APU A319 320 321 (La Finale)

AIRBUS
A319 / A 320 / A321
ATA 49
Auxiliary Power Unit
HONEYWELL 131−9A
ATA Spec. 104 Level 3
A320 49 131−9A L3 E
For training purposes only.
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AUXILIARY POWER UNIT A319 7 A320 7 A321
GENERAL 131−9A
49
ATA 49 AUXILIARY POWER UNIT

For Training Purposes Only
FRA US/T KoA April Page: 1

AUXILIARY POWER UNIT A319 / A320 / A321
GENERAL 131-9A
49−00
49−00 GENERAL
131−9A − GENERAL PRESENTATION
General Main components
The APU is a small turbine engine especially designed to provide electrical The main components are :
power and air when the main engines are not running. It incorporates a sophis- − The Auxiliary Power Unit (APU)
ticated control system which, when it receives a start signal from the cockpit
− The Electronic Control Box (ECB)
starts itself, maintains a constant speed under varying Ioads and monitors its
own operation continually, ready to stop if a malfunction occurs. − The aircraft systems ( Pneumatic system, Electrical system, Control pan-
els)
Under normal conditions the APU is considered as nonessential equipment.
However, there are certain conditions when the APU is considered essential The APU is a single spool gas turbine engine which drives a Ioad compressor
equipment on the Minimum Equipment List ( MEL) as defined by the aircraft and an AC generator.
specifications. The ECB is an electronic controller of FADEC type (Full Authority Digital Elec-
tronic Control).
Purpose
The 131−9A is designed to provide compressed air and electrical power to the Component Iocation
aircraft on the ground and during flight − The APU is installed in the tail section of the aircraft
− Electrical power supply to aircraft systems − The ECB is installed in the Aft cargo compartment in the fuselage.
− Compressed air supply to aircraft systems
Control and display
S Enviromental Control System (ECS)
− On the overhead panel for APU operation and fire protection
S Main Engine Start (MES)
− On the ECAM (Electronic Centralized Aircraft Monitoring) for APU pa-
S Wing Anti—icing rame ters display
− On the external panel, under the nose fuselage, for APU emergency
The APU can perform non—routine duties shut— down.
− MMEL (Master Minimum Equipment List)
− ETOPS (Extended Twin Engine Operations)
The APU is then used as ”essential equipment” to provide electrical power

when one main engine is inoperative.
FRA US/T KoA April 04 Page: 2

GENERAL 131-9A
49−00
APU
131−9A
Figure 1 General Presentation

GENERAL 131-9A
49−00
APU COMPARTMENT / INSTALLATION

The APU is suspendet in the tail cone by seven tie rods connected through
vibration isolators to 3 mounts. Air enters through an opening covered by an air
intake flap at the bottom of the fuselage skin.The flap is opened by an electric
actuator. Both the intake and exhaust systems are acoustically treated to re-
duce the noise.The APU compartment is fire proofed. It has its own extin-
guisher Iocated just forward of the fire waII. Access to the APU is through two
Iarge doors beneath it.

GENERAL 131-9A
49−00
Figure 2 APU Compartment

GENERAL 131-9A
49−00
ALLIED SIGNAL 131−9A − LEADING PARTICULARS

APU main features
− Powerclass: Rated output shaft power = 111 HP
− Weight: approx. 163 kg (360 lb)
− Full containment of rotating units.
APU operating conditions

Supply of pneumatic and electrical power is possible simultaneously or inde-
pendently.
The rated Ioad is the gas generator power (Ioad compressor and gearbox
power) without exceeding the gas temperature.
The electrical power always has priority in order to protect the APU against
overload.
APU operating envelope

− Flight operating envelope
− Pressure altitude: —300 m to + 11.900 m (—I.000 ft to + 39.000 ft)
− Ambient temperature: —70 _C to +55_C (—94_F to + 131_F)
Power supplied
− Pneumatic and electrical power can be supplied from:
—300 m to + 7600 m(—I000 ft to +25000 ft)
− Electrical Power only from : +7600 m to +11.900 m (+25.000 ft to
39.000ft)
Ground operation
− Ground operation Iimit: 4422m (14500 ft)
APU starting
− The normol flight envelope does not impose any limitations for starting.
NOTE: THE VALUES ARE INDICATED FOR TRAINING PURPOSES ONLY.

GENERAL 131-9A
49−00
SHAFT
POWER
ONLY
°C
Figure 3 Operating Envelope

GENERAL 131-9A
49−00
STUDENT NOTES:
THIS PAGE INTENTIONALLY LEFT BLANK


GENERAL 131-9A
49−00
48000 RPM
85% N
106% N
6,5
4,6
581°C 60−75 psig

Limit +5sec 30−40 psig
RATED BLEED AIR

OUTPUT
154 ppm at 52 psia

165 ppm at 62 psia
6
160°C
Figure 4 Operating Limitations

GENERAL 131-9A
49−00
POWER UNIT − GENERAL

Function
The APU provides compressed air and electrical power to the aircraft.
Location
The APU is installed in the aircraft tail section.
Type
Single spool gas turbine engine driving a load compressor and an AC genera-
tor through a gearbox.
Main components
− Gearbox ( with AC generator and APU accessory drive )
− Load compressor ( centrifugal type provided with inlet guide vanes )
− Air inlet plenum ( air intake and air distribution )
− Power section including:
S a centrifugal compressor
S a reverse flow combustion chamber ( or combustor )
S a two stage axial flow turbine.

GENERAL 131-9A
49−00
131−9A
Figure 5 APU Sections

GENERAL 131-9A
49−00
APU PANEL DESCRIPTION
1 MASTER SWITCH 2 START PUSH BUTTON

The MASTER SWITCH controls the power supply for the APU operation and The START push button initiates the APU start sequence.
protection.
START PB ”ON”
MASTER SW ”ON” ( PB pressed in ) S The ON light stays on as long as the start sequence is in progress ( up to
S The ON light illuminates blue. APU 95 % RPM )
− If ground power or main generator power is used, the APU page appears S The ON light illuminates blue.
on the ECAM system display. − The Back Up Start Contactor closes when the intake flap is open
− The APU system is powered, the ECB carries out the Power Up Test, − The Start Contactor closes
the air intake flap opens.
− The Starter Motor is energized
− The APU fuel isolation and fuel low pressure valve opens. If required, the
− at 50% RPM Starter Motor ”OFF”
APU fuel pump starts running.
− at 95% RPM the ON Light goes ”OFF”
MASTER SW ”Off” ( PB released out ) S The AVAIL light comes on green 2 sec. after APU speed has reached 95 %
S A normal shutdown sequence is initiated when the MASTER SWITCH is RPM.
released out.
− The ON light in the MASTER SWITCH goes off. 3 APU GENERATOR PB−SWITCH
− If bleed air was used, the APU keeps running for a cooling period of 120 ( see ATA 24 )
seconds maximum.
S At 7% speed ( N ) 4 APU BLEED PB−SWITCH
− The APU fuel isolation and fuel low pressure valve closes.
( see ATA 36 )
− The APU fuel pump stops.
− The air intake flap closes.
5 APU FIRE HANDLE
MASTER SW ”FAULT” The APU FIRE push button when released out, causes an immediate shut
S The FAULT light comes on amber and the corresponding warnings are down arms the fire extinguishing system and isolates the APU fuel system.
activated when an automatic shutdown occurs.

GENERAL 131-9A
49−00
3
ECON FLOW
1
4
Figure 6 APU Panel Description
GENERAL 131-9A
49−00
APU PANEL DESCRIPTION ( CONT. )
6 APU AUTO EXTINGuishing TEST SWITCH

The test will only be done during greater maintenance checks
TEST
S The test PB sw must be held during test. MASTER sw must be selected
ON. APU FIRE warning auto extinguishing and shutdown circuits are tested.
Sequence duration is 10 sec. The OK light comes on to indicate a success-
ful test.
NOTE :
If APU is in operation, the APU shuts down.
7 RESET SWITCH
RESET
S When pressed, the test circuit is resetted.
It has to be done after every AUTO EXTINGuishing TEST.
8 APU SHUT OFF PUSH BUTTON

An APU emergency shutdown can be performed using the APU SHUTOFF
push button located on the external power control panel, next to the nose lan-
ding gear, within the EXTERNAL POWER CONNECTOR access panel
9 APU FIRE LIGHT

The APU FIRE red light comes on when a fire is detected on ground. Red light
illumination is accompanied by the ground horn.

GENERAL 131-9A
49−00
A MAINTENACE PANEL 50VU
B EXTERNAL POWER CONTROL PANEL 108 VU
9
6 7
Figure 7 APU Panel Description

GENERAL 131-9A
49−00
APU ECAM SYSTEM PAGE DESCRIPTION
1 AVAIL Indication 8 APU N Indication

− Displayed green when APU N is above 95% − APU speed is displayed in green.
− Becomes amber when N > 102 %
2 APU BLEED VALVE POSITION − Becomes red when N > 107 %
− In line
S Valve not closed, green 9 APU EGT Indication
− cross line − APU EGT is displayed in green
S Valve fully closed, green − Advisory pulses green at 675_ C ( inhibited during APU start )
− Becomes red * over temperature ( above 718_ C with APU running )
3 APU BLEED AIR PRESSURE * EGT max is calculated in the ECB and transmitted to ECAM it is a function of
− The relative air pressure is displayed in green. N during start and a function of ambient temperatur when APU is running.
Amber ” XX ” replaces the indication when the ADIRS # 2 is not avail-
able or selected OFF.
10 LOW OIL LEVEL
4 APU GENERATOR LINE CONTACTOR Indication − This message is displayed pulsing on the ECAM APU page when the
− Displayed green when the APU GEN line contactor is closed. APU MASTER SW is ON and the oil quantity is below the set operation
level.
5 APU GEN Parameters * LOW OIL LEVEL ( green ) if the quantity becomes lower than 4,6 liter
the indication than pulses on the APU page.
− Identical with APU GEN parameter on ELEC page
6 FUEL LO PR Indication
− Displayed amber in case of APU fuel low pressure detection ( Fuel
press in APU fuel feed line is below 10 PSI )
7 FLAP OPEN Indication

− Displayed green when APU air intake flap is fully open ( Master Switch
at ON )
− Advisory if not fully closed 3 mn after Master Switch has been set to
OFF

GENERAL 131-9A
49−00
1
4
2
5 3
6
8
100
7
9 10
Figure 8 APU ECAM System Page Description

GENERAL 131-9A
49−00
ECAM ENG WARNING AND STATUS PAGE
1 APU AVAIL.
If APU is running the green ”APU AVAIL” Message will be displayed on the
MEMO page.If APU Bleed is ”ON” the Message will be ”APU BLEED”
2 APU Emerg. STOP or APU Auto Shut Down

”APU EMERG STOP” is displayed in case of fire.
”APU AUTO SHUT DOWN” is displayed in case of a FAULT other than a fire..
3 STS
4 APU
If APU is shown on the STS-page a Class 2 Fault is present.Using the CFDS
the fault which is stored in the ECB can be identified.

GENERAL 131-9A
49−00
1
2
4
STS 3
Figure 9 APU ECAM Eng. Warning and Status page

GENERAL 131-9A
49−00
WARNINGS AND CAUTIONS

When the Auxiliary Power Unit operates outside its set limits, the Electronic
Control Box ( ECB ) shuts down the APU automatically.
If an Automatic Shutdown occurs, the following cockpit warnings are set.

GENERAL 131-9A
49−00
2nd ENG SHUT DOWN

1st ENG TO PWR
800 ft
1st ENG START
1.500 ft
TOUCH DOWN
5mn AFTER
ELEC PWR
LIFT OFF
80 Kts
80 Kts
1 2 3 4 5 6 7 8 9 10
E / WD : FAILURE TITTLE SD FLT

AURAL MASTER AURAL
PAGE PHASE
condition WARNING LIGHT
CALLED WARNING INHIB
AUTO SHUT DOWN SIGLE MASTER 3

automatic shut down of APU for a reason CHIME CAUT APU
MASTER 4
other than fire APU 5
SW
FAULT 7
EMER SHUT DOWN
REPETIVE MASTER LT 8
fire detection on ground or use of APU shut off CHIME WARN
P / B on interphone panel or APU FIRE P / B pushed
MEMO DISPLAY
APU AVAIL message is displayed in gree when the APU N is above 95 %.
Figure 10 Warnings and Cautions

GENERAL 131-9A
49−00
STUDENT NOTES:

GENERAL 131-9A
49−00
APU
121VU
APU
OIL HEATER
SUPPLY
2QC
Figure 11 APU Circuit Breaker Panel

GENERAL 131-9A
49−00
APU CONTROL SYSTEM − GENERAL

Functions
The functions of the APU Control System ECB are :
− To keep the power unit rotation speed constant so as to optain a
constant AC generator frequency output.
− To protect the power unit from overtemperature
− To avoid load compressor surge
− To ensure a quick and safe start of the power unit
− To provide the sequences of the operating states
− To protect the APU in case of a component defective operation
− To ease the APU maintenance by supplying information for trouble
shooting, engine condition and life ( historical data retention ).
Main features
− ECB
− Single computer
− Electrical supply from the aircraft DC system and the APU Generator

GENERAL 131-9A
49−00
Speed Control
DMM
Figure 12 APU Control System .General

GENERAL 131-9A
49−00
POWER SUPPLY

GENERAL 131-9A
49−00
Figure 13 APU System Power Supply

APU COMPARTMENT AND COMPONENTS 131−9A
LOCATION. 49−11
49−11 COMPARTM. AND COMPONENT LOCATION

COMPARTMENTS AND APU LOCATION
Power Plant
The APU power plant is installed in the fuselage tailcone, between FR80 and
FR84. Tie−rods attach the unit by a three−point mounted suspension system to
structure brackets on the compartment ceiling in a fireproof compartment. A
pair of access doors on the bottom of the tailcone opens outwards to permit the
APU to be lifted and lowered.

LOCATION. 49−11
EQUIPMENT APU COMPARTMENT MUFFLER

COMPARTMENT COMPARTMENT
Figure 14 Compartments and APU Location

LOCATION. 49−11
Starter Motor
(
)
Bleed Valve
( )
( Visual Position Indicator)
(Option)
Figure 15 APU Components ( Right Side )

LOCATION. 49−11
1
Figure 16 APU Components ( Left Side )

LOCATION. 49−11


LOCATION. 49−11
Figure 17 Relay Location

APU ACCESS DOOR OPERATION 131−9A
49−13
A red coloured pip−pin is provided to lock the door hold open spring mecha-
49−13 APU ACCESS DOOR OPERATION nism 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
DOOR OPENING AND CLOSING in the adjacent hole with a red surround.
To prevent injury, a placard advises against removal of the red coloured bolt
DOOR OPENING when the access door is removed.
In the cockpit, open the APU circuit breakers. This completes the APU door opening procedure.
Position a work stand suitable to reach the aircraft under the APU compart-
ment. CAUTION: IN EVENT OF DOOR REMOVAL YOU MUST SECURE THE
RIGHT ACCESS DOOR HOLD−OPEN DEVICE BY INSERT-
The APU doors are secured by a total of seven latches, five latches secure the ING THE LOCKING PIN IN THE LOCKING HOLE.
left door and two latches secure the right door.
The pin is stowed next to this locking hole.
The left hand door must be opened first to gain access to the latches for the
right hand door. DOOR CLOSURE
Start by releasing the rear latch. To close the right hand door, apply a lifting force to the door with one hand, and
Next, the three latches connecting the doors together are undone. at the same time, tap the orange coloured release handle marked “PUSH” in
As each latch is undone, secure the latch hook on the latch lever. a downward, outward direction to release the overcentre geometric lock on the
door hold open mechanism.
Continue to release the fortward and aft remaining latches.
Lift the door to the closed position, using the assist handle on the air inlet duct.
When all latches have been released, pull the door open and secure with the
door support strut. Secure the forward and rear latches on the right hand door.
The strut is stowed at the forward end of the left door. The left door support strut must be stowed before closing the left door.
Release the strut pip−pin from the door, extend the telescopic strut and secure To release the lock on the left hand door, pull down on the knurled collar.
it to the aircraft using the pip−pin. While holding the collar down, partially close the door.
Push the door open until the strut locks in the fully extended position. Hold the door with the left hand and with the right hand, release the door sup-
This completes the opening of the left hand door. port strut pip−pin from the aircraft.
With the left hand door open, the two latches securing the right hand door are Stow the support strut on the door.
now visible. lose the left door.
Secure the forward latch.
The forward latch is released.

Followed by the rear latch and the door is ready to be opened. Ensure that the latch release lever is flush with the latch.
Use the assist handle mounted on the air inlet duct and swing the door fully Secure the rear latch.
open. Secure the three latches holding the left and right doors together.
The door hold open mechanism incorporates a counterbalance spring that Repeat the closing procedure for the remaining latches.
takes most of the door weight. Carry out a final visual inspection to ensure that all latches are secure.
The door will lock automatically in the door open position. This completes the APU access door closing procedure.
No locking pins are necessary to secure the right hand door in the open posi- Finally, reset the APU circuit breakers in the cockpit.
tion. The mechanism in overcentered position holds the door open.

APU ACCESS DOOR OPERATION 131−9A
49−13
The door spring will

hold the door in a over
centered position when
open.
Control Handle
Saftey Pin
Control Handle
Handle
Locking Bolt
Figure 18 APU Compartment Access Door

Auxiliary Power Unit A319 / A320 / A321
Air Intake System 131−9A
49−16
49−16 AIR INTAKE SYSTEM

AIR INTAKE INSTALLATION
General
The air intake system supplies ambient air to the Auxiliary Power Unit ( APU )
plenum chamber. The system includes:
− a fixed diverter unit,
− an air intake housing with an inlet flap and an actuator,
− an air intake duct with a diffuser and an elbow.
All the components in the system are made to give:
− a quiet operation,
− a low weight,
− a minimum flow resistance,
− a minimum air inlet distortion.
This permits the air intake to supply sufficient air to the APU during the certified
ground or flight operation conditions. It also permits the APU to operate without
any bad effects or dangerous loss of power ( surge conditions ).
The air intake is installed to make sure that the exhaust ( from the APU or
main engine ) or unwanted material does not go into the system. A diverter
unit is installed in front of the air intake.
Fluid gutters behind and parallel to the air intake are also installed. This arran-
gement prevents fluids, such as hydraulic fluid, glycol, fuel, oil and water, which
could possibly flow along the fuselage and enter the system. There are no
screens in the air intake, and the material does not soak up sufficient quantities
of flammable fluids to become dangerous.

49−16
Figure 19 Air Intake Installation

49−16
AIR INTAKE COMPONENT DESCRIPTION

Air Intake Diverter
The fixed diverter increases the ram−air recovery as it reduces the low−energy
part of the boundary layer ( during APU operation in flight ). It also makes sure
that any fluids which could flow along the fuselage, do not go into the air intake.
The diverter is installed between FR76 and FR78.
1 Air−Intake Flap Actuator

1. An electrical linear actuator operates the air intake flap. The air intake flap
actuator includes :
− a DC motor with brake control,
− two travel limit switches,
− two ( flap ) position switches, one for open and one for close position
− a thermal overload protection device,
− an electrical connector.
− a manual override device
2. The DC motor drives a screw jack assembly through a system of gears and
cluster gears. This extends or retracts the air intake flap. Two travel limit
switches control the length of extension and retraction of the actuator which
has a linear travel of 75 mm ( 2.95 in.). Two flap position switches are
installed 3 mm ( 0.12 in ) from the maximum extend and retract positions
of the actuator. They send ’flap open’ and ’flap closed’ signals to the ECB
59KD, which are then displayed on the ECAM when the APU systems page
is selected ( Ref. 49−61−00 ).
3. A Manual Override Device, installed on the actuator, permits the air intake
flap to be opened or closed manually on the ground with a normal tool. This
operation is done through the access door 314AR.

49−16
A
MANUAL OVERRIDE
DRIVE
1 AIR INTAKE ACTUATOR
PANEL 314AR
A
DIVERTER
CASE
DIVERTER
PLATE
Figure 20 Air Intake Components

49−16
− 30 s after the speed drops below 7%, the APU MAIN relay 4KD is de-
AIR INTAKE ELECTRICAL OPERATION nergizid,
− the ECB 59KD 28 V DC supply is disconnected through the APU MAIN
Air Intake Operation RELAY 4KD. The air intake flap closes fully in approximately 20s.
The MASTER SW 14KD, relay APU MAIN 4KD and ECB 59KD control the
APU air intake system. APU EMERGENCY STOP Ground Signal
2. When the ECB 59KD receives an APU EMERGENCY STOP ground signal
Air Intake Flap Open for 50ms :
To open the air intake flap the 28 V DC busbar 301PP must be energized. The
− the ECB 59KD shuts down the APU immediately. When the APU
circuit breakers ECB SPLY 1KD and APU CTL 2KD must be closed. The MAS-
TER SW must be set to the ON position. − speed has decreased to 7 %, this sequence occurs :
When the above operations are complete, the subsequent sequence occurs : − the ECB 59KD transmits a ” flap close ” command signal to the air in-
take flap actuator,
− the blue annunciator ON light in the MASTER SW comes on,
− the air intake flap actuator operates to close the air intake flap. After the
− the APU MAIN relay 4KD is energized,
air intake flap has closed :
− the busbar 301PP supplies 28 V DC to the ECB 59KD, through the APU
− the ( close ) position switch of the air intake flap actuator transmits a ”
MAIN relay 4 KD,
flap closed ” signal to the ECB 59KD ( Ref. 49−61−00 ). After the MAS-
− the ECB 59KD transmits a ” flap open ” command signal to the air in- TER SW 14KD is set to OFF :
take flap actuator,
− the APU MAIN relay 4KD is de−energized,
− the air intake flap actuator operates to open the air intake flap. When the
− the ECB 59 KD 28 V DC supply is disconnected through the APU MAIN
air intake flap actuator reaches its fully open position, a ” flap open ” sig-
RELAY 4KD.
nal is transmitted to the ECB 59KD.
The air intake flap is fully open in approximately 20 s. Air Intake Flap Not Fully Open ( Class 1 Fault )
3. When the ECB 59KD Build−In Test Equipment ( BITE ) completes the
Air Intake Flap Close Power Up Test ( PUT ) but does not receive an inlet door open signal
1. Normal APU Shutdown ( S / D ) When the MASTER SW 14KD is set within 30seconds :
MANUALLY to OFF position, these steps occur :
− the ECB 59KD inhibits the APU start,
− the APU continues to run for up to 60 s in a cool−down cycle if the APU
− the ECB 59KD transmits a ’flap close’ command signal to the air intake
BLEED SW was in ON position. This cool−down period is set in the
flap actuator,
workshop.
− the air intake flap actuator operates to close the air intake flap. When the
When the A PU speed has decreased below 7 %, this sequence occurs :
air intake flap actuator reaches its fully closed position:
− the ECB 59KD supplies a ” flap close ” command signal to the air intake
flap actuator,
flap closed ” signal to the ECB ( Ref. 49−61−00 ).
− the air intake flap actuator operates to close the air intake flap. After the
After the MASTER SW 14KD is set to OFF :
air inlet flap actuator has closed :
− the APU MAIN relay 4KD is de−energized,
flap closed ” signal to the ECB 59KD ( Ref. 49−61−00 ), − the ECB 59 KD 28 V DC supply is disconnected through the APU MAIN
relay 4KD.

49−16
Figure 21 Air Intake Electrical Operation Schematic

Borescope Inspection 131−9A
49−20
49−20 APU BORESCOPE INSPECTION

APU BORESCOPE INSPECTION
These components have boroscope inspection access:
S Load compressor
S Engine compressor
S Combustor chamber
S Turbine section.
Engine Manual Rotation

To boroscope the compressor and turbine, you turn the APU engine main shaft
at the Hand Crank Provision of the Starter Motor.

Borescope Inspection 131−9A
49−20
Fuel Nozzle
Ignitor Plug
Boroscope Plug
Inlet Plenum
Figure 22 APU Boroscoping
Oil System 131−9A
49−90
49−90 APU OIL SYSTEM

LUBRICATION SYSTEM
Description
The 131−9[A] uses an integral lube system for lubrication and cooling of vari-
ous components of the power section, load compressor, accessory gearbox
and generator. A sirnpiified schematic of the lube system is shown below. It
consists of supply, scavenge, cooling and vent systems.
As shown, oil is drawn from the oil reservoir by the supply pump. The oil is then
pumped through the oil cooler and fflter before being delivered to the various
components in the APU and generator. There are thermallpressure bypass
valves located on the oil fflter and oil pump to prevent excessive pressure in
the system should the fflter become clogged or if the oil is too cold.
Oil supply pressure wiil be maintained by the pressure regulator at 6O−75 psi.
The oil flow to each component is controlled by an oil jet. All components not
directly jetted are splash lubricated. Oil cooling is accomplished by an airloil
heat exchanger mounted on the APU inlet plenum. Cooling air is supplied by a
cooling fan.
A low oil pressure switch and oil temperature sensor signal the ECB in the
event of low oil pressure (LOP) or high oil temperature (HOT) conditions. A low
oil level switch is located in the gearbox sump to supply oil level signals the
ECB. Impending flter bypass switches signal the ECB when an oil flter is be-
coming clogged.
A scavenge pump returns the oil from the turbine bearing cavity. Oil supplied to
the gearbox components is gravity drained to the wet sump. The generator oil
is picked up by the dedicated scavenge pumps, passed though a flter and re-
turned to the sump. This flter prevents debris from being carried back to the
APU. The excess air that accumulates in the gearbox from shaft seai leakage
is routed through a dynamic air/oil separator and then vented overboard.

Oil System 131−9A
49−90
Figure 23 Oil System Block Schematic

Oil System 131−9A
49−90
LUBE MOD. FUNCTIONAL DESCR.

Supply Temperature Control Valve
The APU lubrication system supplies pressurized oil to cool, clean, and lubri- The temperature control valve controls the oil flow to the oil cooler to control oil
cate APU components and the APU generator. Oil pumps in the lube module temperature and to bypass the oil cooler when the oil is cold.
pump oil from the reservoir in the gearbox. Pressurized oil from the lube mod- When the oil temperature is 140_F (60_C) or less, the valve is fully open and
ule goes to the oil cooler and then returns to the lube module. the oil does not go to the oil cooler. When the oil temperature is 170_F (78_C)
or more, the valve is fully closed and the oil goes to the oil cooler. Between
Scavenge
temperatures of 140_F (60_C) and 170_F (78C), the valve is not fully open.
Scavenge pumps in the lube module send the oil from the turbine bearing
A pressure difference of 50 psid also opens the valve to permit the oil to con-
compartment back to the gear box reservoir. Other scavenge pump elements
tinue to flow if the oil cooler clogs.
send the scavenge oil from the APU generator through the scavenge filter and
back to the gearbox reservoir. Oil Filter Elements
Vent There are two interchangeable oil filters. The oil from the apu generator goes
through the generator filter element. Pressurized oil goes through the oil filter
An air−oil separator separates the air that mixes with the oil in the scavenge
element after it goes through the oil cooler. The filters are throw−away type ele-
system. The air−oil separator is on the right side of the lube module on the
ments. They both have a 10 micron rating.
gearbox.
There are thermal / bypass valves located on the oil filters. The bypass valves
Air that passes by the bearing cavities and mixes with the scavenge oil goes
opens at 50 to 70 psid.
through the air−oil separator. Through centrifugal action, the air−oil separator
returns the oil to the sump in the gearbox and the air vents overboard. The air Filter Delta P Switches
vents overboard through the APU exhaust duct.
At the filter elements pressure switches are located, to monitor filter clogging.
Lube and Scavenge Pumps When there is a pressure difference of more than 30 to 40 psid across the filter,
the switch sends a signal to the ECB.
The Lube and scavenge pumps are on a common shaft. Three of the pumps
are lube pumps. Three elements are generator scavenge pumps, and one is a
turbine bearing scavenge pump.
Oil Temperature Sensor
Pressure Regulating/Relief Valve The oil temperature sensor sends lube oil temperature data to the ECB. The
ECB shuts down the APU if the APU speed is above 95% and the oil tempera-
The pressure regulating/relief valve keeps the oil pressure at 60 to 74 psi. If the
pressure is more than this, the valve returns the oil to the oil pump inlet. The ture is 325_F (161_C) or more.
relief valve is set at 200 to 280 psi.

Oil System 131−9A
49−90
OIL
COOLER
DELTA P
SW DELTA P
SW
LUBE THERMOSTATIC
GENERATOR LOW OIL PRESSURE
FILTER PRESSURE RELIEF COOLING
FILTER
PRESS.
SWITCH VALVE AIR
TAP AIR−OIL
SEPARATOR
GEN-
ERATOR
PRESS
REG. AND
RELIEF VALVE
TURBINE BEARING
TO GEARS, STARTER MOTOR CLUTCH, COMPARTMENT
AND BEARINGS IN GEAR BOX
FUEL
CONTROL
UNIT
Gear Box Air

OIL LEVEL LEGEND
SENSOR
LUBE MODULE LUBE PUMP REGULATED
FILL
OVERFILL PORT LUBE PUMP INLET
OIL LEVEL GEARCASE VENT AIR
PORT
SIGHT GLASS
TURBINE SCAVENGE PUMP INLET
DE-OIL SOLENOID PRESSURE FILL OIL
TEMP. SCAVENGE PUMP DISCHARGE
PORT
SENSOR GEN. SCAVENGE PUMP INLET
MAGNETIC LUBE INLET HIGH PRESSURE LUBE PUMP
DRAIN PLUG SCREEN DISCHARGE
Figure 24 Oil System Schematic

Oil System 131−9A
49−90
OIL SERVICING
Oil sump
The sump contains the oil required for the APU lubrication.
The sump is located in the bottom of the gearbox.
The capacity of the oil sump must be able to ensure 300 operating hours with-
out refilling at the max oil consumption rate.
An oil level sight glass is located on the lower left side of the gearbox housing,
close to the oil fill tube.
It provides a visual indication of the oil level in the sump.
When the level is at the “ ADD ” mark, the APU must be able to continue run-
ning for at least 18 hours.
− Capacity at the “ FUL L” mark: 6,5 litres.
− Capacity at the “ ADD ” mark: 4.6 litres.
− Max oil consumption: 185 cc / h.
Main components
The main components which are part of the oil sump are
the following
− Filler cap
− Oil overflow boss
− Oil pressure fill port
− Draining point and magnetic plug
− Pressure relief valve
− Oil level sensor
− Oil level sight glass.
OIL LEVEL SENSOR

The oil level sensor is a float type reed switch which sends a low level mes-
sage to the ECB.

Oil System 131−9A
49−90
FULL
MARK
FULL
ADD
ADD
MARK
Figure 25 Oil Servicing

Oil System 131−9A
49−90
GENERATOR HIGH OIL TEMP. SENSOR

MAGNETIC DRAIN PLUG
senses the oil temperature in the generator
A magnetic drain plug is located on the lower front side of the gearbox housing.
Removing the plug allows the oil drainage from the sump. The drain plug em- S A signal will be send to the APU ECB when the temp. excedes 185 _C. This
bodies a magnetic chip detector that attracts ferrous metal particles in the oil. leads to an APU Auto shutdown.
The detector can be removed, inspected and installed without draining the oil S The Sensor is located inside of the generator
sump.
A self sealing device located inside the drain plug prevents the oil drainage
when the detector is removed.
A second chip detector in the turbine bearing scavenge line is optional.
OIL HEATER
A thermostatically controlled electric resistiv heater is provided to maintain
warm oil when the APU is not in use.
The oil heater is supplied with aircraft power independent of the APU electrical
system.
OIL TEMPERATURE SENSOR

The high oil temperature sensor is used for high oil temperature protection and
de-oiling during cold weather starts.
Function
The high oil temperature ( HOT ) sensor measures the temperature of the oil
in the gearbox. When the oil temperature is too high, the HOT sensor initiates
automatic APU shut down.
At engine start, the signal is used to control the de-oil solenoid.
Location
On the APU, the HOT sensor is installed on the lower rear face of the gearbox.
In the oil system, the HOT sensor is located on the pressure line downstream
of the oil cooler.
Main features
− HOT sensor setting : 160 _C

Oil System 131−9A
49−90
OIL HEATER
MAGNET DRAIN
PLUG
OIL
TEMPERATURE
SENSOR
Figure 26 Oil System Components

Oil System 131−9A
49−90
LUBE MODULE
The lubrication module is a self contained unit that incorporates a three-ele-
ment gerotor pressure pump, a three-element gerotor scavenge pump for
clearing oil from the generator, and a single element gerotor scavenge pump
for clearing oil from the APU turbine bearing cavity.
The module also includes a pressure regulating and ultimate relief valve as-
sembly.
OLI FILTERS ( LUBE AND SCAVENGE )

The filter housings are equipped with delta P switches that signals when an
impending bypass is evident.
Additional contamination buildup will cause the filter bypass valve to allow unfil-
tered oil to bypass the filter.

Oil System 131−9A
49−90
FILTERS

Oil System 131−9A
49−90
COOLING FAN
The cooling fan supplies the required airflow to dissipate the heat from the oil
cooler and the APU compartement.
The cooling air enters through a duct from the engine inlet plenum.
An air buffered carbon seal prevents oil leakage into the air/oil cooler.
OIL COOLER
The oil cooler cools the oil by flowing through a air/oil heat exchanger.
The oil cooler is cooled with airflow supplied by the gearbox driven cooling fan.
A thermostatic bypass valve is incorperated.

Oil System 131−9A
49−90
OIL
COOLER
Figure 28 OIL System Components

Oil System 131−9A
49−90
DE−OIL SOLENOID VALVE LOW OIL PRESS. SWITCH

Function Function
The de−oil soleniod valve reduces the pressure pump load during starting, es- The Low Oil Pressure ( LOP ) switch senses the pressure downstream of the
pecially during cold start conditions when the oil becomes very thick. filter.
The LOP switch initiates automatic APU shutdown when the oil pressure is too
Location
low.
On the APU : the valve is located on the fwd side of the gearbox.
In the oil system : the valve is located at the inlet of the pressure pump. Main features
− LOP switch setting: 33 PSI for 20 seconds.
Main features − Output signal to ECB : ground signal.
− Solenoid valve operated by the ECB ( as a funtion of a given rotation speed )
− Solenoid valve energized open. Functional description
Description The LOP switch mainly consists of a switch contact which is normally open.
The de−oil solenoid valve is operated directly controlled by the ECB. A decreasing oil pressure below 33 PSI downstream of the filter causes the
contact to close.
The valve includes :
The LOP switch then puts out a ground signal to the ECB which can initiate the
− an air inlet port
automatic APU shut down.
− an oil inlet port
− an outlet port.
Operation
During engine starting, the de−oil soenoid valve is energized open by the ECB.
if the oil temperature is below -6.6 _C and will close at 60% RPM. This pre-
vents oil flow through the pressure pump and reduces the load on this pump.
During engine shut−down, the de−oil solenoid valve is energized open by the
ECB when APU stop is selected and speed decreases below 50 %. The valve
then supplies air to the oil pressure pump. This is to prevent coking of the oil
remaining in the bearing chambers.

Oil System 131−9A
49−90

Oil System 131−9A
49−90
AIR−OIL SEPARATOR
Function
The air−oil separator separates the oil from the air.
Location
The separator is mounted on the compuond idler gear in the gearbox.
Description
The air/oil separator is a multiple pass, rotating type. The air/oil mixture enters
the separator where the oil is forced to outer side and returns into the gearbox.
The air passes to the vent path and makes its way to the tailpipe vent tube.
The seal and rotor are no LRU‘s.
STARTER CLUTCH ASSEMBLY

The starter clutch is lubricated by a spray system.
It is a LRU which can be removed when the starter motor is removed.

Oil System 131−9A
49−90

AUXILIARY POWER UNIT A 321−132
FUEL SYSTEM 131−9A
49−30
49−30 FUEL SYSTEM

APU FUEL FEED SYSTEM
APU Fuel Feed System
The Auxiliary Power Unit fuel feed system is connected to the aircraft main−en- downstream of the APU fuel−feed pump 4QC. The valve closes automatically
gine fuel feed system and supplies fuel to the APU fuel system. to shutoff the APU fuel−feed valve when:
The APU fuel feed system includes: − the APU SHUTOFF switch 1KL (guarded red) on the external power panel
− an APU fuel feed pump 4QC and canister 9QM, 108VU forward of the nose landing gear bay, is operated ,
− an APU fuel pressure switch 7QC, − the APU FIRE switch (guarded red) on module 1WD (panel 20VU) on the
− an actuator fuel LP valve 3QF and APU fuel low pressure isolation valve overhead panel is operated,
14QM, − an APU shutdown occurs on the ground after a fire detection,
− a vent APU fuel line switch 8QC, − any other protective shutdown occurs.
− an APU inlet fuel low pressure switch 5030QM,
APU Fuel Vent Pb Switch 8QC
− a fuel drain and vent valve 5040QM,

− a fuel feed line with a vented shroud, witch connects to a drain mast. is installed on the front firewall in the APU compartment. When operated, it
opens the fuel low press. valve and permits the APU fuel−feed pump 4QC to
APU FUEL FEED SYSTEM COMPONENTS operate on the ground (to purge the fuel−feed line during maintenance of the
system).
APU Fuel Feed Pump 4QC and Canister 9QM
is a centrifugal pump driven by a single− phase 115 V AC motor. It is installed APU Inlet Low Press. Switch 5030QM
at the rear spar of the wing center−box, in the APU fuel feed line (which con-
is installed in the APU compartment at the fuel inlet connection to the FCU. It
nects with the left main−engine fuel−feed line).
operates on fuel absolute pressure in the APU fuel−feed line at the inlet to the
For normal operation, the NORMAL AC 1 busbar 103 XP (115 V AC) supplies
FCU. When it operates, it transmits a signal to the Electronic Control Box
the pump motor. When the NORMAL AC 1 busbar is not energized, the static
(ECB) 59KD and a ECAM Message ”LOW FUEL PRESSURE” on the APU
inverter busbar 901 XP (115 V AC) supplies the pump motor.
Page appears. The switch closes when the inlet pressure decreases to 16 psi.
The APU fuel pressure switch 7QC (installed adjacent to the pump) monitors
The switch opens when the inlet pressure increases to 17psi.
crossfeed line pressure (close to the APU pump inlet) and automatically con-
trols the pump operation. Drain and Vent Valve 5040QM
APU Fuel Pressure Switch 7QC is installed in the APU compartment at the fuel inlet connection to the FCU. It
permits the APU fuel−feed line to be drained of fuel and bled of air during main-
operates on fuel absolute pressure in the crossfeed line. When the pressure in
tenance of the system.For this the APU Fuel Vent Pb Switch has to be
the crossfeed line decreases to 22PSI, it closes to operate the APU fuel−feed
pump 4QC. When the pressure in the crossfeed line increases to 23 PSI , it pressed.
opens to stop the APU fuel−feed pump operation.
APU Fuel Low Press. Valve 3QF

has two 28 V DC motors. It will operate with no time delay if failure of one of
the motors occurs. It is installed on the rear−spar of the wing center−box,

49−30
1
3
5
2 7
SWITCH
4
Figure 31 APU Fuel Feed System

49−30

Fuel feed line
connects with the main−engine fuel−feed system and crossfeed line, at the
wing center−box rear spar. It supplies fuel to the APU fuel inlet connection at
the APU compartment. The APU fuel−feed line installation includes:
− a drain mast at FR47, which connects to the drain tube. It permits the fuel to
drain overboard if a fuel leak occurs in the hose.

49−30
4 APU FUEL
VENT SWITCH
2
3 1
6
5
7
Figure 32 APU Fuel Feed Components

49−30
APU FUEL SYSTEM

The ECB calculates the correct fuel flow for APU start and run. The ECB uses
these values to calculate the correct fuel flow:
S APU speed
S APU exhaust gas temperature (EGT)
S Inlet temperature (T2)
S Inlet pressure (P2)
S Fuel temperature.
The ECB sends the fuel flow command signal to the fuel control unit (FCU) on
the APU. The FCU sends the correct fuel flow to the flow divider and flow di-
vider solenoid.
The flow divider solenoid gets a signal from the ECB to inhibit fuel flow to the
secondary fuel manifold. The flow divider and flow divider solenoid send the
metered fuel from the FCU to the primary and secondary fuel manifolds.The
fuel manifolds give primary and secondary fuel to ten dual tipped fuel nozzles.
The nozzles give the metered fuel to the APU combustor.
Component Location
Most fuel system components are part of the fuel control unit. The fuel control
unit attaches to the lube module.
These are the APU fuel system components not found in the fuel control unit:
S Flow divider
S Flow divider solenoid
S Primary fuel manifold
S Secondary fuel manifold
S Fuel nozzles.

49−30
ELECTRONIC
CONTROL
BOX
( ECB )
Figure 33 Fuel System General

49−30
FUEL CONTROL UNIT

Fuel for the APU fuel control unit (FCU) comes from the airplane fuel system. Fuel Metering Valve
The APU FCU supplies fuel for combustion and servo fuel to operate the inlet The torque motor metering valve is an electrohydraulic servo valve. It controls
guide vane actuator (IGVA) and the surge control valve (SCV). the amount of fuel to the combustion chamber.
The FCU includes these components:
Flow Meter Pressurizing Valve And Flow Meter
S Inlet filter
The flow meter pressurizing valve keeps a 50 psi decrease in fuel pressure
S High pressure fuel pump
from the fuel metering valve to the fuel shutoff solenoid. A resolver attaches to
S Pump relief valve the valve to measure valve position. The ECU uses this signal to find the fuel
S High pressure filter flow to the APU combustor.
S Differential pressure regulator
Fuel Solenoid Valve
S Torque motor metering valve
The fuel solenoid valve controls the fuel flow from the fuel control unit. The fuel
S Pressurizing valve and flow meter solenoid valve is spring loaded closed.
S Actuator pressure regulator During APU start, the ECU energizes the solenoid at 7% speed. This opens the
S Fuel solenoid valve fuel solenoid valve.
S Fuel temperature sensor. During shutdown, the ECU deenergizes the solenoid. The fuel solenoid valve
closes. This shutdown sequence is the same for normal or protective shut-
Inlet Filter down.
The inlet filter removes contamination before the fuel
Fuel Temperature Sensor
goes into the high pressure gear pump.
The fuel temperature sensor is a resistive temperature device (RTD). The fuel
High Pressure Fuel Pump and Pump Relief Valve temperature sensor gives a fuel temperature signal to the ECU.
A shaft from the lube module turns the high pressure fuel pump. The pump
gives high pressure fuel for use in the FCU. The pump relief valve keeps fuel
pressure below 950 psi.
High Pressure Filter

The high pressure filter removes contamination caused by the gear pump.
Actuator Pressure Regulator
The actuator pressure regulator keeps actuator fuel pressure at 25O psid. The
FCU uses actuator fuel pressure to operate the inlet guide vane actuator and
surge control valve.
Differential Pressure Regulator

The differential pressure regulator holds a constant differential pressure of 50
psid across the metering valve.

49−30
FUEL
TEMP.
SENSOR
Figure 34 Fuel System Schematic

49−30
FUEL SYSTEM COMPONENT LOCATION


49−30
LRU DRAIN
*FCU LC BEARING
*SCV CAVITY DRAIN
*IGVA
TAILPIPE + COMBUSTER
CASE DRAIN
FCU FUEL CONTROL

WITNESS DRAIN UNIT
Figure 35 Fuel System Components

49−30
FCU FUEL FLOW DIVIDER

The fuel control unit ( FCU ) supplies metered fuel to the flow divider in propor- The fuel flow divider directs fuel to the primary and secondary manifolds.
tion to the signal received from the ECB.
Location
The FCU is mounted to the lube module.
The fuel flow divider is on the lower left side of the APU engine near the com-
bustion chamber.
Functional Description
When the fuel solenoid valve opens, fuel flows to the secondary fuel nozzles.
The fuel flow divider directs fuel to the primary fuel manifold for initial start and
acceleration.
The flow divider solenoid makes sure fuel does not go to the secondary man-
ifold at the incorrect time. When the flow divider first sends fuel to the second-
ary manifold, the fuel pressure in the primary manifold momentarily decreases
while the secondary manifold fills with fuel. If the primary fuel pressure de-
creases at the incorrect time, the APU flames out or goes underspeed.
A spring holds the flow divider solenoid in the open position. The flow divider
solenoid closes when the ECB energizes the solenoid. The ECB energizes the
flow divider solenoid closed from7% to 30% speed. This prevents APU flame
out and shutdown during a start. At 25-40 percent speed (approximately 120
psi), the check valve inside the flow divider T fitting opens and supplies fuel to
the secondary manifold unless the fuel flow divider valve is in the closed posi-
tion. The ECB again energizes the flow divider solenoid at higher altitudes. This
prevents an APU under speed and shutdown with the addition of electrical load
above 25,000 feet.
The ECU uses these values to find when the flow divider solenoid should be
energized:

S APU speed.

49−30
FCU FUEL FLOW DIVIDER


49−30
MANIFOLDS AND NOZZLES

Fuel Manifolds
A primary fuel manifold and a secondary fuel manifold supply fuel from the fuel
control unit to the fuel nozzles. The manifolds are around the APU combustion
chamber.Both manifolds supply fuel when the APU is on speed below 25,000
feet. Only the primary manifold supplies fuel up to 30 percent speed during
APU start and above 25,000 feet for all APU operation.
Fuel Nozzles
Ten fuel nozzles atomize and inject fuel into the combustion chamber. The fuel
nozzles are installed around the combustion section.The 10 fuel nozzles have
these components:
S Primary and secondary screen
S locating pin
S Air shroud
S Nozzle tip.
Training Information Point

NOTE: Do not remove all fuel nozzles at the same time. The fuel nozzles put
the combustor in position. If you remove all nozzles at the same time
the combustor can move out of position. If the combustor moves out of
position, you can not install the replacement fuel nozzles.
You can remove and install both the fuel manifolds and fuel nozzles without
removal of the APU.
The fuel nozzles have a locator pin to make sure installation is correct.

49−30

49−30
APU FUEL SYSTEM — FUNCT. DESCR.

The APU fuel system supplies fuel for combustion. The fuel control unit also Fuel Flow Divider
provides regulated fuel pressure for the inlet guide vane actuator (IGVA) and The fuel flow divider gives fuel to the primary manifold during start of the APU.
the surge control valve (SCV) operation. The APU electronic control box (ECB) At 25−40% speed or approximately 120 psi, the fuel flow divider gives fuel to
controls the APU fuel system. both the primary and secondary fuel manifolds for APU operation.
Fuel Control Unit The fuel flow divider has a normally open flow divider solenoid. The ECB sig-
nals the flow divider solenoid closed above approximately 25,000 feet
The fuel control unit (FCU) has these functions:
(7.620 meters) altitude to make sure the internal check valve for secondary fuel
S Pressurizes the fuel does not open and cause the APU speed to decrease.
S Cleans the fuel The flow divider solenoid also improves start capability in cold weather.
S Controls the fuel pressure The ECB uses P2, T2, and speed signals to control the fuel flow divider sole-
S Controls fuel flow. noid valve.
ECB Control Actuator Pressure Regulator
The ECB logic controls the following fuel feed components: The FCU also supplies pressurized fuel to operate the IGVA and the SCV.
S Fuel shutoff valve The pressure is regulated at 225 to 275 psi. Return fuel from these valves goes
back to the pump inlet.
S Fuel solenoid valve
S Fuel metering valve
S Flow divider solenoid.
The fuel shutoff valve opens when the APU switch is in the ON or START posi-
tion. During the APU start, the ECB sends a signal to the fuel solenoid valve to
open when the APU RPM is more than 7%. The ECB controls the fuel metering
valve when the APU speed is more than 7%. The ECB also controls the flow
divider solenoid valve on the fuel flow divider.
The ECB uses start−up control logic to control the fuel metering valve when the
speed is less than 95%. This logic schedules fuel flow to start the APU quickly
and to keep the EGT low. Start−up fuel flow logic uses these inputs:
S APU speed (N)
S Exhaust gas temperature (EGT).
The ECB uses the same inputs for the on−speed logic above 95% speed.
The flow meter in the FCU sends a fuel−flow feedback signal to the ECB. The
ECB uses this signal to make sure the APU gets the necessary fuel.

49−30
RETURN FUEL
FUEL SYSTEM
SUPPLY PRESS
BOOST PUMPS
APU FUEL PRESS FUEL
FUEL FILTER
SHUTOFF METERED FUEL
VALVE
APU BOOST PUMP ACTUATOR IGVA
FUEL PUMP PRESSURE AND
REGULATOR SCV
DIFFERENTIAL
PRESS REGULATOR
START−UP FUEL TO 10
FLOW LOGIC FUEL METERING VALVE FUEL
(N < 95%) NOZZLES
ON−SPEED CONTROL FUEL TEMPERATURE

(N > 95%)
SENSOR FUEL
SPEED (N) PRIMARY FUEL
FLOW
P2 MANIFOLD
DIVIDER
T2 FUEL S/O SOLENOID PRESSURIZING VALVE/
EGT
FLOW METER
(N > 7%)
FLOW DIVIDER FUEL SHUTOFF

SOLENOID CONTROL SOLENOID VALVE FLOW TO 10
(CLOSE DIVIDER FUEL

N < 30% OR SOLENOID NOZZLES
ALT > 25,000 FT) FUEL CONTROL UNIT
INTERNAL LOGIC SECONDARY FUEL

MANIFOLD
ELECTRONIC CONTROL BOX
Figure 38 Fuel System Funct.

DRAINIGE SYSTEM 131−9A
49−17
49−17 DRAINAGE SYSTEM TURBINE PLENUM DRAIN ORIFICE

Purpose
Purpose A turbine plenum drain orifice is provided to drain fuel that rnay accumulate in
The purpose of the drain system is to carry away leaking fuel, oil or other liq- the combustor plenum following an unsuccessful light up attempt not attributed
uids. to fuel.
Location Draining the excess fuel precludes a possible hot or torching start.
The drain mast is mated to the fuselage by a kiss seal (compression) at the Location
lower APU compartinent skin and is connected to the right hand access doors.
The drain orifice is located at the lowest point in the plenum to ensure complete
Description drainage prior to another attempted start.
The APU devices connect to one of three drain lines. The tail pipe and com-
bustor case drains connect through a kiss seal directly to the drain mast. The
load compressor bearing cavity drain also connects through a kiss seal to a
port on the drain mast. The IGV actuator seal, the FCU seal, and the surge
control valve drain, connect together through a kiss seal and flow into a com-
mon drain line.The diagram shows not only what devices are drained, but aIso
their interconnection. This can assist in finding the source ifliquid is found flow-
ing from a drain port.
MAINTENANCE TIP: APU FUEL SYSTEM DRAIN LEAKAGE CAN

BE FAULT ISOLATED BETWEEN FCU, SCV, AND IGVA BY
MEANS OF DRAIN CAPS INSTALLED ON THE SHARED DRAIN
TUBE.

DRAINIGE SYSTEM 131−9A
49−17
LRU DRAIN
*FCU
*SCV
*IGVA LC BEARING
CAVITY DRAIN
TAILPIPE + COMBUSTER
CASE DRAIN
ALWAYS FUEL CONTROL

LEAKING FCU UNIT
AIR
WITNESS DRAIN
Figure 39 Drainage System

AIR SYSTEM 131−9A
49−50
49−50 AIR SYSTEM

PNEUMATIC CONTROL SYSTEM
The APU bleed air system supplies pressurized air for these airplane pneu- The ECB controls the surge control valve by a torque motor. The ECB calcu-
matic operations: lates the correct position of the surge control valve with APU and airplane oper-
S Main engine start ating parameters.
S Air conditioning
S Pressurization. NOTE: The APU speed will remain at 100% for all MES conditions and for ECS
conditions where the inlet temperature is above 35 °C or below -18 °C.
Components For all ohter ECS conditions the APU speed will be 99.1%.
These are the APU bleed air system components:
S Load compressor -18°C 35°C
S Inlet guide vanes (IGV)
S Inlet guide vane actuator (IGVA) ECS ECS ECS
S Load control valve 100% 99.1 100%
S Pressure sensors (PT, DP, P2)
S Surge control valve (SCV). MES 100%
All bleed air system components, except the load compressor and inlet guide
vanes, are line replaceable.
APU Bleed Air System
The ECB controls the APU bleed air system. The load compressor supplies
airflow to the airplane pneumatic system. The inlet guide vanes control the
amount of air to the load compressor. The inlet guide vane actuator operates
the inlet guide vanes.
The inlet guide vane actuator receives commands from the ECB and uses fuel
pressure for operation.

With the APU bleed switch in the ON position and APU speed above 95%, the
ECB sends a signal to open the LCV.
Electric power controls the load control valve and air pressure operates it.
APU Surge Bleed

Load compressor surge protection is on during all APU operations. The surge
control valve gives this protection.

AIR SYSTEM 131−9A
49−50
COMPARTMENT
VENT SCOOP
Figure 40 Pneumatic Control System

AIR SYSTEM 131−9A
49−50
INLET GUIDE VANES AND ACTUATOR

The inlet guide vanes control the air flow to the load compressor. The IGV ac-
tuator controls the IGV position.
Physical Description
Sixteen inlet guide vanes (IGVs) are inside the APU around the load compres-
sor inlet. These are the parts in the inlet guide vane assembly:
S Inlet guide vanes (16)
S Ring gear
S Support assembly
S Segment gears (16).
The inlet guide vane actuator (IGVA) is on the right side of the compressor.
These are the actuator components:
S Electrical connector
S Linear variable differential transformer (LVDT)
S Actuator rod
S Fuel inlet line
S Fuel return line
S Drain line.
IGV position is computed by the ECB, based on aircraft command signals
(MES & ECS), ambient temperature (T2), and pressure signals (PT, P2 &
delta P) from the APU transducers. Also APU operational time is used to com-
pute IGV position.
IGV position is controlled by a hydraulic servo actuator. The servo is fuel pres-
sure powered, modulated by a four way servo valve, and with feedback from a
linear variable differential transformer (LVDT) to the ECB.

The IGV position is shown on the AIDS ALPHA CALL-UP ( IGVA ).

AIR SYSTEM 131−9A
49−50
(15_)
(115_)
Figure 41 IGV and Actuator

AIR SYSTEM 131−9A
49−50
LOAD CONTROL VALVE SURGE CONTROL VALVE

The APU load control valve isolates the APU bleed air system form the air- The surge control valve (SCV) releases air from the load compressor. The SCV
plane pneumatic manifold. makes sure there is a minimum flow of air through the load compressor. This
prevents a surge. If a surge does occur, the SCV opens to help the load com-
Physical Description pressor recover.
The APU load control valve has these components:
Physical Description
S Valve flow body with butterfly plate
The SCV is a butterfly type valve. The surge control valve actuator is on the
S Spring-loaded pneumatic actuator
top of the valve. A two−stage servo valve controls the actuator. A visual indica-
S Control solenoid and electrical connector tor on the valve gives the position of the valve.
S Position indicator (visual)
Location
S Limit switch assembly.
The valve is in the surge bleed duct on the right side of the APU.
The APU load control valve is normally in closed position ( solenoid de-ener-
gized ) and uses bleed air, controlled by a solenoid, to provide the supply air for The ECB controls a torque motor on the servo valve. This motor sends high
valve opening. pressure fuel from the APU fuel system to open or close the surge control
valve. The valve moves between 10_(open) and 90_(closed). A linear variable
The ECB energizes the solenoid, when the APU speed is more than 95% and
differential transformer (LVDT) supplies valve position feedback to the ECB.
the APU BLEED P/B is „ON“.
Air that flows through the surge control valve goes overboard through the ex-
Location haust duct.
The APU load control valve is in the forward right side of the APU.
Mechanical Valve Position Indication The SCV has a visual position indicator. This indicator is on the bottom of the
The APU load control valve has two visual position indicators. One on the bot- SCV flow body.
tom of the LCV flow body, and a second on the top of the limit switch assembly.

AIR SYSTEM 131−9A
49−50
LOAD
CONTROL
VALVE
VISUAL
POSITION
INDICATOR
Figure 42 Load & Surge Control Valve

AIR SYSTEM 131−9A
49−50
FLOW SENSING PROBES AND TRANSDUCERS

Purpose
The air pressure developed by the load compressor and the attaching ducting
system is sampled by the static pressure and total pressure sensing probes
and routed to the electrical transducers. The transducers translate the pressure
input into an electrical signal that is transmitted to the ECB.
Description
There are three pneumatic pressure sensing transducers, which They are the:
S − total pressure transducer (PT)
S − differential pressure transducer ( P)
S − inlet pressure transducer (P2)
The ECB will process and interpret these signals from the PT and P trans-
ducers, as well as an altitude input (P2) for inlet guide vane position (LVDT)
and SCV position.
After interpreting these parameters, the ECB wiIl provide the correct command
signal to the Surge Control valve to modulate it more open or closed in order to
provide a constant airflow through the compressor during all loading conditions.
The ECB also monitors APU inlet temperature (T2).
The pressure transducers are LRUs.


AIR SYSTEM 131−9A
49−50
PT SENSOR
A
Figure 43 Flow Sensing Probes & Transducers

AIR SYSTEM 131−9A
49−50
DELTA P TRANSDUCER
TOTAL PRESSURE TRANSDUCER (PT)
Purpose
Purpose
The delta pressure ( P) transducer provides a electrical signal to the ECB pro-
The PT sensor measures total air pressure from the load compressor and sup- portional to the differential pressure of the load compressor and total output
plies it to the ECB. pressure.
Location Location
The PT sensor is located on the right side of the inlet plenum. The P transducer is located on the right side of the inlet plenum.
Function Description
During pre−start system checks, the ECB will fault the PT transducer and dis- The pressure medium, (Total Pressure) is applied directly to each side of a dia-
able bleed air if its output disagrees with P2 by more than 3 psia. phragm.
For normal operation, low air output flow from the load compressor results in a The pressure range of the transducer is 0 to 20 psid.
lower differential pressure and higher static pressure in the APU air duct.
The P transducer is disabled during start−up until 95% RPM speed is
The ECB rapidIy perceives the low compressed air output and increases the reached. The monitoring of this transducer is also disabled if the IGV LVDT has
SCV position command to modulate the SCV more open. failed.
The total pressure probe and transducer are LRUs. The delta pressure transducer is an LRU.
Fault Indication Fault Indication
Bleed loading will not be available (SCV goes full open), shaft loading will not Bleed load will not be available if the P transducer is faulted. Electrical load-
be affected if the PT Transducer has faiied. ing of the APU will not be affected.
A shift to a higher pressure range of the totaI pressure transducer (still in ECB Shifting to a higher delta range of the P transducer (still in ECB range), the
range) will cause the SCV to be more closed than normal. Surging of the APU APU could possibly experience Surging during on−speed operation. ”Reverse
with possible Reverse Flow protective shutdowns could occur. Flow” auto−shutdowns are a possibility.
A shift in a lower pressure range of the totaI pressure transducer (still in ECB A shift to a lower delta range of the Delta P transducer (still in ECB range) due
range) will cause the SCV to be more open than normal. Low Duct pressure to a leaking tube or packing, the Surge Control Valve will stay more open than
indication may result. normal and the operator will experience Low Duct pressure for ECS and MES
loading.
The PT transducer is an LRU.

AIR SYSTEM 131−9A
49−50
LOAD
CONTROL
VALVE
Figure 44 PT & Deta P Transducers

AIR SYSTEM 131−9A
49−50
APU INLET (P2) PRESSURE TRANSDUCER

Purpose
The APU inlet pressure (P2) transducer supplies inlet air pressure data to the
ECB.
Location
The P2 transducer is located on the left side of the inlet plenum.
Description
The P2 transducer modifies the surge valve, and fuel control schedules within
the ECB to correct for changes in density of air at the APU. It aIso allows the
ECB to limit IGV angle at aItitudes above 25.000 feet.
During prestart BITE, the ECB will fault the P2 transducer if its output differs
from the PT by more then 3 psia, and substitute the nominal value of 13.66
psia.
In flight, ( >25.000 feet ), the IGVs assume the 15° position. The APU is still
operable. The APU will supply electricity with no problem, however, pneumatic
Ioading may not be possible above 25.000 feet.
The APU pressure inlet (P2) transducer is an LRU.

Fault Indication
Higher than normal EGT indication could occur during in−flight starting of the
APU, if the P2 transducer has failed or shifted (still in ECB range) to a higher
pressure setting.
During ground starting, with a transducer that has shifted to a lower pressure
setting, even though it is still within ECB range, ”No Accel” auto−shutdowns
could occur.
During ground starting, with a transducer that has shifted to a higher pressure
setting, even though it is still within ECB range, ”OverTemp” and ”Over Speed”
auto−shutdowns are a possibility. The IGVs range of operation would be limited
sooner.

AIR SYSTEM 131−9A
49−50


IGNITION AND STARTING 131−9A
49−40
49−40 IGNITION AND STARTING SYSTEM

MAIN START CONTACTOR AND BACKUP START CONTAC-
TOR
The main start contactor 5KA and the back−up start contactor 10KA are
installed in the 120VU which is located in the rear of the cockpit. In this location
there is also the 400 ampere APU starter fuse installed.

49−40
IGNITER PLUG
BACK−UP MAIN
CONTACT CONTACT
10KA 5KA
STARTER
CONTACTORS
5 KA
120 VU 10 KA
STARTER
FUSE
Figure 45 Ignition and Starting Schematic

49−40
IGNITION UNIT AND PLUG

STARTER MOTOR
Purpose
Purpose
The ignition unit provides an effective high energy spark for lightoff during the
The starter motor is designed to accelerate the APU from start initiation start cycle.
through lightoff, and to assist the APU in reaching self sustaining APU speeds.
Location
Location
The ignition unit bolts to the lower left side of the inlet plenum. The igniter plug
The starter is attached to the starter clutch by a captive clamp. The clamp is is threaded into a boss on the turbine plenum and is connected to the ignition
captive to the APU gearbox. The clutch is attached to the gearbox. unit by the ignition lead.
Description Description
A brush wear indicator pin on the starter shows when the brushes are worn to The ignition unit is energized at 0% APU speed and de−energized at 60% by
a point where the starter should be removed. As the starter brushes wear the ECB during starting. It will aIso re−energize if APU speed has drooped be-
down, the indicator will shorten in height. low 95% RPM.
The ignition unit, cable, and plug are LRU’s.
NOTE: Starter−motor duty cycle: Three (3) starts per hour maximum with
1 minute minimum between attempts. Fault indication
The starter motor is an LRU. Ignition system problems not detected by the ECB will give the operator No
Flame and possibly No Accel auto−shutdowns.
Fault Indication
CAUTION: VOLTAGE PRODUCED BY THE IGNITION SYSTEM IS LETHAL
The starter motor is not checked during the prestart BITE. OnIy during opera- AND CAUTION SHOULD BE OBSERVED WHEN WORKING WITH THE
tional monitoring can it be checked by ECB. A weak starter could cause No SYSTEM.
Accei or Over Temperature auto shut−downs. The starter motor is equipped
with a drive through fitting cover, where maintenance personnel can uncap and
check the operation of the starter. Applying a speed handle wrench on the end
will rotate the starter and its components.
Stuck in both directions
S − starter faulty
Free in one direction and seized in other

S − APU/Gearbox
”Whines” with loud noise, and APU does not rotate
S − starter shaft or clutch broken
Voltage droop below l9VDC
S battery/weak starter.
Rotates both ( directions )
S − faulty clutch

49−40
STARTER MOTOR IGNITION UNIT & PLUG
STARTER
MANUAL
DRIVE
Figure 46 Starter Motor - Ignition Unit & Plug

INDICATION AND MONITORING 131−9A
49−70
49−70 INDICATION AND MONITORING

SPEED SENSOR EGT THERMOCOUPLES
Purpose Purpose
The speed sensor monitors mechanical motion, and sends an electronic signal The EGT thermocouples sense the temperature of the exhaust gases and send
to the ECB proportional to the sensed motion. the signal to the ECB for monitoring.
Location Location
The speed sensor is located on bottom right side of the gearbox to sense APU The thermocouples are located in the APU exhaust duct.
speed shaft motion.
Description
Description The thermocouples (2) are of the closed−beaded, dual element, chromel−aIu-
The input source for the sensor is gear−like teeth on a steel coupling attached mel (K−type) type.
to the APU compressor/ turbine shaft. Each thermocouple is separately sensed and conditioned by the ECB so that
Its dual−coil monopole design provides two independent speed signals to the the loss of one will not influence APU Operation. This deters maintenance ac-
ECB for redundancy. tion and increases dispatch reliability.
The speed sensor is replaceable without shimming and is an LRU. The individual thermocouples may be changed separately without disturbing
the system.
Fault Indication
Connecting posts and harness eyelet sizes are matched so they cannot be in-
The speed sensor is checked during ECB power up, In operation (APU On), terchanged.
and self test mode. The APU will rotate, but not start with a dual failed speed
sensor. Fault Indication
If both speed coils should fail while APU is running a Loss of Speed auto−shut- BITE circuitry aIIows detection of an open thermoeouple during the power up
down will be recorded with the failed LRU in memory. checks.
If both thermocouple rakes have failed during prestart BITE, a start is inhibited.
If both thermocouples fail open, or both thermoeouple measurement channels
fail, while the system is active, a shutdown is initiated.

49−70
SPEED SENSOR EGT THERMOCOUPLE

(2)
Figure 47 Speed Sensor & EGT Thermocouples

49−70
APU INLET TEMPERATURE SENSOR

Purpose
The inlet sensor (T2) senses APU inlet temperature to provide input signals for
scheduling of fuel, modifying the EGT trim schedules of ECS and MES modes,
surge valve operation.
Location
The T2 sensor is located on the inlet plenum.
Description
The inlet temperature sensor incorporates a resistive thermal device (RTD).
The inlet temperature sensor is considered an LRU.
Fault Indication
Should the sensor fail, it is logged in memory and the ECB uses a substituted
value.

49−70
Figure 48 Inlet Temperature Sensor

Control and Monitoring 131−9A
49−60
49−60 APU CONTROL AND MONITORING

ELECTRONIC CONTROL BOX DESCRIPTION
Funtion of ECB ECB power supply
The Electronic Control Box controls and monitors the Auxiliary Power System − From the aircraft DC system
ECB outputs
This part just lists all the inputs and outputs of the electronic control box. Refer
To the APU ( discrete and analog outputs )
to the following pages for more details.
− Oil system de−oil solenoid
ECB inputs − Oil level RTD
Analog inputs − Oil filter differential pressure switches
− Inlet air pressure and temperature sensors − LOP switch
− EGT sensors − Inlet Guide Vane LVDT
− Rotation speed sensors − Surge Control Valve LVDT
− Oil level sensor. − Inlet Guide Vane, Surge Control Valve and fuel servovalves
− Two oil temperature sensors ( ENG oil and GEN oil temperature ) − Exciter
− Load compressor discharge air pressure sensors − Fuel flow divider solenoid valve.
− Delta pressure transducer To the aircraft ( discrete and digital outputs )
− Data memory module − Back−up start contactor
− Inlet Guide Vane and Surge Control Valve LVDT’s − Main start contactor
− Load control valve position − Aircraft relay
− Starter motor voltage sensor − Load control valve open
Discrete inputs − APU available
− APU stop, emergency stop − Start in progress
− MES mode − Fault
− Air / Ground position − Flap open and flap closed command

− TSO / JAR and A320 / A321 configurations − Aircraft serial communications ( ARINC 429, RS 232 C ).
− Start contactor monitor, start command
APU ECB Location
− Air intake flap open and closed position
The ECB is installed in the AFT Cargo compartment
− Air intake flap movement
− Low fuel and low oil pressures
− Oil filter differential pressure

49−60
FUEL FLOW DIVIDER SOLENOID
DMM
Figure 49 APU ECB Description

49−60
ECB BITE AND TEST DESCRIPTION

GENERAL POWER UP TEST
The ECB is a fully digital eletronic controller. It does self tests, protective shut- As soon as the MASTER SW Push Button is set to ON, the BITE of the ECB
downs and continuous monitoring of APU function. starts the Power Up Test. It sends test signals to the different control system
APU continuously monitored functions are : components and sensors and does the analysis of the replies.
− Start sequence The ECB makes a decision according to the collected data and permits or not
the APU start attempt. If any non−critical LRU has failed, it permits the APU
− Speed ( N )
start to continue and uses alternate values and schedules. The failed LRU‘s
− Exhaust Gas Temperature ( EGT ) are memorized in the BITE fault memory.
− Shutdown sequence
NOTE: THE POWER UP TEST TAKES APPROXIMATELY 3 SECONDS.
− Automatic shutdown THE APU WILL START ONLY IF IT IS COMPLETED.
− Bleed air
IN OPERATION TEST
SUPPLY During APU start, operation and shutdown, the BITE of the ECB continuously
The ECB is electrically supplied with 28V DC when the APU MASTER SW monitors the APU operation limits. It makes sure that the APU operates in a
push button is set to ON. pre−programmed envelope.
An internal Transformer Rectifier Unit supplies the ECB circuit with 24V DC During an APU start, the BITE of the ECB monitors the APU performance and
power. The ECB continuously monitors its internal voltages and shuts down the stops it if it goes out of limits. The cause is memorized in the BITE fault me-
APU in case of DC power loss. mory. According to the type of failed LRU, it permits or not the operation of
APU using alternate values and schedules. When the APU operates outside of
BITE its limits according to the APU configuration and flight phase, the ECB stops
The Built In Test Equipment of the ECB makes an analysis of the performance the APU. The fault is memorized in the BITE fault memory.
of the APU. The readout of this analysis is shown on the MCDU, through the
functions of the CFDS. SELF TEST
The BITE of the ECB operates in three main modes: The Self Test is initiated from the MCDU APU menus when the APU is not run-
ning. It examines all the internal ECB and external APU circuits. A record of
− Power Up Test mode
LRU failures is trasmitted to the CFDS.
− In Operation Test mode
The Self Test is also used to make sure that the system works correctly after a
− Self Test mode. maintenance action.
The Test mode in use depends on the step of APU operation and which of the
NOTE: DO THE SELF TEST ONLY IF APU IS NOT RUNNING. IT TAKES
LRU’s are examined.
ALSO APPROXIMATELY 3 SECONDS.
The BITE memory of the ECB keeps the analysis data which are:
− the APU life data : containing the serial number of the APU, operating
hours and APU cycles.
− the APU fault data: when an LRU fails the ECB shuts down the APU and
the failed LRU information is kept in the BITE fault memory ( non−vola-
tile ).

49−60
MASTER SW P / B
SET TO ON POWER UP TEST TEST
NO SHUT DOWN SIGNALS LRUS
APU PMG TRU
POWER SUPPLY IN OPERATION
APU TEST
DC POWER SUPPLY AVAIL
SUPPLY
SELF TEST
NO START
MCDU TEST SPEED <7
ACTIVATION APU
ANALYSIS REPLY
SIGNALS
TEST NOT OK
TEST
APU OPERATION OK
DEGRADED NORMAL
FAULT
CFDS MEMORY APU

OPERATION
BITE APU SHUT
DOWN
ECB
Figure 50 ECB Bite and Test Description
49−60
POWER UPTEST
LISTED ARE THE ITEMS COVERED IN THE POWER UP TEST:
− LOP switch
− De−oil solenoid
− Fuel control TJM
− Fuel solenoid
− IGVA T/M
− IGVA LVDT
− PT sensor
− P sensor
− Low oil quantity
− Data memory module
− Flow divider solenoid
− Oil temperature sensor
− Fuel resolver
− Fuel temperature sensor
− P2 sensor
− SCV LVDT
− T2 sensor
− Surge valve T/M
− NO. 1 EGT thermocouple sensor
− Ignition unit
− ECB
− Load valve position switches
− Inlet door actuator
− Load control valve solenoid
− Main start contactor
− Back up start contactor
Speed sensor t
− Speed sensor 2

49−60
IN OPERATIONTEST
LISTED ARE THE ITEMS COVERED IN THE IN OPERATION TEST:
− Low fuel pressure
− IGVA LVDT
− PT sensor
− P sensor
− T2 sensor
− APU starter motor
− Generator oil temperature
− Inlet door actuator / open / closed
− SCV LVDT
− Fuel resolver
− Fuel temperature sensor
− P2 sensor
− Flow divider solenoid
− APU oil heater
− NO.1 speed sensor
− NO.2 speed sensor
− Ignition unit
− ECS control
− Main start contactor
− Back up start contactor
− ECB
− Fuel solenoid
− Load valve solenoid
− De−oil solenoid
− Oil ternperature sensor
− Fuel torque motor
− OiI filter switches
− Low fuel pressure relay

49−60


49−60
ECB POWER SUPPLY

Main Power Supply The ECB power is cutoff, when the APU is shutdown and the air intake door is
− With the APU Master Switch to ON the Main Relay 4KD will be powered closed. Or when the air inlet door failes to close ( door does not close within
from the aircraft electrical system via 301PP Battery Bus 30 sec ).

CONTOL AND MONITORING 131−9A
49−60
DATA MEMORY MODULE

Purpose FAULT INDICATION:
The data memory module (DMM) is an engine mounted, nonvolatile memory Failure of the DMM requires its replacement. New DMMs are delivered with all
device. It stores information regarding the health monitoring and life usage of zeros stored in their memory; hence, they are easily recognizable by the ECB
tlie APU. as initialized or recycled units.
Once recognized, the ECB records in memory that a DMM change has oc-
Location
curred. The new DMM is then loaded with all the totaled APU data that are
The DMM is mounted on the right side of the inlet plenum. stored in the ECB. The recent DMM change message is retained until the ECB
is interrogated and the message erased via command from the ARINC 429
Description
data bus.
The DMM is powered from the aircraft battery bus via the ECB and interfaces
DMMs should not be traded between APUs and aircraft.
with the ECB via a serial link and stores the 126 different parameters such as:
S −APU serial number and model number
S −APU operating hours and starts
S −APU accumulated HOT starts
S −APU accumulated aborted starts.
The DMM provides the above data in (digital format via the ARINC 429 digitaI
data bus and can be accessed via CFDS.
The DMM retains aII APU data if the ECB is replaced, and automatically rein-
itiaiizes the new ECB with the old accumulated APU data.
This data is aIso stored in the ECB if the DMM fails. Upon completion of an
APU Cooldown cycle, the DMM is updated from the ECB EEPROM DMM re-
cord.
The ECB and DMM should not be replaced at the same time.
The DMM comes with the APU serial number progammed. At power−up, the
software reads the DMM test pattern and performs the following:
S −If numbers agree, power−up initialization is continued. If different, the

ECB record is updated from the DMM.
S - If test pattern is not correct, the DMM is logged as a faulty unit.

CONTOL AND MONITORING 131−9A
49−60
Figure 51 Data Memory Module

SYSTEM MANAGEMENT 131−9A
49−61
49−61 APU SYSTEM MANAGEMENT


49−61
APU START EVENTS 95% RPM

− ”APU AVAILABLE” light on
MASTER SWITCH − ON − Generator Control Unit loads APU generator (if selected)
− A/C relay energizes − On-speed governing begins
− Iniet door opens
l00% RPM
− A/C fuel valve opens
− Governed speed
− A/C boost pump on
− APU may be loaded electrically
− ECB checks self and components
− APU may be loaded pneumatically
− DMM is uploaded
COMMANDED SHUTDOWN
START SWITCH ACTUATED
− Surge valve opens
− Start contactors close (backup first)
− IGVs closed to mininum allowable position
− Start motor cranks APU
− Cooldown cycle ( 60 sec ) begins, if bleed switch selected on
− De−oil open (cold day)
− InIet guide vanes closed COOLDOWN PERIOD PASSED
− ”Start in progress” signal on − Overspeed circuits checked
− Ignition on − Overspeed signals applied to 1O6% circuit
− Flow divider solenoid energized
SHUTDOWN
7% RPM − Fuel solenoid closes
− Fuel solenoid open (Actual speed dependent on an ECB calcula tion based − EGT and RPM drop
on ambient conditions.) − ”APU AVAILABLE” light out below 95%
− Primary fuel spray into combustor
50% RPM
− Combustion occurs (EGT rise)
− De−oil solenoid opens for de−oiling
30% RPM
7% RPM
− Flow divider solenoid de−energized
− De−oil solenoid closes (29 seconds after speed drops below 7%)
50% RPM − Aircraft inlet door closes
− Starter contactors open (main first) − Aircraft fuel valve closes
− Starter off ( at higher aItitudes, cutoff occurs at 58% speed) − Aircraft boost pump off
60% RPM − DMM updated
− De−oil solenoid closes (oil pressure increases) 106% RPM (IF GOVERNING SYSTEM FAILs)
− Ignition unit off − FauIt relay energized
− All loadsoff

49−61
PROTECTIVE SHUTDOWNS
ECB LOSS OF DC POWER
An ECB protective shutdown occurs or start inhib− − No Power + 0.5 Second
ited if any of the following internal circuit failures
NO FLAME
occur:
− N > 7% + T5 < 300°F increase + 23 Seconds
− RAM Failure (Random Access Memory)
− Speed Squaring Circuit Failure SENSOR FAILURE
− Overspeed detection Circuit Failure − Both EGT Signals
− Power Supply Failure − LOP Sw. Failed + Low Oil Level
− Speed > 85% After 2O Second Shutdown Initiation REVERSE FLOW
OVERSPEED − Wc < 0.4 lb./Second for 6 Seconds
− N > 106% +.02 Second LOSS OF SPEED
OVERTEMP − Both Speed Signals
− T5 > Limit + 1 Second and N > 95% NO ACCELERATION
− T5 > Limit + 2 Second and N < 95% − NDOT < 0.5%/Sec + 60 Seconds
LOW OIL PRESSURE (LOP) − NDOT < 0.3%/Sec + 30 Seconds
− N > 95% + Oil < 33 PSi +20 Seconds − NDOT < 0.1%/Sec + 15 Seconds
HIGH OIL TEMPERATURE (HOT) UNDERSPEED

− T oil > 325°F + l0 Second − APU was On speed + N < 85% + NDOT < 0.5%/sec for l0 Seconds
NO SPEED INLET OVERHEAT

− N < 7% + 30 Second + NDOT < 0.3%/sec − T2 > 350°F (177°C) + 3 Seconds
EMERGENCY
− Ermergency Fire S/D + 0. 100 Seconds
INLET DOOR
− N > 7% + No Open Signal +0.5 Second
− No Door Movement + Door Command
− N < 7% + Door Not Open Mter 30 seconds

49−61
Figure 52 Protective Shutdowns

CFDS SYSTEM REPORT/TEST 131−9A
49−73
49−73 BITE TEST AND FAULT INDICATION

GENERAL DESCRIPTION < PREVIOUS LEG REPORT >
This gives all the LRU failures ( class 1 and 2 ) for the previous flight legs, a
By the use of both Multi Function Control and Dispay Units ( MCDU’s) in the
maximum of 30 failures.
cockpit and the Centralized Fault Display System ( CFDS ) it is possiple to do
a Fault analysis and an APU System Test < LRU IDENTIFICATION >
Display This gives the part and serial number of the ECB only.
The MCDU shows the APU information in normal mode and menu mode < GROUNG SCANNING >
through the CFDS.
This test is intended to troubleshoot LRUs not requiring activation as in the
Normal Mode TEST MODE. This test can only be accomplished on the ground.
During a normal mode the ECB continuously transmits all class 1 and 2 faults < TROUBLE SHOOT DATA >
and messages to the CFDS. The MCDU display shows the faults and mes-
Gives assistence in troubleshooting.
sages when the ” LAST LEG REPORT ” is set. The Centralized Fault Display
Interface Unit ( CFDIU ) makes the display on the MCDU in a normal mode. < CLASS 3 FAULTS >
Menu Mode This gives every class 3 fault that has occurred, see table 6. The MCDU dis-
play format changes. The change is related to the mode selection that is made.
The menu mode is available on the MCDU display when the ” SYSTEM RE-
The text of the LRU failures is related to which LRU has failed. A sample of the
PORT TEST ” is set and an ’APU’ selection is made. The MCDU display
LRU failures is given in tables 2, 3, 4 and 6. A flight ” LEG ” is specified as
shows the related APU system data and the faults when a selection of the APU
from initial power up, through flight, to power off after the aircraft has landed.
menu is made. The ECB makes the display on the MCDU in a menu mode.
The APU menu includes the: < TEST >
− LAST LEG REPORT This will start a self test and will show any LRU failures ( not related to class of
− PREVIOUS LEG REPORT fault ).
− LRU IDENT
<SHUT DOWNS>
− GND SCANNING
This gives the cause of the shutdown and the related class 1 LRUs. A list of
− TROUBLE SHOOT DATA the shutdown faults and texts of the possible causes is shown in tables 2, 3
− CLASS 3 FAULTS and 5.

− TEST
< SERVICE DATA>
− SHUT DOWNS
This gives the APU serial number, operation hours, cycles, ECB configuration
− SERVICE DATA and the oil level and access to the DATA MEMORY MODULE DMM.
< LAST LEG REPORT >

This gives the LRU failures ( class 1 and 2 ) during the last flight leg, related
to the system selection.

49−73
UPPER DU E / WD ( ENGINE AND WARNING DISPLAY )

CFDS
¦ LAST LEG REPORT ¦ FMGC

¦ LAST LEG ECAM REPORT ¦ ACARS
¦ PREVIOUS LEGS REPORT ¦ AIDS
¦A / C CURRENT STATUS ¦ CFDS
¦ SYSTEM REPORT / TEST
POST
¦ RETURN FLT REP PRINTu
SELECT DESIRED SYSTEM
APU AUTO SHUT DOWN
( APU EMERGENCY SHUT DOWN )

SYSTEM REPORT / TEST
STS
¦AIRCOND F / CTL u NEXT
PAGE
¦AFS FUEL u
¦COM ICE & RAIN u
LOWER DU SP ( SYSTEM DISPLAY / STATUS OR CRUISE PAGE ) ¦ELEC INST u

¦FIRE PROT L/Gu
¦RETURN NAV u
APU BAT START NOT AVAILABLE INOP SYSTEMS

APU NEXT PAGE
SYSTEM REPORT / TEST

¦PNEU ENG u
¦APU TOILET u
FOR FURTHER APU

STS MAINTENANCE TROUBLE SHOOTING
APU SEE NEXT PAGE
¦ RETURN
Figure 53 APU ECAM Messages and MCDU MENU

49−73
SYSTEM REPORT / TEST APU

APU
CLASS 3 SHUT DOWNS
¦PNEU ENG u ¦ LAST LEG REPORT FAULTS u
¦APU TOILET u ¦PREVIOUS LEGS REPORT TEST u DATE GMT FCN EVENT u
¦ LRU IDENT SHUT DOWNSu OVERSPEED
FUEL CTL UNIT P19 OR
¦GND SCANNING ECB 59KD
0411 0201 LRU DATA u
¦ TROUBLE SHOOT SEVICE
DATA DATA u
¦ RETURN ¦ RETURN
¦RETURN PRINTu
APU
APU GROUND SCANNING APU
LRU IDENTIFICATION CLASS 3 FAULTS
GMT ATA FCN D − AIRR
ECB PART NUMBER
LEG DATE GMT ATA FCN
14:30 495118 021
3888394−02200 ECB 59KD
INLET PRESS XDCR P 22 −09 2611 0606 49−61−34 101
ECB SERIAL NUMBER
0143
¦ RETURN PRINT u
¦RETURN PRINTu ¦RETURN u
PRINTu
APU
PREVIOUS LEGS REPORT APU APU
TEST SERVICE DATA

LEG DATE GMT ATA
APU S / N : 7001
CONTACTOR 5KA OR ( IN PROGRESS )
ECB 59KD or HOURS : 4772
−36 2011 2200 49−42−41 TEST OK
or CYCLES : 997
LOW OIL LEVEL AIR INTAKE FLAP ACT
−56 1616 2136 49−93−00
OILLEVEL : OK
OIL FILTER P5 ( LOW ) DMM u
¦RETURN u
PRINTu
¦RETURN PRINTu ¦RETURN PRINTu
Figure 54 APU CFDS

49−73
APU APU APU 1/1

CLASS 3 TROUBLESHOOTING DATA LRU EVENT DATA
¦ LAST LEG REPORT FAULTS u DATE : JAN 09 GMT : 14:08 DATE : JAN 09 GMT 14:08
FCU FUEL FLOW DISAGREES FAUT CODE NUMBER : 079
¦PREVIOUS LEGS REPORT TEST u WITH COMMAND MODE : IOT
MASTER SWITCH : ON
FAULT CODE NUMBER : 079 YES
¦ LRU IDENT SHUT DOWNSu START INIT :
FLIGHT PHASE : 09 START CONT : YES
¦GND SCANNING : 2 SPEED > 7% : YES
FAULT CLASS
SPEED > 95% : NO
¦ TROUBLE SHOOT SEVICE OTHER FAULTS PRESENT FLAME ON : NO
DATA u EVENTu
DATA XXX XXX XXX XXX BLEED SWITCH : NO
¦ RETURN
APU
SERVICE DATA
APU 1/11 APU 1/2
DMM LRU EVENT DATA
APU S / N : 7001
DATE : JAN 09 GMT 14:08
HOURS : 4772 FAUT CODE NUMBER : 079
MES MODE : NO
CYCLES : 997 COOLDOWN : NO
FUEL PRESS SW : NO
OILLEVEL : OK IGV POS > 25 DEG : NO
( LOW ) DMM u SGV POS > 20 DEG : NO
IGV TRIM : NO
¦RETURN PRINTu IN AIR : YES
APU 2/11
DMM
¦RETURN PRINTu
Figure 55 APU CFDS

49−73
Figure 56 APU Service Data DMM

49−73

49−73

49−73

49−73

49−73

49−73
CLASS 1 FAULTS
Default messages for APU shutdowns where no faulty LRU was detected:
FAULT NAME: ECB TROUBLESHOOTING MESSAGE:
− FUEL CONTROL UNIT P19 / ECB (59KD)

− OVERSPEED SHUTDOWN
− FCU / APU FUEL SUPPLY APU ROTATION

− UNDERSPEED SHUTDOWN
− IGV ACTUATOR P21 / ECB (59KD)

− OVERTEMPERATURE ON SPEED SHUTDOWN
− FUEL CONTROL UNIT P19 / FLOW DIVIDER ASSEMBLY

− OVERTEMPERATURE START SHUTDOWN
− LOP SW P14 / OIL PUMP / DEOIL SOLENOID P15

− LOW OIL PRESSURE SHUTDOWN
− CHECK IGNITION SYSTEM FCU / ECB (59M))

− NO FLAME SHUTDOWN
− OIL COOLER / COOLING FAN ASSEMBLY

− HIGH OIL TEMPERATURE SHUTDOWN
− STARTER MOTOR (8KA) / APU ROTATION

− NO SPEED SHUTDOWN
− CHECK APU INLET

− INLET OVERHEAT SHUTDOWN
− FUEL CONTROL UNIT P19

− NO ACCELERATION SHUTDOWN
− DP XDCR P24 / PT XDCR P23 / SURGE CONTROL VALVE P18

− REVERSE FLOW SHUTDOWN
− POWER SUPPLY INTERRUPT

− MAIN POWER INTERRUPT SHUTDOWN

49−73
CLASS 1 FAULTS
Class! faults whicb may cause shutdown:
FAULT NAME ECB TROUBLESHOOTING MESSAGE
− SPEED SENSOR (both coils) − SPEED SENSOR P26
− ECB − ECB ( 59KD )
− EGT RAKES (both 1 & 2) − EGT TCPLE RAKES 1 + 2
− INLET FLAP ACTUATOR − AIR INTAKE FLAP ACTUATOR
− CLOGGED OIL FILTER − LUBE PUMP FILTER P 9 + GEN SCAV FILTER P 5
− DE-OIL SOLENOID − DE-OIL SOLENOID P15
− STARTER MOTOR − STARTER MOTOR (8KA)
− MAIN START CONTACTOR − ACFT BAT NOT SELECTED / CONTACTOR (5KA)
− BACKUP START CONTACTOR − CONTACTOR (l0KA)
− FUEL CONTROL UNIT − FUEL CONTROL UNIT P 19

− IGNITION UNIT − IGNITION EXCITER P 10

49−73
CLASS 1 FAULTS
Class I faults which lead to reduced bleed air performance
that are visible on the EWD during MES or the APU system page if called up:
− DIFFERENTIAL PRESS XDCR P24

− DELTA P TRANSDUCER
− TOTAL PRESS XDCR P23

− PT TRANSDUCER
− LOAD CONTROL VALVE P12

− BLEED VALVE SOLENOID
− SURGE CONTROL VALVE P18

− SURGE CONTROL VALVE
− IGV ACTUATORP21
− IGVACTUATOR
− CHECK PRESS XDCR WIRING

− PRESSURE SENSORS EXCITATION

49−73


49−73
CLASS 2 FAULTS
FAULT NAME
− LOW OIL LEVEL − LOW FUEL PRESSURE
− LOW FUEL PRESSURE − AIR INTAKE FLAP ACTUATOR
− AIR INLET DOOR ACTUATOR

If the inlet door is not fully closed after the master
switch is set to off − FLOW DIVIDER SOL P13
− FLOW DIVIDER SOLENOID − INLET PRESS XDCR P22
− P2 (AMBIENT PRESSURE) − POWER SUPPLY INTERRUPT
− 28 VOLT POWER BUS − APU OIL HEATER P7
− OIL HEATER − LOW OIL PRESS SW P14
− LOP SWITCH − IGV ACTUATOR
− INLET GUIDE VANES − ECB (59ND)
− ECB − OIL TEMP SENSOR P11

− OIL TEMP SENSOR − FUEL CONTROL UNIT P19
− FUEL CONTROL UNIT

ECB TROUBLESHOOTING MESSAGE
− LOW OIL LEVEL

49−73
CLASS 3 FAULTS
− EGT TCPLE RAKE 1

− EGT TC RAKE NO.1
or
− EGT TCPLE RAKE 2
EGT TC RAKE NO. 2
− SPEED SENSOR P 26
− SPEED SENSOR NO. t
or
− SPEED SENSOR P 26
− SPEED SENSOR NO. 2
− LOAD CONTROL VALVE P12

− LOAD CONTROL VALVE
− DATA MEMORY MODULE P20

− DATA MEMORY MODULE
− NO DATA FROM CFDIU

− CMS DATA BUS
− NO DEMAND DATA FROM ECS

− ECS DATA BUS
− CONTACTOR (5KA)
− MAIN START CONTACTOR
− CONTACTOR (10KA)
− BACKUP START CONTACTOR
− LUBE PUMP FILTER SW P9 / GEN SCAV FILTER SW P5

− OIL FILTER SWITCHES
− AIR INTAKE FLAP ACTUATOR

− INLET FLAP ACTUATOR
− INLET TEMP SENSOR P6

− T2
− ECB ( 59 M )
− ECB

A320 49 131−9A L3 E
TABLE OF CONTENTS
ATA 49 AUXILIARY POWER UNIT . . . . . . . . . . . . . 1 GENERATOR HIGH OIL TEMP. SENSOR . . . . . . . . . . . . . . . . . . . . . . . 50
LUBE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
49−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 OLI FILTERS ( LUBE AND SCAVENGE ) . . . . . . . . . . . . . . . . . . . . . . . . 52
131−9A − GENERAL PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2 COOLING FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
APU COMPARTMENT / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 4 OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
ALLIED SIGNAL 131−9A − LEADING PARTICULARS . . . . . . . . . . . . . 6 DE−OIL SOLENOID VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
STUDENT NOTES: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 LOW OIL PRESS. SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
POWER UNIT − GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 AIR−OIL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
APU PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 STARTER CLUTCH ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
APU PANEL DESCRIPTION ( CONT. ) . . . . . . . . . . . . . . . . . . . . . . . . . . 14 49−30 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
APU ECAM SYSTEM PAGE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 16 APU FUEL FEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ECAM ENG WARNING AND STATUS PAGE . . . . . . . . . . . . . . . . . . . . 18 APU FUEL FEED SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . 60
WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 APU FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
STUDENT NOTES: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 FUEL CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
APU CONTROL SYSTEM − GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . 24 FUEL SYSTEM COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . 68
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
49−11 COMPARTM. AND COMPONENT LOCATION . . . . . . . . . . 28 FUEL FLOW DIVIDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
COMPARTMENTS AND APU LOCATION . . . . . . . . . . . . . . . . . . . . . . . 28 MANIFOLDS AND NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
49−13 APU ACCESS DOOR OPERATION . . . . . . . . . . . . . . . . . . . . 34 APU FUEL SYSTEM — FUNCT. DESCR. . . . . . . . . . . . . . . . . . . . . . . . 74
DOOR OPENING AND CLOSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 49−17 DRAINAGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
49−16 AIR INTAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 TURBINE PLENUM DRAIN ORIFICE . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
AIR INTAKE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 49−50 AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
AIR INTAKE COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 38 PNEUMATIC CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
AIR INTAKE ELECTRICAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 40 INLET GUIDE VANES AND ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . 80
49−20 APU BORESCOPE INSPECTION . . . . . . . . . . . . . . . . . . . . . 42 LOAD CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
APU BORESCOPE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 SURGE CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
FLOW SENSING PROBES AND TRANSDUCERS . . . . . . . . . . . . . . . 84
49−90 APU OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
TOTAL PRESSURE TRANSDUCER (PT) . . . . . . . . . . . . . . . . . . . . . . . . 86
LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
DELTA P TRANSDUCER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
LUBE MOD. FUNCTIONAL DESCR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
APU INLET (P2) PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . 88
OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
OIL LEVEL SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 49−40 IGNITION AND STARTING SYSTEM . . . . . . . . . . . . . . . . . . 90
MAGNETIC DRAIN PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 MAIN START CONTACTOR AND BACKUP START CONTACTOR . . 90
OIL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 STARTER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
OIL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 IGNITION UNIT AND PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
FRA US/T-5 Köhler Mar 2006

Page i
A320 49 131−9A L3 E
TABLE OF CONTENTS
49−70 INDICATION AND MONITORING . . . . . . . . . . . . . . . . . . . . . . 94
SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
EGT THERMOCOUPLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
APU INLET TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . 96
49−60 APU CONTROL AND MONITORING . . . . . . . . . . . . . . . . . . . 98
ELECTRONIC CONTROL BOX DESCRIPTION . . . . . . . . . . . . . . . . . . 98
ECB BITE AND TEST DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 100
POWER UPTEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
IN OPERATIONTEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
ECB POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
DATA MEMORY MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
49−61 APU SYSTEM MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . 108
APU START EVENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
PROTECTIVE SHUTDOWNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
49−73 BITE TEST AND FAULT INDICATION . . . . . . . . . . . . . . . . . . 112
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
CLASS 1 FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
CLASS 1 FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
CLASS 1 FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
CLASS 2 FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
CLASS 3 FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

Page ii
A320 49 131−9A L3 E
TABLE OF FIGURES
Figure 1 General Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Fuel System Components . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 2 APU Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Fuel System Components . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 3 Operating Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Fuel System Funct. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 4 Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Drainage System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 5 APU Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Pneumatic Control System . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 6 APU Panel Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 IGV and Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 7 APU Panel Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Load & Surge Control Valve . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 8 APU ECAM System Page Description . . . . . . . . . . . . . . . . 17 Figure 43 Flow Sensing Probes & Transducers . . . . . . . . . . . . . . . . 85
Figure 9 APU ECAM Eng. Warning and Status page . . . . . . . . . . 19 Figure 44 PT & Deta P Transducers . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 10 Warnings and Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Ignition and Starting Schematic . . . . . . . . . . . . . . . . . . . . 91
Figure 11 APU Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Starter Motor - Ignition Unit & Plug . . . . . . . . . . . . . . . . . 93
Figure 12 APU Control System .General . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Speed Sensor & EGT Thermocouples . . . . . . . . . . . . . . 95
Figure 13 APU System Power Supply . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Inlet Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Compartments and APU Location . . . . . . . . . . . . . . . . . . 29 Figure 49 APU ECB Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 APU Components ( Right Side ) . . . . . . . . . . . . . . . . . . . 30 Figure 50 ECB Bite and Test Description . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 APU Components ( Left Side ) . . . . . . . . . . . . . . . . . . . . 31 Figure 51 Data Memory Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 17 Relay Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 52 Protective Shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 18 APU Compartment Access Door . . . . . . . . . . . . . . . . . . . 35 Figure 53 APU ECAM Messages and MCDU MENU . . . . . . . . . . . 113
Figure 19 Air Intake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 54 APU CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Figure 20 Air Intake Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 55 APU CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 21 Air Intake Electrical Operation Schematic . . . . . . . . . . . . 41 Figure 56 APU Service Data DMM . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Figure 22 APU Boroscoping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 57 APU Service Data DMM . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 23 Oil System Block Schematic . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 58 APU Service Data DMM . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Figure 24 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 59 APU Service Data DMM . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 60 APU Service Data DMM . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Figure 26 Oil System Components . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 61 APU Service Data DMM . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 27 Oil System Components . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 28 OIL System Components . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 31 APU Fuel Feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 32 APU Fuel Feed Components . . . . . . . . . . . . . . . . . . . . . . 63
Figure 33 Fuel System General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 34 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 35 Fuel System Components . . . . . . . . . . . . . . . . . . . . . . . . . 69

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A320 49 131−9A L3 E
TABLE OF FIGURES

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A320 49 131−9A L3 E
TABLE OF FIGURES

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A320 49 131−9A L3 E
TABLE OF FIGURES

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APU A319 320 321 (La Finale)

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AIRBUS

A319 / A 320 / A321

ATA Spec. 104 Level 3

Lufthansa Technical Training

Tel: +49 (0)40 5070 2520

ATA 49 AUXILIARY POWER UNIT

FRA US/T KoA April Page: 1

The APU is then used as ”essential equipment” to provide electrical power

FRA US/T KoA April 04 Page: 2

Figure 1 General Presentation

APU COMPARTMENT / INSTALLATION

FRA US/T KoA April 04 Page: 4

Figure 2 APU Compartment

ALLIED SIGNAL 131−9A − LEADING PARTICULARS

APU operating conditions

APU operating envelope

FRA US/T KoA April 04 Page: 6

Figure 3 Operating Envelope

THIS PAGE INTENTIONALLY LEFT BLANK

FRA US/T KoA April 04 Page: 8

581°C 60−75 psig

RATED BLEED AIR

154 ppm at 52 psia

Figure 4 Operating Limitations

POWER UNIT − GENERAL

FRA US/T KoA April 04 Page: 10

Figure 5 APU Sections

APU PANEL DESCRIPTION

1 MASTER SWITCH 2 START PUSH BUTTON

FRA US/T KoA April 04 Page: 12

APU PANEL DESCRIPTION ( CONT. )

6 APU AUTO EXTINGuishing TEST SWITCH

8 APU SHUT OFF PUSH BUTTON

9 APU FIRE LIGHT

FRA US/T KoA April 04 Page: 14

A MAINTENACE PANEL 50VU

B EXTERNAL POWER CONTROL PANEL 108 VU

Figure 7 APU Panel Description

APU ECAM SYSTEM PAGE DESCRIPTION

1 AVAIL Indication 8 APU N Indication

press in APU fuel feed line is below 10 PSI )

7 FLAP OPEN Indication

FRA US/T KoA April 04 Page: 16

Figure 8 APU ECAM System Page Description

ECAM ENG WARNING AND STATUS PAGE

2 APU Emerg. STOP or APU Auto Shut Down

FRA US/T KoA April 04 Page: 18

Figure 9 APU ECAM Eng. Warning and Status page

WARNINGS AND CAUTIONS

FRA US/T KoA April 04 Page: 20

2nd ENG SHUT DOWN

E / WD : FAILURE TITTLE SD FLT

AUTO SHUT DOWN SIGLE MASTER 3

APU AVAIL message is displayed in gree when the APU N is above 95 %.

Figure 10 Warnings and Cautions

FRA US/T KoA April 04 Page: 22

Figure 11 APU Circuit Breaker Panel

APU CONTROL SYSTEM − GENERAL

FRA US/T KoA April 04 Page: 24

Figure 12 APU Control System .General

FRA US/T KoA April 04 Page: 26

Figure 13 APU System Power Supply

49−11 COMPARTM. AND COMPONENT LOCATION

FRA US/T KoA April 04 Page: 28