Single Aisle Technical Training Manual CMQ A330/A340 To A319/320/321 (IAE V2500/ME) T1 (LVL 2&3) APU
Single Aisle Technical Training Manual CMQ A330/A340 To A319/320/321 (IAE V2500/ME) T1 (LVL 2&3) APU
Single Aisle Technical Training Manual CMQ A330/A340 To A319/320/321 (IAE V2500/ME) T1 (LVL 2&3) APU
Single Aisle
TECHNICAL TRAINING MANUAL
CMQ A330/A340 to A319/320/321 (IAE V2500/ME) T1 (Lvl
2&3)
APU
This document must be used for training purposes only
APU
APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
GENERAL APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . 154
APU Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ECB Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
APU Installation Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 APU Film Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
APU Fuel Feed System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
MAINTENANCE PRACTICE
HONEYWELL 131-9(A) COMPT Access Doors Opening & Closing (2) . . . . . . . . . . . . . . . . 208
APU Drain System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 22 APU Removal / Installation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
APU Basic Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
APU Ignition & Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
APU Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
APU Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 40
ECB Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
HONEYWELL GTCP 36-300
APU Drain System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 70
APU Basic Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
APU Ignition & Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
APU Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
APU Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 88
ECB Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
APU Film Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
APIC
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SYSTEM OVERVIEW
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NOTE: Note: The advisory appears on the ECAM APU page when
the oil level has reached the ADD mark on the APU oil tank.
Airbus recommends servicing the APU oil at the next daily
maintenance when the LOW OIL LEVEL message comes on. With
no oil leakage, sufficient oil is available to allow a further 10 hours
of APU operation.
Prior to servicing, shut down the APU and open the APU cowl doors.
Make sure to use the operator approved oil for servicing (operators
may select from the approved list). The oil may be serviced by the
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MEL/DEACTIVATION
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MEL/DEACTIVATION
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MAINTENANCE TIPS
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ENVIRONMENTAL PRECAUTIONS
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correct airflow to the APU plenum. The air intake duct is attached to the
right access door.
EXHAUST
The exhaust system lets the APU exhaust gas flow into the atmosphere
and muffles the noise from the exhaust. The exhaust muffler thermal
insulation protects the A/C structure.
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FUEL LP VALVE
Two DC motors drive the APU fuel LP valve. This valve is open as long
as the Electronic Control Box (ECB) is powered. When closed, it prevents
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pressurization of the APU fuel feed line and flow of fuel into a specific
fire zone. The APU fuel LP valve is automatically closed when:
- the APU MASTER SW P/B has been released out and before ECB is
deenergized,
- the ECB commands a protective shut down in case of abnormal APU
parameters,
- the ECB commands an emergency shut down in case of APU fire or
overheat detection,
- the APU FIRE P/B is released out in the cockpit,
- the APU SHUT OFF P/B has been pressed on the external power control
panel.
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The APU drain lines are connected to the right access door drain lines
LOAD COMPRESSOR CAVITY DRAIN through spring adapter kiss seals.
To prevent any ingestion of oil in the bleed system the load compressor
bearing cavities are kept dry by buffering air into the main shaft seals.
An oil leak witness drain is located aft of the seal to collect any oil
leakage. The oil is drained directly overboard through the drain mast.
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IGNITION CONTROL
The ignition system causes initial light-off of the fuel air mixture. The
ignition system includes an ignition box that energizes an igniter plug.
During starting, the ECB switches the ignition to ON between 7% and
60%. When the APU speed drops below 95% due to a flame-out, the
ECB starts the ignition until the APU reaches again 100% of speed.
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manifolds. It has a usually open fuel solenoid and a check valve. During
- fuel muscle pressure regulation.
cold start or high altitude operation, the ECB energizes the solenoid valve
The FCU is made of a LP inlet fuel filter, a High Pressure (HP) fuel
to close during the first 30% speed of the Auxiliary Power Unit (APU)
pump, a pump relief valve, a HP fuel filter, an actuator pressure regulator
and all fuel flow is pushed through the primary nozzles for better engine
for hydraulic fuel operation, a torque-motor metering valve, a resistive
acceleration.
temperature device, a delta pressure regulator, a flow-meter pressurizing
valve, a fuel-shutoff solenoid valve. FUEL SUPPLY
FUEL SCHEDULE Two fuel manifolds and 10 dual fuel-nozzles supply fuel. Each fuel-nozzle
has a primary and a secondary fuel orifice. When APU start is selected,
The Electronic Control Box (ECB) controls the fuel-metering valve
the primary fuel orifice is supplied and when the fuel pressure is more
through a torque motor.
than 125 psig the check valve in the flow divider assembly opens to
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supply the secondary fuel orifice. During on-speed operation, the two
orifices are supplied.
FUEL DRAIN
Drain lines are connected to the FCU seal drain, IGV actuator and surge
control valve are routed to one single drain connection, on the APU drain
bracket (FWD R/H side of APU).
CONTROL
The ECB controls the fuel system with several parameters. During
on-speed operation, the ECB uses APU speed, Exhaust Gas Temperature
(EGT) and aircraft demand signals. During start, it uses speed, EGT, air
inlet pressure and temperature sensors (P2 and T2). The ECB operates
the fuel metering valve, the flow divider solenoid valve and fuel shut-off
3-way solenoid valve.
MONITORING
Fuel filter replacement is recommended every 8500 Flight Hours.
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the oil system. The de-oiling solenoid valve is electrically opened during
- a magnetic chip detector and oil drain plug installed at the lowest point
APU start to make sure of cold start conditions and to decrease the load
of the AGB,
on the pressure pump. The solenoid valve is open during start-up to 60%
- an oil heater.
RPM when:
SUPPLY - the oil sump temperature is below -6.7°C (+20°F),
- or the A/C altitude is above 20,000 ft,
A three-element gerotor pressure pump pulls the oil from the sump. A - or the APU fuel temperature is below -12.2°C (+10°F).
pressure-regulating valve and ultimate-relief valve assembly keeps a The valve is energized open during every APU shutdown between 50%
constant lube supply pressure for oil supply to the engine and generator and 7% speed.
and prevents over-pressurization of the lube system. Pressure-regulated
oil goes through a cooler and a disposable filter. The bypass valve opens
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PROTECTION
The ECB gives protection to the APU if there is an oil system malfunction.
The ECB monitors oil pressure and oil temperature. If one of the oil
parameters is out of limit, the ECB starts an automatic APU shutdown
without time delay:
- gearbox high oil temp threshold: 162.78°C (325°F),
- oil LP: 33 psi.
The ECB also stops the APU if a delta pressure switch at the scavenge
filter or at the lubrication filter shows impending filter clogging.
MONITORING
The oil system is monitored to increase the APU life. The oil sump is
installed with a low-level switch to show maintenance information in the
cockpit. When the level is at the "ADD" mark 4.60 l (1.22 US gal), the
APU can continue to operate for 10 hours maximun. This changes with
the different operating attitudes of the A/C in flight. A magnetic drain
plug, put fully in the APU oil, lets the oil drain from the sump and attracts
ferrous metal particles.
OIL HEATER
The control of the oil heater is independent of the ECB. When the oil
temperature is below 16 °C (61 °F) and the APU master switch is released
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- the ECB energizes the back-up start contactor and the start contactor
when these conditions are present: air intake flap open, power-up test
complete, data exchange between data memory module and ECB
complete,
- the contactors energize the starter motor and causes the APU main shaft
to start to turn,
- the igniter is energized at 7%,
- the de-oil valve opens with the oil/fuel temperature and altitude.
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APU ON-SPEED
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AIR INTAKE FLAP During engine starts, the ECB receives a Main Engine Start (MES) signal
from Engine Interface Unit (EIU) 1 or 2. This signal causes the ECB to
The ECB receives an air intake flap open or closed position signal and set the Inlet Guide Vanes (IGVs) to the fully open position if APU bleed
sends a power output to open or close the air intake flap. has been selected to ON.
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A320/A321 IDENTIFICATION
The ECB receives a discrete input from the A/C signature PIN
PROGramming. This identification pin lets the ECB identify A321
applications for functional differences from those of an A320.
SDAC
The ECB sends to System Data Acquisition Concentrators (SDACs) 1
and 2, through ARINC 429 Data buses, the indications to show on the
ECAM APU page and shutdown information to start the related warnings.
CFDS
The ECB is a BITE system type-1 computer and connects to the
Centralized Fault Display System (CFDS) through ARINC 429 data
buses.
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DMU PART
The Data Management Unit (DMU) part of the Flight Data Interface and
Management Unit (FDIMU) partially keeps APU lifetime data. This
information lets you monitor the engine conditions.
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IGNITION CONTROL
The ignition system provides initial light-off of the fuel air mixture in
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to the bearings, the gearbox and the generator. The generator scavenge
LEVEL MONITORING oil-filter cleans unwanted materials from the generator scavenge oil. This
makes sure that the generator does not give contamination to the oil in
A low oil quantity switch installed in the gearbox sump and connected
the oil reservoir.
to the Electronic Control Box (ECB) monitors the oil level for ECAM
Differential pressure indicators on the filter housings are latched out if
and the Centralized Fault Display System (CFDS). On ground, when the
the filter element is clogged. You can reset the differential pressure
oil quantity has decreased to 3.69 l (3.9 qt) or less and the APU is not
indicator again manually. Each filter has a delta pressure switch, which
running, the APU page shows a pulsing green LOW OIL LEVEL
signals the ECB when the filter element is fully clogged. Then the ECB
message. A sight glass on the left side of the gearbox gives a visual
initiates an APU shutdown when the aircraft is on the ground.
indication of the oil level.
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SCAVENGE PUMPS
Two scavenge pumps return the oil to the accessory gearbox. One
scavenge returns the power section rear bearing oil. The other scavenge
pump returns the generator oil through a separate filter. Both pumps form
part of the lubrication module and are driven by the same shaft as the
pressure pump. Oil from the power section forward bearing, gearbox
bearings, gears and starter clutch returns by gravity.
OIL MONITORING
The ECB monitors the oil pressure and oil temperature.
The ECB will shut down the APU if:
- the Low Oil Pressure switch (LOP) senses pressure below 35 psi (2.38
bar),
- the High Oil Temperature switch (HOT) senses temperature above
152°C (305.6°F),
- the generator oil temperature is above 185°C(365°F).
DE-OIL SYSTEM
The de-oiling solenoid valve reduces the oil pressure pump load during
the APU start, especially during the cold start condition when oil has a
high viscosity. The valve is located on the upper right hand side of the
gearbox. A solenoid operates the valve position. The ECB controls the
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Depending on the load demand, the ECB adjusts the speed of the APU NOTE: The APU bleed air system is used for MES and ECS.
and positions the IGVs to modulate the airflow available from the load
compressor. The IGVs are driven by an actuator operated by fuel pressure, GENERATOR LOAD
and controlled by a Torque Motor (TM) signaled from the ECB. During If the APU load is high and EGT increases to its limit, the ECB reduces
the start sequence, the IGVs are fully closed below 50% rpm, 10° open the bleed air load by controlling the IGVs to close. If a generator shock
between 50% and 75% rpm and 22° open above 75% rpm. The minimum load occurs, speed decreasing by more than 10% rpm per second, the
open or idle position of the IGVs, when the APU is running, is 22°. The IGVs are closed for 3 seconds.
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maximum open position of the IGVs is 88°. Above 23000 ft, the IGVs
assume the idle position and below 21000 ft they will open on demand. BLEED VALVE
ECS LOAD The bleed air delivered by the load compressor is ducted to the aircraft
pneumatic system via the bleed (load) valve. The bleed valve is
In response to the ECS signal coming from the zone controller, the IGV electrically controlled and pneumatically operated. Each Bleed Monitoring
position may not exceed limits set in the ECB. APU speed is 99% rpm Computer (BMC) sends an opening signal to the ECB, which energizes
if ambient temperature is or falls below 25°C (+77°F) or 101% rpm if the bleed load valve solenoid only if the APU speed is greater than 95%
temperature is or rises above 30°C (86°F). The IGVs modulate within and no shutdown is initiated.
limits. The ECS limits are: ECS MIN, ECS COLD, ECS NORMAL, ECS
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COOLING
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NOTE: The P/B Switch AVAILable indication goes off, and the AC
generator is de-energized.
COMMANDED SHUTDOWN
A normal APU shutdown is initiated when the operator pushes the
APU MASTER SW from the ON to the OFF position. The ECB closes
the IGVs to the min. position. The LCV closes and the SCV opens
and the cool-down cycle of the APU starts.
COOL-DOWN CYCLE
The function of the cool-down timer is to delay the APU shutdown
and to allow the APU to run for 60 seconds (depending on performance
settings) at a low stabilized temperature at 75% speed (N). The
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NORMAL SHUTDOWN SEQUENCE - PNEUMATIC AND ELECTRICAL SUPPLY ... OVERSPEED TEST
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- ECB failure,
- generator HOT,
- loss of speed sensing,
- IGV shutdown.
EMERGENCY SHUTDOWN
The ECB initiates an emergency shutdown when either the APU FIRE
P/B, located in the cockpit, is released out or when the APU SHUT
OFF P/B, located on the external power receptacle panel, is pressed.
The ECB initiates an automatic emergency shutdown when an APU
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The ECB sends discrete outputs to the back-up and the main start The ECB receives a discrete input from the A/C signature Pin
contactors receives a discrete input from the main start contactor. Programming (PIN PROG). This open or ground signal determines
whether the ECB follows the Technical Standard Order (TSO) or the
EMERGENCY STOP Joint Aviation Requirements (JAR).
A discrete input signal from the A/C initiates the APU shutdown logic ENVIRONMENTAL CONTROL SYSTEM (ECS)
100 ms after the ECB has received this signal. The sources for emergency
stop signals are: The ECB receives, via an ARINC 429 bus, an input from the the Air
The Emergency stop on ground is caused by: conditioning System Controller 1 and 2 (ACSC) to control the IGVs
- the automatic fire extinguishing system, position according to the demand. The ECB sends a discrete output to
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the ACSC 1 and 2 to signal that the APU bleed valve is in delivery
position.
A320/321 IDENTIFICATION
The ECB receives a discrete input from the A/C signature PIN PROG.
This identification pin allows the ECB to identify A321 applications for
functional differences from those of an A320.
SDAC
The ECB sends to System Data Acquisition Concentrators (SDACs) 1
and 2, via ARINC 429 data buses, the indications to be displayed on the
ECAM APU page and shutdown information to trigger the corresponding
warnings.
CFDS
The ECB is a BITE type 1 computer and is connected to the Centralized
Fault Display System (CFDS) via ARINC 429 data buses.
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INTRODUCTION
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GEARBOX ACCESSORIES
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filter by the generator oil scavenge pump. The oil scavenge pump is
installed in the generator mounting flange cavity. The generator must be
removed to gain access to the scavenge pump. The generator oil filter is
located at the 3 o'clock position on the front of the accessory gearbox.
The filter housing is equipped with a filter bypass indicator and a
differential pressure switch to protect the oil system. The oil sump
temperature sensor is installed at the 7 o'clock position on the front of
the accessory gearbox. The magnetic drain plug is installed at the bottom
center of the accessory gearbox. The oil level switch is located near the
3 o'clock position on the accessory gearbox. The de-oil solenoid valve
is located near the 2 o'clock position on the right side of the accessory
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OIL SYSTEM
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to the six dual flow fuel nozzles through the primary fuel manifold. When
the fuel pressure increases, the start sequence valve opens and supplies
fuel to the secondary fuel manifold for acceleration and on-speed
operation. When the ECB receives a shutdown signal, it de-energizes the
fuel shutoff solenoid valve and the fuel flow stops. The fuel manifold
drain valves are opened by spring pressure and the unused fuel is drained
to the drain manifold located at the bottom right side of the APU. The
residual fuel in the combustion chamber is drained through the combustion
chamber drain valve installed at the 6 o'clock position on the combustion
case.
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FUEL SYSTEM
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DRAIN SYSTEM
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IGNITION SYSTEM
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flow sensor assembly, which is installed on the bleed air manifold. The
load compressor outlet pressure sensor measures the load compressor
discharge air pressure and transmits an electrical signal to the ECB. The
differential pressure sensor measures the load compressor discharge air
pressure and the load compressor outlet static air pressure. The variable
volume chamber protects the sensors by dampening the pressure surges
in the load compressor air supply. The load compressor discharge airflow
is controlled by the surge control valve and the bleed load valve. The
surge control valve is installed on the rear of the bleed air manifold. The
surge control valve is operated by an actuator which uses HP air from
the power section compressor. The actuator is controlled by a torque
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PNEUMATIC SYSTEM
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SUMMARY
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The fuel, which remains in the pilot injectors and manifold, is purged to
the APU exhaust.
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CMQ A330/A340 to A319/320/321 (IAE V2500/ME) T1 (Lvl 2&3) APU BASIC DESCRIPTION (3) Sep 17, 2007
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the APU load compressor. The 24 IGVs are moved simultaneously by a - the cooling air fan assembly with the Permanent Magnet Generator
gear train operated by an actuator. The IGV system uses fuel as hydraulic (PMG),
fluid for the servo valve actuator to control the IGVs through the ECB. - the Fuel Control Unit (FCU),
- the AC generator.
BLEED AND SURGE AIR
AC GENERATOR
The bleed and surge air system supplies air to the A/C pneumatic system
while avoiding load compressor surge. The bleed control valve acts as a The 3 phases AC generator transforms the mechanical power into
combined bleed and surge valve, electrically controlled by the ECB and electrical power of 90 KVA to supply the electrical A/C system with
fuel operated. 115V-400Hz.
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FUEL SYSTEM
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IGNITION CONTROL
The ignition system is used to ignite and maintain combustion during the
start phase. The ignition system includes:
- an ignition unit,
- two ignition leads,
- two igniter plugs.
The ignition system operates from initial crank up to 55% rpm.
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The Electronic Control Box (ECB) controls the fuel servovalve through
a Torque Motor (TM). The ECB schedules fuel flow for start sequence, FUEL DRAIN AND VENT VALVE
on speed operation and shutdown sequence. The ECB modulates the
The fuel drain and vent valve assembly is installed in the APU
on-speed fuel schedule to match the A/C demand for bleed air and
compartment at the fuel inlet connection to the FCU. The drain of the
electrical load.
APU fuel feed line/purge of air is used for maintenance.
MUSCLE PRESSURE CONTROL
The fuel muscle pressure is used to operate the bleed control valve
The ECB controls the fuel system using several parameters. During
actuator, for the air delivery to the A/C and the air discharge to the
on-speed operation, the ECB uses APU speed. During start, it uses speed
exhaust, and for the load compressor IGV actuator. Servo fuel is returned
downstream to the LP pump outlet and upstream to the fuel filter inlet.
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Exhaust Gas Temperature (EGT), air inlet pressure and temperature. The
ECB acts on fuel servovalve and fuel 3-way shut-off solenoid valve.
MONITORING
Contamination of the fuel system, i.e. impending fuel filter bypass is
indicated by the DPI.
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SCAVENGE MONITORING
Oil from the electrical generator and APU rear bearing is returned to the The oil system is monitored to increase the APU life. Lube and scavenge
sump by two scavenge pumps. The oil from the AC generator returns to filters have visual clogging indicators. The oil sump has a low level sensor
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the sump through a vane-type scavenge pump and a filter. The oil from to show maintenance information in the cockpit. When the level is at the
the APU rear bearing returns to the sump through scavenge pump. Oil "ADD" mark 4l (1 US gal) the APU is able to continue running for at
from the gearbox pinions and the APU front bearing is scavenged by least 60 hours. A magnetic drain plug, immersed in the APU oil, is used
gravity. for the oil drainage from the sump and attracts ferrous metal particles.
Two Differential Pressure (DELTA P) switches, one for the scavenge
VENTING filter and a second one for the pressure filter inform the ECB about a
clogging situation and an APU auto shutdown is triggered.
The air oil mist from the rear bearing is returned to the gearbox housing
through an external pipe. An air/oil separator removes the oil particles
from the gearbox air. This oil-free air is discharged in the APU exhaust.
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COMPARTMENT COOLING
Air supplied by the fan, which is driven by one of the gears of the gearbox,
is also used for the APU compartment cooling. The compartment cooling
air is blown through a smaller duct attached to the fan discharge tube.
Natural convection ventilates the APU compartment when the APU is
not in operation.
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GENERAL
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POWER-UP STATE
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STARTING STATE - DELTA EGT > 10°C & ROTATION SPEED N > 55% RPM
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NORMAL SHUTDOWN
An APU normal shutdown is initiated when the MASTER SW P/B is
released out. If the APU bleed air is not selected, the APU shuts down
immediately. The normal shutdown signal stops the fuel supply. This
causes the APU to decelerate. The AVAIL indication goes off and the
AC generator de-energizes. When the speed is less than 90% rpm, the
gearbox de-oil solenoid valve opens. When the speed is less than 7%
rpm, the air intake flap is controlled to fully close and the de-oiling
solenoid valve is de-energized to close.
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PROTECTIVE SHUTDOWN
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EMERGENCY SHUTDOWN
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MASTER SWITCH P/B The ECB receives a discrete signal from the APU low fuel pressure
switch. It sends a discrete signal to the APU fuel LP Shut-Off Valve
The APU MASTER SWitch sends a discrete supply or stop signal to the (SOV).
ECB. The ECB sends a discrete signal to the FAULT light when an
automatic or emergency shutdown occurs or a power-up test fails. EIU
AIR INTAKE FLAP During engine starts, the ECB receives a Main Engine Start (MES) signal
from Engine Interface Units (EIUs) 1 or 2. This signal causes the ECB
The ECB sends a power output for opening or closing the air intake flap to position the Inlet Guide Vanes (IGVs) to the fully open position and
and receives an air intake flap open or closed position signal. the bleed control valve to modulate in delivery position.
A320/A321 IDENTIFICATION
The ECB receives a discrete input from the A/C signature PIN
programming. This identification PIN lets the ECB identify the A321
applications for functional differences from those of an A320.
SDAC
The ECB sends to the System Data Acquisition Concentrators (SDACs)
1 and 2, via ARINC 429 data buses, the indications to show on the ECAM
APU page and shutdown information to trigger the related warnings.
CFDS
The ECB is a BITE type 1 computer and is connected to the Centralized
Fault Display System (CFDS) via ARINC 429 data buses.
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INTRODUCTION
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position. It contains one oil supply pump and two oil scavenge pumps.
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GEARBOX ACCESSORIES
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GEARBOX COMPONENTS
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OIL SYSTEM
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FUEL SYSTEM
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AIR SYSTEM
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IGNITION SYSTEM
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SUMMARY
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the oil cooler, and no longer to the APU compartment cooling valve.
near the 3 o'clock position, to the lower RH side of the AGB, near the
3 o'clock position. IGNITION SYSTEM
FUEL SYSTEM The ignition exciter is now mounted on the left side of the air inlet
plenum at the 8 o'clock position instead of the 9 o'clock position.
The fuel system of the APU during shutdown has changed. In the old
system, when the APU was shut down, the residual fuel purged through
the APU exhaust came from the fuel manifold; now, the residual fuel
purged through the APU exhaust comes from the pilot fuel injectors
and the manifold. Another modification occurs in the drain system,
which drained fluids from the air bypass plenum and the actuator and
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WARNING
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CAUTION: In the event of door removal, you must secure the right
access door hold-open device by inserting the locking pin
in the locking hole. The pin is stowed next to this locking
hole.
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APU access door closing procedure. Finally, reset the APU C/Bs in the
cockpit.
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FUEL DRAIN
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CAUTION: Put plastic caps or plugs on all fuel and/or lubrication system
components and lines. If you use tape, cloth, or metal caps
on them, you can damage the APU.
CAUTION: You must use two wrenches and hold the component when
you remove/install the pipe couplings and/or unions. This
prevents damage to the component.
Drain the fuel line, then disconnect the LP fuel line.
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ELECTRICAL CONNECTORS 1
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ELECTRICAL CONNECTORS 2
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PNEUMATIC
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HOISTING
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MOUNTS
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SUPPORT FRAME
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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U5F07351
SEPTEMBER 2007
PRINTED IN FRANCE
AIRBUS S.A.S. 2007
ALL RIGHTS RESERVED