TechOps_ot, B757 redarx. APU Pneumatics Troubleshooting Job Aid This Job Aid is designed to aid the Technician with common APU Pneumatics Faults on the B757. ‘TABLE OF CONTENTS Component Location Pneumatic Modes APU Electronic Control Unit (ECU) BITE NO Air Troubleshooting Low or Fluctuating Air Pressure Troubleshooting REVERSE FLOW Shutdown Py ayNE “FOR REFERENCE ONLY” Last Revision Dat: oieThe GTCP331 APU consists of three modules: 1. gearbox 2. load compressor - driven by power section. Generates pneumatic pressure by varying position of inlet guide vanes 3. power section = 2 compressor stages and 3 turbine a . rower section a — = a= WS me SST =e J \ VAIN YY Vv 1 Air created to meet Pneumatic demands by varying Inlet Guide Vanes in Load Compressor section.APU Intake Door 1. Component Location The GTCP331-200ER is designed to provide Pneumatic pressure for the Environmental Control System (ECS) / PACKS prior to departure and for Main Engine Start (MES) after pushback. ELECTRONIC CONTROL UNIT (ECU)Component Location APU Bleed Valve Control Switch (P5 Overhead Panel First Officers Side) ‘APU Bleed Valve1. Component Location Surge Valve Spring Loaded Open Electrically Controlled / Pneumatically Operated Flow Module > Used by APU Control Unit to decide position of Surge Valve Replaced as an assembly (typical) 071. Component Location Flow Sensing Module provides: Total Pressure and Differential Pressure data to the ECU. The Flow Sensing Module is used by the ECU to control Surge Valve position (along with IGV LVDT position signal and P2 compressor inlet pressure) The flow sensing module has a higher priority in the control logic. VU Flow Sensing Module Location1. Component Location Load Compressor let Temp (LCIT) Sensor P2 Sensor (Inlet Pressure) IGV Actuator U Surge Valve2. Pneumatic Modes The APU control unit (ECU) receives Pneumatic demand signals from the aircraft and controls the Inlet Guide Vane Actuator Torquemotor accordingly. Fuel Pressure is used to move the IGV Actuator. The Pneumatic Modes are shown in the table below. Pneumatic Demand Mode Speed Electrical Power, kVA Load Compressor Air Flow, Ib/ min. Load Compressor Pressure, psig Idle 39,850 90 Duct Pressurization 39,850 90 170 25 Environmental Control System (ECS) 39,850 52 VARIABLE VARIABLE Main Engine Start (MES) 40,400} 60 270 40 Inflight (INFLT) 40,400} DEMAND VARIABLE VARIABLE Note: Electrical Power has priority in all modes. If EGT exceeds the limit schedule the ECU will close the IGVs to reduce pneumatic loads.3. APU Electronic Control Unit (ECU) BITE APU ECU BITE Procedure Video FIM 49-11-00 Fig. 103 MPN - 2117342-18 2117342-19 2117342-20 -19 or -20 preferred. Allows BITE while Running and Mini-Flags as well as other logic enhancements.“NO AIR” from APU NOTE: APU will not provide air if one of the Engine Bleeds is not fully closed. ‘APU Bleed Switch Latched__ NO 1. Cycle Switch.....if Valve Light Still ON ON and VALVE Light out? 2. Troubleshoot APU Bleed Valve Engine Bleed Switch Latched YES 1. Cycle APU Bleed Switch / OFF Lights Muminated 2. Restart APU 3. BITE APU Controller Engine Bleed Switch Latched No 1. Select Main Engine Start Selector to Ground / OFF Light Illuminated? Note: If Right engine OFF light not illuminated ensure Isolation Valve is OPEN prior to selecting GROUND position. eo Note: This procedure will override the auto B® logic in the APU circuit which will allow APU ! bleed to OPEN and back pressure Engine PRSOV closed. 2. Troubleshoot Engine Bleed Valve.4. “NO AIR” from APU BITE Check ECU. Isa fault showing Yes 1. Replace Sensor / Flow Sensing for: Module PT Sensor (Total Pressure) 2. Replace ECU AP Sensor (vifferential Pressure) 3. Wiring between sensor(s) and ECU P2 Sensor (Compressor Inlet Pressure) [e/g e ox ie) eee VUJeonpsued aanssaid |eNUasayI0 Jaonpsued aunssaig [e301 Jaquieyp auinjon ‘ayes tes / uado = anjen a8ung pasoy= AD, s0suaS Ze ayes Wed / uado = anjen aBns pasoD= ADI —aunssaud yO ‘ayes wes / uado = anjen a8ng pasoiy = ADI asnssaig [evo Adv Wolds ,YIV ON, ‘V7P2 Sensor — Provides Inlet Pressure data to 4. “NO AIR” from APU ECU for Fuel Scheduling but also inhibits pneumatic output above 19000 ft. Fault / Failure will close IGVs and Open Surge Valve except during Main Engine Start Mode on Ground. P2 Sensor (Inlet Pressure)5. “LOW or FLUCTUATING AIR Pressure” Surge Valve Open too much for 1. Clogged Muscle Air Line Filter Note: Valve is Spring Loaded current Pneumatic 2. Surge Valve Failed Open (Failsafe) demand 3. Fault / Leak in Flow Module 4, ECU Fault 1. Failed Actuator (BITE ECU) 2. Block Assembly or Bellcrank Inlet Guide Vane (IGV) Actuator Failed / Worn Wear 3. Excessive Force Required to move IGV Question to Ask? Is enough air being generated for current pneumatic demand? If no, think IGV, ECU inputs and outputs, EGT Limiting If yes, think Surge Valve, ECU or Flow Sensing Module Note: ECU Mini Flags can be used to determine current demand mode on -19 and -20 ECUs. Note: The APU Electronic Control Unit (ECU) will imit load compressor pneumatic output if APU EGT reaches 540° C. Therefore, on a hot day, especially with a high time APU, it may be necessary to reduce APU generator load in order to extract maximum WD load compressor output.5. “LOW or FLUCTUATING AIR Pressure” Surge Valve Position Indicator Top of Valve (View Looking Down) Fail Safe = Spring Loaded Open Should be closed or partially closed during PACK operations and Main Engine Start. If not, Air is being dumped overboard. Filter5. “LOW or FLUCTUATING AMM 49-53-06-2-0 AIR Pressure” ‘Surge Valve Filter Element Replacement and Cleaning & a si =) iia VK ) 3. phccane Exo Bet als ye Pp Ga ASF ON vel. Sf are nent 4. conrussinn ol \- 6. neoucer 1 conrnessa rune 6. prune euinenr 5. spans rousing [T= sunce vaLves WETH A SHALL FxLTER ® ELEMENT HOUSING MUST USE A SMALL FILTER ELERENT. SURGE VALVES WITH AUARGE FILTER ELEMENT AOUSING RUST USE A LARGE FILTER ELERENT 59704 S0008i271188.V5. “LOW or FLUCTUATING AIR Pressure” IGV Actuator The inlet guide vane actuator assembly controls guide vane position in response to command signals from the ECU. IGV position determines the amount of air supplied by the APU load compressor in accordance with aircraft pneumatic system demands. U5. “LOW or FLUCTUATING AIR Pressure”6. “REVERSE FLOW” Shutdown CAUSE / COMMON TIME / MODIFICATION BEING INSTALLED. When airflow discharge from the load compressor is interrupted due to a surge control valve related problem, the stalled air in the load compressor heats up rapidly from compressor friction. The hot air surges out from the load compressor in a reverse flow across the LCIT sensor, causing an increase in the millivolt signal to the ECU. If the temperature is hot enough, or if the rate of temperature increase is high enough, the ECU will initiate a “REVERSE FLOW” protective shutdown. ‘The B757 APU installation has had problems with IGV and surge valve response rates when PACKs are turned off. To prevent compressor surge, always close the APU Air Shutoff Valve before turning off the air conditioning PACKs. NOTE: IF THE PACKS WERE SELECTED OFF JUST BEFORE A “REVERSE FLOW” SHUTDOWN OCCURRED, RESTART OF THE APU SHOULD BE ATTEMPTED. Ex-United 757s (700 A/C Numbers) have a SB installed that reduces this condition. Remaining A/C are having the SB installed. Reference: SB 757-49-0022 / EO F-4950-7-5000A WU6. “REVERSE FLOW” Shutdown Load Compressor Inlet Temp (LCIT) Sensor (T2)“REVERSE FLOW” Shutdown Left Side of APU