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A319/A320/A321 TECHNICAL TRAINING MANUAL MECHANICS / ELECTRICS & AVIONICS COURSE 49 APU (APIC)

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A319/A320/A321 TECHNICAL TRAINING MANUAL _ MECHANICS / ELECTRICS & AVIONICS COURSE 49 APU (APIC)

49 APU (APIC)
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** APU Presentation (1) .......................... 1 ** APU Controls Presentation (1) ................. 7 ** APU ECAM Page Presentation (1)............... 13 ** APU Installation Presentation (2) ........... 21 APU Drain System Presentation (2)............... 29 APU Basic Description (3) ....................... 33 ** APU Fuel Feed System D/O (3) ................. 43 ** APU Ignition and Starting D/O (3) ........... 47 ** Fuel System Description/Operation (3) ....... 51 ** Oil System Description/Operation (3) ........ 57 ** Air System Description/Operation (3) ........ 63 ** APU System Management (3) .................... 69 APU Warnings (3) ................................. 77 ** ECB Interfaces (3)............................ 81 ** Fuel System Components (3) ................... 85 ** Oil System Components (3) .................... 99 ** Air System Components (3) ................... 119 ** Miscellaneous System Components (3) ........ 133 MAINTENANCE PRACTICES ** COMPT Access Doors Operation (2) ........... 151 ** APU Removal / Installation (3) ............. 155 SPECIFIC PAGES ** CFDS Specific Page Presentation (3) ...... 165
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49 - APU 49-00-00 APU PRESENTATION

CONTENTS: General Engine Oil Fuel Air Ignition and Starting Control and Monitoring AC Generator Self Examination

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APU PRESENTATION
GENERAL The APU, installed in the fuselage tail cone in a fire proof compartment, is an independent source of pneumatic and electrical power. It can be used in flight and on ground. The compressed air is used to supply the : - Environmental Control System (ECS). - Main Engine Start (MES). - Anti icing. The APU is a Model APS 3200 manufactured and designed by Auxiliary Power International Corps (APIC). ENGINE The APU is a single spool gas turbine engine which drives a load compressor and an accessory gearbox. The engine is composed of: - a single stage centrifugal compressor. - a reverse flow combustion chamber. - a two stage axial flow turbine. The combustion chamber is equipped with 9 fuel nozzles and two ignitor plugs. OIL
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FUEL The APU is supplied with fuel from either the fuel feed system pump or the fuel tank pumps, according to the pressure sensed in the APU fuel feed line. The Fuel Control Unit (FCU) is the main component of the fuel system. The Electronic Control Box (ECB) computes the fuel/air ratio, corresponding to the APU load, and meters the fuel flow accordingly. Fuel pressure is also used as muscle pressure to operate the load compressor Inlet Guide Vane (IGV) actuator and the Bleed Control Valve (BCV). AIR The main role of the air system is to supply bleed air to the pneumatic system while avoiding compressor surge. The air system includes a Bleed Control Valve, Inlet Guide Vanes to control the airflow into the load compressor in order to avoid overtemperature of the power section. Control and operation of these components are assumed by the Electronic Control Box. IGNITION AND STARTING The APU start sequence is initiated from the cockpit and is controlled by the Electronic Control Box. During starting, the electrical starter motor drives the APU rotating assembly through a clutch and the gear train in the gearbox, it disengages at 55% speed. Initial combustion is ensured by the ignition Unit and the ignitors.

The Oil system is monitored by the Electronic Control Box which receives temperature, pressure and quantity signals The self contained oil system lubricates, cleans and cools the APU bearings and accessory gearbox with the same oil types as approved for the main engines. The oil is also used to cool and lubricate the gearbox mounted AC generator.

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APU PRESENTATION
CONTROL AND MONITORING The APU engine control system has manual and automatic controls to start, shutdown and keep the APU in safe limits during operation. The Electronic Control Box (ECB) which controls and monitors the APU operation, is of the Full Authority Digital Electronic Controller (FADEC) type. The ECB has built in test equipment used for the power up test and the monitoring test. The ECB also acts as interface between the aircraft and the APU. The ECB receives the APU Data and sends main parameters to the ECAM system. The parameters and the indications displayed on the APU ECAM page are: - Speed(N) and Exhaust Gas Temperature(EGT). - Bleed pressure, Inlet flap position, Low Oil level and low fuel pressure. - The APU AC Generator load, voltage and frequency, through the electrical power system. AC GENERATOR An oil cooled APU Generator (90 KVA) can supply the aircraft electrical network. The APU AC generator, driven by the accessory gear box, uses the APU shaft power to transform mechanical power into electrical power which is used by the aircraft systems.

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SELF EXAMINATION What is the main function of the APU ? A - To produce independent pneumatic and hydraulic power. B - To produce independent pneumatic and electrical power. C - To produce independent electrical and hydraulic power. Which component controls and monitors the APU ? A - The Electronic Control Box. B - The Fuel Control Unit. C - The IGV Control Unit. The Electronic Control Box has : A - Restricted authority over APU operation. B - Only APU monitoring function. C - Full authority over APU operation.

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49 - APU 49-60-00 APU CONTROLS PRESENTATION


CONTENTS: General Overhead Panel External Power Control Panel Self Examination

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APU CONTROLS PRESENTATION


GENERAL Normal control of the APU is carried out from the APU control panel located in the cockpit. Emergency shut down can be performed on ground from outside the aircraft. OVERHEAD PANEL MASTER SWITCH The master switch pushbutton when pressed in, controls the power supply for APU operation and protection. A normal shutdown sequence is initiated when the master switch is released out. The ON light comes on blue when the Master switch P/B is pressed in and the APU page appears on the ECAM system display. The FAULT light comes on amber and the corresponding warnings are activated when an automatic shutdown occurs. START PUSHBUTTON The start pushbutton initiates the APU start sequence. The ON light comes on blue until 95% N(RPM). The AVAIL light comes on green above 95% N(RPM).
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APU FIRE PUSH BUTTON When the APU fire pushbutton is released out, an APU emergency shutdown is initiated.

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APU CONTROLS PRESENTATION


EXTERNAL POWER CONTROL PANEL APU SHUT OFF PUSHBUTTON An APU emergency shutdown can be performed using the APU SHUT OFF pushbutton located on the external power control panel, next to the nose landing gear. Operation of the APU SHUT OFF pushbutton cancels the ground horn. APU FIRE LIGHT The APU FIRE red light comes on when a fire is detected on ground and is accompanied by the ground horn. (APU shutdown and Auto extinguishing in this case).

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SELF EXAMINATION From where can an APU emergency shutdown be performed ? A - Refuel/defuel panel,external control panel and cockpit. B - APU Fire panel, external power control panel. C - The APU cannot be shutdown from outside the aircraft. Normal APU shutdown is performed from ? A - Fire panel. B - External power control panel. C - APU control panel.

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49 - AUXILIARY POWER UNIT 49-70-00 APU ECAM PAGE PRESENTATION


CONTENTS: General Exhaust Gas Temperature (EGT) Speed Flap Open Available APU Generator APU Bleed Fuel Low Pressure Low Oil Level

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APU ECAM PAGE PRESENTATION


GENERAL The APU indications are displayed on the lower ECAM page. This page is called manually or automatically during APU start. EXHAUST GAS TEMPERATURE (EGT) The Exhaust Gas Temperature is displayed green in normal configuration . This includes the pointer symbol and digital indication. It pulses in advisory mode. It becomes red in case of over-temperature. A movable red line is computed by the ECB.The red EGT limit value is different during APU starting and when APU becomes available. SPEED The speed indication is displayed in green. It becomes amber or red in case of overspeed. FLAP OPEN The green FLAP OPEN indication is displayed when the air intake flap is fully open. No indication is displayed otherwise. - FLAP OPEN displayed steady: Air intake flap fully open with the MASTER SW pushbutton set to ON. - FLAP OPEN displayed pulsing: Air intake flap not fully closed 3 minutes after the MASTER SW pushbutton has been set to OFF. AVAIL When the APU is running, a green APU AVAILable indication appears on the upper ECAM page. The green AVAILable indication is displayed when the APU speed is above 95%. Nothing is displayed otherwise.

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APU ECAM PAGE PRESENTATION


APU GENERATOR The APU electrical generator output is displayed as shown on the picture. The APU generator parameters are displayed amber in case of overload, or if voltage or frequency are out of range.

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APU ECAM PAGE PRESENTATION


APU BLEED The APU BLEED indication is displayed in green on the upper ECAM memo page during APU BLEED supply . The APU bleed pressure indication is replaced by amber crosses when the indication is not available. FUEL LOW PRESS. The FUEL LOw PRessure indication is displayed when the pressure upstream from the fuel control unit is too low. - The amber FUEL LO PR message is displayed when the fuel pressure,in the APU fuel feed line,is below 15 PSI. LOW OIL LEVEL The green LOW OIL LEVEL indication pulses when the oil in the gearbox reaches the low level and needs servicing. - If the oil quantity decreases below 4 litres, the indication pulses on the APU ECAM page.

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49 - AUXILIARY POWER UNIT 49-10-00 APU INSTALLATION PRESENTATION


CONTENTS: General Mounts Air Intake Flap Air Intake Duct Exhaust Access Doors Drain System Self Examination

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APU INSTALLATION PRESENTATION


GENERAL The Auxiliary Power Unit is installed in a fireproof compartment located in the fuselage tail cone. MOUNTS Seven tie rods attach the APU to the stucture brackets on the APU compartment ceiling.These tie rods also connect to the APU three point mounted suspension system. Vibration insulators are installed between the APU mount brackets and the tie rods to reduce the transmission of aircraft vibrations and shocks to the APU. The insulators also prevent the transmission of vibrations from the APU to the aircraft structure.

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APU INSTALLATION PRESENTATION


AIR INTAKE FLAP The air intake system ducts ambient air to the APU plenum chamber. An air intake flap cuts off the air supply when the APU does not operate. In case of failure, the air intake flap can be opened or closed manually by a Manual Override Device. A fixed diverter increases the ram air recovery for flight operation and also prevents any fluids,flowing along the fuselage, from entering the air intake. AIR INTAKE DUCT The air intake duct, which is composed of a diffuser and elbow, provides correct airflow to the APU plenum. The air intake duct is attached to the right access door. EXHAUST The exhaust system lets the APU exhaust gas flow into the atmosphere and muffles the noise from the exhaust. The exhaust muffler thermal insulation protects the aircraft structure.
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APU INSTALLATION PRESENTATION


ACCESS DOORS Two access doors allow access to the APU compartment. The access doors on the bottom of the tailcone open outwards to permit the APU to be inspected, lifted and lowered. DRAIN SYSTEM A drain system prevents the collection of fluids in the APU compartment. Any fluid that may accumulate in the APU compartment is delivered to a drain tank in the APU compartment, which is emptied through a drain mast when the aircraft is above 200 KTS.

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SELF EXAMINATION On ground, in case of failure, how can you open or close the air intake flap ? A - The air intake flap actuator cannot be overidden. B - The air intake flap actuator can be hydraulically overidden. C - The air intake flap actuator can be overidden by a Manual Override Device. When is A B C the drain tank emptied ? - When the aircraft speed is above 200KTS. - When the aircraft is stopped on the ramp. - When the aircraft altitude is above 2000 feet.

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49 - AUXILIARY POWER UNIT 49-17-00 APU DRAIN SYSTEM PRESENTATION


CONTENTS: Fuel/Oil Pump Seal Drain Bleed Control Valve Actuator Drain Inlet Guide Vane Actuator Drain Forward Bearing Seal Drain Start Fuel Manifold Purge Air Bypass Plenum Drain Exhaust Muffler Drain Combustion Chamber Drain Drain Tank Self Examination

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APU DRAIN SYSTEM PRESENTATION


FUEL/OIL PUMP DRAIN The fuel and oil pump seal drain line is routed via a collector line to the drain tank. This line drains fuel or oil leaks. BLEED CONTROL VALVE ACTUATOR DRAIN The Bleed Control Valve (BCV) actuator drain line is routed via a collector line to the drain tank. This line drains only fuel leaks. INLET GUIDE VANE ACTUATOR DRAIN The Inlet Guide Vane (IGV) actuator drain line is routed via a collector line to the drain tank. This line drains only fuel leaks. FORWARD BEARING SEAL DRAIN Any oil leak, from the forward bearing seal, flows to the aircraft drain mast. START FUEL MANIFOLD PURGE The fuel which remains in the pilot injector and manifold is purged to the APU exhaust diffuser. AIR BYPASS PLENUM DRAIN The air bypass plenum drain line is routed alone to the drain mast. This drain line collects fuel or air leaks. For venting and evacuation the drain tank is connected to the drain mast. Airflow across the drain mast creates a vacuum in the drain line. The suction effect produced at 200 kt, is sufficient to remove the contents of the drain tank. A vent line ventilates the drain tank and drain lines. The APU drain lines are connected to the right access door drain lines through spring adapter seals (kiss seals). EXHAUST MUFFLER DRAIN The exhaust muffler drain line is routed to the drain mast. This drain line collects fuel, water or air leaks. COMBUSTION CHAMBER DRAIN The combustion chamber drain line is routed to the drain mast. This drain line collects unburnt fuel. DRAIN TANK

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SELF EXAMINATION Which drains collect fuel, water and air ? A - Exhaust coupling drain. B - Flow divider drain. C - Air bypass plenum drain.

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49 - APU 49-20-00 APU BASIC DESCRIPTION

CONTENTS: General Air Intake Engine Controls Engine Inlet guide vanes Bleed and Surge Air Oil System Ignition and Starting Accessory Gearbox AC Generator Fuel System Self examination

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APU BASIC DESCRIPTION


GENERAL The APU powerplant is installed in the fuselage tailcone. Tie rods attach the unit by a three-point mounted suspension system to structure brackets on the compartment ceiling in a fireproof compartment. A pair of access doors on the bottom of the tailcone open outwards to permit the APU to be lifted and lowered. AIR INTAKE SYSTEM The air intake system ducts ambient air to the APU compressor inlet. The air intake system includes : - A fixed diverter which increases ram air recovery for flight operation and also prevents any fluids, flowing along the fuselage, from entering the air intake. - An air intake with inlet flap. - An air inlet duct.

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APU BASIC DESCRIPTION


ENGINE CONTROLS The Electronic Control Box (ECB) controls and monitors the APU operation. It is a full authority digital electronic controller (FADEC TYPE). The ECB has the following functions : - control of the APU start sequence, - monitoring of the APU speed, exhaust gas temperature and bleed air supply, - normal stop sequence and automatic emergency shutdown malfunction indications for trouble shooting. ENGINE The APU is a single spool engine based on a modular design including a single shaft power section, driving a single stage centrifugal load compressor and an accessory gearbox. The APU is a single shaft assembly with : - a single stage centrifugal compressor, - a reverse flow combustion chamber, - a two stage axial flow turbine. INLET GUIDE VANES (IGV) The Inlet Guide Vane assembly controls the amount of air bled from the APU load compressor. The 24 Inlet Guide Vanes are moved simultaneously by a gear train operated by an actuator. The IGV system uses fuel as hydraulic fluid for the servovalve actuator to control the Inlet Guide Vanes through the ECB. BLEED AND SURGE AIR The bleed and surge air system provides air to the aircraft pneumatic system while avoiding load compressor surge. The Bleed Control Valve acts as a bleed and surge valve, electrically controlled by the ECB and fuel operated. OIL SYSTEM A wet sump lubrication system the electrical generator, the the APU bearings. The system components are all gearbox except the oil cooler the APU left hand side. IGNITION AND STARTING SYSTEM The ignition and starting system rotates the engine to a self sustained speed. It also will start ignition of the fuel/air mixture in the engine combustion chamber. The system includes : - an electrical engine starter motor, - an ignition unit, - two igniter plugs. cools and lubricates accessory gearbox and located on the which is located on

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APU BASIC DESCRIPTION


ACCESSORY GEARBOX GEARBOX ASSEMBLY The gearbox transmits the shaft power to the APU accessories and to the APU generator which are installed on the gearbox pads. The gearbox is also the oil reservoir for the APU lubrication system. ACCESSORIES The components mounted on the accessory gearbox are : - the Starter Motor Assembly, - the Cooling Air Fan Assembly with the Permanent Magnet Generator (PMG),

- the Oil Pump Assembly (lubrication unit), - the Fuel Control Unit, - the AC generator.
THE AC GENERATOR The 3 phase AC generator transforms the mechanical power into electrical power (90 KVA) to supply the aircraft system (115V-400Hz).

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APU BASIC DESCRIPTION


FUEL SYSTEM The APU is supplied with fuel from either the fuel tank pumps or the APU fuel feed system pump, according to the pressure sensed in the APU fuel feed line. The APU fuel system operates automatically and includes: - an APU fuel feed pump, an APU inlet pressure switch, - a low Pressure Isolation Valve, - a Fuel Low Pressure switch, - a Fuel Control Unit (FCU) for fuel flow scheduling, - a fuel line drain vent valve.

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SELF EXAMINATION Of what kind of design is the compressor ? A - Two stage centrifugal compressor design. B - Single stage centrifugal compressor design. C - Two stage axial compressor design. What are the A - 45 B - 90 C - 90 main KVA, KVA, KVA, features of the AC generator ? 115V, 50HZ. 28 V. 115V, 400HZ, 3 Phases.

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What are the three APU modules ? A - Compressor, combustion chamber, turbine. B - Power section, load compressor, Fuel Control Unit. C - Power section, load compressor, accessory drive gearbox.

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49 - AUXILIARY POWER UNIT 49-31-00 APU FUEL FEED SYSTEM DESCRIPTION


CONTENTS: Fuel Pump Fuel LP Isolation Valve APU Inlet Low Pressure Sensor Fuel Drain Vent System

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APU FUEL FEED SYSTEM DESCRIPTION


FUEL PUMP The APU fuel pump is a centrifugal pump driven by a single phase AC motor. This pump is controlled to run if the APU MASTER SW pushbutton is set to ON and the fuel crossfeed line pressure is not sufficient. The fuel crossfeed line pressure sensor controls the operation of the APU fuel pump. The APU fuel pump runs as soon as the pump inlet pressure is lower than 21.8 PSI. It stops when the pressure is above 23.2 PSI . FUEL LP ISOLATION VALVE The APU Fuel LP isolation valve is driven by two DC motors. This valve is open as long as the MASTER SW pushbutton is set to ON. When closed, it prevents pressurization of the APU fuel feed line and flow of fuel into a specific fire zone. The APU Fuel LP isolation valve is automatically closed when: - MASTER SW P/B is released out, - ECB protective shutdown occurs, - an APU shutdown occurs due to an APU fire, detected on ground, - the APU FIRE P/B is released out (in the cockpit), - the APU SHUT OFF P/B has been pressed on the external power receptacle panel. A vent APU fuel line pushbutton, located on the firewall allows the APU fuel feed line to be purged during ground maintenance. As long as the pushbutton is held pressed in, the APU fuel LP isolation valve is open and the APU fuel pump runs. A fuel drain and vent valve is installed in the APU compartment at the fuel inlet connection to the Fuel Control Unit. It permits fuel to be drained and air to be bled. APU INLET LOW PRESSURE SENSOR At the inlet connection of the Fuel Control Unit , a pressure sensor transmits low pressure information through the ECB to the ECAM APU page. The FUEL LO PR message is displayed on the ECAM APU page if it is selected and: - the APU speed is greater than 7% RPM - the fuel pressure is lower than 15.8 PSI . The ECB memorizes this information in its BITE memory even if the pressure increases above 17.3 PSI . FUEL DRAIN / VENT SYSTEM

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49 - AUXILIARY POWER UNIT 49-40-00 APU IGNITION AND STARTING DESCRIPTION AND OPERATION

CONTENTS : Starter Control Ignition Control Self Examination

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APU IGNITION AND STARTING DESCRIPTION AND OPERATION


STARTER CONTROL The starting system drives the APU rotor through a clutch and gearbox. When the APU speed is 55% N, the start logic of the Electronic Control Box (ECB) cuts off the supply to the start contactor which switches off the starter motor. The timed acceleration loop of the ECB causes the APU to accelerate to governed speed. IGNITION CONTROL The ignition system is used to ignite and maintain combustion during the start phase. The ignition system includes: - An Ignition Exciter Unit. - Two ignition leads. - Two igniter plugs. The ignition system operates between 7% and 55% n.

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SELF EXAMINATION Which component controls the ignition and starting operation A - The Electronic Control Box. B - The Ignition Exciter Unit. C - The Start Contactor.

49 APU (APIC)

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49 - APU 49-32-00 FUEL SYSTEM DESCRIPTION OPERATION


CONTENTS: General Fuel Control Unit Fuel Schedule Muscle Pressure Fuel Shut-Off Flow Divider Fuel Distribution Fuel Drain Control Monitoring Self Examination

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FUEL SYSTEM DESCRIPTION OPERATION


GENERAL The fuel system provides metered fuel to sustain combustion. Part of the fuel is used as muscle pressure to operate the Inlet Guide Vane actuator and the surge valve actuator. FUEL CONTROL UNIT FUEL SHUT-OFF The Fuel Control Unit has five functions: - fuel filtering, - pressure increase, - fuel metering, - positive fuel shut-off, - fuel muscle pressure regulation. The Fuel Control Unit is composed of a low pressure fuel pump, a filter by-pass valve with a delta P indicator, a high pressure fuel pump with a Pressure Relief Valve, a constant delta P solenoid valve, a pressure regulator (for bleed/surge valve and IGV actuators), a fuel metering valve, and the 3 way solenoid valve. FUEL SCHEDULE
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MUSCLE PRESSURE Fuel muscle pressure is used to operate the Bleed Control Valve (BCV) actuator (air delivery to the aircraft and air discharge to the exhaust) and the load compressor Inlet Guide Vane (IGV) actuator. Servo fuel is returned downstream to the low pressure pump outlet and upstream to the fuel filter inlet.

The Electronic Control Box controls the fuel solenoid valve (3 Way Solenoid Valve) for positive fuel shut-off. The valve is controlled open during the start sequence and closed during the stop sequence. Fuel is returned between the low pressure pump outlet and the fuel filter inlet. FLOW DIVIDER The Flow Divider and Drain Valve (FDDVA) divides the fuel between the pilot and main injectors. During the initial start sequence, only the pilot injectors are supplied.

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The fuel metering valve is controlled by the Electronic Control Box through a torque motor. The ECB schedules fuel flow for start sequence, on speed operation and shutdown sequence. The Electronic Control Box modulates the on speed fuel schedule to match the aircraft demand for bleed air and electrical power.

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FUEL SYSTEM DESCRIPTION OPERATION


FUEL DISTRIBUTION Fuel distribution is assumed by 3 pilot and 6 main fuel injectors. When APU start is selected, the pilot injector valve opens when fuel pressure reaches 20 psi. During normal running the two valves are in the open position and the fuel is allowed to supply both injector types. FUEL DRAIN The fuel drain and vent valve assembly is installed in the APU compartment at the fuel inlet connection to the FCU (drain of APU fuel feed line/bled of air for maintenance). In the Flow Divider and Drain Valve Assembly (FDDVA) and during shutdown, as the fuel pressure decreases, the two injector valves close. The fuel remaining in the pilot injector is purged to the exhaust by combustion chamber pressure. An FCU drain line purges the pump shaft seal. CONTROL The Electronic Control Box controls the fuel system using several parameters. During on speed operation, the ECB uses APU speed, Exhaust Gas Temperature and aircraft demand signals. During start, it uses speed, EGT, air inlet pressure and temperature probes (P1 and T1). The Electronic Control Box acts on the fuel metering valve and fuel shut-off 3 way solenoid valve. MONITORING Contamination of the fuel system is monitored by the differential pressure indicator which sends a signal to the ECB.

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SELF EXAMINATION The Electronic Control box acts on: A - The fuel metering valve and the 3 way solenoid valve ? B - The fuel metering valve and the pressure regulator ? When APU start is selected: A - The pilot injector valve opens ? B - The main injector valve opens ? C - Both valve types open ?

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49 - AUXILIARY POWER UNIT 49-90-00 OIL SYSTEM DESCRIPTION OPERATION


Storage Supply Scavenge Venting Control Protection Monitoring Self Examination

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OIL SYSTEM DESCRIPTION


STORAGE The sump of the APU accessory gearbox is the oil reservoir. The accessory gearbox sump contains 5.2 l (1.4 US gal) of oil. On the left side of the gearbox is located a gravity fill port with a scupper to drain spilled oil. The gearbox has : - a fill tube for gravity filling, - an overflow drain, - a pressure fill connector, - a sight glass. SUPPLY The oil is drawn from the sump and pressurized by a vane type pressure pump. If the pump pressure is excessive, a pressure relief valve opens and releases oil back to the inlet gearbox. Regulated oil passes through a cooler and a disposable filter. The oil is then directed to the cooling fan splines, the APU spline shaft, the APU supporting bearings (Rear and front), the gearbox pinions and the electrical generator (AC generator and Generator spline shaft).
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The oil from the APU rear bearing returns to the sump through a gerotor scavenge pump. Oil from the gearbox pinions and the APU front bearing is scavenged by gravity. VENTING The air oil mist from the rear bearing is returned to the gearbox housing through an external pipe. An air/oil separator removes the oil particules from the gearbox air. This oil free air is discharged in the APU exhaust. CONTROL The only component of the oil system controlled by the Electronic Control Box (ECB) is the de-oiling valve. The de-oiling solenoid valve is electricaly controlled open during APU start to ensure cold start conditions, to reduce the load on the pressure pump, and during APU shut-down to prevent coking of the oil remaining in the bearing chambers. PROTECTION The Electronic Control Box protects the APU in case of oil system malfunction. The ECB monitors oil pressure and oil temperature. If one of the oil parameters is out of range, the Electronic Control Box initiates an automatic APU shut down without time delay. - Gearbox high oil temp threshold : 135C - AC generator high oil temp : 180C - Oil low pressure : 35PSI

SCAVENGE Oil from the electrical generator and APU rear bearing is returned to the sump by two scavenge pumps. The oil from the AC generator returns to the sump through a vane type scavenge pump and a filter.

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OIL SYSTEM DESCRIPTION


MONITORING The oil system is monitored to increase the APU life. Lube and scavenge filters are equipped with visual clogging indicators. The oil sump is equipped with a low level sensor to display maintenance information in the cockpit. When the level is at the "ADD" mark (4L/1USG) the APU must be able to continue running for at least 60 hours. A magetic drain plug, immersed in the APU oil, enables the oil drainage from the sump and attracts ferrous metal particules. Two delta P switches (one for the scavenge filter and a second for the pressure filter) inform the Electronic Control Box about a clogging situation (Class 2 fault message).

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SELF EXAMINATION What is the only component of the oil system controlled by the Electronic Control Box ? A - The De-oiling solenoid valve. B - The low level sensor. C - The Low Oil Pressure. How do you check the oil quantity ? A - On the ECAM OIL page, or on a sight glass on the oil cooler, or by CFDS interrogation. B - On the ECAM APU page, or on a sight glass on the accessory gearbox, or by CFDS interrogation. C - Only by CFDS interrogation and on the ECAM ENGINE/WARNING page.

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49 - APU 49-51-00 AIR SYSTEM DESCRIPTION OPERATION


CONTENTS: Bleed Supply Bleed Control Surge Protection Oil Cooling Compartment Cooling Gearbox Pressurization Oil Vent Control Monitoring Self Examination

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AIR SYSTEM DESCRIPTION OPERATION


BLEED SUPPLY Bleed air supply to the aircraft pneumatic system is controlled by a bleed Control valve (delivery function). The fuel operated bleed Control valve is a diverter valve (either to the aircraft system or the APU exhaust). BLEED CONTROL GEARBOX PRESSURIZATION The amount of air required by the pneumatic system is controlled by the load compressor Inlet Guide Vanes (IGV). The Inlet Guide Vanes are moved by a fuel powered actuator. SURGE PROTECTION Load compressor surge protection is also ensured by the Bleed Control valve which discharges the excess of air in the exhaust (surge function). OIL COOLING A gearbox driven fan draws filtered air from the inlet plenum and forces it to pass through the oil cooler. After leaving the oil cooler, the air is discharged overboard. The cooling fan incorporates a Permanent Magnet Generator (PMG) which provides an emergency direct current supply to the Electronic Control Box, should the main supply fail. The gearbox is vented to the APU exhaust. The air is bled after an air/oil separator action. Pressurized air enters the gearbox during operation from the front bearing seal buffering system (air from power section compressor). OIL VENT COMPARTMENT COOLING Air supplied by the fan (driven by one of the gears of the gearbox) is also used for APU compartment cooling. A pneumatic compartment cooling valve enables air to be blown through a smaller duct. Natural convection ventilates the APU compartment when the APU is not in operation.

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AIR SYSTEM DESCRIPTION OPERATION


CONTROL The Electronic Control Box controls the air system using several parameters: - APU inlet pressure and temperature sensor and Load Compressor Discharge Temperature sensor - load compressor discharge pressure sensors (total and differential pressures) - command and feed back signals from the actuator and the valves. Monitoring To help maintenance and troubleshooting, the bleed load valve is equipped with visual position indicators (Load or Surge indication). The Load Compressor Discharge Temperature sensor (LCDT) is used to calculate the bleed air flow.

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SELF EXAMINATION Which component regulates the airflow to the pneumatic system ? A - The bleed load valve. B - The Inlet Guide Vanes. Which components have a visual position indicator ? A - Bleed load valve and IGV actuator. B - IGV actuator. C - Bleed load valve.

49 APU (APIC)

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49 - AUXILIARY POWER UNIT 49-60-00 APU SYSTEM MANAGEMENT


CONTENTS: General Power up Watch and Start preparation state Starting state Steady state Cooldown state Normal Shutdown Protective Shutdown Emergency Shutdown Self Examination

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APU SYSTEM MANAGEMENT


GENERAL The APU system management and control keeps the APU rotation speed constant to obtain a constant AC generator frequency output, protects the power unit from over temperature, avoids load compressor surge, controls safe APU start and eases the APU maintenance. The APU management system controls the following sequences: - power state - watch state - starting state - steady run state - cooldown state - shutdown state POWER UP STATE When the APU Master Switch is set to ON, The APU fuel Low Pressure shutoff valve opens and the APU fuel pump logic is energized. The ECB controls the opening of the air intake flap and initiates a Power Up test: - test of OBRM, ROM checksum, RAM read/write - test of speed injection, oil level,discrete and analog outputs WATCH AND START PREPARATION STATE After completion of the POWER UP state, the ECB automatically enters the WATCH state. Upon receipt of the start command, provided that there are no prohibitive conditions and rotation speed is less than or equal to 7% , the ECB enters the START PREPARATION state. STARTING STATE START P/B pressed + 100 mSecs When the START push-button has been pressed in, the ECB initiates the start sequence. The receipt of a stop signal at any time during the starting state leads to a shutdown without any cooldown. The main electrical stage selected by the ECB is: - Backup start contactor supply BACKUP START CONTACTOR SUPPLIED +1,5 SEC The main electrical stages selected by the ECB are: - gearbox de-oiling valve - ignition exciter control - main start contactor supply ROTATION SPEED N > 3% The main electrical stages selected by the ECB are: - 3 way solenoid valve for the HP fuel ON/OFF function, - fuel servovalve for the fuel metering function. ROTATION SPEED N > 5% During starting fuel flow is controlled under the following programs: - begin manifold fill algorithm - open loop fuel schedule

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APU SYSTEM MANAGEMENT


EGT > 10C - initiate acceleration control to 100% N ROTATION SPEED N > 55% The main electrical stages selected by the ECB are: - ignition exciter de energized - gearbox de-oiling valve de-energized - main start contactor de-energized ROTATION SPEED N > 55% + 5 SECS backup start contactor is de energized ROTATION SPEED N > 95% The main electrical stages selected by the ECB are: - surge control loop activation - APU AVAILable signal activation - start in progress output de-activation - steady state speed control loop activation - enter run state STEADY STATE SPEED CONTROL This function keeps the rotation speed of the APU rotating assembly constant, whatever the load applied. This is achieved by metering the fuel flow, which varies with the air inlet pressure and temperature. LOAD COMPRESSOR SURGE CONTROL This function avoids compressor surge. Note 1: In case of IGV control failure, the IGVs are closed. Note 2: In case of high EGT, the IGVs are closed. This is achieved by controlling and metering the position of the Bleed Control Valve, according to the inlet and discharge pressure signals of the load compressor (P/P ratio). If ECB detects a surge condition, the Bleed Control Valve is positioned to discharge air to exhaust. Note 1: In case of failure, the Bleed Control Valve is fully open to discharge. Note 2: In case of reverse flow operation, the APU is automatically shutdown by the ECB. EGT CONTROL This function avoids APU overtemperature by controlling the Inlet Guide Vane (IGV) position. Thus, the pneumatic load is first reduced to give the priority to the electrical load. This is achieved by metering the position of the IGV as function of EGT and the operation mode Main Engine Start or Environmental Control System.

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APU SYSTEM MANAGEMENT


COOLDOWN STATE At stop command MASTER SW Off, all loads are removed (IGV closed, Bleed Control Valve to discharge, AC generator excitation cut out)then the engine goes into a 120 second cooldown cycle. This function runs the APU at a low stabilized temperature before normal shutdown. NORMAL SHUTDOWN An APU normal shutdown is initiated when the MASTER SW pushbutton is released out. If the APU bleed air is not selected, the APU shuts down immediately. The normal shutdown signal stops the fuel supply, This causes the APU to decelerate. The AVAIL indication goes off and the AC generator de-energizes. When the speed is less than 90 %, the gearbox de-oil solenoid valve opens. When the speed is less than 7% RPM, the air intake flap is controlled to fully closed. PROTECTIVE SHUTDOWN When the ECB is powered, it controls the APU starting and running phases. If an abnormal parameter is detected, it initiates an immediate shutdown without time delay, even if APU bleed air system is used. ECB PROTECTIVE SHUTDOWN PARAMETERS: - OVERSPEED - OVERTEMPERATURE - LOW OIL PRESSURE - HIGH OIL TEMPERATURE - START PERIOD TIMER - SENSOR FAILURE - AIR INTAKE FLAP - NO FLAME - REVERSE FLOW - NO ACCELERATION - LOSS OF DC POWER - ECB FAILURE - GENERATOR HIGH OIL TEMPERATURE - LOSS OF SPEED SENSING - IGV SHUTDOWN EMERGENCY SHUTDOWN The ECB initiates an Emergency shutdown when either the APU FIRE pushbutton (located in the cockpit) is released out or when the APU SHUT OFF pushbutton (located on external power receptacle panel) is pressed. The ECB initiates an automatic Emergency shutdown when an APU FIRE is detected on ground. The APU shuts down immediately without time delay, even if the APU bleed air system is used.

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SELF EXAMINATION When does the APU A - As soon load. B - As soon C - As soon to ON. air intake flap open? as the APU operates under air as ignition begins. as MASTER SW pushbutton is set

49 APU (APIC)

APU is running and APU bleed air system is in use. What happens if APU MASTER SW pushbutton is released out? A - The APU shuts down after a cooling cycle has been completed. B - The APU shuts down immediately. C - The APU shuts down after the closure of fuel LP shut off valve. The starter motor assists the APU up to which speed? A - 55 % RPM. B - 40 % RPM. C - 95 % RPM.

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49 - AUXILIARY POWER UNIT 49-70-00 APU WARNINGS


CONTENTS: Automatic Shut Down Emergency Shut Down

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APU WARNINGS
AUTO SHUT DOWN If an AUTO SHUT DOWN occurs, the aural warning sounds, the MASTER CAUT and the MASTER SW FAULT light come on. The ECAM warning page is activated and the APU ECAM page is called automatically. AUTO SHUT DOWN when : - Overspeed - EGT Overtemperature - Low oil pressure - High oil temperature - Start period timer - Sensor failure EGT or Low Oil Pressure switch - Air intake not open - Underspeed - No flame - Reverse flow - No acceleration - DC power lost - ECB failure - Generator High Oil Temperature - Loss of speed sensing EMER SHUT DOWN If an EMER SHUT DOWN occurs, the aural warning sounds, the MASTER CAUT and the MASTER SW FAULT light come on. The ECAM warning page is activated and the APU ECAM page is called automatically. An EMER SHUT DOWN occurs when: - The APU shut off pushbutton is pressed on the external power control panel - The APU FIRE pushbutton is released out on the overhead panel - The automatic fire extinguishing logic is triggered on ground.

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TMUAPA601-P01 LEVEL 3

APU WARNINGS - AUTOMATIC SHUT DOWN & EMERGENCY SHUT DOWN


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49 - AUXILIARY POWER UNIT 49-60-00 ECB INTERFACES


CONTENTS: Power Supply Master Switch Pushbutton Air Intake Flap Start Pushbutton Back Up and Main Start Contactors Emergency Stop LGCIU 1 APU Fuel Feed System EIUs BMCs TSO/JAR Zone Controller A320/321 Generator Oil Temperature Sensor SDACs CFDS

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ECB INTERFACES
POWER SUPPLY The Electronic Control Box is electrically supplied, through the APU MAIN control relay, by at least one of the aircraft batteries, the aircraft DC network and/or from the 28 VDC Permanent Magnet Generator. MASTER SWITCH PUSHBUTTON The APU MASTER SWITCH sends a discrete supply or stop signal to the ECB. The Electronic Control Box sends a discrete signal to the FAULT light when an automatic shutdown occurs or a Power Up Test fails. AIR INTAKE FLAP The ECB receives an air intake flap open or closed position signal and sends a power output for opening or closing the air intake flap. START PUSHBUTTON A discrete input signal from the START pushbutton initiates the starting sequences. The ECB sends a discrete signal to the ON light during APU start sequence. A discrete output signal to the aircraft energizes the AVAIL light in the START pushbutton when the APU speed is above 95 %. The ECB receives a discrete signal from the APU Low Fuel Pressure Switch.It sends a discrete signal to the APU Fuel LP Shut OffValve. A discrete input signal from the aircraft initiates the APU shutdown logic after the ECB has received this signal. LGCIU 1 The ECB receives the flight/ground discrete input signal from the Landing Gear Control and Interface Unit 1 (LGCIU 1). This signal is used for automatic shutdown inhibition logic and for failed sensor logic. APU FUEL FEED SYSTEM BACK UP AND MAIN START CONTACTORS The ECB receives a discrete input from the Main Start Contactor and sends discrete outputs to the Back Up and the Main Start Contactors. EMERGENCY STOP

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ECB INTERFACES
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ECB INTERFACES
EIUs During engine starts, the ECB receives a Main Engine Start signal from Engine Interface Units 1 or 2. This signal causes the ECB to position the Inlet Guide Vanes to fully open and the Bleed Control Valve to modulate in delivery position. BMCs When the APU bleed pushbutton is set to ON, BMC 1 or 2 sends a discrete input to the ECB which controls the opening of the APU Bleed Control Valve. TSO/JAR The ECB receives a discrete input from the aircraft signature PIN programming This open or ground signal determines whether the ECB follows the Technical Standard Order (TSO) or the Joint Airworthiness Requirements (JAR). ZONE CONTROLLER The ECB receives, via an ARINC 429 bus, an input from the Zone Controller to control the IGV and the Bleed Control Valve position according to the demand. The ECB sends a discrete output to the Zone Controller to signal that the APU bleed control valve is in delivery position. The ECB is a type 1 computer and is connected to the Centralized Fault Display System via ARINC 429 Data buses. A320/321 The ECB receives a discrete input from the aircraft signature PIN programming This identification PIN allows the ECB to identify A321 applications for functional differences from those of an A320. GENERATOR OIL TEMPERATURE SENSOR The ECB receives an analog input from this sensor which is an aircraft supplied component mounted on the AC generator. SDACs The ECB sends to SDACs 1 and 2, via ARINC 429 Data buses, the indications to be displayed on the ECAM APU page and shutdown information to trigger the corresponding warnings. CFDS

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49 - AUXILIARY POWER UNIT 49-30-00 APU FUEL SYSTEM COMPONENTS


CONTENTS: Fuel Control Unit LP Filter Servo Valve Fuel Nozzles Fuel Divider and Drain Valve Assembly (FDDVA) Case Drain Valve

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APU FUEL SYSTEM COMPONENTS


FUEL CONTROL UNIT IDENTIFICATION FIN: 4005 KM2 LOCATION ZONE: 315 COMPONENT DESCRIPTION The FCU is mounted by a V band clamp on the front face of the gearbox. The control and metering section includes : - a constant delta P valve which controls the differential pressure accross the servovalve, - a 3 way solenoid valve. The pump section includes : - a low pressure pump, - a low pressure filter, - a high pressure pump provided with a pressure relief valve.

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TMUAPAV02-P01 LEVEL 3

APU FUEL SYSTEM COMPONENTS - FUEL CONTROL UNIT


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APU FUEL SYSTEM COMPONENTS


FUEL CONTROL UNIT - LP FILTER IDENTIFICATION FIN: LOCATION ZONE: 315 COMPONENT DESCRIPTION The inlet section includes : - an inlet fuel filter. - a filter bypass valve. - an inlet filter differential pressure indicator.

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APU FUEL SYSTEM COMPONENTS - LP FILTER


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APU FUEL SYSTEM COMPONENTS


FUEL CONTROL UNIT - SERVO VALVE IDENTIFICATION FIN: LOCATION ZONE: 315 COMPONENT DESCRIPTION The control and metering section includes : - a Servo Valve.

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APU FUEL SYSTEM COMPONENTS - SERVO VALVE


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APU FUEL SYSTEM COMPONENTS


FUEL NOZZLES IDENTIFICATION FIN: LOCATION ZONE: 315 COMPONENT DESCRIPTION The 3 pilot fuel injectors spray the fuel into the combustion chamber to permit starting. They also remain in operation during normal running to prevent coking. The 6 main injectors spray the fuel into the combustion chamber.

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APU FUEL SYSTEM COMPONENTS - FUEL NOZZLES


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APU FUEL SYSTEM COMPONENTS


FUEL DIVIDER AND DRAIN VALVE ASSEMBLY (FDDVA) IDENTIFICATION FIN: 4005 KM1 LOCATION ZONE: 315 COMPONENT DESCRIPTION The Fuel Divider and Drain Valve Assembly contains : - a fuel filter element. - a pilot injector and purge valve. - a secondary drain valve. - a main injector valve.

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TMUAPAV02-T05 LEVEL 3

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UFD4200

TMUAPAV02-P05 LEVEL 3

APU FUEL SYSTEM COMPONENTS - FUEL DIVIDER AND DRAIN VALVE ASSEMBLY (FDDVA)
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APU FUEL SYSTEM COMPONENTS


CASE DRAIN VALVE IDENTIFICATION FIN: LOCATION ZONE: 315 COMPONENT DESCRIPTION A combustion chamber case drain valve is provided to drain fuel that may accumulate in the combustor and the plenum following an unsuccessful light up.

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49 - AUXILIARY POWER UNIT 49-90-00 APU OIL SYSTEM COMPONENTS


CONTENTS Lubrication Unit Drain Plug Oil Level Sensor De-oil Valve Oil Cooler Assembly Low Oil Pressure switch High Oil Temperature switch Oil Filters Oil Ports

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APU OIL SYSTEM COMPONENTS


LUBRICATION UNIT IDENTIFICATION FIN: 4005 KM6 LOCATION ZONE: 315 COMPONENT DESCRIPTION The oil sump assembly is formed by the lower part of the gearbox. One pressure pump and two scavenge pumps are driven by the gearbox.

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APU OIL SYSTEM COMPONENTS


DRAIN PLUG IDENTIFICATION FIN: LOCATION ZONE: 315 COMPONENT DESCRIPTION The drain plug contains a chip detector. When the chip detector is removed, a check valve prevents oil loss.

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APU OIL SYSTEM COMPONENTS - DRAIN PLUG


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APU OIL SYSTEM COMPONENTS


OIL LEVEL SENSOR IDENTIFICATION FIN: 119 KD LOCATION ZONE: 315 COMPONENT DESCRIPTION The oil level sensor is a Resistive Temperature Device. The resistance varies with the oil level and modifies the sensor output voltage checked by the ECB.

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APU OIL SYSTEM COMPONENTS - OIL LEVEL SENSOR


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APU OIL SYSTEM COMPONENTS


DE-OIL VALVE IDENTIFICATION FIN: 117 KD LOCATION ZONE: 315 COMPONENT DESCRITION The de-oil valve permits air to enter the suction side of the lubrification pump to reduce the starter load in the following conditions : - If the oil sump temperature is below -6.7C (20F) during the start sequence between 0% and 60% APU speed. - When the APU speed is between 95% and 7% at each shutdown. - When the altitude is more than 30,000 ft at each start.

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APU OIL SYSTEM COMPONENTS - DE-OIL VALVE


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APU OIL SYSTEM COMPONENTS


OIL COOLER ASSEMBLY IDENTIFICATION FIN: 4005 KM5 LOCATION ZONE: 315 COMPONENT DESCRIPTION The oil cooler includes: - An air cooler housing which consists of an integrally brazed aluminium heat exchanger with aluminium face flanges and stainless steel back up flanges - A check valve and a by pass valve - A drain plug.

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TMUAPAT01-P05 LEVEL 3

APU OIL SYSTEM COMPONENTS - OIL COOLER


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APU OIL SYSTEM COMPONENTS


LOW OIL PRESSURE SWITCH IDENTIFICATION FIN: 121 KD LOCATION ZONE: 315 COMPONENT DESCRIPTION The Low Oil Pressure switch contact opens to signal low oil pressure.

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TMUAPAT01-P06 LEVEL 3

APU OIL SYSTEM COMPONENTS - LOW OIL PRESSURE


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APU OIL SYSTEM COMPONENTS


HIGH OIL TEMPERATURE SWITCH IDENTIFICATION FIN:120 KD LOCATION ZONE: 315 COMPONENT DESCRIPTION The High Oil Temperature sensor is a resistive temperature device. The resistance varies with the oil temperature and modifies the sensor output voltage.

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APU OIL SYSTEM COMPONENTS - HIGH OIL TEMPERATURE SWITCH


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APU OIL SYSTEM COMPONENTS


OIL FILTERS IDENTIFICATION FIN: LOCATION ZONE: 315 COMPONENTS DESCRIPTION The 20 microns filter elements for the generator oil scavenge filter and the lubrication filter are identical. The impending blockage indicator pops up for a P higher than 30 to 35 PSI. A bypass valve opens for a P higher than 30 to 60 PSI.

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TMUAPAT01-T08 LEVEL 3

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UFD4200

TMUAPAT01-P08 LEVEL 3

APU OIL SYSTEM COMPONENTS - OIL FILTERS


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APU OIL SYSTEM COMPONENTS


OIL PORTS IDENTIFICATION FIN: LOCATION ZONE: 315 COMPONENTS DESCRIPTION When using the pressure fill port, do not overfill the APU.

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TMUAPAT01-P09 LEVEL 3

APU OIL SYSTEM COMPONENTS - OIL PORTS


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49 - AUXILIARY POWER UNIT 49-50-00 APU AIR SYSTEM COMPONENTS


CONTENTS Bleed Control Valve Inlet Guide Vane Load Compressor Discharge Temperature Sensor Load Compressor Discharge Pressure Sensors Load Compressor Inlet Pressure And Temperature Sensor Cooling Fan

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TMUAPAW01 LEVEL 3

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APU AIR SYSTEM COMPONENTS


BLEED CONTROL VALVE IDENTIFICATION FIN: 110 KD LOCATION ZONE: 316 COMPONENT DESCRIPTION The Bleed Control Valve is located on the right lower part of the APU at the scroll outlet. It delivers air to the aircraft while avoiding load compressor surge. The valve is selected from the APU BLEED pushbutton switch, and controlled by the ECB.

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TMUAPAW01-P01 LEVEL 3

APU AIR SYSTEM COMPONENTS - BLEED CONTROL VALVE


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APU AIR SYSTEM COMPONENTS


INLET GUIDE VANE SYSTEM IDENTIFICATION FIN: 111 KD LOCATION ZONE: 316 COMPONENT DESCRIPTION The Inlet Guide Vanes and their control mechanism are located at the load compressor air inlet. The servo valve and actuator form an assembly located on the right upper part of the APU on the load compressor casing.

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UFD4200

TMUAPAW01-P02 LEVEL 3

APU AIR SYSTEM COMPONENTS - INLET GUIDE VANE


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APU AIR SYSTEM COMPONENTS


LOAD COMPRESSOR DISCHARGE TEMPERATURE SENSOR (LCDT) IDENTIFICATION FIN: 102 KD LOCATION ZONE: 315 COMPONENT DESCRIPTION The LCDT is located on the bleed valve inlet duct. The LCDT provides an input signal to the ECB for indication, its a resistance temperature device.

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UFD4200

TMUAPAW01-P03 LEVEL 3

APU AIR SYSTEM COMPONENTS - LOAD COMPRESSOR DISCHARGE TEMPERATURE SENSOR (LCDT)

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APU AIR SYSTEM COMPONENTS


LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS IDENTIFICATION FIN: LOCATION ZONE: 315 COMPONENT DESCRIPTION The pressure sensors are assembled together in one unit which is located on the front of the air intake plenum. They are made of a bridge of 4 resistors.

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UFD4200

TMUAPAW01-P04 LEVEL 3

APU AIR SYSTEM COMPONENTS - LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS


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LOAD COMPRESSOR INLET PRESSURE AND TEMPERATURE SENSOR IDENTIFICATION FIN: LOCATION ZONE: 315 COMPONENT DESCRIPTION The sensor is located on the rear of the air intake plenum. The pressure sensor is made of a bridge of 4 resistors printed on a flexible support, the temperature sensor is an adjustable resistor.

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COOLING FAN IDENTIFICATION FIN: LOCATION ZONE: 315 COMPONENT DESCRIPTION The cooling fan incorporates a generator which provides an emergency direct current to the Electronic Control Box. The cooling fan is located at the gearbox front face.

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49 - AUXILIARY POWER UNIT 49-00-00 MISCELLANEOUS APU SYSTEM COMPONENTS


CONTENTS: Attach Rods Starter Motor Serial Number Encoder EGT Sensor Speed Sensor Electronic Control Box Drain Tank Ignition Unit

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ATTACH RODS IDENTIFICATION FIN: 4065/4075/4085 KM LOCATION ZONE:315/316 COMPONENT DESCRIPTION During APU removal and installation, use the thread protectors to prevent damaging the bolts.

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STARTER MOTOR IDENTIFICATION FIN: 4005 KM1 LOCATION ZONE: 315/316 COMPONENT DESCRIPTION The starter motor is a series wound DC electric motor with 4 poles and 4 brushes. It is equipped with a visual and an electrical brush wear indicator.

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SERIAL NUMBER ENCODER IDENTIFICATION FIN: 116 KD LOCATION ZONE: 315 COMPONENT DESCRIPTION The engine identification module is made of resistors located on printed circuit board. The Electronic Control Box (ECB) automatically resets the cycles and hours to zero when it sees a change in APU serial number.

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EGT SENSOR IDENTIFICATION FIN: P30, P31 LOCATION ZONE: 315/316 COMPONENT DESCRIPTION The thermocouples provide an electromotive force in function of the temperature difference between the hot junction in the exhaust gas stream and the cold junction connected to the measuring device. The two EGT rakes (EGT sensors) are separately connected and the ECB uses the higher value. In case of failure of a rake, the ECB uses the remaining one.

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SPEED SENSOR IDENTIFICATION FIN: 113 KD, 112 KD LOCATION ZONE: 315/316 COMPONENT DESCRIPTION The two independent magnetic speed sensors are located in front of a common target phonic wheel.

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ELECTRONIC CONTROL BOX IDENTIFICATION FIN: 59 KD LOCATION ZONE: 152 COMPONENT DESCRIPTION The Electronic Control Box (ECB) is a fully digital electronic controller that does the primary part of the APU system logic. It is located in the bulk cargo compartment, right hand side.

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DRAIN TANK IDENTIFICATION FIN: LOCATION ZONE: 316 COMPONENT DESCRIPTION The capacity of the drain tank is three shutdowns of the APU when the aircraft is on the ground. After three shutdowns, the contents will automatically drain when the drain system tank is full. In flight, due to suction effect, it is automatically drained.

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IGNITION UNIT IDENTIFICATION FIN: P10 LOCATION ZONE: 315/316 COMPONENT DESCRIPTION The ignition exciter is a sealed metal box assembly with a mounting bracket on one side. Power is supplied to the ignition exciter through a multipin electrical connector, the two igniter cables connect the two connectors to the igniters.

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49 - AUXILIARY POWER UNIT 49-11-00 APU COMPARTMENT ACCESS DOOR OPERATION


CONTENTS: Door Opening Door Closure

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DOOR OPENING In the cockpit, open the APU circuit breakers. Position a work stand suitable to reach the aircraft under the APU compartment. The APU doors are secured by a total of seven latches, five latches secure the left door and two latches secure the right door. The left hand door must be opened first to gain access to the latches for the right hand door. Start by releasing the rear latch. Next, the three latches connecting the doors together are undone. As each latch is undone, secure the latch hook on the latch lever. Continue to release the remaining latches. When all latches have been released, pull the door open and secure with the door support strut. The strut is stowed at the forward end of the left door. Release the strut pip-pin from the door, extend the telescopic strut and secure to the aircraft using the pip-pin. Push the door open until the strut locks in the fully extended position. This completes the opening of the left hand door. With the left hand door open, the two latches securing the right hand door are now visible. The forward latch is released. Followed by the rear latch and the door is ready to be opened. Use the assist handle mounted on the air inlet duct and swing the door fully open. The door hold open mechanism incorporates a counterbalance spring that takes most of the door weight. The door will lock automatically in the door open position. No locking pins are necessary to secure the right hand door in the open position. A red coloured pip-pin is provided to lock the door hold open spring mechanism should it become necessary to remove the door from the aircraft. In this event the red pip-pin should be removed from its stowage and inserted in the adjacent hole with a red surround. To prevent injury, a placard advises against removal of the red coloured bolt when the access door is removed. This completes the APU door opening procedure. CAUTION: In event of door removal you must secure the right access door hold-open device by inserting the locking pin in the locking hole. The pin is stowed next to this locking hole.

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DOOR CLOSURE To close the right hand door, apply a lifting force to the door with one hand, and at the same time, tap the orange coloured release handle marked "PUSH" in a downward, outward direction to release the overcentre geometric lock on the door hold open mechanism. Lift the door to the closed position, using the assist handle on the air inlet duct. Secure the forward and rear latches on the right hand door. The left door support strut must be stowed before closing the left door. To release the lock on the left hand door support strut, pull down on the knurled collar. While holding the collar down, partially close the door. Hold the door with the left hand and with the right hand, release the door support strut pip-pin from the aircraft. Stow the support strut on the door. Close the left door. Secure the forward latch. Ensure that the latch release lever is flush with the latch. Secure the rear latch. Secure the three latches holding the left and right doors together. To secure these latches: - Release the latch hook by pressing the latch release lever. - Engage the latch hook in the locking bracket. - Close the latch lever. - Ensure that the latch release lever is flush with the latch. Repeat the closing procedure for the remaining latches. Carry out a final visual inspection to ensure that all latches are secure. This completes the APU access door closing procedure. Finally, reset the APU circuit breakers in the cockpit.

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49 - AUXILIARY POWER UNIT 49-12-00 APU REMOVAL AND INSTALLATION


CONTENTS: Warning Fuel Drain Electrical Connectors 1 Electrical Connectors 2 Pneumatic Hoisting Mounts Support Frame

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APU REMOVAL AND INSTALLATION


WARNING WARNING: Make sure that you have the correct fire fighting equipment available. WARNING: Do not touch the APU until it is sufficiently cool to prevent burns when you do the maintenance task. WARNING: Lock the mechanism of access door 316 AR with the pip pin when you open the access door. WARNING: Depressurize systems. green and yellow hydraulic

WARNING: Open, safety and tag the appropriate circuit breakers. NOTE: Before APU removal, on the CFDS, do the BITE test of the APU and record the APU hours and cycles. NOTE: After APU installation, bleed the APU fuel line before you start the APU (to prevent hot start).

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49 - APU 49-73-00 CFDS SPECIFIC PAGE PRESENTATION


CONTENTS: APU Data/oil Performance Settings Shutdowns.

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APU DATA/OIL To gain access to the SYSTEM REPORT/TEST APU MENU, the APU MASTER SWITCH must be set to ON. The APU is a type 1 system. It is not available in CFDS back-up mode. The APU DATA/OIL page gives the : - APU serial number - APU operating hours - APU cycles - APU oil level. "OIL LEVEL:LOW" replaces"OIL LEVEL:OK" when the oil quantity decreases to 3.69 l (3.9 qt.). Each APU contains a serial number encoder which provides the information required for proper CFDS interpretation, continuity of LRU fault history, hours and cycles of the APU. When you replace an APU or a serial number encoder, the ECB resets the APU hours and cycles to zero. The Data Management Unit (DMU) of the Aircraft Integrated Data System (AIDS) also calculates the APU hours and cycles so that their records are not lost when an ECB is replaced. PERFORMANCE SETTINGS
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Base maintenance staff cannot modify these settings which are programmed by adjusting the various electronic switches within the ECB (5 levels available) following the aircraft operating conditions. SHUTDOWNS. The APU SHUTDOWNS page gives the reason of the shutdown (OVERSPEED) and the related LRUs causing the fault(classed in descending probability order) . Refer to the TSM to trouble shoot the faulty component which caused the shutdown.

The APU Performance Settings page gives the settings of: - EGT trim - COOLDOWN time

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