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C e nt r e d e f o rm a ti o n d e t y p e a v i on

A318/A319/A320/A321 (CFM56)
APU
ATA 49 (T1) - PART 1/2

DF.ER : N 2X 3 49 1
EDITION : 03/07
VALID PAR : J.-M. HAIN
Ce document est destin linstruction et ne saurait tre considr comme un document technique de rfrence. Il ne sera pas mis jour.
Reproduction mme partielle INTERDITE sans autorisation de la Socit AIR FRANCE.

Socit Air France 2000

This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved


No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.

SINGLE AISLE TECHNICAL TRAINING MANUAL

APU
PART 1

U3T06191 - U13T1M0

HONEYWELL 131-9(A)

MAINTENANCE PRACTICE

# COMPT Access Doors Opening & Closing (2) . . . . . . . . . . . . . . 158


APU Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
# APU Removal / Installation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
APU Installation Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
APU Drain System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 18
APU Basic Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 PART 2
APU Fuel Feed System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
APIC
APU Ignition & Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
# APU Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
APU Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
# APU Installation Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . 192
APU Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
APU Drain System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . 194
APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
APU Basic Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 38
#
APU Fuel Feed System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 202
APU Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
APU Ignition & Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
ECB Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
APU Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
MAINTENANCE PRACTICE
APU Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
COMPT Access Doors Opening & Closing (2) . . . . . . . . . . . . . . . . . 52
APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . 214
APU Removal / Installation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
# APU Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
HONEYWELL GTCP 36-300
ECB Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
APU Film Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
# APU Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
# APU Installation Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 86
MAINTENANCE PRACTICE
APU Drain System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 88
# COMPT Access Doors Opening & Closing (2) . . . . . . . . . . . . . . 250
APU Basic Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
# APU Removal / Installation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
# APU Fuel Feed System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
APU Ignition & Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
APU Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
APU Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . 108
# APU Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
ECB Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
APU Film Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

TABLE OF CONTENTS

May 11, 2006


Page 1

SINGLE AISLE TECHNICAL TRAINING MANUAL

APU LEVEL 2 (2)


SYSTEM OVERVIEW

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The Auxiliary Power Unit (APU) is a constant speed gas turbine engine.
It is located in the unpressurized tail cone. The APU is a self-contained
unit, which enables the aircraft to be independent of external pneumatic
and electrical power sources.
The constant-speed gas turbine engine drives the accessory gearbox and
a load compressor. The APU provides:
- electrical power for the aircraft systems,
- bleed air for engine starting (MES), air conditioning (ECS) and wing
anti ice testing on ground (not GTCP 36-300),
- bleed air for air conditioning and pressurization in flight until the
specified manufacturer limit.
The APU is designed to operate throughout the entire flight envelope.
Electrical power is available whenever the APU operates, but bleed air
is shut off above the specified manufacturer limit.
The APU has an air intake flap. The intake flap is open when the APU
master switch is selected ON and closes when the master switch is selected
OFF. When open, it provides air to the APU inlet for combustion and
pneumatic supply.

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49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 2

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SINGLE AISLE TECHNICAL TRAINING MANUAL

SYSTEM OVERVIEW
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 3

SINGLE AISLE TECHNICAL TRAINING MANUAL

APU LEVEL 2 (2)


SERVICING

Close and lock the oil filler cap.

APU OIL SERVICING

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APU oil servicing is accomplished on an "as-needed" basis or after


scheduled oil quantity checks. The oil indicating system shows if the
oil quantity is sufficient or if an oil servicing is necessary.
The oil level information is displayed on the EIS and the Multipurpose
Control & Display Units (MCDUs) in the cockpit on:
- the APU page on the lower ECAM display unit (LOW OIL LEVEL
advisory),
- the APU SERVICE DATA page on the MCDU, indicating APU
OIL Level O.K. or LOW.
NOTE: Note: The advisory appears on the ECAM APU page when
the oil level has reached the ADD mark on the APU oil tank.
Airbus recommends servicing the APU oil at the next daily
maintenance when the LOW OIL LEVEL message comes on. With
no oil leakage, sufficient oil is available to allow a further 10 hours
of APU operation.
Prior to servicing, shut down the APU and open the APU cowl doors.
Make sure to use the operator approved oil for servicing (operators
may select from the approved list). The oil may be serviced by the
gravity (most common) or pressure fill procedure (optional).
Gravity procedure:
- Open the lock and slowly loosen the oil filler cap to release remaining
pressure from the oil reservoir,
- Check sight glass for level,
- Slowly add oil until the level is at the FULL mark on the sight glass.
Pressure fill procedure:
- Check sight glass for level,
- Connect pressure and overfill lines to APU gearbox,
- Slowly pump oil into the gearbox until the level is at the FULL mark
on the sight glass.
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49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 4

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SINGLE AISLE TECHNICAL TRAINING MANUAL

SERVICING - APU OIL SERVICING


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 5

SINGLE AISLE TECHNICAL TRAINING MANUAL

APU LEVEL 2 (2)


SERVICING (continued)
APU COWL DOOR OPENING & CLOSING

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The APU cowl doors are secured with three quick-release fasteners
and four shoot bolts. The quick-release fasteners secure the doors
together and the shoot bolts secure the doors to the aircraft structure.
Procedure to open the doors:
- Release the quick-release fasteners,
- Hold the LH door and release the latches of the 2 shoot bolts,
- Open the door and secure it with the telescopic strut,
- Hold the RH door and release the latches of the 2 shoot bolts,
- Open the door and use the control handle to secure the door over
center.
The doors are closed opposite from the opening sequence. The RH
door is closed and secured first.

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49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 6

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SINGLE AISLE TECHNICAL TRAINING MANUAL

SERVICING - APU COWL DOOR OPENING & CLOSING


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 7

SINGLE AISLE TECHNICAL TRAINING MANUAL

APU LEVEL 2 (2)

U3T06191 - U13T1M0 - UM49BA000000001

MEL/DEACTIVATION
In case of an APU inlet actuator failure, the APU may be dispatched per
MEL with the inlet OPEN or CLOSED. The APU will only be operational
with the inlet deactivated OPEN (for a maximum of 10 days).
The air inlet actuator is equipped with a manual drive. In case of failure
the manual drive may be used to move the inlet to the required position
prior to deactivation. There are 2 different actuators that may be installed.
One requires 47 turns of the manual drive for one full travel of the inlet.
The other requires 87 turns. Access to the actuator is through an access
door near the APU inlet on the right hand side of the fuselage.
Deactivation procedure:
- get access to the actuator,
- disconnect the actuator electrical connector from the fixed connector
on the frame and install a blanking cap,
- use the manual drive to move the inlet to the required position. Use a
torque wrench to avoid damaging the actuator.
If the inlet is deactivated CLOSED, no further action is needed other than
to placard the APU inoperative. If the inlet is deactivated OPEN, the
following procedure has to be accomplished.
When the inlet is in the OPEN position, a jumper lead needs to be installed
to close the circuit and allow the APU to start. Make a dummy connector
and paint it red for easy identification.

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49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 8

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SINGLE AISLE TECHNICAL TRAINING MANUAL

MEL/DEACTIVATION
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 9

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SINGLE AISLE TECHNICAL TRAINING MANUAL

MEL/DEACTIVATION
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 10

SINGLE AISLE TECHNICAL TRAINING MANUAL

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This Page Intentionally Left Blank

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49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 11

SINGLE AISLE TECHNICAL TRAINING MANUAL

APU LEVEL 2 (2)


MAINTENANCE TIPS

U3T06191 - U13T1M0 - UM49BA000000001

The APU fuel supply line is equipped with a drain and vent valve which
enables the line to be purged of air after maintenance. The drain valve is
located in the APU compartment in the fuel supply line to the fuel control.
A switch labeled FUEL VENT PUSH is installed on the APU
compartment forward firewall to allow maintenance to operate the APU
fuel pump and purge the fuel line from the APU compartment. This switch
allows the APU pump to operate and the APU Low Pressure fuel valve
to open without the APU Master Switch ON.
A drain valve adapter tool is connected to the drain valve.
On the front firewall of the APU compartment:
- Push and hold the FUEL VENT pushbutton switch. At the APU fuel
vent and drain valve, a continuous flow of fuel indicates that the APU
fuel pump is operating and the line is purged,
- Release the FUEL VENT pushbutton switch. The flow of fuel stops
when the APU fuel pump stops running,
- Disconnect the adapter tool.

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49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 12

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SINGLE AISLE TECHNICAL TRAINING MANUAL

MAINTENANCE TIPS
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 13

SINGLE AISLE TECHNICAL TRAINING MANUAL

APU LEVEL 2 (2)


MAINTENANCE TIPS (continued)
APU OPERATION WITH COWL DOORS OPEN

U3T06191 - U13T1M0 - UM49BA000000001

If it is necessary to operate the APU for maintenance with the cowls


open, be sure to:
- Make sure the doors are secured in the Open position,
- Be aware of suction at inlet. Small items could be ingested,
- Make sure that proper fire-fighting equipment is available.

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49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 14

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SINGLE AISLE TECHNICAL TRAINING MANUAL

MAINTENANCE TIPS - APU OPERATION WITH COWL DOORS OPEN


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

APU LEVEL 2 (2)

May 10, 2006


Page 15

SINGLE AISLE TECHNICAL TRAINING MANUAL

APU INSTALLATION PRESENTATION (2)


GENERAL

ACCESS DOORS

The Auxiliary Power Unit (APU) is installed in a fireproof COMParTment


(COMPT) located in the fuselage tail cone.

Two access doors allow access to the APU COMPT. The access doors
on the bottom of the tail cone open outwards to allow the APU to be
inspected, lifted and lowered.

MOUNTS
Seven tie rods attach the APU to the structure brackets on the APU
COMPT ceiling. These tie rods also connect to the APU three-point
mounted suspension system. Vibration isolators are installed between
the APU mount brackets and the tie rods to reduce the transmission of
A/C vibrations and shocks to the APU. The isolators also prevent the
transmission of vibrations from the APU to the A/C structure.

DRAIN SYSTEM
A drain system prevents the collection of fluids in the APU COMPT.
Any fluid that may accumulate in the APU COMPT is delivered to a
drain mast. Some of the fluids are collected in a drain tank in the APU
COMPT, which is emptied through the drain mast when the A/C is above
200 kt.

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.

U3T06191 - U13T1M0 - UM49P1000000001

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 A/C structure.

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49 - APU

APU INSTALLATION PRESENTATION (2)

May 10, 2006


Page 16

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SINGLE AISLE TECHNICAL TRAINING MANUAL

GENERAL ... DRAIN SYSTEM


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

APU INSTALLATION PRESENTATION (2)

May 10, 2006


Page 17

SINGLE AISLE TECHNICAL TRAINING MANUAL

APU DRAIN SYSTEM PRESENTATION (2)


APU DRAIN SYSTEM

TURBINE PLENUM DRAIN

A drain system prevents the collection of fluids in the Auxiliary Power


Unit (APU) system and compartment.

A turbine plenum drain orifice is provided to drain fuel that may


accumulate in the combustor following an unsuccessful light-up. The
fuel is drained directly overboard through the drain mast.

FUEL CONTROL UNIT/OIL PUMP SEAL 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.

INLET GUIDE VANE ACTUATOR DRAIN


The Inlet Guide Vane (IGV) actuator drain line is routed via the collector
line to the drain tank. This line drains only fuel leaks.

GEARBOX VENT
The oil reservoir has a connection to the ambient air through an air/oil
separator. The gear driven air/oil separator is connected through a gearbox
vent line to the APU exhaust cone.

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SURGE CONTROL VALVE DRAIN


The surge control valve fuel is drained into the drain tank by the Fuel
Control Unit (FCU)/IGV actuator common drain line.

LOAD COMPRESSOR CAVITY DRAIN

EXHAUST MUFFLER DRAIN


The exhaust muffler drain line is routed to the drain mast. This drain line
collects water or cleaning fluid.

APU COMPARTMENT DRAIN


Water coming from rain or condensate humidity, cleaning agents and
any oil and fuel in the compartment, due to leaks or APU servicing, are
drained to the lowest point of the APU door and through the drain mast
overboard.

DRAIN TANK
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 kts, 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 kiss seals.

To prevent any ingestion of oil in the bleed system the load compressor
bearing cavities are kept dry by buffering air into the main shaft seals.
An oil leak witness drain is located aft of the seal to collect any oil
leakage. The oil is drained directly overboard through the drain mast.

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49 - APU

APU DRAIN SYSTEM PRESENTATION (2)

May 10, 2006


Page 18

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SINGLE AISLE TECHNICAL TRAINING MANUAL

APU DRAIN SYSTEM ... DRAIN TANK


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

APU DRAIN SYSTEM PRESENTATION (2)

May 10, 2006


Page 19

SINGLE AISLE TECHNICAL TRAINING MANUAL

APU BASIC DESCRIPTION (3)


GENERAL
The Auxiliary Power Unit (APU) is of a modular design. The three APU
modules are:
- the power section,
- the load compressor,
- the accessory drive gearbox.

ENGINE COMPRESSOR
The compressor is of a single stage centrifugal compressor design. The
main components of the compressor are:
- a single stage centrifugal impeller,
- single stage diffuser vanes,
- axial de-swirl vanes.

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COMBUSTION CHAMBER
The combustion chamber is of a reverse flow annular design and is
installed inside the turbine plenum. The main parts of the combustion
chamber are:
- the inner combustion chamber shell,
- the outer combustion chamber shell.
The following components are installed on the combustion chamber:
- an igniter plug,
- 10 dual orifice fuel nozzles.

TURBINE
The turbine assembly drives the engine compressor, the load compressor
and the gear train of the Accessory Gearbox (AGB). The two-stage axial
flow turbine includes:
- a cooled first stage nozzle,
- inserted first stage rotor blades,
- an un cooled second stage stator,
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

- a dual alloy second stage rotor,


- an annular exhaust diffuser.

LOAD COMPRESSOR
The load compressor is of a single stage centrifugal design. It supplies
bleed air to the pneumatic system. The main components of the load
compressor are:
- the inlet guide vane assembly,
- the load compressor impeller,
- the load compressor diffuser,
- the load compressor scroll.

INLET GUIDE VANES


The Inlet Guide Vanes (IGVs) control the amount of bleed air flow and
pressure from the APU load compressor. The 16 IGVs are moved
simultaneously by a gear train operated by an actuator. The IGV actuator
is operated by high-pressure fuel supplied from the Fuel Control Unit
(FCU). The IGV opening angle depends on the bleed air demand for:
- Main Engine Start (MES) system,
- Environmental Control System (ECS).

ACCESSORY GEARBOX
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. The components
mounted on the accessory gearbox are:
- the starter motor assembly,
- the cooling air fan assembly,
- the lubrication unit with the oil pump assembly which drives the FCU,
- the AC generator.

APU BASIC DESCRIPTION (3)

May 10, 2006


Page 20

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SINGLE AISLE TECHNICAL TRAINING MANUAL

GENERAL ... ACCESSORY GEARBOX


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

APU BASIC DESCRIPTION (3)

May 10, 2006


Page 21

SINGLE AISLE TECHNICAL TRAINING MANUAL

APU FUEL FEED SYSTEM D/O (3)


GENERAL

APU INLET LP SWITCH

The Auxiliary Power Unit (APU) fuel feed system is used to provide fuel
necessary for correct APU operation. This system is composed of:
- fuel pump (115V AC, 400Hz, single phase),
- LP valve,
- APU inlet LP switch,
- fuel drain and vent system.

At the inlet connection of the Fuel Control Unit (FCU), a pressure switch
transmits LP information through the ECB to the APU ECAM page. The
FUEL LOw PRessure message is displayed on the APU ECAM page if:
- the APU speed is greater than 7% rpm and the APU is supposed to run,
- the fuel pressure is lower than 15.8 psi (1.01 bar).
The ECB memorizes this information in its BITE memory even if the
pressure increases above 17.3 psi (1.19 bar).

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 P/B is
set to ON and the fuel crossfeed line pressure is not sufficient. The fuel
crossfeed line pressure switch 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 (1.50 bar). It stops when the pressure is above 23.2
psi (1.60 bar).

FUEL DRAIN AND VENT SYSTEM


A vent APU fuel line P/B, located on the front firewall allows the APU
fuel feed line to be purged during ground maintenance. As long as the
P/B 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 FCU. It allows fuel to be
drained and air to be bled.

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FUEL LP VALVE
Two DC motors drive the APU fuel LP valve. This valve is open as long
as the Electronic Control Box (ECB) is powered. When closed, it prevents
pressurization of the APU fuel feed line and flow of fuel into a specific
fire zone. The APU fuel LP valve is automatically closed when:
- the APU MASTER SW P/B has been released out and before ECB is
deenergized,
- the ECB commands a protective shut down in case of abnormal APU
parameters,
- the ECB commands an emergency shut down in case of APU fire or
overheat detection,
- the APU FIRE P/B is released out in the cockpit,
- the APU SHUT OFF P/B has been pressed on the external power control
panel.
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APU FUEL FEED SYSTEM D/O (3)

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SINGLE AISLE TECHNICAL TRAINING MANUAL

GENERAL ... FUEL DRAIN AND VENT SYSTEM


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APU FUEL FEED SYSTEM D/O (3)

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APU IGNITION & STARTING D/O (3)


STARTER CONTROL
During starting, the electrical starter causes initial rotation of the Auxiliary
Power Unit (APU) shaft when it drives the Accessory Gearbox (AGB).
When the APU speed is around 50%, the Electronic Control Box (ECB)
stops the electrical supply to the starter by opening the main start
contactor.

IGNITION CONTROL

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The ignition system causes initial light-off of the fuel air mixture. The
ignition system includes an ignition box that energizes an igniter plug.
During starting, the ECB switches the ignition to ON between 0% and
60%. When the APU speed drops below 95% due to a flame-out, the
ECB starts the ignition until the APU reaches again 100% of speed.

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APU IGNITION & STARTING D/O (3)

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SINGLE AISLE TECHNICAL TRAINING MANUAL

STARTER CONTROL & IGNITION CONTROL


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APU IGNITION & STARTING D/O (3)

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APU FUEL SYSTEM D/O (3)


GENERAL
The fuel system supplies metered fuel to sustain combustion. Part of the
fuel, as muscle pressure, operates the Inlet Guide Vane (IGV) actuator
and the surge control valve actuator. This system is made of:
- Fuel Control Unit (FCU),
- fuel schedule,
- muscle pressure,
- fuel shut-off,
- flow divider and solenoid valve,
- fuel supply,
- fuel drain,
- control,
- monitoring.

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FUEL CONTROL UNIT


The FCU has six functions:
- fuel filtering,
- pressure increase,
- fuel metering,
- flow meter control,
- positive fuel shut-off,
- fuel muscle pressure regulation.
The FCU is made of a LP inlet fuel filter, a High Pressure (HP) fuel
pump, a pump relief valve, a HP fuel filter, an actuator pressure regulator
for hydraulic fuel operation, a torque-motor metering valve, a resistive
temperature device, a delta pressure regulator, a flow-meter pressurizing
valve, a fuel-shutoff solenoid valve.

FUEL SCHEDULE
The Electronic Control Box (ECB) controls the fuel-metering valve
through a torque motor.
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49 - APU

The ECB:
- schedules fuel flow during start sequence, on-speed operation and
shutdown sequence,
- refers to information on the flowmeter pressurizing valve to correct fuel
flow and in relation to the fuel temperature (resistive-temperature device
signal),
- modulates the on-speed fuel schedule to agree with the aircraft demand
for bleed air and electrical power.

MUSCLE PRESSURE
Additionally fuel muscle pressure 250 psig operates the surge control
valve actuator for air release to the exhaust and the load-compressor IGV
actuator. Servo fuel return goes back to the pump inlet.

FUEL SHUT-OFF
The ECB controls the fuel 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 goes back to the pump inlet.

FLOW DIVIDER AND SOLENOID VALVE


The flow divider supplies fuel in sequence to the primary and secondary
manifolds. It has a usually open fuel solenoid and a check valve. During
cold start or high altitude operation, the ECB energizes the solenoid valve
to close during the first 30% speed of the Auxiliary Power Unit (APU)
and all fuel flow is pushed through the primary nozzles for better engine
acceleration.

FUEL SUPPLY
Two fuel manifolds and 10 dual fuel-nozzles supply fuel. Each fuel-nozzle
has a primary and a secondary fuel orifice. When APU start is selected,
the primary fuel orifice is supplied and when the fuel pressure is more
than 125 psig the check valve in the flow divider assembly opens to
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supply the secondary fuel orifice. During on-speed operation, the two
orifices are supplied.

FUEL DRAIN
Drain lines are connected to the FCU seal drain, IGV actuator and surge
control valve are routed to one single drain connection, on the APU drain
bracket (FWD R/H side of APU).

CONTROL
The ECB controls the fuel system with several parameters. During
on-speed operation, the ECB uses APU speed, Exhaust Gas Temperature
(EGT) and aircraft demand signals. During start, it uses speed, EGT, air
inlet pressure and temperature sensors (P2 and T2). The ECB operates
the fuel metering valve, the flow divider solenoid valve and fuel shut-off
3-way solenoid valve.

MONITORING

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Fuel filter replacement is recommended every 8500 Flight Hours.

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APU FUEL SYSTEM D/O (3)

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SINGLE AISLE TECHNICAL TRAINING MANUAL

GENERAL ... MONITORING


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APU OIL SYSTEM D/O (3)


GENERAL
The oil system of the Auxiliary Power Unit (APU) lubricates and
decreases the temperature of the power section, load compressor, gearbox
and AC generator.
This system is made of:
- storage,
- supply,
- scavenge,
- venting,
- control,
- protection,
- monitoring.

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STORAGE
The sump of the APU Accessory Gearbox (AGB) is the oil reservoir.
The AGB sump contains 6.26 l (1.65 US gal) of oil. The oil reservoir can
be filled by gravity or by pressure.
The AGB has:
- an oil fill cap for gravity filling,
- optional pressure oil servicing with a pressure fill and overfill port,
- an oil-level sight glass with FULL and ADD marks,
- a magnetic chip detector and oil drain plug installed at the lowest point
of the AGB,
- an oil heater.

SUPPLY
A three-element gerotor pressure pump pulls the oil from the sump. A
pressure-regulating valve and ultimate-relief valve assembly keeps a
constant lube supply pressure for oil supply to the engine and generator
and prevents over-pressurization of the lube system. Pressure-regulated
oil goes through a cooler and a disposable filter. The bypass valve opens
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49 - APU

at an oil temperature below 60C (140 F) or when there is a differential


pressure between 55 - 60 psi around the oil cooler. The oil is then sent
to the cooling fan splines, the APU spline shaft, the APU supporting
bearings rear and front, the gearbox pinions and the electrical AC
generator.

SCAVENGE
A three-element gerotor scavenge pump and a filter sends oil from the
electrical generator to the sump. The oil from the bearing cavity of the
APU turbine goes back to the sump through a single-element gerotor
scavenge pump. Oil from the gearbox pinions and the APU front bearing
is scavenged by gravity.

VENTING
The oil from the generator is sent against the gearbox wall; this removes
the air, that is mixed with the oil. An air/oil separator removes the oil
particles from the gearbox air. This oil-free air is released in the APU
exhaust.

CONTROL
The Electronic Control Box (ECB) only controls the de-oiling valve in
the oil system. The de-oiling solenoid valve is electrically opened during
APU start to make sure of cold start conditions and to decrease the load
on the pressure pump. The solenoid valve is open during start-up to 60%
RPM when:
- the oil sump temperature is below -6.7C (+20F),
- or the A/C altitude is above 20,000 ft,
- or the APU fuel temperature is below -12.2C (+10F).
The valve is energized open during every APU shutdown between 50%
and 7% speed.

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PROTECTION
The ECB gives protection to the APU if there is an oil system malfunction.
The ECB monitors oil pressure and oil temperature. If one of the oil
parameters is out of limit, the ECB starts an automatic APU shutdown
without time delay:
- gearbox high oil temp threshold: 162.78C (325F),
- oil LP: 33 psi.
The ECB also stops the APU if a delta pressure switch at the scavenge
filter or at the lubrication filter shows impending filter clogging.

MONITORING
The oil system is monitored to increase the APU life. The oil sump is
installed with a low-level switch to show maintenance information in the
cockpit. When the level is at the "ADD" mark 4.60 l (1.22 US gal), the
APU can continue to operate for 10 hours maximun. This changes with
the different operating attitudes of the A/C in flight. A magnetic drain
plug, put fully in the APU oil, lets the oil drain from the sump and attracts
ferrous metal particles.

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OIL HEATER
The control of the oil heater is independent of the ECB. When the oil
temperature is below 16 C (61 F) and the APU master switch is released
out, the heater is supplied with 115VAC.
The oil heater is switched off when the oil temperature increases above
49C (120 F) or the master switch is selected ON.

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SINGLE AISLE TECHNICAL TRAINING MANUAL

GENERAL ... OIL HEATER


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APU AIR SYSTEM D/O (3)


GENERAL

OIL COOLING

The Auxiliary Power Unit (APU) load compressor supplies the APU
bleed air. The quantity changes with the different bleed air demands of
the pneumatic system. This system is made up of:
- bleed supply,
- bleed control,
- surge protection,
- oil cooling,
- compartment cooling,
- oil vent,
- control,
- monitoring.

A gearbox-driven fan draws air from the inlet plenum and forces it to
pass through the oil cooler. After leaving the oil cooler, the air is
discharged overboard.

BLEED SUPPLY

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Bleed air supply to the A/C pneumatic system is controlled by a load


control valve. The pneumatically-actuated CLOSE/OPEN butterfly valve,
which allows or stops the bleed airflow from the APU to the A/C users,
is controlled by the Electronic Control Box (ECB) and opens when the
APU BLEED P/BSW is set to the ON position.

BLEED CONTROL
The amount of air required by the pneumatic system and delivered by
the APU load compressor is controlled by the load compressor Inlet Guide
Vanes (IGVs). The IGVs are moved by a fuel-powered actuator.

SURGE PROTECTION
Load compressor surge protection is ensured by a surge control valve,
which discharges the excess of air in the exhaust. The surge control valve
is hydraulically operated for accurate and fast operation. The hydraulic
fluid is high pressure fuel from the Fuel Control Unit (FCU) 250 to 300
psig.
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COMPARTMENT COOLING
Air supplied by the fan, driven by one of the gears of the gearbox, is also
used for APU compartment cooling. Cooling air flows through the outlets
located on the cooling fan outlet duct. Natural convection ventilates the
APU compartment through a vent grill in the upper left area of the
compartment when the APU is not in operation.

OIL VENT
The gearbox is vented to the APU exhaust. The air is bled after an air/oil
separator action.

CONTROL
The ECB controls the air system using several parameters from the
following components installed on the APU:
- APU inlet pressure (P2) and temperature (T2) sensors,
- load compressor discharge pressure probes (PT) and differential pressure
sensor (DP),
- command and feedback signals from the actuators and the valves (IGV
actuator, Load Control Valve and Surge Control Valve),
- A/C demands: Main Engine Start (MES) and Environmental Control
System (ECS).

MONITORING
To help maintenance and troubleshooting, the load control valve and the
surge control valve are equipped with visual position indicators.
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The ECB receives feed back signals about the position of the IGVs, the
load control valve and the surge control valve.

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SINGLE AISLE TECHNICAL TRAINING MANUAL

GENERAL ... MONITORING


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APU AIR SYSTEM D/O (3)

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APU SYSTEM MANAGEMENT D/O (3)


GENERAL
Auxiliary Power Unit (APU) normal operation, starting and shutdown,
are initiated from the APU control panel but controlled and monitored
by the ECB.
Following conditions will be controlled and monitored:
- APU start,
- APU on-speed,
- APU normal shutdown,
- APU protective shutdown,
- APU emergency shutdown.

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APU START
When the MASTER SWitch P/B is set to ON:
- the ON light comes on,
- the Electronic Control Box (ECB) is energized,
- the ECB starts the power-up test,
- the APU LP valve opens,
- the APU fuel pump is energized if fuel system pressure is low,
- the APU air intake flap opens.
When the START P/B is set to ON:
- the ON legend comes on,
- the ECB energizes the back-up start contactor and the start contactor
when these conditions are present: air intake flap open, power-up test
complete, data exchange between data memory module and ECB
complete,
- the contactors energize the starter motor and causes the APU main shaft
to start to turn,
- the igniter is energized,
- the de-oil valve opens with the oil/fuel temperature and altitude,
- the ECAM APU page comes into view.
At 7% speed:
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49 - APU

- the ECB opens the fuel solenoid valve and combustion occurs,
- the Inlet Guide Vanes (IGVs) close.
At 50% speed:
- the ECB de-energizes the start contactor, above 20,000 ft at 58%, and
causes the starter motor to stop and continues to increase the speed of
the APU automatically,
- the ECB de-energizes the back-up start contactor.
At 60% speed:
- the ECB de-energizes the ignition unit,
- the ECB de-energizes the de-oil solenoid, if it is open.
At 95% speed:
- the IGVs move to 22 degrees' open position to prevent overheating,
- the ECB controls and monitors the APU automatically,
- the ON light in the START P/BSW goes off,
- the green AVAIL legend in the START P/BSW comes on.
- the APU generator can operate and APU bleed be switched to ON.
At steady state speed an on-speed governor loop controls the fuel flow
to the APU. With APU bleed selected to OFF or in ECS mode the APU
speed is 99%. When in Main Engine Start (MES) mode or always when
the aircraft is in flight, the APU speed is 100%.

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SINGLE AISLE TECHNICAL TRAINING MANUAL

GENERAL & APU START


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APU SYSTEM MANAGEMENT D/O (3)


APU ON-SPEED

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When the APU generator operates, the generator output parameters come
into view on the ECAM system page. When the APU bleed is switched
to ON, bleed parameters show on the ECAM system page.

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SINGLE AISLE TECHNICAL TRAINING MANUAL

APU ON-SPEED
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APU SYSTEM MANAGEMENT D/O (3)

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APU NORMAL SHUTDOWN


When the MASTER SW is OFF, the ECB closes the IGVs to the minimum
position of 15, the load control valve closes if it is open, the surge control
valve opens and the cool-down cycle of the APU starts.
The cool-down cycle lets the APU operate for 60 seconds at a low
stabilized temperature. It starts when the ECB receives the closed signal
from the load control valve. If the load control valve was not in the open
position, the APU goes into the shutdown condition immediately.
Overspeed test occurs when the cool-down cycle is complete. The ECB
supplies a signal to simulate an overspeed condition, that causes the fuel
solenoid to close, and starts the APU shutdown.
It is possible to command an APU re-start during the shutdown sequence.
APU speed must be below 7% before the starter motor is re-engaged.
At 95% speed, APU "AVAIL" lights go off.
At 50% speed, the de-oil solenoid valve opens to decrease drag during
the next start.
At and below 7% speed:
- the de-oil solenoid closes,
- the APU fuel LP valve closes,
- the data memory module is updated,
- the air intake flap closes,
- the ECB de-energizes itself.

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SINGLE AISLE TECHNICAL TRAINING MANUAL

APU NORMAL SHUTDOWN


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APU SYSTEM MANAGEMENT D/O (3)

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APU PROTECTIVE SHUTDOWN


When the ECB is energized, it controls the APU starting and operating
phases. If an abnormal parameter is found, it starts an immediate shutdown
without time delay, even if the APU bleed air is in use.
The ECB protective shutdown parameters are:
- overspeed,
- ECB failure,
- underspeed,
- overtemperature,
- loss of speed,
- sensor failure: thermocouples, low oil level and Low Oil Pressure (LOP)
switch failure,
- no flame,
- flap not open,
- High Oil Temperature (HOT),
- LOP
- no speed,
- inlet overheat,
- no acceleration,
- clogged oil filter,
- main power stop.

APU EMERGENCY SHUTDOWN


The ECB starts an emergency shutdown when the APU FIRE P/B, in the
cockpit, is released out or when the APU SHUT OFF P/B, on the external
power receptacle panel, is pushed. The ECB starts an automatic
emergency shutdown when an APU fire is found on ground. The APU
stops immediately without time delay, even if the APU bleed air system
is in use.

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SINGLE AISLE TECHNICAL TRAINING MANUAL

APU PROTECTIVE SHUTDOWN & APU EMERGENCY SHUTDOWN


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APU WARNINGS (3)


EMERGENCY SHUT DOWN
If an EMERgency SHUT DOWN occurs, the single chime sounds, the
MASTER CAUTion and the MASTER SWitch FAULT lights come on.
The failure is shown amber on the EWD associated to indications on the
Auxiliary Power Unit (APU) ECAM page. An EMER SHUT DOWN
occurs when:
- the APU shut-off P/B is pressed on the external power control panel,
- the APU FIRE P/B is released out on the overhead panel,
- the automatic fire extinguishing logic is triggered on ground.

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AUTOMATIC SHUT DOWN


If an AUTOmatic SHUT DOWN occurs, the single chime sounds, the
MASTER CAUTion and the MASTER Switch FAULT lights come on.
The failure is shown amber on the EWD associated to indications on the
APU ECAM page. An AUTO SHUT DOWN occurs in case of:
- overspeed,
- overtemperature,
- Low Oil Pressure (LOP),
- High Oil Temperature (HOT),
- no flame,
- no acceleration,
- low acceleration rate,
- deceleration during start sequence,
- surge/reverse flow,
- generator high oil temperature,
- loss of DC power,
- underspeed,
- loss off speed,
- sensor failure,
- air intake not open,
- ECB failure.
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SINGLE AISLE TECHNICAL TRAINING MANUAL

EMERGENCY SHUT DOWN & AUTOMATIC SHUT DOWN


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ECB INTERFACES (3)


POWER SUPPLY

LGCIU 1

One of the A/C batteries at the minimum and the A/C DC network,
electrically supply the Electronic Control Box (ECB), through the MAIN
control relay of the Auxiliary Power Unit (APU).

The ECB receives the aircraft on ground discrete input signal from
Landing Gear Control and Interface Unit (LGCIU) 1.

MASTER SWITCH P/B


The APU MASTER SWITCH sends a discrete supply or stop signal to
the ECB. The ECB sends a discrete signal to the FAULT light, when an
automatic shutdown occurs or if there is an emergency shutdown.

The ECB receives a discrete signal from the APU low fuel pressure
switch. It sends a discrete signal to the APU fuel LP shut-off valve.

EIU

The ECB receives an air intake flap open or closed position signal and
sends a power output to open or close the air intake flap.

During engine starts, the ECB receives a Main Engine Start (MES) signal
from Engine Interface Unit (EIU) 1 or 2. This signal causes the ECB to
set the Inlet Guide Vanes (IGVs) to the fully open position if APU bleed
has been selected to ON.

START P/B

BMC

A discrete input signal from the START P/B starts the starting sequences.
The ECB sends a discrete signal to the ON light during the APU start
sequence. A discrete output signal to the A/C energizes the AVAIL light
in the START P/B when the APU speed is above 95%.

When the APU BLEED P/B is set to ON, Bleed Monitoring Computer
(BMC) 1 or 2 sends a discrete input to the ECB. This controls the APU
load control valve to open. The BMCs receive a closed-position signal
from the APU load control valve to monitor the pneumatic system and
to show ECAM indications.

AIR INTAKE FLAP

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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 main start contactors.

EMERGENCY STOP
A discrete input signal from the A/C starts the APU emergency shutdown
logic after the ECB receives this signal.

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49 - APU

TSO/JAR
The ECB receives a discrete input from the TSO/JAR
configuration-programming pin. This open or ground signal finds if the
ECB obeys the Technical Standard Order (TSO) or the Joint Aviation
Requirements (JAR). Concerning the JAR, all System Display (S/D)
circuits are available in flight. This configuration is the standard
configuration. For TSO, only emergency, overspeed and loss of speed
shutdowns, are available in flight.
ECB INTERFACES (3)

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ZONE CONTROLLER

- APU accumulated shutdowns, etc.

Through an ARINC 429 bus, the ECB receives an input from the Zone
Controller (ZC) to control the IGV position with the demand. The ECB
sends a discrete output to the ZC to signal that the APU load control
valve is in delivery position.

A320/A321 IDENTIFICATION
The ECB receives a discrete input from the A/C signature PIN
PROGramming. This identification pin lets the ECB identify A321
applications for functional differences from those of an A320.

SDAC
The ECB sends to System Data Acquisition Concentrators (SDACs) 1
and 2, through ARINC 429 Data buses, the indications to show on the
ECAM APU page and shutdown information to start the related warnings.

CFDS

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The ECB is a BITE system type-1 computer and connects to the


Centralized Fault Display System (CFDS) through ARINC 429 data
buses.

DMU
The Data Management Unit (DMU) partially keeps APU lifetime data.
This information lets you monitor the engine conditions.

DATA MEMORY MODULE


A data memory module installed on the APU inlet plenum keeps and
interchanges many parameters with the ECB:
- APU serial number,
- APU operating hours and starts,
- APU accumulated hot time,
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ECB INTERFACES (3)

May 10, 2006


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POWER SUPPLY ... DATA MEMORY MODULE


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
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ECB INTERFACES (3)

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ECB INTERFACES (3)

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COMPT ACCESS DOORS OPENING & CLOSING (2)


WARNING

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WARNING: DO NOT TOUCH THE AUXILIARY POWER UNIT


(APU) UNTIL IT IS SUFFICIENTLY COOL TO
PREVENT BURNS WHEN YOU DO THE
MAINTENANCE TASK. MAKE SURE THAT THE
THREE QUICK RELEASE FASTENERS ON THE APU
LEFT ACCESS DOOR ARE CORRECTLY STOWED.
THIS PREVENTS DAMAGE TO THE SEAL ON THE
APU LEFT ACCESS DOOR.

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WARNING
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

COMPT ACCESS DOORS OPENING & CLOSING (2)

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COMPT ACCESS DOORS OPENING & CLOSING (2)

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APU ACCESS DOOR OPENING PROCEDURE


In the cockpit, open the APU C/Bs. Position a work stand suitable to
reach the A/C 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 LH door must be opened first to gain access
to the latches for the RH 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
FWD end of the left door. Release the strut pip-pin from the door, extend
the telescopic strut and secure to the A/C using the pip-pin. Push the door
open until the strut locks are in the fully extended position. This completes
the opening of the LH door. With the LH door open, the two latches
securing the RH door are now visible. The FWD 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 swings with 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
RH door in the open position. A red colored pip-pin is provided to lock
the door hold-open spring mechanism should it become necessary to
remove the door from the A/C. 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
colored bolt when the access door is removed. This completes the APU
door opening procedure.
CAUTION: In the 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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APU ACCESS DOOR OPENING PROCEDURE


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COMPT ACCESS DOORS OPENING & CLOSING (2)

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COMPT ACCESS DOORS OPENING & CLOSING (2)

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APU ACCESS DOOR CLOSING PROCEDURE


To close the RH door, apply a lifting force to the door with one hand,
and at the same time, tap the orange colored release handle marked
"PUSH" in a downward, outward direction to release the over center
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
FWD and rear latches on the RH door. The left door support strut must
be stowed before closing the left door. To release the lock on the LH
door support strut, pull down on the knurled collar. While holding the
collar down, partially close the door. Hold the door with the LH, and
with the RH release the door support strut pip-pin from the A/C. Stow
the support strut on the door. Close the left door. Secure the FWD 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 C/Bs in the
cockpit.

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APU ACCESS DOOR CLOSING PROCEDURE


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

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APU REMOVAL / INSTALLATION (3)


WARNING
WARNING: MAKE SURE THAT YOU HAVE THE CORRECT FIRE
FIGHTING EQUIPMENT AVAILABLE.
DO NOT TOUCH THE APU (AUXILIARY POWER
UNIT) UNTIL IT IS SUFFICIENTLY COOL TO
PREVENT BURNS WHEN YOU DO THE
MAINTENANCE TASK(S).
LOCK THE MECHANISM OF ACCESS DOOR 316 AR
(AS REQUIRED) WITH THE PIP-PIN WHEN YOU OPEN
THE ACCESS DOOR.
DEPRESSURIZE GREEN AND YELLOW HYDRAULIC
SYSTEMS.
OPEN, SAFETY AND TAG THE APPROPRIATE C/BS.

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NOTE: Before APU removal, on the Centralized Fault Display System


(CFDS), do the BITE test of the APU and record the APU hours
and cycles.
After APU installation, bleed the APU fuel line before you start
the APU to prevent hot start.

FUEL DRAIN
WARNING: OBEY THE FUEL SAFETY PROCEDURES.
CAUTION: Put plastic caps or plugs on all fuel and/or lubrication system
components and lines. If you use tape, cloth, or metal caps
on them, you can damage the APU.
CAUTION: You must use two wrenches and hold the component when
you remove/install the pipe couplings and/or unions. This
prevents damage to the component.
Drain the fuel line, then disconnect the LP fuel line.
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

APU REMOVAL / INSTALLATION (3)

May 10, 2006


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WARNING & FUEL DRAIN


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49 - APU

APU REMOVAL / INSTALLATION (3)

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APU REMOVAL / INSTALLATION (3)


ELECTRICAL CONNECTORS 1

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Disconnect the electrical connectors P1, P2, P3 from the APU front
bulkhead.

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ELECTRICAL CONNECTORS 1
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APU REMOVAL / INSTALLATION (3)


ELECTRICAL CONNECTORS 2

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Disconnect the electrical connectors from the generator and the starter.

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ELECTRICAL CONNECTORS 2
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APU REMOVAL / INSTALLATION (3)


PNEUMATIC

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Remove the pneumatic air duct and the oil cooler outlet duct.

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APU REMOVAL / INSTALLATION (3)

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PNEUMATIC
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
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APU REMOVAL / INSTALLATION (3)

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APU REMOVAL / INSTALLATION (3)


HOISTING

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First connect the hoist to the ceiling bracket, then to the left sidewall and
finally connect the shackle to the APU hoisting point.

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HOISTING
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
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SINGLE AISLE TECHNICAL TRAINING MANUAL

APU REMOVAL / INSTALLATION (3)


MOUNTS

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Slowly wind the APU hoist until the cable is in tension. Remove the APU
mount nuts and protect the APU mount threads.

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MOUNTS
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APU REMOVAL / INSTALLATION (3)


SUPPORT FRAME

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Using the mounts, attach the APU to its support frame.

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SUPPORT FRAME
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# APU LEVEL 2 (2)


SYSTEM OVERVIEW

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The Auxiliary Power Unit (APU) is a constant speed gas turbine engine.
It is located in the unpressurized tail cone. The APU is a self-contained
unit, which enables the aircraft to be independent of external pneumatic
and electrical power sources.
The constant-speed gas turbine engine drives the accessory gearbox and
a load compressor. The APU provides:
- electrical power for the aircraft systems,
- bleed air for engine starting (MES), air conditioning (ECS) and wing
anti ice testing on ground (not GTCP 36-300),
- bleed air for air conditioning and pressurization in flight until the
specified manufacturer limit.
The APU is designed to operate throughout the entire flight envelope.
Electrical power is available whenever the APU operates, but bleed air
is shut off above the specified manufacturer limit.
The APU has an air intake flap. The intake flap is open when the APU
master switch is selected ON and closes when the master switch is selected
OFF. When open, it provides air to the APU inlet for combustion and
pneumatic supply.

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49 - APU

# APU LEVEL 2 (2)

May 10, 2006


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SYSTEM OVERVIEW
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

# APU LEVEL 2 (2)

May 10, 2006


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# APU LEVEL 2 (2)


SERVICING

Close and lock the oil filler cap.

APU OIL SERVICING

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APU oil servicing is accomplished on an "as-needed" basis or after


scheduled oil quantity checks. The oil indicating system shows if the
oil quantity is sufficient or if an oil servicing is necessary.
The oil level information is displayed on the EIS and the Multipurpose
Control & Display Units (MCDUs) in the cockpit on:
- the APU page on the lower ECAM display unit (LOW OIL LEVEL
advisory),
- the APU SERVICE DATA page on the MCDU, indicating APU
OIL Level O.K. or LOW.
NOTE: Note: The advisory appears on the ECAM APU page when
the oil level has reached the ADD mark on the APU oil tank.
Airbus recommends servicing the APU oil at the next daily
maintenance when the LOW OIL LEVEL message comes on. With
no oil leakage, sufficient oil is available to allow a further 10 hours
of APU operation.
Prior to servicing, shut down the APU and open the APU cowl doors.
Make sure to use the operator approved oil for servicing (operators
may select from the approved list). The oil may be serviced by the
gravity (most common) or pressure fill procedure (optional).
Gravity procedure:
- Open the lock and slowly loosen the oil filler cap to release remaining
pressure from the oil reservoir,
- Check sight glass for level,
- Slowly add oil until the level is at the FULL mark on the sight glass.
Pressure fill procedure:
- Check sight glass for level,
- Connect pressure and overfill lines to APU gearbox,
- Slowly pump oil into the gearbox until the level is at the FULL mark
on the sight glass.
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49 - APU

# APU LEVEL 2 (2)

May 10, 2006


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SERVICING - APU OIL SERVICING


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

# APU LEVEL 2 (2)

May 10, 2006


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# APU LEVEL 2 (2)


SERVICING (continued)
APU COWL DOOR OPENING & CLOSING

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The APU cowl doors are secured with three quick-release fasteners
and four shoot bolts. The quick-release fasteners secure the doors
together and the shoot bolts secure the doors to the aircraft structure.
Procedure to open the doors:
- Release the quick-release fasteners,
- Hold the LH door and release the latches of the 2 shoot bolts,
- Open the door and secure it with the telescopic strut,
- Hold the RH door and release the latches of the 2 shoot bolts,
- Open the door and use the control handle to secure the door over
center.
The doors are closed opposite from the opening sequence. The RH
door is closed and secured first.

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49 - APU

# APU LEVEL 2 (2)

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SERVICING - APU COWL DOOR OPENING & CLOSING


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

# APU LEVEL 2 (2)

May 10, 2006


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# APU LEVEL 2 (2)

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MEL/DEACTIVATION
In case of an APU inlet actuator failure, the APU may be dispatched per
MEL with the inlet OPEN or CLOSED. The APU will only be operational
with the inlet deactivated OPEN (for a maximum of 10 days).
The air inlet actuator is equipped with a manual drive. In case of failure
the manual drive may be used to move the inlet to the required position
prior to deactivation. There are 2 different actuators that may be installed.
One requires 47 turns of the manual drive for one full travel of the inlet.
The other requires 87 turns. Access to the actuator is through an access
door near the APU inlet on the right hand side of the fuselage.
Deactivation procedure:
- get access to the actuator,
- disconnect the actuator electrical connector from the fixed connector
on the frame and install a blanking cap,
- use the manual drive to move the inlet to the required position. Use a
torque wrench to avoid damaging the actuator.
If the inlet is deactivated CLOSED, no further action is needed other than
to placard the APU inoperative. If the inlet is deactivated OPEN, the
following procedure has to be accomplished.
When the inlet is in the OPEN position, a jumper lead needs to be installed
to close the circuit and allow the APU to start. Make a dummy connector
and paint it red for easy identification.

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49 - APU

# APU LEVEL 2 (2)

May 10, 2006


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MEL/DEACTIVATION
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

# APU LEVEL 2 (2)

May 10, 2006


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MEL/DEACTIVATION
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

# APU LEVEL 2 (2)

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# APU LEVEL 2 (2)


MAINTENANCE TIPS

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The APU fuel supply line is equipped with a drain and vent valve which
enables the line to be purged of air after maintenance. The drain valve is
located in the APU compartment in the fuel supply line to the fuel control.
A switch labeled FUEL VENT PUSH is installed on the APU
compartment forward firewall to allow maintenance to operate the APU
fuel pump and purge the fuel line from the APU compartment. This switch
allows the APU pump to operate and the APU Low Pressure fuel valve
to open without the APU Master Switch ON.
A drain valve adapter tool is connected to the drain valve.
On the front firewall of the APU compartment:
- Push and hold the FUEL VENT pushbutton switch. At the APU fuel
vent and drain valve, a continuous flow of fuel indicates that the APU
fuel pump is operating and the line is purged,
- Release the FUEL VENT pushbutton switch. The flow of fuel stops
when the APU fuel pump stops running,
- Disconnect the adapter tool.

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49 - APU

# APU LEVEL 2 (2)

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MAINTENANCE TIPS
MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

# APU LEVEL 2 (2)

May 10, 2006


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# APU LEVEL 2 (2)


MAINTENANCE TIPS (continued)
APU OPERATION WITH COWL DOORS OPEN

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If it is necessary to operate the APU for maintenance with the cowls


open, be sure to:
- Make sure the doors are secured in the Open position,
- Be aware of suction at inlet. Small items could be ingested,
- Make sure that proper fire-fighting equipment is available.

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49 - APU

# APU LEVEL 2 (2)

May 10, 2006


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MAINTENANCE TIPS - APU OPERATION WITH COWL DOORS OPEN


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

# APU LEVEL 2 (2)

May 10, 2006


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# APU INSTALLATION PRESENTATION (2)


GENERAL

ACCESS DOORS

The Auxiliary Power Unit (APU) is installed in a fireproof COMParTment


(COMPT) located in the fuselage tail cone.

Two access doors allow access to the APU COMPT. The access doors
on the bottom of the tail cone open outwards to allow the APU to be
inspected, lifted and lowered.

MOUNTS
Seven tie rods attach the APU to the structure brackets on the APU
COMPT ceiling. These tie rods also connect to the APU three-point
mounted suspension system. Vibration isolators are installed between
the APU mount brackets and the tie rods to reduce the transmission of
A/C vibrations and shocks to the APU. The isolators also prevent the
transmission of vibrations from the APU to the A/C structure.

DRAIN SYSTEM
A drain system prevents the collection of fluids in the APU COMPT.
Any fluid that may accumulate in the APU COMPT is delivered to a
drain mast. Some of the fluids are collected in a drain tank in the APU
COMPT, which is emptied through the drain mast when the A/C is above
200 kt.

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.

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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 A/C structure.

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49 - APU

# APU INSTALLATION PRESENTATION (2)

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GENERAL ... DRAIN SYSTEM


MAINTENANCE COURSE - T1 (CFM56-5B/ME)
49 - APU

# APU INSTALLATION PRESENTATION (2)

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APU DRAIN SYSTEM PRESENTATION (2)


FUEL/OIL PUMP DRAIN

EXHAUST COUPLING 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.

The exhaust coupling drain line is routed to the drain mast. This drain
line collects fuel, water or air leaks.

DRAIN PORT AIR CHECK VALVE

DRAIN TANK

An air check valve, mounted on the Fuel Control Unit (FCU) drain line,
prevents air ingestion in the FCU.

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 kiss seals. The drain mast drains any fluid leakage from
the APU through four holes.

GEARBOX VENT
The accessory gearbox is vented to the Auxiliary Power Unit (APU)
exhaust through a vent line. This line vents gearbox air to the APU
exhaust.

IGV 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.

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FLOW DIVIDER DRAIN


The fuel flow divider and drain valve drain line is routed via a collector
line to the drain tank. This drain line collects fuel purged from the nozzles
and the manifolds at APU shutdown.

TURBINE PLENUM DRAIN


The turbine plenum drain line is routed alone to the drain mast. This drain
line collects unburned fuel after a failed start attempt.

HEAT SHIELD DRAIN


The heat shield drain line is routed to the drain mast. This drain line
collects fuel, water or air leaks.
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APU DRAIN SYSTEM PRESENTATION (2)

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FUEL/OIL PUMP DRAIN ... DRAIN TANK


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APU DRAIN SYSTEM PRESENTATION (2)

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APU BASIC DESCRIPTION (3)


GENERAL
The Auxiliary Power Unit (APU) is of a modular design. The three APU
modules are:
- the power section,
- the load compressor,
- the Accessory Gearbox (AGB).

POWER SECTION

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The compressor is of a single stage centrifugal compressor design. The


main components of the compressor are:
- the inlet plenum,
- the impeller and the diffuser,
- the Inlet Guide Vane (IGV) assembly,
- the compressor hub containment.

- a diffuser exhaust pipe including a diffuser nozzle and seven radial


vanes.

LOAD COMPRESSOR
The load compressor is of a single stage centrifugal design. The main
components of the load compressor are:
- the inlet guide vane assembly,
- the load compressor impeller,
- the load compressor diffuser,
- the load compressor scroll.

INLET GUIDE VANES


The IGV assembly controls the amount of air flowing through the APU
load compressor. The 14 IGV' are moved simultaneously by a gear train
operated by a fuel driven actuator actuator.

COMBUSTION CHAMBER

ACCESSORY GEARBOX

The combustion chamber is of a reverse flow annular design and is


installed inside the turbine plenum. The main parts of the combustion
chamber are:
- the inner combustion chamber shell,
- the outer combustion chamber shell.
The following components are installed on the combustion chamber:
- the igniter plug,
- the six fuel nozzles.

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. The components
mounted on the accessory gearbox are:
- the starter motor assembly,
- the cooling air fan assembly,
- the lubrication unit,
- the Fuel Control Unit (FCU),
- the AC generator.

TURBINE
The turbine assembly drives the compressor, the load compressor and
the gear train of the AGB. The single stage radial inflow turbine includes:
- a cooled nozzle guide vane,
- a rotor,
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# APU FUEL FEED SYSTEM D/O (3)


GENERAL

APU INLET LP SWITCH

The Auxiliary Power Unit (APU) fuel feed system is used to provide fuel
necessary for correct APU operation. This system is composed of:
- fuel pump (115V AC, 400Hz, single phase),
- LP valve,
- APU inlet LP switch,
- fuel drain and vent system.

At the inlet connection of the Fuel Control Unit (FCU), a pressure switch
transmits LP information through the ECB to the APU ECAM page. The
FUEL LOw PRessure message is displayed on the APU ECAM page if:
- the APU speed is greater than 7% rpm and the APU is supposed to run,
- the fuel pressure is lower than 15.8 psi (1.01 bar).
The ECB memorizes this information in its BITE memory even if the
pressure increases above 17.3 psi (1.19 bar).

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 P/B is
set to ON and the fuel crossfeed line pressure is not sufficient. The fuel
crossfeed line pressure switch 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 (1.50 bar). It stops when the pressure is above 23.2
psi (1.60 bar).

FUEL DRAIN AND VENT SYSTEM


A vent APU fuel line P/B, located on the front firewall allows the APU
fuel feed line to be purged during ground maintenance. As long as the
P/B 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 FCU. It allows fuel to be
drained and air to be bled.

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FUEL LP VALVE
Two DC motors drive the APU fuel LP valve. This valve is open as long
as the Electronic Control Box (ECB) is powered. When closed, it prevents
pressurization of the APU fuel feed line and flow of fuel into a specific
fire zone. The APU fuel LP valve is automatically closed when:
- the APU MASTER SW P/B has been released out and before ECB is
deenergized,
- the ECB commands a protective shut down in case of abnormal APU
parameters,
- the ECB commands an emergency shut down in case of APU fire or
overheat detection,
- the APU FIRE P/B is released out in the cockpit,
- the APU SHUT OFF P/B has been pressed on the external power control
panel.
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# APU FUEL FEED SYSTEM D/O (3)

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SINGLE AISLE TECHNICAL TRAINING MANUAL

GENERAL ... FUEL DRAIN AND VENT SYSTEM


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# APU FUEL FEED SYSTEM D/O (3)

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APU IGNITION & STARTING D/O (3)


STARTER CONTROL
The starting system rotates and accelerates the Auxiliary Power Unit
(APU) rotor through a clutch and gearbox. When the APU speed is about
50%, 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.

APU START CONDITIONS


An electric DC motor starts the APU. On ground operation conditions,
the APU is started by the aircraft batteries or aircraft batteries in
combination with Transfomer Rectifier Units (TRUs). A start in flight
is possible up to an altitude of 11900 m (39000 ft.) with the use of
TRUs. A start in flight is possible up to an altitude of 7630 m (25000
ft.) with the use of the aircraft batteries only.
For successful APU starting on ground or in flight, both batteries PB
must be switched to the AUTO position according to Airbus
procedures.

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IGNITION CONTROL
The ignition system provides initial light-off of the fuel air mixture in
the combustion chamber. The ignition system includes:
- an ignition unit, which produces high voltage electrical energy,
- an ignition lead which delivers electrical energy to an igniter plug
screwed into the combustion chamber.
During starting, the ECB switches on the ignition between 7% and 95%.

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STARTER CONTROL & IGNITION CONTROL


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APU IGNITION & STARTING D/O (3)

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APU FUEL SYSTEM D/O (3)


GENERAL

TIME ACCELERATION RATE SCHEDULE

The Auxiliary Power Unit (APU) fuel system operates fully automatically.
The APU fuel system includes:
- a Fuel Control Unit (FCU) which schedules the fuel flow,
- a flow divider and drain valve assembly which directs the fuel to the
nozzles.

The time acceleration rate schedule controls the fuel in order to cause
the APU speed to increase at a constant rate without overtemperature. It
controls the fuel TM of the FCU. The ECB protective circuits are set to
shut down the APU if a start is initiated and:
- speed is less than 7% for more than 30 seconds,
- speed is less than 20% for more than 50 seconds,
- speed is less than 50% for more than 70 seconds,
- acceleration rate is below 0.2% per second with Exhaust Gas
Temperature (EGT) above 204C,
- EGT is below 204C with speed more than 7% for 15 seconds.

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FUEL CONTROL UNIT


The fuel flow into the fuel control unit passes through the inlet fuel filter
to the High-Pressure (HP) fuel pump, and then it goes through the HP
filter to:
- the Inlet Guide Vane (IGV) actuator to position the IGVs,
- the Torque Motor (TM) metering valve for flow control,
- the differential pressure regulator.
The metered fuel goes through the pressurizing valve to the fuel shut-off
solenoid valve. The fuel solenoid valve is normally closed. It is electrically
controlled to be opened by the Electronic Control Box (ECB) when the
speed is above 7% rpm. When the fuel solenoid valve is open, the
pressurizing valve ensures that the appropriate working fuel pressures
are available to the system. The HP fuel pump will produce more fuel
flow than required to support combustion under any given rpm. A
differential pressure-regulating valve bypasses the excess fuel back to
the filter inlet.

SPEED CONTROL
The ECB controls the speed by means of the fuel TM according to the
bleed air demand from the air conditioning system or for Main Engine
Start (MES). On ground, the ECB maintains the speed at 99% rpm if
APU bleed is switched off, or with bleed air demand from the air
conditioning system and ambient temperature below 25C, 101% rpm
with bleed air demand from the air conditioning system and ambient
temperature above 30C, or for MES. In flight, the ECB maintains speed
at 101% rpm.

FLOW DIVIDER AND DRAIN VALVE ASSEMBLY


The purpose of the flow divider is to direct fuel to the primary and
secondary manifolds. Both manifolds supply duplex fuel nozzles. From
7% rpm, the primary nozzles are supplied with fuel above 7.5 psi.
Secondary nozzles are supplied above 150 psi during acceleration and
running phases.
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APU FUEL SYSTEM D/O (3)

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GENERAL ... SPEED CONTROL


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APU FUEL SYSTEM D/O (3)

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APU OIL SYSTEM D/O (3)


GENERAL

GEARBOX PRESSURIZATION AND VENTING

This system is made up of:


- oil reservoir,
- oil level switch,
- gearbox pressure regulator valve
- lubrication unit (including pressure pump, scavenge pumps, Pressure
Regulating Valve (PRV))
- oil cooler,
- one lubrication filter (mounted on lubrication unit) and one scavenge
filter,
- oil temperature sensor,
- de-oil solenoid valve.

To improve operation at high altitude, the accessory gearbox is pressurized


with air tapped from the turbine bearing housing. The gearbox is vented
through an air/oil separator, the air being discharged into the APU exhaust
and oil returned to the gearbox sump. The gearbox-pressurizing valve
limits the gearbox/ambient differential pressure to 8 psi (0.6 bar).

OIL RESERVOIR

The pressurized oil flows through a thermal bypass valve to the oil cooler.
The oil cooler uses airflow from a fan driven by the accessory gearbox.
At low temperatures, most of the oil bypasses the oil cooler. Between
60C and 77C (140F and 171F), the thermal bypass valve progressively
closes, forcing the oil to pass through the oil cooler.

The sump of the Auxiliary Power Unit (APU) accessory gearbox is the
oil reservoir. Oil is serviced through either a pressure fill port or a gravity
fill port. The accessory gearbox sump contains 5.7 l (1.5 US gal) of oil.
An APU oil heater is installed on the APU gearbox. When the APU
MaSTeR SWitch is not on, the oil heater is supplied with 115V AC. The
heater is controlled on when the temperature <21C (69.8F) and off at
43C (109.4F) by an integral temperature switch.

LEVEL MONITORING
A low oil quantity switch installed in the gearbox sump and connected
to the Electronic Control Box (ECB) monitors the oil level for ECAM
and the Centralized Fault Display System (CFDS). On ground, when the
oil quantity has decreased to 3.69 l (3.9 qt) or less and the APU is not
running, the APU page shows a pulsing green LOW OIL LEVEL
message. A sight glass on the left side of the gearbox gives a visual
indication of the oil level.
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49 - APU

PRESSURE PUMP
The pressure pump driven from the accessory gearbox supplies oil to the
oil cooler. The oil pressure is controlled at 60 psi (4.1 bar) by a PRV.

OIL COOLER

OIL FILTERS
The lubrication oil is filtered inside the lubrication unit and then flows
to the bearings, the gearbox and the generator. If this filter is close to be
clogged, a differential pressure indicator shows this condition to the ECB
and the APU automatically shuts down.

SCAVENGE PUMPS
Two scavenge pumps return the oil to the accessory gearbox. One
scavenge returns the power section rear bearing oil. The other scavenge
pump returns the generator oil through a separate filter. Both pumps form
part of the lubrication module and are driven by the same shaft as the
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pressure pump. Oil from the power section forward bearing, gearbox
bearings, gears and starter clutch returns by gravity.

OIL MONITORING
The ECB monitors the oil pressure and oil temperature.
The ECB will shut down the APU if:
- the Low Oil Pressure switch (LOP) senses pressure below 35 psi (2.38
bar),
- the High Oil Temperature switch (HOT) senses temperature above
152C (305.6F),
- the generator oil temperature is above 185C(365F).

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DE-OIL SYSTEM
The de-oiling solenoid valve reduces the oil pressure pump load during
the APU start, especially during the cold start condition when oil has a
high viscosity. The valve is located on the upper right hand side of the
gearbox. A solenoid operates the valve position. The ECB controls the
solenoid in relation to the de-oiling solenoid logic.
The solenoid valve is open when:
- the APU speed is between 0% and 60% and the oil sump temperature
is below -6.7 C (20 F),
- the APU speed is between 95% and 7% during the APU shutdown
sequence,
- the aircraft altitude is more than 30.000 ft.

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APU OIL SYSTEM D/O (3)

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GENERAL ... DE-OIL SYSTEM


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49 - APU

APU OIL SYSTEM D/O (3)

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APU AIR SYSTEM D/O (3)


GENERAL
The Auxiliary Power Unit (APU) load compressor supplies the APU
bleed air. The quantity of the supplied bleed air changes with the different
bleed air demand from the Environmental Control System (ECS) or if
the main engines are started. This system is made up of:
- Inlet Guide Vanes (IGVs),
- the Electronic Control Box (ECB) which provides information of ECS
load, Main Engine Start (MES) load, Exhaust Gas Temperature (EGT),
generator load,
- bleed (load) valve,
- surge control valve,
- cooling.

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INLET GUIDE VANES

HOT, memorized by the Erasable Programmable Read Only Memory


(EPROM) which is part of the ECB.

MES LOAD
In response to the MES signal coming from the Engine Interface Units
(EIUs), the ECB sets the IGVs to the fully open position. The IGVs are
fully opened. The APU speed is controlled to 101%. The MES load is
limited by an MES limit set in the ECB and memorized by the EPROM.

EGT
The bleed airflow is reduced as a function of the compressor inlet
temperature and the EGT. The EGT cannot exceed a limit set in the ECB.
T2 is the Load Compressor Inlet Temperature (LCIT). T5 is the EGT.
The EGT limit is set in the ECB and memorized by the EPROM.

Depending on the load demand, the ECB adjusts the speed of the APU
and positions the IGVs to modulate the airflow available from the load
compressor. The IGVs are driven by an actuator operated by fuel pressure,
and controlled by a Torque Motor (TM) signaled from the ECB. During
the start sequence, the IGVs are fully closed below 50% rpm, 10 open
between 50% and 75% rpm and 22 open above 75% rpm. The minimum
open or idle position of the IGVs, when the APU is running, is 22. The
maximum open position of the IGVs is 88. Above 23000 ft, the IGVs
assume the idle position and below 21000 ft they will open on demand.

NOTE: The APU bleed air system is used for MES and ECS.

ECS LOAD

The bleed air delivered by the load compressor is ducted to the aircraft
pneumatic system via the bleed (load) valve. The bleed valve is
electrically controlled and pneumatically operated. Each Bleed Monitoring
Computer (BMC) sends an opening signal to the ECB, which energizes
the bleed load valve solenoid only if the APU speed is greater than 95%
and no shutdown is initiated.

In response to the ECS signal coming from the zone controller, the IGV
position may not exceed limits set in the ECB. APU speed is 99% rpm
if ambient temperature is or falls below 25C (+77F) or 101% rpm if
temperature is or rises above 30C (86F). The IGVs modulate within
limits. The ECS limits are: ECS MIN, ECS COLD, ECS NORMAL, ECS
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49 - APU

GENERATOR LOAD
If the APU load is high and EGT increases to its limit, the ECB reduces
the bleed air load by controlling the IGVs to close. If a generator shock
load occurs, speed decreasing by more than 10% rpm per second, the
IGVs are closed for 3 seconds.

BLEED VALVE

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SURGE CONTROL VALVE

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The air delivered by the load compressor may be much more than the air
needed by the pneumatic system. The surge control valve discharges the
excess air into the APU exhaust. The ECB controls the surge valve via
a torque motor. To avoid compressor surge, a calculated airflow is
determined according to the IGV positions. The ECB compares the
compressor airflow rate, measured by using a total pressure transducer
at the load compressor outlet and a Differential Pressure (DELTA P)
transducer, with the calculated airflow. The airflow difference repositions
the surge valve. When the bleed load valve is open, the surge control
valve tends to close. During MES, the surge valve modulates to give a
constant bleed air pressure.

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COOLING

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A gearbox driven cooling fan draws the air from the inlet plenum and
forces most of it through the oil cooler. The remaining air is used for
APU compartment ventilation.

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COOLING
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APU SYSTEM MANAGEMENT D/O (3)


RUNNING SEQUENCE - AIR INTAKE FLAP SEQUENCE

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When the APU MASTER SWITCH is set to ON, the Electronic Control
Box (ECB) is electrically supplied and initiates a power-up test. The
Auxiliary Power Unit (APU) fuel system is energized and the air intake
flap is controlled to open. The APU fuel LP valve opens and the APU
fuel pump logic is energized. The APU fuel pump will run as long as the
main engine fuel feed line pressure is lower than 23 psi (1.56 bar). The
ECB controls the opening of the air intake flap. When it is fully open, in
20 seconds, the ECB receives a flap open signal.

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RUNNING SEQUENCE - AIR INTAKE FLAP SEQUENCE


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RUNNING SEQUENCE - START SEQUENCE

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Then, when the START P/B has been pressed, the ECB initiates the start
sequence by closing the start contactors only if the listed conditions are
met. The start contactors are closed if:
- the power-up test is completed,
- the APU speed is less than 7 % rpm,
- no shutdown is initiated.

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RUNNING SEQUENCE - ACCELERATION SEQUENCE

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The APU spool speed is monitored by two identical speed sensors


installed on the gearbox casing. The ECB takes into account the highest
speed signal for APU control and ECAM display. N represents the
percentage of APU rpm.

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RUNNING SEQUENCE - ACCELERATION SEQUENCE
(continued)
APU AT 7% RPM

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At 7%, the ECB energizes the igniter and opens the fuel solenoid
valve on the Fuel Control Unit (FCU). The ECB also sets the correct
metered quantity of fuel for engine light-up. The metered quantity of
fuel is adjusted by the fuel Torque Motor (TM).

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RUNNING SEQUENCE - ACCELERATION SEQUENCE
(continued)
APU AT 50% RPM

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The light-up phase is confirmed by the increase in Exhaust Gas


Temperature (EGT). This temperature is monitored by two sensors,
which send a signal to the ECB. The ECB takes into account the
highest temperature value for APU control and EGT ECAM display.
The EGT increases as the APU accelerates, with starter motor
assistance to 50% rpm where the ECB cuts off the electrical supply
to the start contactors. At 50% rpm, the Inlet Guide Vanes (IGVs)
move to 10 open to avoid compressor surge. Above 50% rpm, the
APU continues to accelerate under its own power to governed speed.

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RUNNING SEQUENCE - ACCELERATION SEQUENCE
(continued)
APU AT 75% RPM

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To prevent APU load compressor surge a leakage flow is sent to the


APU exhaust through the control valve. The surge control valve is
pneumatically operated and electrically controlled by a TM. The APU
continues to accelerate under the control of the ECB. At 75% rpm,
the IGVs move to 22 open. As the APU accelerates, the ECB
transmits a signal to the TM of the FCU. This controls the metered
fuel flow to the governed speed. The ECB has a protection called time
acceleration loop. It controls the fuel flow so that the APU speed
increases steadily from 0 to 95% within operating temperature limits.

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RUNNING SEQUENCE - ACCELERATION SEQUENCE
(continued)
APU AT 95% RPM

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When the APU speed reaches 95%, the igniter is de-energized, the
combustion is self-sustaining. 2 seconds after 95% rpm has been
reached the AVAIL light comes on and the ON light goes off on the
START P/B. This indicates that the APU is available to supply
pneumatic and electrical power. The surge control valve TM is
controlled by the ECB according to the total pressure and the
Differential Pressure (P) measured by pressure sensors at the discharge
of the load compressor. The load compressor pressure is a function
of the IGV position.

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RUNNING SEQUENCE - ACCELERATION SEQUENCE
(continued)
APU BLEED VALVE

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When the APU bleed load control valve is open, the air conditioning
zone controller sends a demand signal to the ECB in order to control
the IGV position and adjust APU speed accordingly. The IGV position
determines the air flow delivered to the pneumatic system. The speed
of the APU is 99% rpm in ambient temperatures lower than 30C
(86F) and 101% rpm in temperatures higher than 30C. For Main
Engine Start (MES) or when in flight, APU speed is 101% rpm. When
the APU bleed valve is closed the IGVs move to the idle position.
The surge control valve allows the discharge of air from the load
compressor.

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RUNNING SEQUENCE - PNEUMATIC AND ELECTRICAL
SUPPLY

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The ECB meters the fuel to keep the APU speed constant and monitors
the oil temperature, pressure and level.

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NORMAL SHUTDOWN SEQUENCE
PNEUMATIC AND ELECTRICAL SUPPLY
An APU normal shutdown is initiated when the MASTER SW P/B
is released out. If the APU bleed air is selected, the ECB sends a signal
to close the APU bleed load valve and initiate a cool-down cycle so
that the APU shutdown is delayed. If the APU bleed air is not selected,
the APU shuts down immediately. The normal shutdown signal closes
the fuel solenoid valve of the FCU. This causes the APU to shut down.

OVERSPEED TEST
After the end of the cool-down cycle, the ECB sends an overspeed
test signal to the overspeed shutdown circuit. This causes the overspeed
shutdown logic to start an APU shutdown by closing the fuel solenoid
in the FCU. In this mode no protective shutdown is recorded by the
ECB.

NOTE: The P/B Switch AVAILable indication goes off, and the AC
generator is de-energized.

COMMANDED SHUTDOWN
A normal APU shutdown is initiated when the operator pushes the
APU MASTER SW from the ON to the OFF position. The ECB closes
the IGVs to the min. position. The LCV closes and the SCV opens
and the cool-down cycle of the APU starts.

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COOL-DOWN CYCLE
The function of the cool-down timer is to delay the APU shutdown
and to allow the APU to run for 60 seconds (depending on performance
settings) at a low stabilized temperature at 75% speed (N). The
cool-down cycle starts immediately when the ECB receives the
CLOSED signal of the LCV.
If the LCV was not in the OPEN position during the entire APU
operation the cool-down timer is set to zero (0) seconds. The APU
enters the shutdown state immediately when commanded to shutdown.
If APU Bleed is set to OFF more than 60 seconds before the APU
MATER SW is set to OFF the APU is shutdown immediately.
If the APU MASTER SW is set to ON before the cool-down cycle
has been completed, the APU accelerates to 100% of speed and can
be used again.
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NORMAL SHUTDOWN SEQUENCE - DECELERATION
SEQUENCE

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The APU decelerates:


- when the speed is less than 50%, the IGVs go progressively to the closed
position,
- when the speed is less than 7% rpm, the air intake flap is controlled to
fully close.
The surge control valve is electrically signaled to progressively open
during APU roll down and remains spring-loaded open.

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NORMAL SHUTDOWN SEQUENCE - AIR INTAKE FLAP
SEQUENCE

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When the air intake flap is fully closed and the APU has stopped, the
ECB is no longer electrically supplied.

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ABNORMAL SHUTDOWN SEQUENCE

fire is detected on ground. The APU shuts down immediately without


time delay, even if the APU bleed air system is used.

The APU abnormal shutdown sequence is composed of:


- protective shutdown,
- emergency shutdown.

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PROTECTIVE SHUTDOWN
When the ECB is electrically supplied, it controls the APU starting
and running phases. If an abnormal parameter is detected, it initiates
an immediate shutdown without time delay, even if the APU bleed
air system is used. The ECB protective shutdown parameters are:
- over speed,
- over temperature,
- Low Oil Pressure (LOP),
- High Oil Temperature (HOT),
- oil filter clogged
- start period timer,
- sensor failure,
- air intake flap,
- no flame,
- reverse flow,
- no acceleration,
- loss of DC power,
- ECB failure,
- generator HOT,
- loss of speed sensing,
- IGV shutdown.

EMERGENCY SHUTDOWN
The ECB initiates an emergency shutdown when either the APU FIRE
P/B, located in the cockpit, is released out or when the APU SHUT
OFF P/B, located on the external power receptacle panel, is pressed.
The ECB initiates an automatic emergency shutdown when an APU
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# APU WARNINGS (3)


EMERGENCY SHUT DOWN
If an EMERgency SHUT DOWN occurs, the single chime sounds, the
MASTER CAUTion and the MASTER SWitch FAULT lights come on.
The failure is shown amber on the EWD associated to indications on the
Auxiliary Power Unit (APU) ECAM page. An EMER SHUT DOWN
occurs when:
- the APU shut-off P/B is pressed on the external power control panel,
- the APU FIRE P/B is released out on the overhead panel,
- the automatic fire extinguishing logic is triggered on ground.

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AUTOMATIC SHUT DOWN


If an AUTOmatic SHUT DOWN occurs, the single chime sounds, the
MASTER CAUTion and the MASTER Switch FAULT lights come on.
The failure is shown amber on the EWD associated to indications on the
APU ECAM page. An AUTO SHUT DOWN occurs in case of:
- overspeed,
- overtemperature,
- Low Oil Pressure (LOP),
- High Oil Temperature (HOT),
- no flame,
- no acceleration,
- low acceleration rate,
- deceleration during start sequence,
- surge/reverse flow,
- generator high oil temperature,
- loss of DC power,
- underspeed,
- loss off speed,
- sensor failure,
- air intake not open,
- ECB failure.
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ECB INTERFACES (3)


POWER SUPPLY
The Electronic Control Box (ECB) is electrically supplied, through the
Auxiliary Power Unit (APU) main control relay, by at least one of the
A/C batteries and the A/C DC network and/or from the 115 V AC APU
generator during a power failure up to 230 ms.

MASTER SW P/B
The APU MASTER SWitch provides the ECB with a supply and reset
signal and with a shutdown signal. The ECB sends a discrete signal to
the FAULT light when an automatic or emergency shutdown occurs or
a power-up test fails.

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START P/B

- the APU fire handle P/B in the cockpit and the APU shut off switch on
the external power control panel.
The Emergency stop during flight is possible trough:
- the APU fire handle P/B in the cockpit.

LGCIU 1
The ECB receives the flight/ground discrete input signal from the Landing
Gear Control and Interface Unit (LGCIU) 1. This signal is used for failed
sensor logic.

EIU
During engine start, the ECB receives a Main Engine Start (MES) signal
from Engine Interface Unit (EIU) 1 or 2. This signal causes the ECB to
position the Inlet Guide Vanes (IGVs) to a pre selected angle.

This discrete input signal from the A/C initiates the timed acceleration
loop, which controls the APU acceleration from 0 to 95% speed. The
ECB illuminates the ON light during APU start sequence. The AVAILable
light in the START P/B comes on 2 seconds after the APU speed is above
95%.

BMC

BACK-UP AND MAIN START CONTACTORS

TSO/JAR

The ECB sends discrete outputs to the back-up and the main start
contactors receives a discrete input from the main start contactor.

The ECB receives a discrete input from the A/C signature Pin
Programming (PIN PROG). This open or ground signal determines
whether the ECB follows the Technical Standard Order (TSO) or the
Joint Aviation Requirements (JAR).

EMERGENCY STOP
A discrete input signal from the A/C initiates the APU shutdown logic
100 ms after the ECB has received this signal. The sources for emergency
stop signals are:
The Emergency stop on ground is caused by:
- the automatic fire extinguishing system,
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When the APU bleed P/B is set to ON, Bleed Monitoring Computer
(BMC) 1 or 2 sends a discrete input to the ECB, which may control the
APU bleed valve to open.

ENVIRONMENTAL CONTROL SYSTEM


The ECB receives, via an ARINC 429 bus, an input from the Zone
Controller (ZC) to position the IGVs and to adjust the APU speed. The
ECB sends a discrete output to the ZC to signal that the APU bleed valve
is open.
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A320/321 IDENTIFICATION
The ECB receives a discrete input from the A/C signature PIN PROG.
This identification pin allows the ECB to identify A321 applications for
functional differences from those of an A320.

SDAC
The ECB sends to System Data Acquisition Concentrators (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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The ECB is a BITE type 1 computer and is connected to the Centralized


Fault Display System (CFDS) via ARINC 429 data buses.

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INTRODUCTION

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The Honeywell GTCP36-300 APU provides the A/C with an independent


source of pneumatic and electrical power, which can be used on in-flight
and ground operations. The APU is installed in a fireproof compartment
located in the A/C tail cone. Access for servicing and maintenance is
provided by two doors. The APU is controlled and monitored by a full
authority digital engine control type Electronic Control Box (ECB), which
is located on the right side of the aft cargo compartment. It transmits the
APU operational data to the Electronic Centralized Aircraft Monitoring
(ECAM) system. The data is displayed in the cockpit on the ECAM
display. This is the Honeywell GTCP36-300 APU. It supplies the A/C
pneumatic system with compressed air for engine starting and air
conditioning and it provides the shaft power to drive an AC electrical
generator, which supplies the A/C electrical buses. All of the following
components location references are clockwise from the rear looking
forward. The APU is comprised of three major assemblies and their
components. The major assemblies are:
- the accessory gearbox,
- the load compressor,
- the power section.

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GEARBOX ACCESSORIES

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The APU generator is mounted at the two o'clock position on the front
of the accessory gearbox. It produces 3-phase AC electrical power to
supply the A/C electrical buses. The cooling fan is installed at the 12
o'clock position on the accessory gearbox. It supplies air to the APU
compartment cooling air manifold and to the air-cooled oil cooler. The
starter is located at the 10 o'clock position on the front of the accessory
gearbox. It is equipped with a brushwear indicator for condition
monitoring and a manual drive receptacle, which can be used to turn the
APU for boroscope inspections and other maintenance operations.

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GEARBOX ACCESSORIES
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OIL SYSTEM
The oil pump unit assembly is installed at the 9 o'clock position on the
front of the accessory gearbox. The oil supply pump pressurizes the oil
from the gearbox oil sump. The oil pressure is regulated by the oil
Pressure Regulating Valve (PRV). The high pressure oil system is
protected by the oil pressure relief valve. The pressurized oil from the
supply pump is routed to the thermal bypass valve, which is installed on
the oil cooler. If the oil is cool, the thermal bypass valve is open and the
oil flows directly to the oil supply filter. When the oil is hot, the thermal
bypass valve is closed, and the oil flows through the oil cooler to the oil
supply filter. The oil supply filter is mounted on the oil pump housing.
The oil filter is equipped with a clog indicator and a differential pressure
switch to protect the system. The oil filter outlet line supplies an oil
manifold installed on a bracket at the 9 o'clock position on the air inlet
plenum. The oil manifold supplies the turbine support bearing. It is
equipped with an oil pressure switch and an oil temperature sensor. The
lubricating oil is returned to the gearbox reservoir to complete the cycle.
The turbine support bearing oil is returned to a line from the 7 o'clock
position on the turbine case. The oil from the starter clutch, the front
support bearing and the gearbox lubricating oil is returned internally by
gravity. The oil from the APU generator is returned to the generator oil
filter by the generator oil scavenge pump. The oil scavenge pump is
installed in the generator mounting flange cavity. The generator must be
removed to gain access to the scavenge pump. The generator oil filter is
located at the 3 o'clock position on the front of the accessory gearbox.
The filter housing is equipped with a filter bypass indicator and a
differential pressure switch to protect the oil system. The oil sump
temperature sensor is installed at the 7 o'clock position on the front of
the accessory gearbox. The magnetic drain plug is installed at the bottom
center of the accessory gearbox. The oil level switch is located near the
3 o'clock position on the accessory gearbox. The de-oil solenoid valve
is located near the 2 o'clock position on the right side of the accessory
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gearbox. The gearbox PRV is installed at the 10 o'clock position on the


left side of the accessory gearbox. Oil servicing is accomplished from
the left side of the accessory gearbox. The reservoir may be filled through
the gravity fill cap or through the pressure fill and overflow connections.
A sight gauge verifies the oil quantity.

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FUEL SYSTEM
Fuel from the A/C is delivered to the Fuel Control Unit (FCU). The FCU
is mounted on the front flange of the oil pump unit. It supplies the APU
with High Pressure (HP) metered fuel for combustion and servo fuel to
operate the Inlet Guide Vane (IGV) actuator. Fuel from the APU supply
line enters the inlet section of the fuel control unit at the LP fuel filter
which is installed on the bottom of the fuel control unit housing. The fuel
pressure is monitored by a pressure switch installed at the fuel filter inlet.
The LP filter system includes a clog Indicator for condition monitoring
and a filter bypass valve to protect the system. The filtered fuel is
pressurized by the HP fuel pump. The HP fuel is regulated by the
pressurizing valve and the differential pressure valve. The HP fuel system
is protected by the HP relief valve and a HP fuel filter. The
pressure-regulated fuel flows internally to the fuel Torque Motor (TM).
The fuel torque motor controls the internal fuel metering valve which
supplies fuel to the fuel shutoff solenoid valve. The fuel shutoff solenoid
valve controls the metered fuel supply, which is used for combustion.
When the APU is started the Electronic Control Box (ECB) energizes
the fuel shutoff solenoid valve and metered fuel is supplied to the fuel
flow divider and drain valve assembly, located at the 6 o'clock position
on the exhaust case. During the start cycle the metered fuel is supplied
to the six dual flow fuel nozzles through the primary fuel manifold. When
the fuel pressure increases, the start sequence valve opens and supplies
fuel to the secondary fuel manifold for acceleration and on-speed
operation. When the ECB receives a shutdown signal, it de-energizes the
fuel shutoff solenoid valve and the fuel flow stops. The fuel manifold
drain valves are opened by spring pressure and the unused fuel is drained
to the drain manifold located at the bottom right side of the APU. The
residual fuel in the combustion chamber is drained through the combustion
chamber drain valve installed at the 6 o'clock position on the combustion
case.
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DRAIN SYSTEM

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The APU drain system collects fluids from the fuel pump, fuel control
flange cavity, the inlet guide vane actuator, the combustion chamber drain
valve, the fuel flow divider and drain valve assembly and the turbine
exhaust case. These fluids are collected at the drain manifold located on
the lower right side of the APU.

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IGNITION SYSTEM

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The high-energy ignition system is located on the right side of the APU.
The exciter box is located at the 5 o'clock position on the turbine case.
The wire-shielded igniter lead connects the exciter box to the igniter plug.
The igniter plug is installed in the combustion case at the 5 o'clock
position.

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PNEUMATIC SYSTEM
The air supply inlet is located at the bottom of the APU. The air supply
inlet is protected by a wire screen. The air flows directly to the power
section compressor where it is compressed and used for combustion, oil
system pressurization and for the operation of the surge control valve
and the bleed load valve. The airflow through the load compressor is
controlled by the internal inlet guide vanes, which are positioned by the
inlet guide vane actuator. The inlet guide vane actuator is installed at the
4 o'clock position on the load compressor housing. It is operated by a
torque motor using HP servo fuel from the fuel control unit. The air is
discharged through the load compressor outlet to the bleed air manifold,
which is installed at the 3 o'clock position. The bleed air manifold supplies
the A/C pneumatic system with compressed air, which can be used for
engine starting and air conditioning. The ECB uses air pressure, air
temperature, and airflow data for control and monitoring operations. The
P2 sensor is mounted on the right side of the air inlet plenum at the 3
o'clock position. The load compressor inlet temperature sensor is installed
at the 5 o'clock position on the load compressor housing. The load
compressor discharge temperature sensor is installed at the 3 o'clock
position on the bleed air manifold. The data is used for condition
monitoring. The load compressor discharge airflow is used by the bleed
flow sensor assembly, which is installed on the bleed air manifold. The
load compressor outlet pressure sensor measures the load compressor
discharge air pressure and transmits an electrical signal to the ECB. The
differential pressure sensor measures the load compressor discharge air
pressure and the load compressor outlet static air pressure. The variable
volume chamber protects the sensors by dampening the pressure surges
in the load compressor air supply. The load compressor discharge airflow
is controlled by the surge control valve and the bleed load valve. The
surge control valve is installed on the rear of the bleed air manifold. The
surge control valve is operated by an actuator which uses HP air from
the power section compressor. The actuator is controlled by a torque
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motor, which is controlled by the ECB. The surge control valve opens
during the APU shutdown cycle and vents the unused air to the APU
exhaust. The bleed load valve is installed on the front of the bleed air
manifold. It is operated by an actuator that uses HP air from the power
section compressor which is routed through the surge control valve HP
air manifold. The HP air is controlled by a solenoid valve. The bleed
valve position is indicated by a position switch and a visual position
indicator. The air from the inlet plenum is ducted to the gearbox-driven
fan. The fan supplies air to the APU compartment cooling air manifold
and to the air-cooled oil cooler.

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INDICATING AND RECORDING SYSTEM

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The APU speed is measured by two monopole speed transducers. They


are installed in the gearbox housing at the one and 11 o'clock positions.
The exhaust case temperature is measured by two thermocouple rakes.
Each rake includes two dual element thermocouples. The four
thermocouples are installed in the turbine exhaust case. They are equally
spaced for maximum monitoring efficiency. The APU serial number
encoder is mounted on the front left side of the air inlet plenum at the 9
o'clock position. This data is transmitted to the A/C central maintenance
system when it is requested by maintenance personnel.

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SUMMARY

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The APU is controlled and monitored by a full authority digital engine


control type ECB. The ECB serves as a maintenance interface with the
A/C Central Maintenance System (CMS) for fault reporting and
troubleshooting operations. The APU serves as an integral part of the
A/C systems. It enhances the operations of the A/C by providing an
independent source of pneumatic and electrical power, which can be used
in flight for emergencies or for extended-range operations, and on the
ground to permit the A/C to operate independently of ground facilities
and services. Some of the components that were identified are Line
Replaceable Units (LRUs). Please consult the appropriate maintenance
manual for additional information.

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# COMPT ACCESS DOORS OPENING & CLOSING (2)


WARNING

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WARNING: DO NOT TOUCH THE AUXILIARY POWER UNIT


(APU) UNTIL IT IS SUFFICIENTLY COOL TO
PREVENT BURNS WHEN YOU DO THE
MAINTENANCE TASK. MAKE SURE THAT THE
THREE QUICK RELEASE FASTENERS ON THE APU
LEFT ACCESS DOOR ARE CORRECTLY STOWED.
THIS PREVENTS DAMAGE TO THE SEAL ON THE
APU LEFT ACCESS DOOR.

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APU ACCESS DOOR OPENING PROCEDURE


In the cockpit, open the APU C/Bs. Position a work stand suitable to
reach the A/C 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 LH door must be opened first to gain access
to the latches for the RH 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
FWD end of the left door. Release the strut pip-pin from the door, extend
the telescopic strut and secure to the A/C using the pip-pin. Push the door
open until the strut locks are in the fully extended position. This completes
the opening of the LH door. With the LH door open, the two latches
securing the RH door are now visible. The FWD 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 swings with 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
RH door in the open position. A red colored pip-pin is provided to lock
the door hold-open spring mechanism should it become necessary to
remove the door from the A/C. 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
colored bolt when the access door is removed. This completes the APU
door opening procedure.
CAUTION: In the 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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APU ACCESS DOOR CLOSING PROCEDURE


To close the RH door, apply a lifting force to the door with one hand,
and at the same time, tap the orange colored release handle marked
"PUSH" in a downward, outward direction to release the over center
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
FWD and rear latches on the RH door. The left door support strut must
be stowed before closing the left door. To release the lock on the LH
door support strut, pull down on the knurled collar. While holding the
collar down, partially close the door. Hold the door with the LH, and
with the RH release the door support strut pip-pin from the A/C. Stow
the support strut on the door. Close the left door. Secure the FWD 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 C/Bs in the
cockpit.

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# APU REMOVAL / INSTALLATION (3)


WARNING
WARNING: MAKE SURE THAT YOU HAVE THE CORRECT FIRE
FIGHTING EQUIPMENT AVAILABLE.
DO NOT TOUCH THE APU (AUXILIARY POWER
UNIT) UNTIL IT IS SUFFICIENTLY COOL TO
PREVENT BURNS WHEN YOU DO THE
MAINTENANCE TASK(S).
LOCK THE MECHANISM OF ACCESS DOOR 316 AR
(AS REQUIRED) WITH THE PIP-PIN WHEN YOU OPEN
THE ACCESS DOOR.
DEPRESSURIZE GREEN AND YELLOW HYDRAULIC
SYSTEMS.
OPEN, SAFETY AND TAG THE APPROPRIATE C/BS.

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NOTE: Before APU removal, on the Centralized Fault Display System


(CFDS), do the BITE test of the APU and record the APU hours
and cycles.
After APU installation, bleed the APU fuel line before you start
the APU to prevent hot start.

FUEL DRAIN
WARNING: OBEY THE FUEL SAFETY PROCEDURES.
CAUTION: Put plastic caps or plugs on all fuel and/or lubrication system
components and lines. If you use tape, cloth, or metal caps
on them, you can damage the APU.
CAUTION: You must use two wrenches and hold the component when
you remove/install the pipe couplings and/or unions. This
prevents damage to the component.
Drain the fuel line, then disconnect the LP fuel line.
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WARNING & FUEL DRAIN


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ELECTRICAL CONNECTORS 1

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Disconnect the electrical connectors P1, P2, P3 from the APU front
bulkhead.

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ELECTRICAL CONNECTORS 2

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Disconnect the electrical connectors from the generator and the starter.

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ELECTRICAL CONNECTORS 2
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PNEUMATIC

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Remove the pneumatic air duct and the oil cooler outlet duct.

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# APU REMOVAL / INSTALLATION (3)

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# APU REMOVAL / INSTALLATION (3)


HOISTING

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First connect the hoist to the ceiling bracket, then to the left sidewall and
finally connect the shackle to the APU hoisting point.

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HOISTING
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# APU REMOVAL / INSTALLATION (3)


MOUNTS

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Slowly wind the APU hoist until the cable is in tension. Remove the APU
mount nuts and protect the APU mount threads.

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MOUNTS
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SUPPORT FRAME

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Using the mounts, attach the APU to its support frame.

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