain plug (5) in the gearbox.
(4) Torque magnetic drain plug (5) to 25 in-lb (2.8 Nm).
(5) Safety magnetic drain plug (5) with lockwire, per SAE-AS567.
(6) Fill the APU with oil. Refer to Section 49-20-00, page 301.
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Magnetic Drain Plug - Check for Metal Particles

Figure 202
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KEY TO FIGURE 202

5. MAGNETIC ELEMENT 15. MAGNETIC DRAIN PLUG
10. PACKING
2. Inspection/Check
A. General
This on-wing visual inspection gives an estimate of the wear conditions of the Auxiliary Power
Unit (APU). It is not as accurate and is not an equivalent alternative to a laboratory’s
spectrometric analysis of oil samples and used filters.
Do this procedure only when it is referred to by a fault isolation procedure.
B. Examine the magnetic element. (Refer to Figures 202 and 203.)
(1) Remove magnetic element (5) as follows:
WARNING: LET THE APU BECOME COOL BEFORE YOU DO WORK ON OR NEAR
IT. HOT OIL, BLEED AIR AND EXHAUST SYSTEM COMPONENTS CAN
CAUSE INJURY TO PERSONS.

(a) Push in and turn magnetic element (5) counterclockwise to unlock it from
magnetic drain plug (15).
NOTE: A spring-loaded seal in magnetic drain plug (15) closes when you
remove magnetic element (5). It is not unusual for a few drops of oil to
leak from magnetic drain plug (15). If leakage continues, magnetic drain
plug (15) could be damaged.
(b) Pull magnetic element (5) carefully from magnetic drain plug (15) to make sure
the metal chips stay on the magnet.
(2) Do the detailed inspection of magnetic element (5) as follows:
NOTE: Do the inspection before packing (10) is removed.
(a) With a 5X power magnifying glass, examine magnetic element (5) for metal
particles.
(b) If metal particles are found, refer to the list that follows to identify the condition of
the particles on magnetic element (5).
― Condition A: hair like particles and/or very small particles and/or very thin
slivers of metal, approximately as shown.
― Condition B: particles like Condition A, but also at least a few moderately
larger particles and/or slivers, approximately as shown.
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Examination of the Magnetic Element for Metal Chips

Figure 203
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― Condition C: particles like Conditions A or B, but also has many moderately

large particles, approximately as shown.
― Condition D: particles like Conditions A, B, and/or C, but also has at least a
few particles which are much larger, approximately as shown.
(c) Record the condition in the engine logbook, as follows and as applicable:
― Less than Condition A,

― Equivalent to Condition A, B, C or D,
― Worse than Condition A (or B or C), but less than Condition B (or C or D),
― Worse than Condition D.
(d) Complete the inspection procedures as follows:
1 If no metal particles are found, go to Step (3).
2 If metal particles are found on magnetic element (5) are no worse than
Condition A, go to Step (4).
3 If metal particles found on magnetic element (5) are worse than Condition
A but less than Condition D, go to Step (5).
4 If metal particles found on magnetic element (5) are worse than Condition
D, go to Step (6).
(3) If no metal particles are found on magnetic element (5), the APU is satisfactory for
continued operation. Do the steps that follow:

(a) Remove packing (10) from magnetic element (5).
(c) Use a clean cloth to remove all contamination from magnetic element (5).
(d) Lubricate new packing (10) with the same lubricating oil used in the APU gearbox.
(e) Install new packing (10) on magnetic element (5).
(f) Push magnetic element (5) as far as it will go into magnetic drain plug (15).
(g) Turn magnetic element (5) clockwise to lock it in magnetic drain plug (15).
(h) Remove all tools, equipment and unwanted materials from the work area.
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OPERATE THE APU:
APU AIR INLET.
(i) Start and operate the APU at a no-load governed speed for 5 minutes.
WARNING: BE CAREFUL WHEN YOU DO WORK ON THE APU WHEN IT

OPERATES WITH THE APU ACCESS PANEL OPEN. THE APU HAS
HOT SURFACES AND MAKES A LOUD NOISE. HOT SURFACES AND
LOUD NOISES CAN CAUSE INJURY TO PERSONS.
(j) Do a visual check for oil leaks around magnetic drain plug (15). No oil leaks are
permitted.
(k) Do a normal APU shutdown.
(l) If leakage is found, repair as necessary.
(4) If metal particles found on magnetic element (5) are no worse than Condition A, the APU
is acceptable for continued operation. Do the steps that follow:

(a) Remove and replace the oil filter element. Refer to Section 49-90-47.
(b) Remove packing (10) from magnetic element (5).
(c) Discard packing (10).
(d) Use a clean cloth to remove all contamination from magnetic element (5).
(e) Lubricate new packing (10) with the same lubricating oil used in the APU gearbox.
(f) Install new packing (10) on magnetic element (5).
(g) Push magnetic element (5) as far as it will go into magnetic drain plug (15).
(h) Turn magnetic element (5) clockwise to lock it in magnetic drain plug (15).
(i) Remove all tools, equipment and unwanted materials from the work area.
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OPERATE THE APU:
APU AIR INLET.
(j) Start and operate the APU at a no-load governed speed for 5 minutes.

(k) Do a visual check for oil leaks around magnetic drain plug (15). No oil leaks are
permitted.
(l) Do a normal APU shutdown.
(m) If leakage is found, repair as necessary.
(5) If metal particles found on magnetic element (5) are worse than Condition A but less than
Condition D, the APU is satisfactory for continued operation. Do the steps that follow:

(a) Remove and replace the oil filter element. Refer to Section 49-90-47.
(b) Remove packing (10) from magnetic element (5).
(c) Discard packing (10).
(d) Use a clean cloth to remove all contamination from magnetic element (5).
(e) Lubricate new packing (10) with the same lubricating oil used in the APU gearbox.
(f) Install new packing (10) on magnetic element (5).
(g) Push magnetic element (5) as far as it will go into magnetic drain plug (15).
(h) Turn magnetic element (5) clockwise to lock it in magnetic drain plug (15).

(i) Remove magnetic drain plug (15). (Refer to Figure 201.)

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WARNING: LET THE APU BECOME COOL BEFORE YOU DO WORK ON OR

NEAR IT. HOT OIL, BLEED AIR AND EXHAUST SYSTEM
COMPONENTS CAN CAUSE INJURY TO PERSONS.
1 Put the container below magnetic drain plug (5).
WARNING: USE EYE PROTECTION WHEN YOU CUT THE LOCKWIRE.

WHEN YOU CUT THE LOCKWIRE, PIECES THAT BREAK OFF
CAN HIT YOUR EYES AND CAUSE INJURY.
CAUTION: DO NOT USE LOCKWIRE AGAIN AFTER REMOVAL. USED

LOCKWIRE CAN BREAK IF YOU APPLY TOO MUCH FORCE TO
IT. THIS CAN CAUSE DAMAGE TO THE EQUIPMENT.
2 Cut and remove the lockwire from magnetic drain plug (5).
WARNING: DO NOT LET LUBRICATING OIL TOUCH YOUR EYES OR STAY

ON YOUR SKIN. DO NOT BREATHE THE FUMES RELEASED
FROM IT. LUBRICATING OIL IS DANGEROUS TO YOUR EYES,
SKIN AND LUNGS. IT CAN CAUSE INJURY TO PERSONS.
3 Remove magnetic drain plug (5) with packing (10) from the gearbox and let
the oil drain into the container.
4 Remove packing (10) from magnetic drain plug (5).
5 Discard packing (10).
(j) Install the magnetic drain plug (5). (Refer to Figure 201.)
WARNING: DO NOT LET LUBRICATING OIL TOUCH YOUR EYES OR STAY

ON YOUR SKIN. DO NOT BREATHE THE FUMES RELEASED
FROM IT. LUBRICATING OIL IS DANGEROUS TO YOUR EYES,
SKIN AND LUNGS. IT CAN CAUSE INJURY TO PERSONS.
1 Lubricate packing (10) with the same lubricating oil used in the APU
gearbox.
2 Install packing (10) on magnetic drain plug (5).
3 Install magnetic drain plug (5) in the gearbox.
4 Torque magnetic drain plug (5) to 25 in-lb (2.8 Nm).
CAUTION: MAKE SURE THAT YOU USE THE CORRECT TYPE AND
DIMENSION OF LOCKWIRE FOR YOUR SPECIFIED USE. IF YOU
DO NOT DO THIS, THE LOCKWIRE CAN BREAK AND CAUSE
5 Safety magnetic drain plug (5) with lockwire, per SAE AS567.
6 Fill the APU with oil. Refer to Section 49-20-00, Page 301.
(k) Remove all tools, equipment and unwanted materials from the work area.
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OPERATE THE APU:
APU AIR INLET.
(l) Start and operate the APU at a no-load governed speed for 5 minutes.

(m) Do a visual check for oil leaks around magnetic drain plug (15). No oil leaks are
permitted. (Refer to Figure 202.)
(n) Do a normal APU shutdown.
(o) If leakage is found, repair as necessary.
(6) If metal particles found on magnetic element (5) are approximately the same as or worse
than Condition D, the APU is no longer serviceable. Do the steps that follow:
(a) Push magnetic element (5) as far as it will go into magnetic drain plug (15).
(b) Turn magnetic element (5) clockwise to lock it in magnetic drain plug (15).
(c) Remove the APU.
(d) Install a new APU.
3. Check/Test
OPERATE THE APU:
AIR INLET.
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INJURY TO PERSONS.
(3) Do a visual check for oil leaks around the magnetic drain plug. No oil leaks are
permitted.
maintenance panel.

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EJECTOR ASSEMBLY - MAINTENANCE PRACTICES
Part No.

B. Remove the ejector assembly. (Refer to Figure 201.)
TO PERSONS.
(1) Put the container below ejector assembly (5).
INJURY TO PERSONS.

(2) Disconnect gearbox to ejector tube assembly (10) from ejector assembly (5).
(3) Disconnect turbine to ejector tube assembly (15) from ejector assembly (5).
(4) Disconnect ejector to exhaust tube assembly (20) from ejector assembly (5).
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Removal/Installation of the Ejector Assembly

Figure 201
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KEY TO FIGURE 201

5. EJECTOR ASSEMBLY 15. TURBINE TO EJECTOR
TUBE ASSEMBLY
10. GEARBOX TO EJECTOR 20. EJECTOR TO EXHAUST
TUBE ASSEMBLY TUBE ASSEMBLY
C. Install the ejector assembly. (Refer to Figure 201.)
INJURY TO PERSONS.

(1) Connect ejector to exhaust tube assembly (20) to ejector assembly (5).
(2) Connect turbine to ejector tube assembly (15) to ejector assembly (5).
(3) Connect gearbox to ejector tube assembly (10) to ejector assembly (5).
(4) Torque turbine to ejector tube assembly (15) to 120 in-lb (13.5 Nm).
(5) Torque ejector to exhaust tube assembly (20) to 120 in-lb (13.5 Nm).
(6) Torque gearbox to ejector tube assembly (10) to 120 in-lb (13.5 Nm).
2. Check/Test
OPERATE THE APU:
AIR INLET.
INJURY TO PERSONS.
(3) Do a visual check for oil leaks around the ejector assembly. No oil leaks are permitted.
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36-150[G]
maintenance panel.

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Honeywell

Honeywell International Inc.

GAS TURBINE ENGINE

PART NUMBER MODEL NO.

Honeywell Materials License Agreement

Honeywell is a registered trademark of Honeywell International Inc.

THIS PAGE INTENTIONALLY LEFT BLANK

WARNING: HONEYWELL ASSUMES NO RESPONSIBILITY FOR ANY HONEYWELL EQUIPMENT

WARNING: INCORRECTLY REPAIRED COMPONENTS CAN AFFECT AIRWORTHINESS OR

THIS PAGE INTENTIONALLY LEFT BLANK

REV DATE REV DATE

ORIG Apr 5/06

THIS PAGE INTENTIONALLY LEFT BLANK

RECORD OF TEMPORARY REVISIONS

RECORD OF TEMPORARY REVISIONS (CONT)

3800826-1 36-150[G] G300/G400

REVISION NO. 1 DATED JANUARY 22, 2015

SUBJECT/PAGE DESCRIPTION OF CHANGE

Updated Honeywell name where applicable, without revision

Pages T-1 thru T-4 Updated title pages.

Page SWLA-1 Updated OSHA form number.

Page RR-1 Updated for Revision 1.

Record of Temporary Revisions

Page TR-1 Added Temporary Revisions 49-1 through 49-9.

Service Bulletin List

Page SB-1 Updated Service Bulletin Listing.

List of Effective Pages

Pages LEP-1 thru LEP-4 Updated for Revision 1.

Page INTRO-1 Updated Table 1 per NDC_3800826-1_D_04.

Page INTRO-2 Updated Applicable Publications Listing.

Page 3 Added Service Bulletin reference 49-7933 for approved oils.

SUBJECT/PAGE DESCRIPTION OF CHANGE

Page 202 Updated Figure 201 to match the IPC.

Page 204 Updated Figure 201 to match the IPC.

Page 201 Updated items in the procedures to match the IPC.

Page 202 Updated Figure 201 to match the IPC.

Page 204 Updated Figure 202 per TR 49-9.

Page 202 Updated Figure 201 per TR 49-1.

Page 203 Updated Key to Figure 201 per TR 49-2.

SUBJECT/PAGE DESCRIPTION OF CHANGE

Page 202 Updated Figure 201 to match the IPC.

Page 202 Updated metrics in Step C.(4) per TR 49-8.

Page 206 Updated Figure 202 per TR 49-4.

Page 201 Updated items in the procedures to match the IPC.

Page 202 Updated Figure 201 to match the IPC.

Page 203 Updated Key to Figure 201.

Page 201 Updated title of section to Time Totalizing Meter Assembly

Page 203 Updated Key to Figure 201.

TEMPORARY REVISION NO. 49-10

INSERT THIS PAGE AS THE FIRST PAGE OF THE MANUAL.

Honeywell is a registered trademark of Honeywell International Inc.

© Honeywell International Inc. Do not copy without express permission of Honeywell.

SERVICE BULLETIN LIST

49-7933, Rev 5 Jan 22/15 Oil - General - Approved Oils.

49-7997, Rev 3 Jan 22/15 Standard Storage and Preservation Guidelines.

49-8108 Refer to ATA Replace the Annular Combustion Chamber (Combustor), PN

SERVICE BULLETIN LIST

LIST OF EFFECTIVE PAGES

SUBJECT PAGE DATE SUBJECT PAGE DATE

SUBJECT PAGE DATE SUBJECT PAGE DATE

SUBJECT PAGE DATE SUBJECT PAGE DATE

SUBJECT PAGE DATE SUBJECT PAGE DATE

49-60-46 201 Jan 22/15 49-90-48 201 Jan 22/15