Garrett

Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Cat. B1B2
49 APU - Garrett GTCP 36-300 Ignition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
28
Igniter Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
49-00 APU Presentation Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 49-10 APU Installation Presentation
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Mounts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ignition and Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Air Intake Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Air Intake Duct. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AC Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
APU System Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Drain System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Running Sequence - Air Intake Flap Sequence . . . . . . . . . . . . . . . . . . . . . . 4 APU Compartment Access Door Operation . . . . . . . . . . . . . . . . . . . . . . . . . 4
Running Sequence - Start Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Door Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Running Sequence - Acceleration Sequence . . . . . . . . . . . . . . . . . . . . . . . . 6 Door Closure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Running Sequence - Pneumatic and Electrical Supply. . . . . . . . . . . . . . . . . 8 APU Ignition and Starting - Description and Operation . . . . . . . . . . . . . . . . 6
Normal Shutdown Sequence - Pneumatic and Electrical Supply . . . . . . . . . 8 Starter Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Normal Shutdown Sequence - Deceleration Sequence . . . . . . . . . . . . . . . 10 Ignition Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Normal Shutdown Sequence - Air Intake Flap Sequence. . . . . . . . . . . . . . 10 APU Drain System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Protective Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Fuel/Oil Pump Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Emergency Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Drain-Port Air Check-Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Miscellaneous System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Gearbox Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Attach Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Inlet Guide Vane Actuator Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Flow Divider Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Turbine Plenum Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Heat Shield Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Serial Number Encoder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Exhaust Coupling Drain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Drain Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
EGT Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 49-20 APU Basic Description
Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Power Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Electronic Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Drain Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Load Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Inlet Guide Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
January 06/Technical Training for training purposes only

Contents - I
Copyright by SR Technics
Accessory Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 49-60 APU Controls Presentation

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
49-30 Fuel System Components Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 External Power Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
APU Fuel Feed System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ECB Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel LP Isolation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Master Switch Pushbutton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
APU Inlet Low Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Start Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel Drain / Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Back Up and Main Start Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
APU Fuel System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Emergency Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 LGCIU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 EIUs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Flow Divider and Drain Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 BMCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Time Acceleration Rate Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 TSO/JAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Environment Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
A320/321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
49-50 Air System Components SDACs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Load Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 CFDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Surge Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Air Sensing Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 49-70 APU ECAM Page Presentation
P2 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Load Compressor Discharge Temperature Sensor (LCDT) . . . . . . . . . . . . . 4 Exhaust Gas Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Load Compressor Inlet Temperature Sensor (LCIT) . . . . . . . . . . . . . . . . . . 4 Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Air Intake Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Flap Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Flap Actuator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Avail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
IGV Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 APU Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
APU Air System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 APU Bleed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Inlet Guide Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Fuel Low Press . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Environmental Control System (ECS) Load . . . . . . . . . . . . . . . . . . . . . . . . . 7 Low Oil Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Main Engine Start (MES) Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 APU Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Exhaust Gas Temperature (EGT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Auto Shut Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Generator Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Emer Shut Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Bleed Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Surge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 APU Data/Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Performance Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Shutdowns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Contents - II
49-90 APU Oil System Description

Oil Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Level Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Gearbox Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Scavenge Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
De-Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Lubrication Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Drain Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Oil Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Generator Scavenge Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
De-Oil Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Cooling Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Oil Cooler Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Low Oil Pressure / High Oil Temperature Switches . . . . . . . . . . . . . . . . . . 12
Pressure Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Oil Filters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Oil Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Sump Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Oil Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
49-Study Questions

Contents - III

Contents - IV
Training Manual Auxiliary Power Unit, Garrett
A318/A319/A320/A321 49-00 APU Presentation
49 APU - Garrett GTCP 36-300

49-00 APU Presentation Fuel pressure is also used as muscle pressure to operate the load compressor In-
let Guide Vane actuator.
General Air
The APU is a Model GTCP 36-300 manufactured and designed by GARRET. The main role of the air system is to supply bleed air to the pneumatic system.
The APU is an independent source of pneumatic and electrical power. This is supplied by the load compressor.
It can be used in flight and on ground. The bleed air includes a load bleed valve, a flow regulation by means of Inlet
Guide Vanes and a surge protection.
Engine Control and operation of these components are controlled by the Electronic Con-
trol Box.
The APU is a single shaft type engine which produces the energy used to drive
the load compressor and the accessory gearbox.
Ignition and Starting
The engine is composed of:
The APU start sequence is initiated from the cockpit and is controlled by the Elec-
a single stage centrifugal compressor.
tronic control box. During starting, the electrical starter motor drives the APU and
a reverse flow combustion chamber. initial combustion is seconded by the ignition system.
a single stage radial inflow turbine.
It disengages when the APU is above 50% RPM.
The combustion chamber is equipped for the installation of 6 dual fuel nozzles and
one ignitor plug.
Oil
The conditions of the Oil system is monitored by the Electronic Control Box which
receives temperature, pressure and quantity signals.
The self contained oil system lubricates, cleans and cools the APU bearings and
accessory gearbox.
The oil is also used to cool and lubricate the gearbox mounted generator.
Fuel
The Fuel Control Unit (FCU) is the main component of the fuel system.
The Electronic Control Box (ECB) computes the fuel/air ratio, corresponding to the
APU load, and meters the fuel flow accordingly.

49-00-1
Copyright by SRTechnics
Figure 1: APU Presentation

49-00-2
Control and Monitoring

APU control and monitoring are performed by the Electronic Control Box (ECB).
Should a fault occur during APU operation, the ECB records it and sends the fault
message to the ECAM system and to the centralized maintenance system. The
ECB also acts as interface between the aircraft and the APU.
The ECB has a built in test equipment used for the power up test and the monitor-
ing test.
The ECB receives the APU Data and sends main parameters to the ECAM sys-
tem.
The parameters and the indications displayed on the APU ECAM page are:
Speed (N) and Exhaust Gaz Temperature (EGT).
Bleed pressure and APU Generator.
Inlet flap position.
Low Oil level and low fuel pressure.
AC Generator
An oil cooled APU Generator (90 KVA) can supply the aircraft electrical network.
The APU, driven by the accessory gear box, uses the APU shaft power.
If the APU load increases, the Inlet Guide Vanes close in order to give priority to
electrical power supply over the pneumatic supply.

49-00-3
APU System Management

Running Sequence - Air Intake Flap Sequence
When the APU MASTER SW is set to ON, the ECB is electrically supplied and in-
itiates a power up test. The APU fuel system is energized and the air intake flap is
controlled to open.
The APU fuel LP isolation 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.
Running Sequence - Start Sequence

Then, when the START pushbutton has been pressed, the ECB initiates the Start
Sequence by closing the start contactor only if the listed conditions are met. Start
contactor is closed if:
the POWER UP test is completed
10 seconds delay after setting the MASTER SW pushbutton to ON
(in flight only)
the APU speed is less than 7% RPM
no shutdown initiated.

49-00-4
Figure 2: Running Sequence Air Intake Flap Sequence - Start Sequence

49-00-5
Running Sequence - Acceleration Sequence The surge control valve torque motor is controlled by the ECB according to the to-
tal pressure and the differential pressure measured by pressure sensors at the
The APU spool speed is monitored by two identical speed sensors installed on the
discharge of the load compressor.
gearbox casing. The ECB takes into account the highest speed signal for APU
control and ECAM display. The load compressor pressure is a function of the inlet guide vane position.
N represents the percentage of APU RPM. When the APU bleed load control valve is open, the air conditioning zone control-
ler sends a demand signal to the Electronic Control Box in order to control the Inlet
At 7%, the ECB energizes the igniter and opens the fuel solenoid valve on the Fuel Guide Vane position and APU speed accordingly. The Inlet Guide Vane (IGV) po-
Control Unit. The ECB also sets the correct metered quantity of fuel for engine
sition determines the air flow delivered to the pneumatic system.
light-up.
The speed of the APU is 99% RPM in ambient temperatures lower than 30C
The metered quantity of fuel is adjusted by the Fuel Torque Motor. (86F)and 101% RPM in temperatures higher than 30C. For Main Engine Start,
The light-up phase is confirmed by the increase in EGT. APU speed is 101% RPM.
This temperature is monitored by two sensors which send a signal to the ECB. When the APU bleed valve is closed the Inlet Guide Vanes move to the idle posi-
The ECB takes into account the highest temperature value for APU control and tion.
ECAM display (EGT). The EGT increases as the APU accelerates, with starter The surge control valve allows the discharge of air from the load compressor.
motor assistance to 50% RPM where the ECB cuts off the starter contactor elec-
trical supply.
At 50% RPM, the Inlet Guide Vanes move to 10 open to avoid compressor surge.
Above 50% RPM, the APU continues to accelerate under its own power to gov-
erned speed.
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 torque motor.
The APU continues to accelerate under the control of the ECB.
At 75% RPM, the Inlet Guide Vanes move to 22 open.
As the APU accelerates, the ECB transmits a signal to the torque motor of the Fuel
Control Unit.
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 at a constant rate from 0 to 95% within operating
temperature limits.
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 pushbutton. This indicates that
the APU is available to supply pneumatic and electrical power.

49-00-6
Figure 3: Running Sequence - Acceleration Sequence

49-00-7
Running Sequence - Pneumatic and Electrical Supply

The ECB monitors the oil temperature, pressure and level.
Normal Shutdown Sequence - Pneumatic and Electrical Supply

An APU normal shutdown is initiated when the MASTER SW pushbutton is re-
leased 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 Fuel Control
Unit. This causes the APU to shut down.
The AVAIL indications goes off and the AC generator de-energized.

49-00-8
Figure 4: Running Sequence - Pneumatic and Electrical Supply Normal

Shutdown Sequence - Pneumatic and Electrical Supply

49-00-9
Normal Shutdown Sequence - Deceleration Sequence

The APU decelerates.
When the speed is less than 50%, the Inlet Guide Vanes 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 signalled to progressively open during APU
roll down and remains spring loaded open.
Normal Shutdown Sequence - Air Intake Flap Sequence

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

49-00-10
Figure 5: Normal Shutdown Sequence Deceleration Sequence - Air Intake

Flap Sequence

49-00-11
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 APU bleed air system is used.
ECB PROTECTIVE SHUTDOWN PARAMETERS:
OVERSPEED
OVERTEMPERATURE
LOW OIL PRESSURE
HIGH OIL TEMPERATURE
START PERIOD TIMER
SENSOR FAILURE
AIR INTAKE FLAP
NO FLAME
REVERSE FLOW
NO ACCELERATION
LOSS OF DC POWER
ECB FAILURE
GENERATOR HIGH OIL TEMPERATURE
LOSS OF SPEED SENSING
IGV SHUTDOWN
Emergency Shutdown
The ECB initiates an Emergency shutdown when either the APU FIRE pushbutton
(located in the cockpit) is released out or when the APU SHUT OFF pushbutton
(located on external power receptacle panel) is pressed.
The ECB initiates an automatic emergency shutdown when an APU FIRE is de-
tected on ground.
The APU shuts down immediately without time delay, even if the APU bleed air
system is used.

49-00-12
Figure 6: Protective Shutdown - Emergency Shutdown

49-00-13
Miscellaneous System Components

Attach Rods
IDENTIFICATION FIN: 4065 KM
LOCATION ZONE:315/316
Component Description
During APU removal and installation, use the thread protectors to prevent damag-
ing the bolts.

49-00-14
Figure 7: Attach Rods

49-00-15
Starter Motor
IDENTIFICATION FIN: 4005 KM1
LOCATION ZONE: 315/316
For boroscope inspection, the APU can be rotated manually through the starter.
The starter is equipped with a brush wear indicator.

49-00-16
Figure 8: Starter Motor
CONNECTOR
VISUAL BRUSH
WEAR
INDICATOR

49-00-17
Serial Number Encoder

IDENTIFICATION FIN: 116 KD
LOCATION ZONE: 315
The Electronic Control Box (ECB) resets automatically the cycles and hours to
zero when it sees a change in APU serial number.

49-00-18
Figure 9: Serial Number Encoder
OIL COOLER
LOWER BRACKET

49-00-19
EGT Sensor
IDENTIFICATION FIN: 114 KD, 115 KD
The two EGT rakes (EGT sensors) are independent and the ECB uses the higher
value. In case of one rake failure, the ECB uses the remaining one.

49-00-20
Figure 10: EGT Sensor
THERMOCOUPLE

49-00-21
Speed Sensor
IDENTIFICATION FIN: 113 KD, 112 KD
The two speed sensors are located between the load compressor and the acces-
sory gears.
The clearance between the sensors and the gearbox drive gear is obtained by a
self-adhesive shim pack installed during initial assembly.

49-00-22
Figure 11: Speed Sensor
SPEED SENSOR

49-00-23
Electronic Control Box

IDENTIFICATION FIN: 4025 KM
LOCATION ZONE: 152
The Electronic Control Box (ECB) is located in the bulk cargo compartment, right
hand side. The ECB transformer rectifier unit is located inside the ECB.

49-00-24
Figure 12: Electronic Control Box
ECB

49-00-25
Drain Tank
IDENTIFICATION FIN:
LOCATION ZONE: 316
The capacity of the drain tank is three shutdowns of the APU when the aircraft is
on the ground.
After three shutdowns, the contents will drain automatically when the drain system
tank is full. In flight, due to suction effect, it is automatically drained.

49-00-26
Figure 13: Drain Tank
SPRING ADAPTERS
DRAIN TANK
HOSE
DRAIN MAST
APU COMPARTMENT
DRAIN

49-00-27
Ignition Unit
IDENTIFICATION FIN: P10
Disconnect the low tension electrical supply 5 mins before starting work on the ig-
nition system. Also, ground the igniter lead with an insulated device as you discon-
nect it from the igniter plug.

49-00-28
Figure 14: Ignition Unit

49-00-29
Igniter Plug
IDENTIFICATION FIN:
Disconnect the low tension electrical supply 5 mins before starting work on the ig-
nition system. Also, ground the igniter lead with an insulated device as you discon-
nect it from the igniter plug.

49-00-30
Figure 15: Igniter Plug/Ignition Unit
IGNITER
PLUG
IGNITION BOX

49-00-31

49-00-32
A318/A319/A320/A321 49-10 APU Installation Presentation
49-10 APU Installation Presentation

49-10-1
General Any fluid that may accumulate in the APU compartment is delivered to a drain tank
in the APU compartment, which is emptied through a drain mast when the aircraft
The Auxiliary Power Unit is installed in a fireproof compartment located in the fu-
is above 200 KTS.
selage tail cone.
Access Doors
Two access doors allow access to the APU compartment. The access doors on
the bottom of the tailcone open outwards to permit the APU to be inspected, lifted
and lowered.
Mounts
Seven tie rods attach the APU to the structure brackets on The APU compartment
ceiling.
These tie rods also connect to the APU three point mounted suspension system.
Vibration insulators are installed between the APU mount brackets and the tie rods
to reduce the transmission of aircraft vibrations and shocks to the APU.
The insulators also prevent the transmission of vibrations from the APU to the air-
craft structure.
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.
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 muf-
fles the noise from the exhaust. The exhaust muffler thermal insulation protects
the aircraft structure.
Drain System
A drain system prevents the collection of fluids in the APU compartment.

49-10-2
Figure 1: APU Installation Presentation

49-10-3
APU Compartment Access Door Operation red coloured bolt when the access door is removed. This completes the APU door
opening procedure.
Door Opening In event of door removal you must secure the right access door hold-open
device by inserting the locking pin in the locking hole.
In the cockpit, open the APU circuit breakers. Position a work stand suitable to
reach the aircraft under the APU compartment. The pin is stowed next to this locking hole.
The APU doors are secured by a total of seven latches, five latches secure the left Figure 2: APU Compartment Access Door Operation
door and two latches secure the right door.
The left hand door must be opened first to gain access to the latches for the right
hand door.
Start by releasing the rear latch.
Next, the three latches connecting the doors together are undone.
As each latch is undone, secure the latch hook on the latch lever.
Continue to release the remaining latches.
When all latches have been released, pull the door open and secure with the door
support strut.
The strut is stowed at the forward end of the left door.
Release the strut pip-pin from the door, extend the telescopic strut and secure to
the aircraft using the pip-pin.
Push the door open until the strut locks in the fully extended position.
This completes the opening of the left hand door. With the left hand door open, the
two latches securing the right hand door are now visible.
The forward latch is released.
Followed by the rear latch and the door is ready to be opened.
Use the assist handle mounted on the air inlet duct and swing the door fully open.
The door hold open mechanism incorporates a counterbalance spring that takes
most of the door weight.
The door will lock automatically in the door open position.
No locking pins are necessary to secure the right hand door in the open position.
A red coloured pip-pin is provided to lock the door hold open spring mechanism
should it become necessary to remove the door from the aircraft. In this event the
red pip-pin should be removed from its stowage and inserted in the adjacent hole
with a red surround. To prevent injury, a placard advises against removal of the

49-10-4
Door Closure
To close the right hand door, apply a lifting force to the door with one hand, and at
the same time, tap the orange coloured release handle marked "PUSH" in a down-
ward, outward direction to release the overcentre geometric lock on the door hold
open mechanism. Lift the door to the closed position, using the assist handle on
the air inlet duct.
Secure the forward and rear latches on the right hand door.
The left door support strut must be stowed before closing the left door.
To release the lock on the left hand door support strut, pull down on the knurled
collar. While holding the collar down, partially close the door.
Hold the door with the left hand and with the right hand, release the door support
strut pip-pin from the aircraft. Stow the support strut on the door. Close the left
door.
Secure the forward latch.
Ensure that the latch release lever is flush with the latch.
Secure the rear latch.
Secure the three latches holding the left and right doors together. To secure these
latches:
Release the latch hook by pressing the latch release lever.
Engage the latch hook in the locking bracket.
Close the latch lever.
Ensure that the latch release lever is flush with the latch.
Repeat the closing procedure for the remaining latches. Carry out a final visual in-
spection to ensure that all latches are secure. This completes the APU access
door closing procedure. Finally, reset the APU circuit breakers in the cockpit.

49-10-5
APU Ignition and Starting - Description and Operation

Starter Control
The starting system rotates and accelerates the APU rotor through a clutch and
gearbox.
When the APU speed is about 50%, the start logic of the Electronic Control Box
cuts off the supply to the Start Contactor which switches off the Starter Motor. The
timed acceleration loop of the Electronic Control Box causes the APU to acceler-
ate to governed speed.
Ignition Control
The ignition system provides initial light-on of the fuel air mixture in the combustion
chamber.
The ignition system includes:
An Ignition Exciter Unit which produces high voltage electrical energy.
An ignition lead wich delivers electrical energy to an igniter plug screwed into
the combustion chamber.
During starting, the ECB switches on the ignition between 7% and 50%.

49-10-6
Figure 3: APU Ignition and Starting Description and Operation

49-10-7
APU Drain System Presentation Drain Tank

For venting and evacuation the drain tank is connected to the drain mast.
Fuel/Oil Pump Drain Airflow across the drain mast creates a vacuum in the drain line. The suction effect
The fuel and oil pump seal drain line is routed via a collector line to the drain tank. produced at 200 kt, is sufficient to remove the contents of the drain tank. A vent
This line drains fuel or oil leaks. line ventilates the drain tank and drain lines. The APU drain lines are connected
to the right access door drain lines through spring adapter seals (kiss seals).
Drain-Port Air Check-Valve The drain mast drains any fluid leakage from the APU through four holes.
An air check valve, mounted on the Fuel Control Unit (FCU) drain line, prevents
air ingestion in the FCU.
Gearbox Vent
The accessory gearbox is vented to the APU exhaust through a vent line.
This line vents air or oil leaks to the APU exhaust.
Inlet Guide Vane Actuator Drain

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

The turbine plenum drain line is routed alone to the drain mast.
This drain line collects fuel or air leaks.
Heat Shield Drain

The heat shield drain line is routed to the drain mast. This drain line collects fuel,
water or air leaks.
Exhaust Coupling Drain

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

49-10-8
Figure 4: APU Drain System Presentation

49-10-9

49-10-10
A318/A319/A320/A321 49-20 APU Basic Description
49-20 APU Basic Description

49-20-1
General the inlet guide vane assembly,

The APU has a modular design. The three APU modules are: the load compressor impeller, the load compressor diffuser, the load compres-
sor scroll.
the power section
the load compressor Inlet Guide Vanes
the accessory drive gearbox.
The Inlet Guide Vane assembly controls the amount of low pressure bleed from
the APU load compressor. The 14 Inlet Guide Vanes are moved simultaneously
Power Section by a gear train operated by an actuator.
Compressor
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 deswirl vane assembly, the compressor hub containment.
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:
the igniter plug
the six fuel nozzles
Turbine
The turbine assembly drives the compressor, the load compressor and the gear
train of the accessory gearbox. The single stage radial inflow turbine includes.
a cooled nozzle guide vane
a rotor
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:

49-20-2
Figure 1: APU Basic Description

49-20-3
Accessory Gearbox
Gearbox Assembly
The gearbox transmits the shaft power to the APU accessories and to the APU
generator which are installed on the gearbox pads.
The gearbox is also the oil reservoir for the APU lubrication system.
Accessories
The components mounted on the accessory gearbox are:
the Starter Motor Assembly
the Cooling Air Fan Assembly
the Oil Pump Assembly (lubrication unit)
the Fuel Control Unit
the AC generator.

49-20-4
A318/A319/A320/A321 49-30 Fuel System Components
49-30 Fuel System Components

49-30-1
Fuel Control Unit Figure 1: Fuel Control Unit

LOCATION ZONE: 315
MMEL NOT LISTED

49-30-2
APU Fuel Feed System Description Fuel Drain / Vent System

A vent APU fuel line pushbutton, located on the firewall allows the APU fuel feed
Fuel Pump line to be purged during ground maintenance.
The APU fuel pump is a centrifugal pump driven by a single phase AC motor. As long as the pushbutton is held pressed in, the APU fuel LP isolation valve is
This pump is controlled to run if the APU MASTER SW pushbutton is set to ON open and the APU fuel pump runs.
and the fuel crossfeed line pressure is not sufficient. A fuel drain and vent valve is installed in the APU compartment at the fuel inlet
The fuel crossfeed line pressure sensor controls the operation of the APU fuel connection to the Fuel Control Unit. It permits fuel to be drained and air to be bled.
pump. Figure 2: APU Fuel Feed System Description
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 LP Isolation Valve

The APU Fuel LP isolation valve is driven by two DC motors.
This valve is open as long as the MASTER SW pushbutton is set to ON.
When closed, it prevents pressurization of APU fuel feed line and flow of fuel into
a specific fire zone.
The APU Fuel LP isolation valve is automatically closed when:
MASTER SW P/B is released out,
ECB protective shutdown occurs,
an APU shutdown occurs due to an APU fire, detected on ground,
the APU FIRE P/B is released out (in the cockpit),
the APU SHUT OFF P/B has been pressed on the external power receptacle
panel.
APU Inlet Low Pressure Sensor

At the inlet connection of the Fuel Control Unit, a pressure sensor transmits low
pressure information through the ECB to the ECAM APU page.
The FUEL LO PR message is displayed on the ECAM APU page if it is selected
and:
the APU speed is greater than 7% RPM
the fuel pressure is lower than 15.8 PSI (1.01 Bar).
The ECB memorizes this information in its BITE memory even if the pressure in-
creases above 17.3 PSI (1.19 Bar).

49-30-3
APU Fuel System Description Speed is less than 7% for more than 30 seconds.
Speed is less than 20% for more than 50 seconds.
General Speed is less than 50% for more than 70 seconds.
The APU fuel system operates fully automatically. Acceleration rate is below 0.2% per second with EGT above 204C.
EGT is below 204C with speed more than 7% for 15 seconds.
The APU fuel system includes:
a fuel control unit which schedules the fuel flow,
a flow divider and drain valve assembly which directs the fuel to nozzles.
Fuel Control Unit

The fuel flow into the fuel control unit passes through the inlet fuel filter to the high
pressure fuel pump, then it goes through the high pressure filter to:
the Inlet Guide Vane Actuator to position the Inlet Guide Vanes.
the Torque Motor 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 open by
the 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 high pressure fuel pump will produce more fuel flow than will be required to
support combustion under any given RPM. A differential pressure regulating valve
bypasses the excess fuel back to the filter inlet.
Flow Divider and Drain Valve Assembly

The purpose of the flow divider is to direct fuel to the primary and secondary man-
ifolds. Both manifolds supply duplex fuel nozzles.
From 7% RPM, the primary nozzles are supplied with fuel above 7.5 psi. Second-
ary nozzles are supplied above 150 psi during acceleration and running phases.
Time Acceleration Rate Schedule

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
torque motor of the fuel control unit.
The ECB protective circuits are set to shut down the APU if a start is initiated and:

49-30-4
Figure 3: APU Fuel System Description

49-30-5
Speed Control
The ECB controls the speed by means of the fuel torque motor according to air
conditioning zone controller and Main Engine Start demands.
On Ground
The ECB maintains the speed at:
99% RPM if there is no bleed air demand
99% RPM for air conditioning below 25C
101% RPM for air conditioning above 30C
101% RPM for Main Engine Start
In Flight
The ECB maintains speed at:
101% RPM

49-30-6
A318/A319/A320/A321 49-50 Air System Components
49-50 Air System Components

49-50-1
Load Bleed Valve Surge Control Valve

IDENTIFICATION FIN: 110 KD IDENTIFICATION FIN: 111 KD
LOCATION ZONE: 316 LOCATION ZONE: 316
MMEL NOT LISTED MMEL NOT LISTED
Component Description Component Description

The load bleed valve is located on the T-duct to the right of the APU. The surge control valve is located on the T-duct to the right of the APU.
It is a two-position valve, open/close, controlled by a solenoid. It is a modulating valve controlled by a torque motor. The purpose of the surge
The valve is selected from the APU BLEED pushbutton switch, and controlled by control valve is to prevent load compressor surge on changing operating condi-
the ECB. tions.
The filter may be cleaned by washing in warm soapy water, rinsing in clean water
Figure 1: Air System Components - Load Bleed Valve and drying with compressed air (max. 1.0 bar / 14.5 PSI).
Figure 2: Surge Control Valve

49-50-2
Air Sensing Elements P2 Sensor

IDENTIFICATION FIN: 117 KD IDENTIFICATION FIN:

The air sensing elements are located on the T-duct between the surge valve and The P2 sensor is located on the right side of the compressor inlet plenum.
the bleed valve. It provides an input signal which is used by the ECB to modify the schedules of the
Electrical signals from the differential pressure transducer and the total pressure surge valve and the APU fuel control.
transducer are used by the ECB to control the surge valve. It is a class 3 failure.
The air sensing elements are class 1 failures.
Figure 4: P2 Sensor
Figure 3: Air Sensing Elements

49-50-3
Load Compressor Discharge Temperature Sensor (LCDT) Load Compressor Inlet Temperature Sensor (LCIT)
IDENTIFICATION FIN: 102 KD IDENTIFICATION FIN: 101 KD

The LCDT is located in the discharge duct leading to the load bleed valve. The LCIT sensor is located below the IGV actuator. The sensor provides an input
The LCDT provides an input signal to the ECB for indication. signal which is used by the ECB in the reverse flow protection logic. The LCIT sen-
sor is a class 3 failure.
It is a class 3 failure.
Figure 6: Load Compressor Inlet Temperature Sensor (LCIT)
Figure 5: Load Compressor Discharge Temperature Sensor (LCDT)

49-50-4
Air Intake Unit Flap Actuator

IDENTIFICATION FIN: IDENTIFICATION FIN:

A manual override device, installed on the actuator, permits the air intake flap to Flap actuator adjustment:
be manually opened on the ground. Failure of the electrical actuator will need 47 set actuator in door open position.
and one quarter turns of the manual override device to fully open the flap. adjust end fitting until flap aligns with duct.
Figure 7: Air Intake Unit tighten locknut and safety with lockwire.
Maximum misalignment with duct is 1.00mm. One half-turn moves air intake
flap 1.00mm.
Figure 8: Flap Actuator

49-50-5
IGV Actuator Figure 9: IGV Actuator

IDENTIFICATION FIN:
LOCATION ZONE: 313
MMEL NOT LISTED
IGV actuator adjustment:
Ensure IGV clevis is screwed fully into the IGV rod.
Ensure IGVs are fully closed.
Engage IGV clevis with actuator linkage screw.
If necessary, adjust actuator linkage screw to close the IGVs. The IGV position
is determined by a position fixture entered in the LCIT mounting.

49-50-6
APU Air System Description The APU bleed air system is used for Main Engine Starting (MES) and Air
Conditioning (ECS).
Inlet Guide Vanes
Generator Load
Depending on the load demand, the ECB controls the speed of the APU and the
Inlet Guide Vanes to modulate the air flow available from the load compressor. If the APU generator load increases, the ECB reduces the bleed air load by con-
The Inlet Guide Vanes (IGVs) are driven by an actuator operated by fuel pressure, trolling the Inlet Guide Vanes to close.
and controlled by a torque motor signalled from the ECB. If a generator shock load occurs (speed decreasing by more than 10% RPM per
During the start sequence, the IGVs are fully closed below 50% RPM, 10 open second) the IGVs are closed for 3 seconds.
between 50% and 75% RPM and 22 open above 75% RPM. Figure 10: APU Air System Description
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 23000ft, the IGVs assume
the idle position and below 21000ft they will open on demand.
Environmental Control System (ECS) Load

In response to the Environmental Control System (ECS) signal coming from the
air conditioning zone controller, the Inlet Guide Vane position may not exceed lim-
its set in the ECB.
APU speed is 99% RPM if ambient temperature is below 30C (+86F) or 101%
RPM if above.
The Inlet Guide Vanes modulate within limits. The ECS limits are: ECS MIN, ECS
COLD, ECS NORMAL, ECS HOT, memorized by the Erasable Programmable
Read Only Memory (EPROM) which is part of the ECB.
Main Engine Start (MES) Load

In response to the Main Engine Start (MES) signal coming from the Engine Inter-
face Unit, the ECB sets the Inlet Guide Vanes to the fully open position. The Inlet
Guide Vanes 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.
Exhaust Gas Temperature (EGT)

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

49-50-7
Bleed Valve Figure 11: Cooling

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.
Surge Valve
The air delivered by the load compressor may be much more than the air needed
by the pneumatic system. The surge 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 com-
pares the measured compressor airflow rate from Pt and DP with the calculated
airflow. The airflow difference repositions the Surge Valve. When the Bleed Load
Valve is open, the Surge Valve tends to close. During Main Engine Start, the
Surge Valve modulates to give a constant bleed air pressure.
Cooling
A gearbox driven cooling fan draws the air from the inlet plenum and forces some
of it through the oil cooler. The remaining air is used for APU compartment venti-
lation.
Inlet air is used for oil cooler and APU compartment cooling.
This air is drawn by a gearbox driven fan.

49-50-8
A318/A319/A320/A321 49-60 APU Controls Presentation
49-60 APU Controls Presentation

49-60-1
General The FAULT light comes on amber and the corresponding warnings are activated
when an automatic shutdown occurs.
Normal control of the APU is carried out from the APU control panel located in the
cockpit. Emergency shut down can be performed on ground from outside the air- Start Push Button
craft.
The start push-button initiates the APU start sequence. The ON light comes on
Overhead Panel blue until 95%N(RPM).
The AVAIL light comes on green above 95%N(RPM).
Master Switch
The master switch controls the power supply for APU operation and protection. APU Fire Push Button
When the APU fire push button is released out, an APU emergency shutdown is
A normal shutdown sequence is initiated when the master switch is released out.
initiated.
The ON light illuminates blue when the Master switch P/B is pressed and the APU
page appears on the ECAM system display.
Figure 1: APU Controls Presentation

49-60-2
External Power Control Panel APU Shutoff Push-button

An APU emergency shutdown can be performed using the APU SHUT OFF push
APU Fire Light button located on the external power control panel, next the nose landing gear.
The APU FIRE red light comes on when a fire is detected on ground. Operation of the APU SHUTOFF push-button cancels the external horn.
Red light illumination is accompanied by the ground horn. (Auto extinguishing in
this case).
Figure 2: APU Controls Presentation

49-60-3
ECB Interfaces LGCIU 1

The ECB receives the flight/ground discrete input signal from the Landing Gear
Power Supply Control and Interface Unit 1.
The Electronic Control Box is electrically supplied, through the APU main control This signal is used for automatic shutdown inhibition logic and for failed sensor
relay, by at least one of the aircraft batteries, the aircraft DC network and/or from logic.
the 115 V AC APU generator (during a power failure up to 230 ms).
EIUs
Master Switch Pushbutton During engine start, the Engine Control Box receives the Main Engine Start signal
The APU MASTER SWITCH provides the ECB with a supply and reset signal and from Engine Interface Unit 1 or 2.
with a shutdown signal.
This discrete input signal causes the ECB to position the Inlet Guide Vanes to a
The Electronic Control Box sends a signal to the FAULT light when an automatic preselected angle.
shutdown occurs or a Power Up Test fails.
Start Pushbutton
This discrete input signal from the A/C initiates the timed acceleration loop which
controls the APU acceleration from 0 to 95% speed.
In flight the START switch has a time delay of 10 secs. The ECB illuminates the
ON light during APU start sequence.
A discrete output signal to the aircraft energizes the AVAIL light in the START
pushbutton when the APU speed is above 95%.
Back Up and Main Start Contactors

The ECB receives a discrete input from the Main Start Contactor and sends dis-
crete outputs to the Back Up and the Main Start Contactors.
Emergency Stop
A discrete input signal from the A/C initiates the APU shutdown logic 100 msecs
after the ECB has received this signal.
The sources for emergency stop signals are:
On ground:
The Automatic Fire Extinguishing System.
The APU FIRE handle pushbutton in the cockpit and the APU SHUT OFF
switch on the External Power Control Panel.
During flight:
The APU FIRE handle pushbutton in the cockpit.

49-60-4
Figure 3: ECB Interfaces

49-60-5
BMCs
When the APU bleed pusbutton is set to ON, BMC 1 or 2 sends a discrete input to
the ECB which may control the APU bleed valve to open.
TSO/JAR
The ECB receives a discrete input from the aircraft signature PIN programming
This open or ground signal determines whether the ECB follows the Technical
Standard Order or the Joint Airworthiness Requirements.
Environment Control System

The ECB receives, via an ARINC 429 bus, an input from the Zone Controller to
increase the APU speed. The ECB sends a discrete output to the Zone Controller
to signal that the APU bleed valve is open.
A320/321
The ECB receives a discrete input from the aircraft signature PIN programming
This identification PIN allows the ECB to identify A321 applications for functional
differences from those of an A320.
SDACs
The ECB sends to SDACs 1 and 2, via ARINC 429 Data buses, the indications to
be displayed on the ECAM APU page and shutdown information to trigger the cor-
responding warnings.
CFDS
The ECB is a type 1 computer.
The ECB is connected to the Centralized Fault Display System through Data bus-
es (ARINC 429).

49-60-6
A318/A319/A320/A321 49-70 APU ECAM Page Presentation
49-70 APU ECAM Page Presentation

49-70-1
General
The APU indications are displayed on the lower ECAM page.
This page is called manually or automatically during APU start.
Exhaust Gas Temperature

The Exhaust Gas Temperature is displayed green in normal configuration. This in-
cludes the pointer symbol and digital indication.
It pulses in advisory mode.
It becomes amber or red in case of over-temperature.
A movable red line is computed by the ECB.The red EGT limit value is different
during APU starting and when APU becomes available.
Speed
The speed indication is displayed in green.
It becomes amber or red in case of overspeed.
Flap Open
The green FLAP OPEN indication is displayed when the air intake flap is fully
open.
No indication is displayed otherwise.
FLAP OPEN Displayed steady: Air intake flap fully open with the MASTER SW
push-button set to ON.
FLAP OPEN Displayed pulsing: Air intake flap not fully closed 3 minutes after
the MASTER SW push-button has been set to OFF.
Avail
When the APU is running, a green APU AVAILable indication appears on the up-
per ECAM page.
The green AVAILable indication is displayed when the APU speed is above 95%.
Nothing is displayed otherwise.

49-70-2
Figure 1: APU ECAM Page Presentation

49-70-3
APU Generator The load voltage or frequency indication is displayed amber when the correspond-
ing parameter is out of range. The APU generator parameters are displayed am-
The APU electrical generator output is displayed as shown on the picture.
ber in case of overload, or voltage or frequency are out of range.

49-70-4
APU Bleed The amber FUEL LO PR message is displayed when the fuel pressure, in the
APU fuel feed line, is below 15 PSI.
The APU bleed valve indication is displayed as shown on the picture.
The APU bleed pressure indication is replaced by amber crosses when the indi- Low Oil Level
cation is not available.
The green LOW OIL LEVEL indication pulses when the oil in the gearbox reaches
the low level an needs servicing.
Fuel Low Press
If the oil quantity decreases below 3.9 qt(3.69 l), the indication pulses on the
The Amber Fuel Low Pressure indication is displayed when the pressure up- APU ECAM page.
stream the fuel control unit is too low.

49-70-5
APU Warnings
Auto Shut Down
If an AUTO SHUT DOWN occurs, the aural warning sounds, the MASTER CAUT
and the MASTER SW FAULT light come on. The ECAM warning page is activated
and the APU ECAM page is called automatically.
AUTO SHUT DOWN when:
Overspeed
Overtemperature
Low oil pressure
High oil temperature
Start period timer
Sensor failure EGT or LOP switch
Air intake flap closed
IGV shut-down
No flame
Reverse flow
No acceleration
DC power lost
ECB failure
Generator high oil temperature
Loss of speed sensing

49-70-6
Figure 4: Auto Shut Down

49-70-7
Emer Shut Down

If an EMER SHUT DOWN occurs, the aural warning sounds, the MASTER CAUT
and the MASTER SW FAULT light come on. The ECAM warning page is activated
and the APU ECAM page is called automatically.
An EMER SHUT DOWN occurs when:
The APU shut off pushbutton is pressed on the external power control panel.
The APU FIRE pushbutton is released out on the overhead panel.
The automatic fire extinguishing logic is triggered on ground.

49-70-8
Figure 5: Emer Shut Down

49-70-9
CFDS Specific Page Presentation

APU Data/Oil
To gain access to the SYSTEM REPORT/TEST APU MENU, the APU MASTER
SWITCH must be set to ON.
The APU is a type 1 system. It is not available in CFDS back-up mode.
The APU DATA/OIL page gives the:
APU serial number
APU operating hours
APU cycles
APU oil level.
"OIL LEVEL:LOW" replaces "OIL LEVEL:OK" when the oil quantity decreases to
3.69 l (3.9 qt.).
Each APU contains a serial number encoder which provides the information re-
quired for proper CFDS interpretation, continuity of LRU fault history, hours and
cycles of the APU.
When you replace an APU or a serial number encoder, the ECB resets the APU
hours and cycles to zero. The Data Management Unit (DMU) of the Aircraft Inte-
grated Data System (AIDS) also calculates the APU hours and cycles so that their
records are not lost when an ECB is replaced.
Performance Settings
The APU Performance Settings page gives the settings of:

EGT trim
COOLDOWN time
Base maintenance staff cannot modify these settings which are programmed by
adjusting the various electronic switches within the ECB (5 levels available) follow-
ing the aircraft operating conditions.
Shutdowns
The APU SHUTDOWNS page gives the reason of the shutdown (OVERSPEED)
and the related LRUs causing the fault (classed in descending probability order).
Refer to the TSM to trouble shoot the faulty component which caused the shut-
down.

49-70-10
Figure 6: CFDS Specific Pages

49-70-11

49-70-12
A318/A319/A320/A321 49-90 APU Oil System Description

49-90-1
Oil Reservoir 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 sump of the APU accessory gearbox is the oil reservoir. Oil is serviced
the oil to pass through the oil cooler.
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. Oil Users
An APU oil heater is installed on the APU gearbox. When the APU Master Switch The cooled and bypassed oil is filtered and then flows to the bearings, gearbox
is not set to ON, the oil heater monitors the oil temperature in the reservoir be- and generator.
tween 21C (70F) and 43C (110F).
The filter, if clogged, is bypassed and a differential pressure indicator shows this
condition.
Level Monitoring
An oil quantity switch, installed in the gearbox sump and connected to the Elec-
tronic Control Box monitors the oil level for ECAM and CFDS.
On ground, when the oil quantity decreases to 3.69 l (3.9 qt) and the oil tempera-
ture is less than 66C (150F), the APU page shows a pulsing green LOW OIL
LEVEL message. A sight glass on the left side of the gearbox gives a visual indi-
cation of the oil level.
Gearbox Pressurization
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.
Pressure Pump
The Pressure Pump driven from the accessory gearbox supplies oil to the oil cool-
er.
The oil pressure is controlled at 60 psi (4.1 bar) by a Pressure Regulating Valve
(PRV).
Oil Cooler
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.

49-90-2
Figure 1: APU Oil System Description

49-90-3
Scavenge Pumps
Two scavenge pumps return the oil to the accessory gearbox.
One scavenge pump driven together with the pressure pump returns the power
section rear bearing oil.
The other scavenge pump returns the generator oil through a separate filter. 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).
De-Oil System
The de-oil system admits air into the oil pump inlet to break the suction of the oil
pump.
This reduces oil pump resistance on APU cold start and assists in purging the oil
system on APU roll-down. The De-oil solenoid is energized on start 0-60% RPM if:
oil temperature is less than 20F (-7C).
oil temperature is between 20F and 40F (-7C and 4.4C), and T2 is less than
-20F (-29C).
P2 is less than 4.862 PSI (0.33 bar) (above 28000 ft).
The De-oil solenoid is energized on roll-down:
from 95% RPM to 7% RPM, plus 5 seconds.

49-90-4
Oil System Components Figure 2: Oil System Components - Lubrication Unit
Lubrication Unit
LOCATION ZONE: 315
MMEL NOT LISTED
The steel shaft of the pump is spline driven from the gearbox and runs on bronze
bushes that are force-lubricated with oil.
On pump replacement, some components must be transferred to the new unit.
See the Maintenance Manual for details.

49-90-5
Drain Plug Figure 3: Drain Plug

IDENTIFICATION FIN:
LOCATION ZONE: 315
MMEL NOT LISTED
The drain plug contains a chip detector.
When the chip detector is removed, a check valve prevents oil loss.

49-90-6
Oil Level Sensor Figure 4: Oil Level Sensor

IDENTIFICATION FIN: 119KD
LOCATION ZONE: 315
MMEL NOT LISTED
The oil level sensor contains reed type switches activated by a magnet embedded
within a float.

49-90-7
Generator Scavenge Pump Figure 5: Generator Scavenge Pump

LOCATION ZONE: 315
MMEL NOT LISTED
The scavenge pump forces oil from the generator through the scavenge filter into
the gearbox.

49-90-8
De-Oil Valve Figure 6: De-Oil Valve

IDENTIFICATION
FIN: 117KD
LOCATION
ZONE: 315
MMEL
NOT LISTED
The de-oil valve permits air to enter the suction side of the lubrication pump to re-
duce the starter load in the following conditions:
if the oil temperature is below 20F (-7C).
if the oil temperature is between 20F and 40F (-7C and 4.4C), and T2 is be-
low -20F (-29C).
if P2 is below 4.862 PSI (0.33 bar) (above 28000ft).
It opens each shutdown between 95% and 7% RPM, plus 5 seconds.

49-90-9
Cooling Fan Figure 7: Cooling Fan

LOCATION ZONE: 315
MMEL NOT LISTED
The fan bearings are oil lubricated through a transfer tube from the gearbox.

49-90-10
Oil Cooler Assembly Figure 8: Oil Cooler Assembly

LOCATION ZONE: 315
MMEL NOT LISTED
The bypass valve contains a thermostat valve which is open below 60C (140F)
and closed above 77C (170.6F).
At low temperatures, oil bypasses the oil cooler. If the oil cooler should clog, the
bypass valve opens at 50 PSI (3.4 bar).

49-90-11
Low Oil Pressure / High Oil Temperature Switches Figure 9: Low Oil Pressure / High Oil Temperature Switches
IDENTIFICATION FIN: 121KD, 120KD
LOCATION ZONE: 315
MMEL NOT LISTED
The Low Oil Pressure switch contacts open to signal low oil pressure at 27.5 PSI
(1.87 bar).
The High Oil Temperature switch contacts open to signal high oil temperature at
154C (305.60F).

49-90-12
Pressure Regulator Valve Figure 10: Pressure Regulator Valve

IDENTIFICATION FIN: P16
LOCATION ZONE: 315
MMEL NOT LISTED
The pressure regulator valve controls the gearbox pressure to 8 PSI (0.54 bar)
whenever the APU is running.

49-90-13
Oil Filters Figure 11: Oil Filters

IDENTIFICATION FIN:
LOCATION ZONE: 315
MMEL NOT LISTED
Components Description
The elements for the generator oil scavenge filter and the oil pump pressure filter
are identical.
The differential pressure indicator extends at 20 PSI (1.36 bar).
A bypass valve opens at 60 PSI (4.10 bar).

49-90-14
Oil Ports Figure 12: Oil Ports

IDENTIFICATION FIN:
LOCATION ZONE: 315
MMEL NOT LISTED
Components Description
When using the pressure fill port, do not overfill the APU.

49-90-15
Sump Oil Temperature Sensor Figure 13: Sump Oil Temperature Sensor
IDENTIFICATION FIN:
LOCATION ZONE: 315
MMEL NOT LISTED
The sump oil temperature sensor signal is used by the ECB in the de-oil system
circuit.

49-90-16
Oil Heater Component Description

IDENTIFICATION FIN: 2KT The APU oil heater has an oil temperature switch which is a thermal temperature
delay switch, measuring the ambient temperature of the oil in the reservoir. It also
LOCATION ZONE: 316
has an heater coil which is made of a nickel iron alloy, using 115 V AC power to
MMEL NOT LISTED increase the oil temperature during cold soak condition.
Figure 14: Oil Heater

49-90-17

49-90-18
Training Manual Study Questions
A318/A319/A320/A321
49-Study Questions Garrett

49-00 APU Presentation 4. APU is running and APU bleed air system is in use. What happens if APU
MASTER SW pushbutton is released out?
1. What is the main function of the APU?
Answer:
Answer:
5. The starter motor assists the APU up to which speed?

2. Which component controls and monitors the APU?
Answer:
Answer:
3. When does the APU air intake flap open?

49-10 APU Installation Presentation
Answer:
6. On ground, in case of failure, how can you open or close the air intake flap?
Answer:
January 06/Technical Training For training purposes only

Study Questions 49-1
A318/A319/A320/A321
7. When the drain tank emptied? 11.Which components are installed on the combustion chamber?
Answer: Answer:
12.What are the three APU modules?

8. Which component controls the ignition and starting operation?
Answer:
Answer:
9. Which drain collects fuel, water and air? 49-51 APU Air System Description
Answer: 13.When are the IGVs commanded to the idle position?
Answer:
49-20 APU Basic Description

49-60 APU Controls Presentation
10.Of what kind of design is the compressor?
14.From where can an APU emergency shut down be performed?
Answer: Answer:

A318/A319/A320/A321
15.Normal APU shutdown is performed from?

Answer:

16.Where can you check the oil quantity?
Answer:
17.De-oiling of the APU is accomplished by:

Answer:

A318/A319/A320/A321


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Training Manual Table of Contents

A318/A319/A320/A321 EASA Part 66 Cat. B1B2

49 APU - Garrett GTCP 36-300 Ignition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

January 06/Technical Training for training purposes only

Accessory Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 49-60 APU Controls Presentation

January 06/Technical Training for training purposes only

49-90 APU Oil System Description

January 06/Technical Training for training purposes only

January 06/Technical Training for training purposes only

49 APU - Garrett GTCP 36-300

January 06/Technical Training for training purposes only

Figure 1: APU Presentation

January 06/Technical Training for training purposes only

Control and Monitoring

January 06/Technical Training for training purposes only

APU System Management

Running Sequence - Start Sequence

January 06/Technical Training for training purposes only

Figure 2: Running Sequence Air Intake Flap Sequence - Start Sequence

January 06/Technical Training for training purposes only

January 06/Technical Training for training purposes only

Figure 3: Running Sequence - Acceleration Sequence

January 06/Technical Training for training purposes only

Running Sequence - Pneumatic and Electrical Supply

Normal Shutdown Sequence - Pneumatic and Electrical Supply

January 06/Technical Training for training purposes only

Figure 4: Running Sequence - Pneumatic and Electrical Supply Normal

January 06/Technical Training for training purposes only

Normal Shutdown Sequence - Deceleration Sequence

Normal Shutdown Sequence - Air Intake Flap Sequence

January 06/Technical Training for training purposes only

Figure 5: Normal Shutdown Sequence Deceleration Sequence - Air Intake

January 06/Technical Training for training purposes only

January 06/Technical Training for training purposes only

Figure 6: Protective Shutdown - Emergency Shutdown

January 06/Technical Training for training purposes only

Miscellaneous System Components

January 06/Technical Training for training purposes only

Figure 7: Attach Rods

January 06/Technical Training for training purposes only

January 06/Technical Training for training purposes only

Figure 8: Starter Motor

January 06/Technical Training for training purposes only

Serial Number Encoder

January 06/Technical Training for training purposes only

Figure 9: Serial Number Encoder

January 06/Technical Training for training purposes only

January 06/Technical Training for training purposes only

Figure 10: EGT Sensor

January 06/Technical Training for training purposes only

January 06/Technical Training for training purposes only

Figure 11: Speed Sensor

January 06/Technical Training for training purposes only

Electronic Control Box

January 06/Technical Training for training purposes only

Figure 12: Electronic Control Box

January 06/Technical Training for training purposes only

January 06/Technical Training for training purposes only

Figure 13: Drain Tank

January 06/Technical Training for training purposes only

January 06/Technical Training for training purposes only

Figure 14: Ignition Unit

January 06/Technical Training for training purposes only

January 06/Technical Training for training purposes only