767 - 49 Apu

Lufthansa LAN Technical Training
RECURRENT TRAINING BOEING 767 - 300

AUXILIARY POWER UNIT GTCP 331 - 200ER
GENERAL 49 -- 00
ATA -- 49 APU
For Training Purposes Only
SCL/LLTT/jgb/rev--0/oct--2009. Page: 1

GENERAL 49 -- 00
AUXILIARY POWER SYSTEM
General
The airborne auxiliary power system supplies electrical and pneumatic
power for the airplane. On the ground, this electrical and pneumatic
power make the airplane independent of ground support equipment.
Pneumatic power is available in flight up to approximately 17,500 feet.
Electrical power is available in flight at any altitude.
The APU can be started up to 35.000 feet, but the new model installed
on the 767 ER can be started up to 43.000 feet.
The Garrett GTCP (Gas Turbine Compressor Powered) 331--2OO ER
engine is electronically controlled. The APU control unit or electronic
control unit (ECU) supervises all operations of the APU. The ECU is
located in the E6 rack aft side of the aft cargo door frame. The E6 rack
also contains the APU battery, battery charger and the APU start TRU.
The ECU coordinates the starting sequence, monitors the operation and
pneumatic output of the APU and ensures proper shutdown. The ECU
features extensive built in test equipment (BITE) that monitors many line
replaceable units. It also initiates protective shutdowns to prevent
damage to the APU. These shutdowns and failed components are shown
on the front face of the ECU.
The airborne auxiliary power system is controlled from the APU control
panel located on the P5 panel. This panel features a three--position rotary
switch, and FAULT and RUN annunciator lights.
EICAS shows APU exhaust gas temperature (EGT), RPM and oil status.
To shutdown the APU, turn the control switch off. To shutdown the APU
during an emergency pull the APU fire handle on the P8 panel, or activate
the APU shutdown switch on the APU remote shutdown panel (P40) located
on the aft side of the nose gear.
NOTE: WHEN THE APU IS SHUTDOWN USING THE P40 APU
SHUTDOWN SWITCH, THE BATTERY SWITCH IN THE

FLIGHT DECK MUST BE CYCLED OFF AND ON BEFORE
THE APU CAN BE STARTED.

GENERAL 49 -- 00
Figure 1 Auxiliary Power System


GENERAL 49 -- 00
APU SYSTEMS AND COMPONENTS
APU Systems APU Engine Fuel System
The primary APU systems include air intake, APU and generator lubrication, The APU engine fuel system regulates and distributes fuel for engine
engine fuel ignition/starting, air, control and indicating. combustion and pneumatic control. The fuel control unit shuts off, filters,
pressurizes and meters the fuel supply. The fuel control unit is electrically
The APU interfaces with the following systems that are controlled by the ECU. The flow divider and solenoid valve separates fuel flow
covered elsewhere: into primary and secondary flows. The solenoid valve prevents excessive fuel
-- electrical power (Chapter 24) flow into the combustion chamber during start.
-- pneumatics (Chapter 36) Fuel manifolds and nozzles provide even distribution of primary and secondary
-- fire protection (Chapter 26) fuel flows into the combustion chamber.
-- EICAS (Chapter 31) Air System
APU Air Intake System Air that enters the APU inlet plenum is used for cooling, supporting combustion
External ambient air enters the APU through an APU air intake door. This door and as a pneumatic power source. A high speed cooling fan circulates air to
is located on the upper right side of the fuselage next to the vertical stabilizer. cool the APU compartment and supplies air to the oil cooler. A fan isolation
An electrical actuator drives the door open to allow air into the APU air inlet valve closes off supply air to the cooling fan in case of an APU fire. The inlet
plenum. guide vane (IGV) actuator controls the pneumatic output of the APU. The inlet
guide vanes (IGV‘s) open and close in response to aircraft pneumatic demand
APU and Generator Lubrication System to regulate the amount of air entering the load compressor section of the APU.
The APU uses a common oil system to cool and lubricate the bearings, AGB A flow sensor measures pneumatic output. The ECU uses this information to
and generator of the APU. The APU generator has a separate, non--bypass oil prevent a load compressor surge by positioning a surge valve.
filter. If the generator should fail, the filter protects the rest of the APU from APU Ignition and Starting System
damage.
The APU is started by using a 28 V dc powered electric motor. A single ignition
A de--oil system allows the oil pressure pump to draw air from the gearbox, this unit sends a high voltage to the igniter plug that sparks combustion.
unloads the oil pump of cold oil, allowing easier starting at cold temperatures.
The low oil pressure switch signals the ECU to initiate a low pressure (LOP) APU Control System
protective shutdown when there is low oil pressure in the pressure supply line. All operations of the APU are controlled and monitored by the APU control unit
The oil temperature sensor supplies oil temperature information to the APU (ECU). Two APU monopoles supply redundant speed signals to the ECU. The
control unit (ECU). APU inlet pressure and temperature sensors send signals of inlet air conditions
The gearbox pressure regulating valve controls gearbox pressurization. to the ECU. The ECU uses this information for fuel flow scheduling and surge
protection. APU EGT thermocouples measure exhaust gas temperature.
At lower altitudes the gearbox is vented to ambient. At higher altitudes,

high pressure air is used to pressurize the gearbox to prevent oil foaming in Indicating System
the oil pump. The gearbox shutoff valve controls the input of high pressure
Operating conditions of the APU are sent to the EICAS computers for display.
air to pressurize the gearbox above 18,000 feet. The shuttle valve selects
EICAS shows APU RPM, EGT and oil status as well as fault messages.
the source of buffer air for the compressor and cooling fan bearings.
Oil level information is sent from the oil quantity sensor directly to EICAS.
EGT thermocouples measure exhaust gas temperature.

GENERAL 49 -- 00
Figure 2 APU System Schematic


GENERAL 49 -- 00
ECU SPECIFICATIONS
The APU control unit (ECU) is the central element of the APU control system. Pre--Start BITE is an automatic self test. It is the first step in the start
It is a digital microprocessor located in the aft equipment center (E6). It weighs sequence and it begins when the APU control switch is
approximately 38 lbs (17.4 kg) and is mounted on the top shelf of the E6 rack rotated to START/ON.
using standard rack type connectors. Monitor BITE is an system monitoring test that works during APU operation.
Begins when the pre--start BITE is completed and remain active
Major Software Tasks during all operational phases of the APU.
The ECU maintains full authority over all APU operations through signals to Self--Test BITE It is an manually operator initiated test and started using a
torquemotor and solenoids; and by interrogating various APU and airplane switch on the front of the ECU, but without the APU running.
sensors and signals. These tasks include: Instructions for doing this test will be found on a placard located
-- Fuel control, both timed acceleration and on--speed governoring. behind of the E--6 rack door.
-- Inlet Guide Vane (IGV) control, to regulate pneumatic output. Pre--start BITE and self--test BITE perform the same routine. Some faulty
-- Surge Valve Control. LRU‘s do not inhibit APU operation or cause a protective shutdown, in these
cases the faulty LRU is stored in the ECU memory and the EICAS level “M”
-- Built--In--Test (BITE). APU BITE message appears. In general, those faulty LRU‘s that manifest them
-- Protective Shutdown. selves by other indications, such as through a protective shutdown, or loss of
-- Load Sequencing; to prioritize electrical and pneumatic loads. pneumatic output, do not cause the APU BITE message.
ECU BITE Description CAUTION: IF APU STARTING IS INHIBITED DUE TO CERTAIN LOP
PROTECTIVE SHUTDOWNS, PERFORMING AN APU BITE
The ECU performs 15 protective shutdowns and stores 24 faulty LRU’s in TEST CAUSES THE LOP PROTECTIVE SHUTDOWN LIGHT
non--volatile memory when necessary. To accomplish this, the ECU performs TO BLINK. ECU FAULT MEMORY MUST BE ERASED TO
three types of BITE: ALLOW THE APU TO START.
-- Prestart BITE: Tests the LRU’s when the APU start sequence is ECU Front Panel Configuration
initiated with the APU control switch. The ECU stores
the faults, and in some cases prevents APU start. The ECU front panel allows fault recall, reset, and display by use of 2 light
arrays and 3 switches. The light arrays are words etched into a plastic
-- Monitor BITE: Monitors the LRU’s from prestart to below 7 % of RPM faceplate with two LEDs to back--light each fault when necessary. The LED‘s
on shutdown. The ECU stores the faults and undertakes are not LRU‘s . Two toggle switches are three--position momentary, spring
alternate action or shuts down the APU as necessary. loaded to the center. To start the procedure, hold the switch for one second
-- Self--test BITE: The same as prestart, self--test BITE is initiated by the then release it. A five--position rotary FAULT SELECT switch allows selection
SELF--TEST switch on the face of the controller. Any of the cause of the last five protective shutdowns. A toggle switch is located
LRU faults detected at the time of the test are stored under the ERASE MEMORY plate to clear the fault memory.
in the ECU.
The requirement to interrogate the ECU for fault information is annunciated
in the flight compartment by the APU FAULT light, the EICAS APU FAULT
advisory message, or by the EICAS APU BITE message on the ECS / MSG
page. Faulty LRU‘s are stored in ECU memory during any one of three BITE
routines;

GENERAL 49 -- 00
Figure 3 APU Control Unit - 18 and Before


GENERAL 49 -- 00
APU LUBRICATION SYSTEM
General
The lubrication system consists of oil supply; Gearbox Pressurization System
-- pressure system for oiling the bearings, generator, and starter clutch. At higher altitudes (approximately 18,000 feet), the low ambient air pressure
could cause oil foaming. The gearbox pressurization system prevents this by
-- scavenge system for returning oil to the sump from the bearings, pressurizing the gearbox with 2nd stage compressor air (PCD2).
a generator oil scavenge system
Components include a gearbox shutoff valve, a shuttle valve, and a gearbox
-- gearbox pressurization system; and an oil cooler with bypass. pressure regulating valve. Operation is automatic and controlled pneumatically.
Oil Supply This system also increases bearing seal buffering air pressure at high altitudes.
The APU gearbox serves as an oil reservoir. Servicing is by a pour--type fill ECU BITE
port or through the pressure fill connections. Oil quantity is indicated by a sight Protective shutdowns occur for:
glass and an oil quantity signal to EICAS. Magnetic chip detectors are also
installed. -- LOP low oil pressure
-- HOT hot oil temperature
Oil Pressure System -- GEN FILTER for a blocked generator oil filter
A gear--type oil pump in the gearbox sends pressurized oil through an oil cooler The faulty units stored in the ECU memory include
and filter to the bearings and generator. When the oil is cold, a de--oil solenoid
valve opens allowing the pump to draw air from the gearbox. This unloads the -- LOP SWITCH
oil drag, enabling easier starting. A low oil pressure switch and oil temperature -- DE--OIL SOL
sensor signal the ECU, causing protective shutdowns if limits are exceeded. -- HOT SENSOR
Oil Cooling -- and FILTER SWITCH.
An air--type oil cooler is located between the oil pressure pump and bearings.
An oil cooler bypass valve sends cold oil around the oil cooler. This valve also
allows bypass of an obstructed cooler. Two check valves prevent backflow
and draindown.
Oil Scavenge System
Three scavenge pumps return oil to the reservoir. The compressor bearing
scavenge pump and generator scavenge pump are positive--displacement
gear--type. The turbine bearing scavenge pump is a gerotor type. Scavenge
oil from the generator flows through a non--bypass filter to protect the APU
from oil contamination if the generator fails. A generator oil filter differential
pressure switch signals the ECU if the generator oil filter becomes obstructed.
This initiates a protective shutdown.

GENERAL 49 -- 00
Figure 4 APU Oil System


GENERAL 49 -- 00
APU FUEL SYSTEM FUEL CONTROL UNIT
General General
The APU fuel system receives fuel from the airplane wing tanks through The fuel control unit filters, pressurizes and meters the fuel flow for supply
a shrouded line. The system then pressurizes, filters, and meters fuel for to the flow divider. It is mounted to the front flange of the oil pump assembly
combustion and to operate the inlet guide vane actuator (IGVA). with a quick attach/detach clamp. The fuel control unit is an LRU. The FCU
The primary components are the fuel control unit, flow divider, primary and inlet filter contains a filter bypass valve and a filter delta pressure indicator.
secondary fuel manifolds and nozzles and the inlet guide vane actuator. The differential pressure indicator activates at 5 psid across the filter. The
The APU is a constant speed engine. Speed control is accomplished bypass valve activates at 8 psid across the filter. The inlet filter and the bypass
automatically by the ECU through torquemotor inputs to the fuel control valve are both LRU‘s. A fuel pump is a gear pump that provides up to 1980 lbs/
unit, resulting in fuel flow regulation. The acceleration schedule is also hr of fuel. It is spline driven from the oil pump assembly. A high pressure relief
torquemotor controlled. Air inlet pressure (P2) and inlet temperature valve protects the fuel system against an overpressurization. It has a crack
(T2 or LCIT) are sensed by the ECU to adjust fuel flow for ambient point pressure of 950 psid. A high pressure filter is a cleanable stainless steel
conditions. The torquemotor also responds to T5 (EGT limits) if necessary screen. It is an LRU. An actuator pressure regulator provides pressurized fuel
to prevent an OVERTEMP protective shutdown. to the Inlet Guide Vane Actuator (IGVA). It regulates the fuel pressure supplied
to the IGVA to 250 +/-- 25 psig.
Fuel Control Unit
This unit accomplishes all pressurizing, filtering, and metering for the APU. Torquemotor Metering Valve
It mounts to the front of the oil pump. Electrical connections include the The torquemotor metering valve controls the fuel flow output from the FCU.
torquemotor and fuel shutoff valve solenoid. Both are ECU controlled. The valve’s position is electronically controlled by the ECU. The metering valve
controls the fuel supplied to the flow divider to between 0 and 660 lbs/hr. The
Inlet Guide Vane Actuator torquemotor consists of a Keyhole shaped metering port and a clevis valve.
This actuator utilizes fuel pressure for muscle. Operation is discussed in Electrical current from the ECU is sent to a coil, causing the clevis valve to
the APU pneumatics section. move, which controls the metering port opening. The metering valve current is
a function of APU speed, inlet temperature and pressure; and is limited by T5
Flow Divider
(EGT). The torquemotor is not an LRU. The differential pressure regulator
The fuel flow divider separates the metered flow into two manifolds¡ primary maintains a constant differential pressure of 50 psid across the metering valve.
and secondary. The primary manifold is used full time. The secondary This constant differential pressure creates a linear relationship between fuel
manifold is used when flow demands are increased. A electric solenoid valve flow and torquemotor current. A pressurizing valve is a spring--loaded--closed
modifies secondary flows to accommodate APU starting requirements. The valve. It opens at fuel pressures of 100 psid or more. It prevents a fuel flow
solenoid is ECU controlled. output until at least 100 psid is present. Finally the fuel shutoff solenoid valve
Fuel Manifold / Nozzles controls the supply of fuel from the control unit. It is a spring--loaded--closed
valve that, when closed, bypasses fuel back to the fuel pump inlet. The valve
The two fuel manifolds encircle the APU combustion chamber. Each has six is energized to open by 28 V dc supplied from the ECU. The valve is an LRU.
fuel nozzles permanently attached. The nozzles and manifold are an LRU as
an assembly only.

GENERAL 49 -- 00
Figure 5 Fuel Control Unit


GENERAL 49 -- 00
APU IGNITION / STARTING SYSTEM
General
The ignition / starting system supplies initial APU acceleration and combustion
spark. The APU is certified to start up to an altitude of 35,000 feet and at
ambient temperatures between minus 54 ° C and plus 54 ° C. The system
consists of the ignition unit, igniter and the starter motor.
The ignition unit generate igniter spark energy. The igniter provides the spark
to the combustor. Ignition unit power is controlled electrically by the ECU.
The starter motor gets power from either the APU TRU or the APU battery.
The APU TRU is powered from the right main ac bus. The ac power sense
relays select the TRU for cranking power when the right ac bus is powered,
or the APU battery if the bus is not powered.
Operation
The main battery switch must be ON to start the APU. APU start is initiated
by rotating the APU start switch momentarily to START and releasing it to ON.
The APU air intake door opens, the RUN light blinks twice, indicating pre--start
BITE complete and ready, and the FAULT light comes on during APU fuel shut
off valve on transit. After the door is open the ECU energizes the APU crank
contactor to power the starter motor. A 28 V dc signal is sent from the starter
motor to the ECU when the starter motor has power. If this signal is
interrupted for more than 50 msec a DC POWER LOSS protective shutdown
occurs. At 7 % speed the ECU energizes the ignition unit. Starter cutout is a
function of altitude. At 95 % speed the ECU de--energizes the ignition unit.
To prevent damage to the APU engine during start attempts at high altitudes,
only two starts may be attempted if oil pressure fails to meet the minimum
pressure required. Subsequent start attempts are inhibited.
See APU oil system operation for details.

GENERAL 49 -- 00
Figure 6 APU Ignition / Starting System


GENERAL 49 -- 00
APU PNEUMATIC SYSTEM
General
Air enters the APU inlet plenum from the air intake duct. This air is
used for pneumatic power, APU cooling and combustion. A dedicated
load compressor, connected to the APU main shaft, supplies the pneumatic
power. A cooling fan supplies air for oil cooling and compartment cooling.
Aircraft Pneumatic Power

Pneumatic power for the aircraft is used for environmental control (ECS),
main engine starting (MES), and the air driven hydraulic pump (ADP).
Air into the load compressor is regulated by inlet guide vanes (IGV’s) in
response to air pneumatic demand. The inlet guide vanes are a pneumatic
valve designed to control the volume of air into the compressor. This improves
the efficiency of the APU because the APU supplies only the pneumatic power
required. The IGV’s are moved by an IGV actuator that is controlled by the
ECU.
A surge valve directs excess pneumatic outflow into the APU exhaust to
prevent a load compressor surge. The surge valve is controlled by the ECU
using inputs from a flow sensor.
Switches behind a panel on the face of the ECU adjust IGV position. The
switches are not for on--line adjustments.
Cooling Air
Air from the plenum is drawn by the gearbox--driven fan through the fan
isolation valve to cool the oil, and to blow air into the APU compartment.
The fan isolation valve is open when the APU is running.
ECU BITE
A REVERSE FLOW protective shutdown occurs if the compressor surges.
An INLET DOOR protective shutdown occurs if the intake door is sensed as
not being fully open when the APU is running.
The LCIT SENSOR, ECS CONTROL, IGV ACT, FAN VALVE, PT SENSOR,
DELTA--P SENSOR, and SURGE VALVE can be stored in the ECU as faulty
units.

GENERAL 49 -- 00
Figure 7 APU Pneumatic System


GENERAL 49 -- 00
APU PROTECTIVE SHUTDOWN
General Shutdown Annunciation
There are two separate APU protective shutdown logic systems in the ECU: The ECU sends a signal to the EICAS computer, and illuminates the FAULT
light on the APU control panel whenever a protective shutdown occurs. The
Analog (Hardware) Protective Shutdown ECU stores the reason for the protective shutdown in non--volatile memory
Analog protective shutdowns are initiated by either a 107 % overspeed or for later recall on the FAULT DISPLAY light array on the face of the ECU.
by an EGT in excess of 621 ° C if the RPM is greater than 95 %. Analog Restart After Fault Shutdowns
protective shutdowns cause the ECU to deenergize the fuel shutoff solenoid
valve, ignition unit, and starter motor. Enabling signals are removed for the Turning the APU control switch 0FF after a protective shutdown turns
air valve and the APU generator. The ECU opens the APU inlet door driver off the FAULT light and causes the EICAS APU FAULT advisory message
when speed is less than 15 %, closing the APU air inlet door. to disappear. A restart may then be attempted, except for a S/D CKT
shutdown and certain LRU faults. If the fault is still present, a new protective
Digital Protective Shutdown shutdown is initiated.
Digital protective shutdowns are initiated by the following: S/D CKT -- This shutdown trips an internal breaker in the ECU. The ECU
-- 109% overspeed (OVERSPEED) must be replaced.
-- EGT overtemperature (OVERTEMP) (See RPM Vs EGT schedule) LRU FAULTS -- Some LRU‘s are tested in Prestart BITE, and terminate the
start if detected as faulty. (No starter engagement.)
-- High oil temperature (oil temperature above 154 ° C) (HOT)
-- Low oil pressure (Oil pressure below 35 psi) (LOP)
-- Loss of dc power (Batteries or diodes) (LOSS DC PWR)
-- APU air inlet door not full open (INLET DOOR)
-- APU fire (FIRE EMERG)
-- Loss of both thermocouple rakes (FAILED SENSOR) (EGT sensing)
-- Reverse flow (RVRSE FLOW) (sensed by the LCIT)
-- Loss of both monopoles (rpm sensing) (FAILED SENSOR)
-- Shutdown circuit failure (S/D CKT) (Trips an internal breaker)
-- ECU failure (ECU)
-- Generator oil filter differential pressure (35 psid) (GEN FILTER)
-- No acceleration: EGT over 204 ° C, acceleration less than 2%
RPM for previous 5 seconds (No ACCEL)

-- No flame (RPM >7% for 10 sec, EGT <204 ° C) (NO FLAME)
-- Slow start -- RPM fails to meet following schedule (SLOW START):
7% RPM within 30 sec; 20% RPM within 50 sec; 50% RPM within 70 sec.
A digital protective shutdown initiates the same signals as an analog shutdown,
but in addition also removes signal to the FCU torquemotor.

GENERAL 49 -- 00
Figure 8 APU Protective Shutdown


GENERAL 49 -- 00
APU CONTROL UNIT --19 AND SUBSEQUENT
General
Starting from ECU part--number --19 and on, a light modifications in the front
face matrix are performed to obtain some additional facilities during respective
BITE procedures.
The upper REASON APU NOT OPERATING matrix displays reasons for
protective shutdowns. The lower FAULTY LRU matrix shows faulty system
components. Also the control switches and some indications are renamed for
clarity.
By holding LAMP--TEST switch after lamp--test is passed, an additional internal
ECU fault memory (miniflag) are obtained to be used for trouble--shooting. This
additional Miniflags will be comments in the next section.
WARNING: O NOT PERFORM THE ECU SELF--TEST AND
MAINTENANCE ON THE IGNITION SYSTEM AT
THE SAME TIME.
THE IGNITER WILL BE ENERGIZED DURING THE
SELF--TEST AND CAN CAUSE AN INJURY.

GENERAL 49 -- 00
Figure 9 APU - ECU - 19 View


GENERAL 49 -- 00
ECU BITE TEST MINI-- FLAG TEST
General General
A placard, located on the E6 aft eouipment center access door, contains The mini--flag test, designed primarily for bench troubleshooting, identifies
instructions for doing an ECU BITE procedure. internal ECU faults as well as external faults. The external faults are
associated with the LRUs that appear in the FAULTY LRU field. For each
Reason APU Not Operating stored faulty LRU displayed by a indicator light, a more detailed miniflag
This lamp field identifies either the type of protective shutdown or it identifies code is stored
that a normal shutdown has occurred. Mini--Flag BITE Procedure
Status The mini--flag test may be conducted with or without the APU running.The
This lamp field identifes the current status of the APU. Mini--Flag memory readout is acomplished by holding LAMP TEST switch until
lamp test is completed: Immediately after the last column of indicator light go
Faulty LRU out, the Mini--Flag summary starts. Each fault is indicated by a number created
This lamp field identifies the faulty LRU that was detected during any of by the indicator lights.
the three BITE routines. To read the number you have to turn your head clocwise.
With the APU shutdown, moving and holding the TEST switch in the LAMP
Record Select position for 10 seconds begins the miniflag test. The mini--flag test also begins
This lamp field identifies the RECORD SELECT switch position. It is automatically after the LAMP test is completed.With the APU running, moving
illuminated when the ECU is powered, except during the mini--flag test. the TEST switch to the LAMP position causes a mini--flag test to begin immedi-
ately.
Test Switch
The TEST switch is a two position, center off switch. The SELF and LAMP Interpreting the Mini--Flag Test
position do not function with the APU running. Moving the switch to the SELF To proper view fault codes, tilt your head to the right, at a 90 degree position,
position initiates a system test. This test is identical to the pre--start test. relative to the front face of the ECU. The left edge of the ECU face should now
Moving the TEST switch to the LAMP position initiates a test of the lights in appear as the bottom of the mini--flag fault code display.The mini--flag fault
each lamp segment. There are two lights behind each lamp segment. The codes are displayed as numbers from 1 to 199. Use the maintenance manual
lights are not LRUS. They can only be replaced in a repair/overhaul facility. to aseociate a fault code with a failed component.If no mini--flag fault codes are
BITE is not inhibited when both lights, behind one lamp segment, fail. However, stored, the letters O K appear.
accurate troubleshooting cannot be assured. Change the ECU CAUTION: OUTSIDE OF RARE INTERNAL ECU FAILURES, THERE
After all lamp segments are tested, the ECU automatically initiates a mini--flag ARE NO LRU FAULTS WHICH APPEAR ONLY ON A MINI
test. The mini--flag test, designed primarily for bench troubleshooting, identifies FLAG TEST. ANY FAULTS DISPLAYED ON A MINI--FLAG
internal ECU faults as well as external faults. Holding the TEST switch in the TEST WILL ALSO BE DISPLAYED WITH OTHER BITE
LAMP position for greater than 10 seconds also initiates the mini--flag test. TESTS.
Erase Memory Switch
The ERASE MEMORY switch is a momentary, two position switch that is
located behind a metal guard. Moving the ERASE MEMORY switch up erases
the ECUs memory. The memory cannot be erased while the APU is running.

GENERAL 49 -- 00
Figure 10 BITE and Mini Flag


767 - 49 Apu

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Lufthansa LAN Technical Training

RECURRENT TRAINING BOEING 767 - 300

RECURRENT TRAINING BOEING 767 - 300

SHUTDOWN SWITCH, THE BATTERY SWITCH IN THE

RECURRENT TRAINING BOEING 767 - 300

Figure 1 Auxiliary Power System

RECURRENT TRAINING BOEING 767 - 300

At lower altitudes the gearbox is vented to ambient. At higher altitudes,

RECURRENT TRAINING BOEING 767 - 300

Figure 2 APU System Schematic

RECURRENT TRAINING BOEING 767 - 300

RECURRENT TRAINING BOEING 767 - 300

Figure 3 APU Control Unit - 18 and Before

RECURRENT TRAINING BOEING 767 - 300

RECURRENT TRAINING BOEING 767 - 300

Figure 4 APU Oil System

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RECURRENT TRAINING BOEING 767 - 300

Figure 5 Fuel Control Unit

RECURRENT TRAINING BOEING 767 - 300

RECURRENT TRAINING BOEING 767 - 300

Figure 6 APU Ignition / Starting System

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Aircraft Pneumatic Power

RECURRENT TRAINING BOEING 767 - 300

Figure 7 APU Pneumatic System

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RPM for previous 5 seconds (No ACCEL)

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Figure 8 APU Protective Shutdown

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Figure 9 APU - ECU - 19 View

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RECURRENT TRAINING BOEING 767 - 300

Figure 10 BITE and Mini Flag

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