Ata - 49 - Apu - Garrett - Allied - Signal 131-9a
Ata - 49 - Apu - Garrett - Allied - Signal 131-9a
Ata - 49 - Apu - Garrett - Allied - Signal 131-9a
A319/A320/A321
TECHNICAL TRAINING MANUAL
49 - APU
CONTENTS:
General
Engine
Oil
Fuel
Air
Ignition and Starting
Control and Monitoring
AC Generator
Self Examination
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APU PRESENTATION
GENERAL FUEL
The APU is a Model GTCP 131-9A manufactured and The APU is supplied with fuel from either the fuel
designed by Garret. feed system pump or the fuel tank pumps, according to
The APU, installed in the fuselage tail cone in a fire the pressure sensed in the APU fuel feed line. The
proof compartment, is an independent source of Fuel Control Unit (FCU) is the main component of the
pneumatic and electrical power. fuel system.
It can be used in flight and on ground. The Electronic Control Box (ECB) computes the fuel/air
ratio, corresponding to the APU load, and meters the
ENGINE fuel flow accordingly.
Fuel pressure is also used as muscle pressure to
The APU is a constant speed gas turbine engine which operate the load compressor Inlet Guide Vane (IGV)
drives a load compressor and an accessory gearbox. actuator and the Surge Control Valve (SCV).
The engine is composed of:
- a single stage centrifugal compressor, AIR
- a reverse flow annular combustion chamber,
- a two stage axial flow turbine. The main role of the air system is to supply bleed air
The combustion chamber is equipped with 10 fuel nozzles to the pneumatic system and for Main Engine Start.
and one ignitor plug. This is supplied by the load compressor.
The APU bleed air system includes a bleed valve, a
OIL flow regulation by means of Inlet Guide Vanes and a
surge protection. Control and operation of these
The Oil system is monitored by the Electronic Control components are controlled by the Electronic Control
Box which receives temperature, pressure and quantity Box.
signals. Independently of the bleed air system, air from a
The self contained oil system lubricates, cleans and gearbox driven fan is used to cool the APU oil and to
cools the APU bearings and accessory gearbox. ventilate the APU compartment.
The oil is also used to cool and lubricate the gearbox
mounted AC generator.
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APU PRESENTATION
ID: TRM018 / Rev.2017 For Training Purposes Only ATA:
49_APU_GARRETT_ALLIED_SIGN
AL 131-9A
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APU PRESENTATION
The APU start sequence is initiated from the cockpit An oil cooled APU Generator (90 KVA) can supply the
and is controlled by the Electronic Control Box. aircraft electrical network.
During starting, the electrical starter motor drives The APU AC generator, driven by the accessory gearbox,
the APU and initial combustion is seconded by the uses the APU shaft power to transform mechanical power
ignition system. into electrical power which is used by the aircraft
systems.
CONTROL AND MONITORING
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SELF EXAMINATION
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49 - APU
CONTENTS:
General
Overhead Panel
External Power Control Panel
Self Examination
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GENERAL
OVERHEAD PANEL
MASTER SWITCH
The master switch pushbutton when pressed in, controls
the power supply for APU operation and protection.
A normal shutdown sequence is initiated when the
master switch is released out.
The ON light comes on blue when the Master switch P/B
is pressed in and the APU page appears on the ECAM
system display.
The FAULT light comes on amber and the corresponding
warnings are activated when an automatic shutdown
occurs.
START PUSHBUTTON
The start pushbutton initiates the APU start sequence.
The ON light comes on blue until 95% N(RPM).
The AVAIL light comes on green above 95% N(RPM).
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CONTENTS:
General
Exhaust Gas Temperature (EGT)
Speed
Flap Open
Available
APU Generator
APU Bleed
Fuel Low Pressure
Low Oil Level
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The APU indications are displayed on the lower ECAM The green FLAP OPEN indication is displayed when the
page. air intake flap is fully open.
This page is called manually or automatically during No indication is displayed otherwise.
APU start. - FLAP OPEN displayed steady: Air intake flap
fully open with the MASTER SW pushbutton set
EXHAUST GAS TEMPERATURE (EGT) to ON.
- FLAP OPEN displayed pulsing: Air intake flap
The Exhaust Gas Temperature is displayed green in not fully closed 3 minutes after the MASTER SW
normal configuration . This includes the pointer symbol pushbutton has been set to OFF.
and digital indication.
It pulses in advisory mode. AVAIL
It becomes red in case of over-temperature.
A movable red line is computed by the ECB.The red EGT When the APU is running, a green APU AVAILable
limit value is different during APU starting and when indication appears on the upper ECAM page.
APU becomes available (Position is dependent of T2 APU The green AVAILable indication is displayed when
inlet temperature). the APU speed is above 95%.
Nothing is displayed otherwise.
SPEED
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APU GENERATOR
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APU BLEED
The green LOW OIL LEVEL indication pulses when the oil
in the gearbox reaches the low level and needs
servicing.
- If the oil quantity decreases below 4,60
litres, the indication pulses on the APU ECAM
page (value is determined for A/C ground
condition and varies when the A/C is flying).
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CONTENTS:
General
Mounts
Air Intake Flap
Air Intake Duct
Exhaust
Access Doors
Drain System
Self Examination
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GENERAL
MOUNTS
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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
aircraft structure.
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ACCESS DOORS
DRAIN SYSTEM
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SELF EXAMINATION
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CONTENTS:
Fuel/Oil Pump Seal Drain
Inlet Guide Vane Actuator Drain
Gearbox Vent
Surge Control Valve Drain
Load Compressor Cavity Drain
Turbine Plenum Drain
Exhaust Muffler Drain
APU Compartment Drain
Drain Tank
Self Examination
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The fuel and oil pump seal drain line is routed via a A turbine plenum drain orifice is provided to drain
collector line to the drain tank. fuel that may accumulate in the combustor plenum
This line drains fuel or oil leaks. following an unsuccessful light up.
The fuel is drained directly overboard through the
INLET GUIDE VANE ACTUATOR DRAIN drain mast.
The Inlet Guide Vane (IGV) actuator drain line is EXHAUST MUFFLER DRAIN
routed via a collector line to the drain tank. This
line drains only fuel leaks. The exhaust muffler drain line is routed to the drain
mast.
GEARBOX VENT This drain line collects fuel, water or air leaks.
The oil reservoir has a connection to the ambiant air APU COMPARTMENT DRAIN
through an air/oil separator. The gear driven air/oil
separator is connected through a gearbox vent line to Rain or cleaning agents and any oil and fuel in the
the APU exaust cone. compartment, due to APU servicing, are drained to the
lowest point of the APU door and through the drain
SURGE CONTROL VALVE DRAIN mast overboard.
The Surge Control Valve fuel is drained into the drain DRAIN TANK
tank by a FCU/IGV commun drain line.
For venting and evacuation the drain tank is connected
LOAD COMPRESSOR CAVITY DRAIN to the drain mast.
Airflow across the drain mast creates a vacuum in the
To prevent any ingestion of oil in the bleed system drain line. The suction effect produced at 200 kt, is
the load compressor bearing cavities are kept dry by sufficient to remove the contents of the drain tank.
buffering air into the main shaft seals. An oil leak A vent line ventilates the drain tank and drain lines.
witness drain is located aft of the seal to collect The APU drain lines are connected to the right access
any oil leakage. door drain lines through spring adapter seals (kiss
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SELF EXAMINATION
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49 - APU
CONTENTS:
General
Engine Compressor (Power Section)
Combustion Chamber (Power Section)
Turbine (Power Section)
Load Compressor (Load Compressor Section)
Inlet Guide Vanes (Load Compressor Section)
Accessory Gearbox (Gearbox Section)
Self Examination
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The APU is of a modular design. The turbine assembly drives the compressor, the load
The three APU modules are : compressor and the gear train of the accessory gearbox.
- the power section, The two stage axial flow turbine includes:
- the load compressor, - a cooled first stage nozzle,
- the accessory drive gearbox. - inserted first stage rotor blades,
- an uncooled second stage stator,
ENGINE COMPRESSOR (POWER SECTION) - a dual alloy second stage rotor,
- an annular exhaust diffuser.
The compressor is of a single stage centrifugal
compressor design. LOAD COMPRESSOR (LOAD COMPRESSOR SECTION)
The main components of the compressor are :
- a single stage centrifugal impeller, The load compressor is of a single stage centrifugal
- a single stage diffuser vanes, design. It supplies bleed air to the pneumatic system.
- axial de-swirl vanes. The main components of the load compressor are :
- the inlet guide vane assembly,
COMBUSTION CHAMBER (POWER SECTION) - the load compressor impeller,
- the load compressor diffuser,
The combustion chamber is of a reverse flow annular - the load compressor scroll.
design and is installed inside the turbine plenum.
The main parts of the combustion chamber are : INLET GUIDE VANES (LOAD COMPRESSOR SECTION)
- the inner combustion chamber shell,
- the outer combustion chamber shell. The Inlet Guide Vane assembly controls the amount of
The following components are installed on the low pressure bleed from the APU load compressor.
combustion chamber : The 16 Inlet Guide Vanes are moved simultaneously by
- an igniter plug, a gear train operated by an actuator.
- 10 dual orifice fuel nozzles. The IGV actuator is operated by high pressure fuel
supplied from the Fuel Control Unit (FCU).
The IGV opening angle depends on the bleed air demand
for:
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SELF EXAMINATION
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CONTENTS:
Fuel Pump
Fuel LP Isolation Valve
APU Inlet Low Pressure Sensor
Fuel Drain Vent System
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The APU fuel pump is a centrifugal pump driven by a At the inlet connection of the Fuel Control Unit , a
single phase AC motor. pressure sensor transmits low pressure information
This pump is controlled to run if the APU MASTER SW through the ECB to the ECAM APU page.
pushbutton is set to ON and the fuel crossfeed line The FUEL LO PR message is displayed on the ECAM APU
pressure is not sufficient. page if it is selected and:
The fuel crossfeed line pressure sensor controls the - the APU speed is greater than 7% RPM
operation of the APU fuel pump. - the fuel pressure is lower than 15.8 PSI .
The APU fuel pump runs as soon as the pump inlet The ECB memorizes this information in its BITE memory
pressure is lower than 21.8 PSI. even if the pressure increases above 17.3 PSI .
It stops when the pressure is above 23.2 PSI .
FUEL DRAIN / VENT SYSTEM
FUEL LP ISOLATION VALVE
A vent APU fuel line pushbutton, located on the
The APU Fuel LP isolation valve is driven by two DC firewall allows the APU fuel feed line to be purged
motors. during ground maintenance.
This valve is open as long as the MASTER SW pushbutton As long as the pushbutton is held pressed in, the APU
is set to ON. fuel LP isolation valve is open and the APU fuel pump
When closed, it prevents pressurization of the APU runs.
fuel feed line and flow of fuel into a specific fire A fuel drain and vent valve is installed in the APU
zone. compartment at the fuel inlet connection to the Fuel
The APU Fuel LP isolation valve is automatically closed Control Unit. It permits fuel to be drained and air
when: to be bled.
- MASTER SW P/B is released out,
- ECB protective shutdown occurs,
- an APU shutdown occurs due to an APU fire,
detected on ground,
- the APU FIRE P/B is released out (in the
cockpit),
- the APU SHUT OFF P/B has been pressed on the
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49 - APU
CONTENTS:
Starter Control
Ignition Control
Self Examination
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STARTER CONTROL
IGNITION CONTROL
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SELF EXAMINATION
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49 - APU
CONTENTS:
General
Fuel Control Unit
Fuel Schedule
Muscle Pressure
Fuel Shut-Off
Flow Divider and Solenoid Valve
Fuel Distribution
Fuel Drain
Control
Monitoring
Self Examination
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The fuel system provides metered fuel to sustain The fuel metering valve is controlled by the Electronic
combustion. Control Box through a torque motor.
Part of the fuel is used as muscle pressure to operate The ECB:
the Inlet Guide Vane actuator and the surge valve - schedules fuel flow during start sequence, on
actuator. speed operation and shutdown sequence,
- corrects fuel flow according to flowmeter
FUEL CONTROL UNIT pressurizing valve information in relation to
the fuel temperature (RTD signal),
The Fuel Control Unit (FCU) has five functions: - modulates the on speed fuel schedule to match
- fuel filtering, the aircraft demand for bleed air and
- pressure increase, electrical power.
- fuel metering,
- flowmeter control, MUSCLE PRESSURE
- positive fuel shut-off,
- fuel muscle pressure regulation. Additionally fuel muscle pressure (250 PSIG) is used
The FCU is composed of a low pressure inlet fuel filter, to operate the Surge Control Valve actuator (air
a high pressure fuel pump, a pump relief valve, a high discharge to the exhaust) and the load compressor Inlet
pressure fuel filter, an actuator pressure regulator Guide Vane actuator.
(for hydraulic fuel operation), a Torque-Motor Servo fuel return is routed back to the pump inlet.
Metering Valve (TMMV), a Resistive Temperature Device
(RTD), a delta pressure regulator, a flowmeter FUEL SHUT-OFF
pressurizing valve, a fuel-shutoff solenoid valve.
The Electronic Control Box controls the fuel solenoid
valve (3 Way Solenoid Valve) for positive fuel
shut-off.
The valve is controlled open during the start sequence
and closed during the stop sequence.
Fuel is routed back to the pump inlet.
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FLOW DIVIDER AND SOLENOID VALVE During start, it uses speed, EGT, air inlet pressure
and temperature sensors (P2 and T2).
The flow divider sequences and distributes fuel to the The Electronic Control Box acts on the fuel metering
primary and secondary manifolds. It consists of a check valve, the flow divider solenoid valve and fuel
valve and a normally open fuel solenoid. shut-off 3 way solenoid valve.
During cold start and high altitude operation, the ECB
energizes the solenoid valve to close during the first MONITORING
25% speed of the APU and all fuel flow is forced through
the primary nozzle (better engine acceleration). Fuel filter replacement is recommanded at every "C"
check or 15 months, whichever comes first.
FUEL DISTRIBUTION
FUEL DRAIN
CONTROL
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SELF EXAMINATION
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Storage
Supply
Scavenge
Venting
Control
Protection
Monitoring
Self Examination
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STORAGE SCAVENGE
The APU accessory gearbox sump is the oil reservoir. Oil from the electrical generator is returned to the
sump by a three element gerotor scavenge pump and a
The accessory gearbox sump contains 6.26 l (1.6537 US filter.
gal) of oil. The oil from the APU turbine bearing cavity returns
The oil reservoir can be filled by gravity or by to the sump through a single element gerotor scavenge
pressure. pump.
The gearbox has : Oil from the gearbox pinions and the APU front bearing
- an oil fill cap for gravity filling, is scavenged by gravity.
- pressure oil servicing with a pressure fill
and overfill port (optional), VENTING
- an oil level sight glass with a FULL and ADD
mark, The oil from the generator is directed against the
gearbox wall; This removes the air which is mixed with
- an oil drain plug installed at the lowest point
the oil.
of the gearbox.
An air/oil separator removes the oil particules from
the gearbox air.
SUPPLY
This oil free air is discharged in the APU exhaust.
The oil is drawn from the sump by a three element
CONTROL
gerotor pressure pump. A pressure regulating valve and
ultimate relief valve assembly maintain a constant
The only component of the oil system controlled by the
lube supply pressure to the engine and generator in
Electronic Control Box (ECB) is the de-oiling valve.
addition to preventing over pressurization of the lube
The de-oiling solenoid valve is electricaly controlled
system.
open during APU start to ensure cold start conditions
Regulated oil passes through a cooler and a disposable
and to reduce the load on the pressure pump.
filter.
The solenoid valve is open during start up to 60 % RPM
The oil is then directed to the cooling fan splines,
when:
the APU spline shaft, the APU supporting bearings (rear
and front), the gearbox pinions and the electrical - the oil sump temperature is below -6.7°C
generator (AC generator and generator spline shaft). (+19.94°F),
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PROTECTION
MONITORING
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49 - APU
CONTENTS:
Bleed Supply
Bleed Control
Surge Protection
Oil Cooling
Compartment Cooling
Oil Vent
Control
Monitoring
Self Examination
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Bleed air supply to the aircraft pneumatic system is Air supplied by the fan (driven by one of the gears
controlled by a Load Control Valve (LCV). of the gearbox) is also used for APU compartment
The pneumatically actuated CLOSE/OPEN butterfly valve cooling. Cooling air flows through the outlets located
which permits or stops the bleed air flow from the APU on the cooling fan oultlet duct
to the aircraft users is operated with the APU BLEED Natural convection ventilates the APU compartment when
pushbutton switch. the APU is not in operation.
The amount of air required by the pneumatic system and The gearbox is vented to the APU exhaust. The air is
delivered by the APU load compressor is controlled by bled after an air/oil separator action.
the load compressor Inlet Guide Vanes (IGV).
The Inlet Guide Vanes are moved by a fuel powered
actuator.
SURGE PROTECTION
OIL COOLING
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CONTROL
Monitoring
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CONTENTS:
General
APU Start
On Speed
Normal Shutdown
Protective Shutdown
Emergency Shutdown
Self Examination
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COOL-DOWN CYCLE: When the ECB is powered, it controls the APU starting
This allows the APU to run for 60s at a low stabilized and running phases. If an abnormal parameter is
temperature. detected, it initiates an immediate shutdown without
The cool-down cycle starts when the ECB receives the time delay, even if the APU bleed air is used.
closed signal from the LCV. If the LCV was not in the
open position, the APU will enter the shutdown state ECB PROTECTIVE SHUTDOWN PARAMETERS:
immediately. - overspeed
- ECB shutdown
OVERSPEED TEST
- emergency shutdown
When the cool-down cycle is ended, the ECB generates
- underspeed
a signal to simulate an overspeed condition which
causes a fuel solenoid closure, and starts the APU - overtemperature
shutdown. - loss of speed
- sensor failure (thermocouples/low oil
APU ROLLDOWN level/LOP)
An APU re-start is possible if the speed is more than - no flame
7% rpm. - flap not open
- high oil temperature
AT 95% SPEED: - no speed
- APU "AVAIL" light out. - inlet overheat
- no acceleration
AT 50% SPEED:
- reverse flow
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EMERGENCY SHUTDOWN
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SELF EXAMINATION
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CONTENTS:
Automatic Shut Down
Emergency Shut Down
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APU WARNINGS
If an AUTO SHUT DOWN occurs, the aural warning sounds, If an EMER SHUT DOWN occurs, the aural warning sounds,
the MASTER CAUT and the MASTER SW FAULT light come on. the MASTER CAUT and the MASTER SW FAULT light come on.
The ECAM warning page is activated and the APU ECAM The ECAM warning page is activated and the APU ECAM
page is called automatically. page is called automatically.
An EMER SHUT DOWN occurs when:
AUTO SHUT DOWN when : - The APU shut off pushbutton is pressed on the
- overspeed external power control panel
- ECB shutdown - The APU FIRE pushbutton is released out on the
- emergency shutdown overhead panel
- underspeed - The automatic fire extinguishing logic is
- overtemperature triggered on ground.
- loss of speed
- sensor failure (thermocouples/Low oil
level/LOP)
- no flame
- flap not open
- high oil temperature
- no speed
- inlet overheat
- no acceleration
- reverse flow
- clogged oil filter
- main power interrupt
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CONTENTS:
Power Supply
Master Switch Pushbutton
Air Intake Flap
Start Pushbutton
Back Up and Main Start Contactors
Emergency Stop
LGCIU 1
APU Fuel Feed System
EIUs
BMCs
TSO/JAR
Zone Controller
A320/321
Generator Oil Temperature Sensor
SDACs
CFDS
DMU
Data Memory Module
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ECB INTERFACES
The Electronic Control Box is electrically supplied, The ECB receives a discrete input from the Main Start
through the APU MAIN control relay, by at least one Contactor and sends discrete outputs to the Back Up
of the aircraft batteries and the aircraft DC network. and the Main Start Contactors.
The APU MASTER SWITCH sends a discrete supply or stop A discrete input signal from the aircraft initiates
signal to the ECB. the APU shutdown logic after the ECB has received this
The Electronic Control Box sends a discrete signal to signal.
the FAULT light when an automatic shutdown occurs or
a Power Up Test fails. LGCIU 1
AIR INTAKE FLAP The ECB receives the flight/ground discrete input
signal from the Landing Gear Control and Interface
The ECB receives an air intake flap open or closed Unit 1 (LGCIU 1).
position signal and sends a power output for opening This signal is used for automatic shutdown inhibition
or closing the air intake flap. logic and for failed sensor logic.
A discrete input signal from the START pushbutton The ECB receives a discrete signal from the APU Low
initiates the starting sequences. Fuel Pressure Switch.It sends a discrete signal to the
The ECB sends a discrete signal to the ON light during APU Fuel LP Shut Off Valve.
APU start sequence.
A discrete output signal to the aircraft energizes the EIUs
AVAIL light in the START pushbutton when the APU speed
is above 95 %. During engine starts, the ECB receives a Main Engine
Start signal from Engine Interface Units 1 or 2.
This signal causes the ECB to position the Inlet Guide
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ECB INTERFACES
When the APU bleed pushbutton is set to ON, BMC 1 or The ECB receives an analog input from this sensor which
2 sends a discrete input to the ECB which controls is an aircraft supplied component mounted on the AC
the opening of the APU Bleed Control Valve. generator.
TSO/JAR SDACs
The ECB receives a discrete input from the aircraft The ECB sends to SDACs 1 and 2, via ARINC 429 Data
signature PIN programming buses, the indications to be displayed on the ECAM APU
This open or ground signal determines whether the ECB page and shutdown information to trigger the
follows the Technical Standard Order (TSO) or the Joint corresponding warnings.
Airworthiness Requirements (JAR).
CFDS
ZONE CONTROLLER
The ECB is a type 1 computer and is connected to the
The ECB receives, via an ARINC 429 bus, an input from Centralized Fault Display System via ARINC 429 Data
the Zone Controller to control the IGV and the Bleed buses.
Control Valve position according to the demand.
The ECB sends a discrete output to the Zone Controller DMU
to signal that the APU bleed control valve is in
delivery position. The APU life data are partially stored in the DMU.
This information serves for monitoring the engine
A320/321 conditions.
The ECB receives a discrete input from the aircraft DATA MEMORY MODULE
signature PIN programming
This identification PIN allows the ECB to identify A memory module mounted on the APU inlet plenum stores
A321 applications for functional differences from and exchanges 126 different parameters with the ECB:
those of an A320. - APU serial number
- APU operating hours and starts,
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CONTENTS:
Fuel Control Unit
Low Pressure Fuel Filter
Flow Divider and Fuel Solenoid Valve
Primary and Secondary fuel Manifolds
Dual Orifice Fuel Injector Nozzle
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IDENTIFICATION IDENTIFICATION
FIN: 4005KM2 FIN:
LOCATION LOCATION
ZONE: 315 ZONE: 315
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ID: TRM018 / Rev.2017 For Training Purposes Only ATA:
49_APU_GARRETT_ALLIED_SIGN
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IDENTIFICATION
FIN: 4005KM1
LOCATION
ZONE: 315
COMPONENT DESCRIPTION
The flow divider assembly is installed between the FCU
and the APU primary and secondary fuel nozzle
manifolds.
The assembly consists of a check valve and a normally
open fuel solenoid.
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IDENTIFICATION
FIN:
LOCATION
ZONE: 315/316
COMPONENT DESCRIPTION
The primary and secondary fuel manifolds are connected
to the flow divider and the combustor heat shield.
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IDENTIFICATION
FIN:
LOCATION
ZONE: 315/316
COMPONENT DESCRIPTION
There are 10 dual orifice fuel-nozzles installed at
equal distances around the outer case of the combustion
chamber.
Each fuel nozzle has a single tip with two concentric
discharge orifices and two fuel inlet fittings. Each
tip is replaceable.
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CONTENTS:
Lube Module
Oil Filters
Differential Pressure Switches
Oil Cooler Assembly
De-Oiling Solenoid Valve
Oil Heater
Magnetic Chip collector and Drain Plug
Low Oil Level Switch
High Oil Temperature Sensor
Low Oil Pressure Sensor
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IDENTIFICATION IDENTIFICATION
FIN: FIN:
LOCATION LOCATION
ZONE: 315 ZONE: 316
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IDENTIFICATION
FIN:
LOCATION
ZONE: 315
COMPONENT DESCRIPTION
The filter housings are equipped with two differential
pressure switches:
- a generator differential pressure switch,
- a lube reservoir differential pressure switch,
that transmit a signal to the CFDS when the filter is
clogged (differential pressure between the inlet and
the outlet of the filter of 30 psi to 40 psi).
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IDENTIFICATION IDENTIFICATION
FIN: FIN:
LOCATION LOCATION
ZONE: 315 ZONE: 316
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OIL HEATER
IDENTIFICATION
FIN: 2KT
LOCATION
ZONE: 316
COMPONENT DESCRIPTION
A thermostatically controlled electric resistive
heater maintains warm oil when the APU is not in use.
The oil heater is supplied with aircraft power
independent of the APU electrical system. It has no
connection to the ECB.
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IDENTIFICATION
FIN:
LOCATION
ZONE: 315
COMPONENT DESCRIPTION
The chip collector is a metal plug, with a magnet on
the end. It can be removed by hand.
A check valve on the drain plug prevents oil loss when
inspecting the chip collector.
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IDENTIFICATION
FIN:
LOCATION
ZONE: 316
COMPONENT DESCRIPTION
A float-mounted magnet operates the switch to supply
a discrete signal to the ECB.
The low oil level switch works only when the APU does
not operate.
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IDENTIFICATION IDENTIFICATION
FIN: FIN:
LOCATION LOCATION
ZONE: 315 ZONE: 315
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ID: TRM018 / Rev.2017 For Training Purposes Only ATA:
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CONTENTS:
Load Control Valve
Surge Control Valve
Flow Sensing Transducers
Load Compressor Inlet Temperature Sensor
IGV Actuator
Cooling Fan
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IDENTIFICATION IDENTIFICATION
FIN: 110 KD FIN: 111 KD
LOCATION LOCATION
ZONE: 316 ZONE: 316
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IDENTIFICATION IDENTIFICATION
FIN: 117 KD FIN: 101 KD
LOCATION LOCATION
ZONE: 316 ZONE: 316
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IGV ACTUATOR
IDENTIFICATION
FIN:
LOCATION
ZONE: 316
COMPONENT DESCRIPTION
The Inlet Guide vane (IGV) actuator controls the air
flow to the load compressor.
The actuator is a hydromechanical actuator operated
by fuel and electrically controlled by a torque motor.
The ECB computes the IGV positions:
- +15°C = closed,
- +22°C = fully open.
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COOLING FAN
IDENTIFICATION
FIN: 4005KM5
LOCATION
ZONE: 316
COMPONENT DESCRIPTION
A cooling fan supplies sufficient cooling air to the
oil cooler to keep the lubrication oil within the
correct temperature range.
It is driven by the accessory drive gearbox.
Cooling air also flows through the outlet into the APU
compartment.
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CONTENTS:
Attach Rods
Starter Motor
EGT Sensor
Speed Sensor
Electronic Control Box
Data Memory Module
Drain Tank
Ignition Unit
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ATTACH RODS
IDENTIFICATION
FIN: 4065/4075/4085 KM
LOCATION
ZONE:315/316
COMPONENT DESCRIPTION
During APU removal and installation, use the thread
protectors to prevent damaging the bolts.
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STARTER MOTOR
IDENTIFICATION
FIN: 8KA
LOCATION
ZONE: 313
COMPONENT DESCRIPTION
The starter motor is a series wound DC motor. The motor
is totally enclosed and has overspeed protection.
It is equipped with a visual and an electrical brush
wear indicator.
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EGT SENSOR
IDENTIFICATION
FIN: 114KD, 115KD
LOCATION
ZONE: 315/316
COMPONENT DESCRIPTION
Both thermocouples convert the thermal energy of the
APU exhaust gas stream into an electrical voltage
rising in proportion to the Exhaust Gas Temperature
(EGT).
The two EGT rakes (EGT sensors) are separately
connected and the ECB evaluates the average between
the two signals. In case of failure of a rake, the ECB
uses the remaining one.
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SPEED SENSOR
IDENTIFICATION
FIN: 113 KD
LOCATION
ZONE: 315
COMPONENT DESCRIPTION
The speed sensor is installed at the bottom-right side
of the gearbox.
Due to the dual-coil design of the speed sensor, the
ECB receives two independent speed signals. By
comparaison the ECB evaluates the highest speed signal.
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IDENTIFICATION
FIN: 59 KD
LOCATION
ZONE: 152
COMPONENT DESCRIPTION
The Electronic Control Box (ECB) is a fully digital
electronic controller that does the primary part of
the APU system logic.
It is located in the bulk cargo compartment.
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IDENTIFICATION
FIN:
LOCATION
ZONE: 316
COMPONENT DESCRIPTION
The Data Memory Module is a nonvolatile memory device
and is installed on the APU.
The data base of the DMM stores 126 different
parameters concerning the APU life data.
Access to this data base is provided through the CFDS
(SERVICE DATA page of the APU menu).
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DRAIN TANK
IDENTIFICATION
FIN:
LOCATION
ZONE: 316
COMPONENT DESCRIPTION
The drain tank is installed on the APU access door.
The capacity of the drain tank is three shutdowns of
the APU when the aircraft is on the ground.
After three shutdowns, the contents will automatically
drain when the drain system tank is full.
In flight, due to suction effect, it is automatically
drained.
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IGNITION UNIT
IDENTIFICATION
FIN: P10
LOCATION
ZONE: 315/316
COMPONENT DESCRIPTION
The ignition unit is a sealed metal box assembly.
The ignition unit is shop-repairable only.
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CONTENTS:
Door Opening
Door Closure
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DOOR OPENING Use the assist handle mounted on the air inlet duct
and swing the door fully open.
In the cockpit, open the APU circuit breakers. The door hold open mechanism incorporates a
Position a work stand suitable to reach the aircraft counterbalance spring that takes most of the door
under the APU compartment. weight.
The APU doors are secured by a total of seven latches, The door will lock automatically in the door open
five latches secure the left door and two latches position.
secure the right door. No locking pins are necessary to secure the right hand
The left hand door must be opened first to gain access door in the open position.
to the latches for the right hand door. A red coloured pip-pin is provided to lock the door
Start by releasing the rear latch. hold open spring mechanism should it become necessary
Next, the three latches connecting the doors together to remove the door from the aircraft. In this event
are undone. the red pip-pin should be removed from its stowage and
As each latch is undone, secure the latch hook on the inserted in the adjacent hole with a red surround. To
latch lever. prevent injury, a placard advises against removal of
Continue to release the remaining latches. the red coloured bolt when the access door is removed.
When all latches have been released, pull the door This completes the APU door opening procedure.
open and secure with the door support strut.
The strut is stowed at the forward end of the left CAUTION: In event of door removal you must secure the
door. right access door hold-open device by
Release the strut pip-pin from the door, extend the inserting the locking pin in the locking hole.
telescopic strut and secure to the aircraft using the The pin is stowed next to this locking hole.
pip-pin.
Push the door open until the strut locks in the fully
extended position.
This completes the opening of the left hand door.
With the left hand door open, the two latches securing
the right hand door are now visible.
The forward latch is released.
Followed by the rear latch and the door is ready to
be opened.
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DOOR CLOSURE Repeat the closing procedure for the remaining latches.
Carry out a final visual inspection to ensure that all
To close the right hand door, apply a lifting force latches are secure. This completes the APU access door
to the door with one hand, and at the same time, tap closing procedure. Finally, reset the APU circuit
the orange coloured release handle marked "PUSH" in a breakers in the cockpit.
downward, outward direction to release the overcentre
geometric lock on the door hold open mechanism.
Lift the door to the closed position, using the assist
handle on the air inlet duct.
Secure the forward and rear latches on the right hand
door.
The left door support strut must be stowed before
closing the left door.
To release the lock on the left hand door support
strut, pull down on the knurled collar. While holding
the collar down, partially close the door.
Hold the door with the left hand and with the right
hand, release the door support strut pip-pin from the
aircraft. Stow the support strut on the door. Close
the left door.
Secure the forward latch.
Ensure that the latch release lever is flush with the
latch.
Secure the rear latch.
Secure the three latches holding the left and right
doors together. To secure these latches:
- Release the latch hook by pressing the latch
release lever.
- Engage the latch hook in the locking bracket.
- Close the latch lever.
- Ensure that the latch release lever is flush
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CONTENTS:
Warning
Fuel Drain
Electrical Connectors 1
Electrical Connectors 2
Pneumatic
Hoisting
Mounts
Support Frame
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WARNING
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49 - APU
CONTENTS:
General
GND Scanning
Trouble Shoot Data
Service Data
Shutdowns
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To gain access to the SYSTEM REPORT/TEST APU MENU, the The APU SERVICE DATA page gives the :
APU MASTER SWITCH must be set to ON. - APU serial number
The APU is a type 1 system. It is not available in - APU operating hours
CFDS back-up mode. - APU cycles
- APU oil level.
GND SCANNING
"OIL LEVEL:LOW" replaces "OIL LEVEL:OK" when the oil
quantity decreases to 4.60 l (1.22 US gal).
The GND scanning function enables system failures to
A DMM (Data Memory Module) key gives the settings of
be seen, on the ground only, whether the APU is running
118 items which allows the monitoring of the APU life
or not.
and health conditions.
When the APU runs and GND Scanning is activated, the
During the APU start procedure, the ECB reads the
failure are shown when they occur. These failures are
actual DMM data and stores it in its memory. During
not memorized.
the APU shutdown the ECB transmits the updated data
to the DMM and the old database is enlarged with the
TROUBLE SHOOT DATA
new data.
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SHUTDOWNS
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