Ata 49 Apu

A330-200/300
TECHNICAL TRAINING MANUAL
LINE MECHANICS COURSE - M35 (Lvl 2&3) (RR Trent 700)
APU
A330-200/300 TECHNICAL TRAINING MANUAL
APU
APU Line Maintenance Briefing (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 2
APU General D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
APU Fuel D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
APU Air D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
APU Oil D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
APU Operation, Ignition and Starting D/O (3) . . . . . . . . . . . . . . . . . 64
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LINE MECHANICS COURSE - M35 (Lvl 2&3) (RR Trent 700) TABLE OF CONTENTS Nov 21, 2008
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APU LINE MAINTENANCE BRIEFING (2)

SYSTEM OVERVIEW
The Auxiliary Power Unit (APU) is located in the unpressurized tail cone.
The APU is a self-contained unit, which lets the aircraft be independent
of external pneumatic and electrical power sources. The APU is mounted
in a fireproof compartment located in the fuselage tail cone. Two access
doors give access to the APU compartment for inspection and maintenance
task. The APU is hanged in its compartment by shock-mounts. An exhaust
duct releases the APU gas into the atmosphere.
The APU is a constant-speed gas turbine engine. The constant-speed gas
turbine engine drives the accessory gearbox and a load compressor. The
APU provides:
- electrical power for the aircraft systems,
- bleed air for engine starting and air conditioning on the ground,
- bleed air for air conditioning / pressurization and wing anti-ice in flight.
The APU air intake flap is mounted on the lower fuselage forward of the
APU. The intake flap opens when the APU master switch is selected ON
and closes when the master switch is selected OFF. When open, it supplies
air to the APU inlet for combustion and pneumatic supply.
The APU operation is controlled and monitored by the Electronic Control
Box (ECB). The ECB has full authority over the following APU functions:
- starting,
- acceleration,
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- speed governing,
- indication,
- fault monitoring,
- interface with A/C systems.
The APU is designed to operate throughout the entire flight envelope.
Electrical power is available whenever the APU operates, but bleed air
is limited by the demand and is shut off above approximately 23.000 ft.
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SYSTEM OVERVIEW
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SYSTEM OVERVIEW
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SERVICING
APU ACCESS DOOR OPENING & CLOSING
The APU cowl doors are secured with three quick-release hook latches
fasteners and four pin latches. The hook latches secure the doors
together and the pin latches secure the doors to the aircraft structure.
Procedure to open the doors:
- release 3 hook latches,
- support the door and release the 2 pin latches of each door,
- use support struts to secure the doors.
To close the access doors, release the support struts. Support the doors,
close the hook latches and then close the pin latches.
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SERVICING - APU ACCESS DOOR OPENING & CLOSING
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- open the lock and slowly loosen the oil filler cap to release remaining
SERVICING (continued) pressure from the oil reservoir,
- check sight glass for level,
APU OIL SERVICING
- slowly add oil until the level is at the FULL mark on the sight glass,
APU oil servicing is accomplished on an "as-needed" basis or after - close and lock the oil filler cap.
scheduled oil quantity checks. The ECB monitors the oil level status Pressure fill procedure:
via the low oil quantity switch when the A/C is on ground, the APU - check sight glass for level,
not is not running and when the power-up initialization is finished, a - connect pressure and overfill hoses to the APU gearbox,
few seconds after the APU MASTER SW is pressed in. - slowly pump oil into the gearbox until the level is at the FULL mark
Three conditions of the oil level are represented on the EIS and on on the sight glass,
the Centralized Maintenance System (CMS): - remove pressure and overfill hoses.
- if an OIL LEVEL: OK indication is displayed on the APU SERVICE
DATA page of the CMS, and if no indication is displayed on the
ECAM APU page, the oil level is sufficient.
- if an OIL LEVEL: CHECK indication is displayed on the APU
SERVICE DATA page of the CMS, and if a CHECK OIL LEVEL
message appears on the ECAM APU page, the oil level allows an
APU operation for 60 hours.
- finally, if an OIL LEVEL: LOW indication is displayed on the APU
SERVICE DATA page of the CMS, and if a LOW OIL LEVEL
message appears on the ECAM APU page, the oil level is at its
minimum and the APU oil reservoir needs to be refilled.
The APU LOW OIL LEVEL message agrees with the ADD mark on
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the oil reservoir (gearbox) sight glass.

Prior to servicing, shut down the APU and open the APU access doors.
Make sure to use the operator-approved oil for servicing (operators
may be selected from the approved list). The oil may be serviced by
the gravity (most common) or pressure fill procedure (OPTIONAL).
NOTE: To get an accurate oil level indication, do not wait longer

than 5-15 minutes after the APU shutdown before checking
the APU oil.
Gravity procedure:
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SERVICING - APU OIL SERVICING
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SERVICING - APU OIL SERVICING
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MEL/DEACTIVATION
In case of an APU inlet actuator failure, the APU may be dispatched per
Minimum Equipment List (MEL) with the inlet CLOSED or OPEN. If
the inlet is deactivated CLOSED, the APU will not be operational. The
APU is only operational with the inlet deactivated OPEN - limited to 10
days as per the MEL. The air inlet flap actuator has a manual drive. In
case of failure the manual drive may be used to move the inlet to the
required position prior to the deactivation. Access to the actuator is
through an access door near the APU inlet on the left hand side of the
fuselage. The actuator requires 87 turns of the manual drive for one full
travel of the inlet flap.
Deactivation procedure:
- get access to the actuator,
- disconnect the actuator electrical connector from the fixed connector
on the frame and install a blanking cap,
- use the manual drive to move the inlet to the required position. Use a
torque wrench to avoid damage to the actuator.
NOTE: Note: If the inlet is deactivated CLOSED, no further action is

needed other than to placard the APU inop. If the inlet is
deactivated OPEN, the following procedure has to be
accomplished.
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When the inlet is in the OPEN position, a jumper lead needs to be installed
to close the circuit and allow the APU to start. Make a dummy connector
and paint it red for easy identification.
Close the access door and make the APU operational test:
- make the BITE test,
- check SERVICE DATA,
- start the APU and check for normal parameters.
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MEL/DEACTIVATION
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MAINTENANCE TIPS
BLEEDING OF THE APU FUEL LINE CONTROL AND
INDICATING
The APU fuel supply line has a drain and vent valve which lets the
line be bled of air after maintenance. The VENT & DRAIN valve is
located in the APU compartment in the fuel supply line towards the
fuel control.
A switch labeled FUEL VENT/PUSH is installed on the APU
compartment forward the firewall to let maintenance staff supply
positive fuel pressure to the APU from the APU compartment. This
switch opens the APU LP valve, the isolation valve and starts the
APU fuel pump without the APU Master Switch ON.
A drain valve adapter tool with a hose is connected to the drain valve.
Procedure:
- for safety, install the rig pin in the mechanical input of the Trimmable
Horizontal Stabilizer (THS) actuator to prevent movement,
- transfer fuel to the Trim Tank to bleed main FWD/AFT transfer
supply line,
- open APU access doors,
- install adaptor tool,
- push and hold the FUEL VENT P/BSW,
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- at the APU fuel vent and drain valve, a continuous flow of fuel
indicates that the APU fuel pump is operating and the line is bled of
air,
- release the FUEL VENT P/BSW - the flow of fuel stops when the
APU fuel pump stops running,
- disconnect the adapter tool.
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MAINTENANCE TIPS - BLEEDING OF THE APU FUEL LINE CONTROL AND INDICATING
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MAINTENANCE TIPS (continued)
5000VE CIRCUIT BREAKER PANEL
The APU maintenance procedures in the AMM reference circuit
breakers on panel 5000VE (APU CTL, APU MAIN SUPPLY, etc.).
The 5000VE panel is located in the APU BOX below the APU battery
in the bulk cargo compartment behind the sidewall panel.
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MAINTENANCE TIPS - 5000VE CIRCUIT BREAKER PANEL
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ENVIRONMENTAL PRECAUTIONS
Do not discharge products such as oil, fuel, solvent, lubricant either in
trash bins, soil or into the water network (drains, gutters, rain water, waste
water, etc...).
Sort waste fluids and use specific waste disposal containers.
Each product must be stored in an appropriate and specific cabinet or
room such as a fire-resistant and sealed cupboard.
Avoid use of the APU if APU BLEED air is not necessary. Turn-off
unused ground service equipment (GPU, Air conditioning cart, etc...) if
no work is being done or nobody is present on the aircraft.
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ENVIRONMENTAL PRECAUTIONS
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APU GENERAL D/O (3)

GENERAL
The Auxiliary Power Unit (APU) power plant GTCP331-350 is divided
into different sub-systems, which are:
- the engine system including three basic modules, the power section, the
load compressor, the accessory drive gearbox,
- the APU mounts system,
- the air intake system,
- the draining system,
- the exhaust system.
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GENERAL
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APU GENERAL D/O (3)

ENGINE POWER SECTION LOAD COMPRESSOR
The power section of the GTCP331-350 system supplies the shaft power The load compressor module supplies compressed air to the A/C
to drive: pneumatic system. It is installed between the power section and the
- the load compressor, accessory drive gearbox. The load compressor components are:
- the accessory drive gearbox and the electrical generator. It is built up - the Inlet Guide Vanes (IGV) assembly,
by the static structure and the rotating group. The static structure - the load compressor impeller,
comprises the engine compressor case and the combustion chamber. - the load compressor diffuser,
The rotating group, including the centrifugal compressor and turbine, is - the scroll.
a single shaft assembly supported with a ball bearing located at the FWD A FWD roller bearing and an aft ball bearing support the rotating
end and a roller bearing located at the aft end. Both bearings are designed components of the load compressor. Both bearings are designed with a
with a lubricated outer race to damp vibrations. Their 100% operation lubricated outer race to damp vibrations.
speed is 41730 rpm.
INLET GUIDE VANES ASSEMBLY
ENGINE COMPRESSOR The variable IGV assembly supplies the correct amount of air to the
The engine compressor is a two-stage centrifugal compressor. Each APU load-compressor by modulating the vane position angles. It is
compressor stage has an impeller and a diffuser. The role of the engine composed of IGVs on a cylindrical rack mechanically connected to
centrifugal compressor is to increase and to guide the air pressure a fuel-operated actuator by an adjustable linkage rod.
through deswirl vanes into the combustion chamber.
LOAD COMPRESSOR IMPELLER
COMBUSTION CHAMBER The load compressor impeller is a single stage impeller.
The combustion chamber is of a reverse-flow annular design and
LOAD COMPRESSOR DIFFUSER
surrounds the turbine hub containment. While the compressed air is
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in the combustion chamber, fuel is atomized and mixed into the air. Downstream of the load compressor impeller is the radial diffuser.
During the combustion, the expanded gas stream is directed to the Multiple openings in the diffuser throat are used to collect the static
turbine where it changes its energy into rotational movement. pressure.
TURBINE SCROLL
The turbine of the GTCP331-350 power section is of the three-stage The scroll collects the bleed air at the diffuser outlet and supplies it
axial design. The turbine rotors are the rear part of the main shaft. to the bleed air duct.
Their 100% operation speed is 41730 rpm.
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ACCESSORY DRIVE GEARBOX

The accessory drive gearbox is the FWD APU module. It is connected
directly to the load compressor module, which transmits the shaft power
from the power section.
The gearbox transmits the shaft power to the APU accessories and to the
APU electrical generator, which are installed on the gearbox pads. It is
also the oil reservoir for the APU oil system. The APU driven accessories
are:
- the APU generator,
- the lubrication module and the Fuel Control Unit (FCU).
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ENGINE POWER SECTION ... ACCESSORY DRIVE GEARBOX
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APU GENERAL D/O (3)

APU MOUNTS SYSTEM
The APU is installed on a three-point vibration-insulated mounting
system. This system is composed of:
- seven structure brackets,
- seven rod assemblies,
- three APU mount brackets,
- three vibration isolators,
- two bonding straps.
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APU MOUNTS SYSTEM
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APU GENERAL D/O (3)

AIR INTAKE SYSTEM
The air intake system supplies ambient air to the plenum chamber of the
APU. The main components of the air intake system are:
- the air intake diverter,
- the air intake assembly, with an air intake nose, an air intake flap and
an air intake flap actuator,
- the air intake duct.
The Electronic Control Box (ECB) supplies the necessary electrical power
for the operation of the air intake flap actuator. The two limit switches
and the two position switches control the position of the air intake flap
actuator. When the A/C is on the ground with no electrical power available
or in case of flap actuator failure, the air intake flap can be operated
manually by a manual override device.
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AIR INTAKE SYSTEM
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APU GENERAL D/O (3)

DRAIN SYSTEM
The power plant drain system is divided into two subsystems:
- the engine drain line system,
- the accessory drain line system.
The engine drain line system removes the subsequent excess fluids:
- the fuel, rainwater and/or condensed water from the exhaust muffler,
- the fuel, rainwater and/or condensed water from the APU exhaust cone,
- the fuel and condensed water from the combustion chamber and the
combustion chamber drain valve.
The accessory drain line system removes subsequent excess fluids:
- fuel leakage and/or oil leakage from the FCU and the oil pump module,
through the drain port check valve,
- fuel leakage from the surge control valve,
- fuel leakage from IGV actuator.
An APU plumbing connects the engine and accessory drain line systems
to outboard drain tubes.
A FWD drain mast installed on the left APU compartment access door
makes sure that the APU compartment fluid is drained overboard.
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DRAIN SYSTEM
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APU GENERAL D/O (3)

EXHAUST
The APU exhaust system ducts the APU GTCP331-350 exhaust gases
overboard; its secondary function is to decrease the exhaust noise level.
The exhaust system is made of two main components:
- the exhaust muffler assembly,
- the suspension.
The exhaust muffler assembly directs the exhaust gas flow to the ambient
air, reducing the exhaust noise. It is composed of a flexible connection,
which compensates expansion and contraction between the APU and the
exhaust muffler caused by changes in temperature. The exhaust muffler
suspension has two guide rails, which are part of the exhaust muffler
compartment structure. They have a U shape. On the exhaust muffler
there are four mount brackets. These fit into guide rails allowing thermal
expansion. The exhaust muffler has a thermal insulation. It keeps the
temperature at the external surface of the exhaust muffler to a limit of
200°C.
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EXHAUST
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APU FUEL D/O (3)

GENERAL
The Auxiliary Power Unit (APU) fuel system supplies metered fuel to
sustain combustion. It is also used for Inlet Guide Vane (IGV) and surge
control valve actuators operation.
APU fuel system indications are displayed on the EWD and the SD.
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GENERAL
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APU FUEL D/O (3)

FUEL CONTROL UNIT FUEL DISTRIBUTION
The Fuel Control Unit (FCU) supplies the fuel quantity which is necessary Fuel flows to the combustion chamber through 12 fuel nozzles. At the
for the APU operation. It also supplies the necessary fuel to operate the start sequence, only the primary flow is supplied, but at a preset fuel
IGV and the SURGE CONTROL VALVE actuators. pressure, the secondary flow is supplied.
The FCU is composed of:
- an inlet filter, CONTROL AND MONITORING
- a high pressure pump,
The ECB controls the fuel system using the APU speed, EGT, and A/C
- a high pressure filter,
demand signals during on-speed operation. It uses the APU speed, Exhaust
- a torque-motor metering valve,
Gas Temperature (EGT), fuel temperature and fuel flow during starting.
- a shut-off valve.
The APU boost pumps are monitored by the ECB through a pressure
FUEL SCHEDULE switch installed at the FCU inlet.
The Fuel Metering Valve (FMV) is a torque-motor metering valve. A visual filter-clogging indicator is used to monitor the fuel system
It is controlled by the Electronic Control Box (ECB) which schedules contamination.
the fuel flow for start sequence, on-speed operation and shut-down
sequence.
MUSCLE PRESSURE
Fuel muscle pressure is used to operate the surge control valve actuator
and the load compressor IGV actuator.
FUEL SHUT-OFF
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The ECB controls the fuel solenoid valve for positive fuel shut-off.
The valve is controlled open during the start sequence, and closed
during the stop sequence.
FLOW DIVIDER
The flow divider divides fuel into primary and secondary flows. During
the start sequence, only the primary flow is supplied.
At the APU shutdown, compressor discharge stage 2 air blows out the
residual fuel from the two manifolds during APU shutdown through an
ecologic drain solenoid valve controlled by the ECB.
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FUEL CONTROL UNIT ... CONTROL AND MONITORING
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APU AIR D/O (3)

- the A/C bleed demand sent by the Zone Controller (ZC),
GENERAL - the Load Compressor Inlet Temperature (LCIT),
- the Load Compressor Outlet Temperature (LCOT),
The air system delivers compressed air from the Auxiliary Power Unit
- P2.
(APU) load compressor and cools the accessory. The two subsystems
The IGVs actuator moves under fuel pressure to the requested position
are:
which is fed back to the ECB using the actuator LVDT. Consequently
- bleed and surge air,
the IGVs are set to a position satisfying the airflow demand.
- accessory cooling.
To prevent an APU load compressor surge in the event of a higher flow
BLEED AND SURGE SUBSYSTEM DESCRIPTION delivered than actually used by the A/C systems, the ECB controls the
torque motor of the surge control valve. The surge control valve torque
The APU load compressor supplies bleed air to the pneumatic system. motor current is calculated by the ECB from the comparison of the actual
Bleed air quantity is controlled by the load compressor Inlet Guide Vanes flow delivered and the selected flow from the IGVs setting.
(IGVs) which are moved by a fuel-powered actuator. A bleed air shut-off A total pressure (PT) transducer, and a differential pressure transducer
valve, pneumatically operated, lets or stops the bleed air flow to the ( P) send data to the ECB. The actual flow is given by the ratio P/PT.
pneumatic system. When the actual flow is greater than the selected flow, indicating a surge,
A surge control valve prevents a load compressor surge, by discharging the ECB adjusts the surge control valve torque motor current. The surge
the excess of air in the exhaust. It is a butterfly-type valve hydraulically control valve actuator moves under fuel pressure and the valve opens,
operated by fuel coming from the Fuel Control Unit (FCU). The valve releasing the excess of air to the exhaust.
has a Linear Variable Differential Transducer (LVDT) for position Feedback of the surge control valve is given to the ECB by an LVDT.
feedback. Once the surge condition disappears, the surge control valve goes back
to the closed position.
BLEED AND SURGE AIR OPERATION
ACCESSORY COOLING
APU bleed air is delivered when all the following conditions are met:
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- APU is running above 95% speed, A gearbox-driven fan draws air from the inlet plenum and forces it to
- APU bleed switch is selected, pass through the oil cooler and from there overboard.
- No bleed leak detected by the Bleed Monitoring Computers (BMCs), The fan also supplies air to the APU compartment through a pneumatic
- APU inlet pressure (P2) altitude is below 25,000 feet. cooling valve which is fully closed in altitude. An uncontrolled cooling
By pressing the APU BLEED P/B, if no leak is detected, the BMCs send orifice is used permanently for the cooling when the APU is running.
a signal to the Electronic Control Box (ECB) which energizes the APU
bleed valve solenoid. Using upstream bleed air pressure, the APU bleed
valve fully opens.
Then, the ECB adjusts the IGVs actuator torque motor current according
to the following parameters:
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GENERAL ... ACCESSORY COOLING
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APU OIL D/O (3)

LUBE MODULE DESCRIPTION
The lubrication module, also called lube module, is attached to the front
of the gearbox. It provides continuous pressurized oil supply to APU
components, and scavenges oil from lubricated components.
The lubrication module is a self-contained unit providing oil to:
- the generator,
- the gearbox,
- the main shaft bearings sump.
The lube module contains:
- a lube pump system and a scavenge pump system,
- a lube filter fitted with a differential pressure switch for clogging
detection and a clogging visual indicator,
- a lube filter bypass valve,
- a generator scavenge filter also fitted with a differential pressure switch
for clogging detection and a clogging visual indicator,
- a generator scavenge filter by-pass valve,
- an electrical chip detector,
- a solenoid de-oiling valve.
LUBE PUMP SYSTEM AND SCAVENGE PUMP SYSTEM
The lubrication section incorporates two gyrotor element scavenge
pumps for clearing oil from the generator, and two single element
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gyrotor scavenge pumps for cl earing oil from the APU mid-frame
and turbine bearing cavity.
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LUBE MODULE DESCRIPTION - LUBE PUMP SYSTEM AND SCAVENGE PUMP SYSTEM
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APU OIL D/O (3)

LUBE MODULE DESCRIPTION (continued)
LOW OIL PRESSURE (LOP) SWITCH AND HIGH OIL
TEMPERATURE (HOT) SENSOR
A Low Oil Pressure (LOP) switch monitors the regulated oil pressure.
When the LOP finds that the oil pressure is too low, it transmits a
discrete signal to the ECB. A High Oil Temperature (HOT) sensor
measures the temperature of the oil downstream of the oil cooler. The
ECB receives the temperature signal and thus monitors the APU oil
temperature.
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LUBE MODULE DESCRIPTION - LOW OIL PRESSURE (LOP) SWITCH AND HIGH OIL TEMPERATURE (HOT) SENSOR
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APU OIL D/O (3)

LUBE AND SCAVENGE OIL FILTERS
The filters are contained in housings, which are threaded into the
lubrication module housing. The same kind of filter is used in the
lubrication and in the scavenge circuits. Both are replaceable and
non-cleanable. Each filter housing is equipped with a visual clogging
indicator and a differential pressure switch.
The differential pressure switches are LRUs that provide a remote,
real-time indication to the ECB of impending bypass of corresponding
filter. The actuation of either or both switches will cause an APU
auto-shutdown, inhibited during flight.
Filter bypass valves are installed in the supply circuit and generator
scavenge circuit of the lube module. These bypass valves allow
continued APU operation with highly contaminated or blocked filter,
when operating the APU in the auto-shutdown inhibition phase.
The visual indicator is designed to trigger at 25 +/-5 psid, the
differential pressure switches at 35 +/-5 psid and the bypass valve to
open at 65 +/-5 psid. Thus, the visual indication will be provided prior
to the earliest possible switch actuation, and switch actuation prior to
the opening of the bypass valve.
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LUBE MODULE DESCRIPTION - LUBE AND SCAVENGE OIL FILTERS
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APU OIL D/O (3)

SOLENOID DE-OILING VALVE
The bypass de-oil solenoid valve is an LRU located on the bottom
left hand side of the lube module. It opens to allow air to enter into
the inlet side of the pressure pump under specific start conditions
(depending on oil temperature, fuel temperature and aircraft altitude)
and also during APU shutdown.
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LUBE MODULE DESCRIPTION - SOLENOID DE-OILING VALVE
49 - APU Page 47
APU OIL D/O (3)

GEARBOX DESCRIPTION
The lower part of the gearbox is used as oil reservoir. The total capacity
of the oil reservoir is 8.5 liters. The gearbox is fitted with:
- a gravity fill port and a pressure fill port,
- an oil level sight glass,
- a low oil quantity switch,
- a low oil temperature sensor,
- an oil heater,
- an electrical chip detector,
- an air/oil separator.
Within the gearbox, the cooling fan pad and the starter motor pad are
internally supplied with oil.
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GEARBOX DESCRIPTION
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APU OIL D/O (3)

switch and a nickel-iron alloy coil. It uses an independent aircraft 115
GEARBOX DESCRIPTION (continued) VAC power source to increase the oil temperature. The oil temperature
switch is a "thermal temperature-delay switch" which measures the
GRAVITY FILLING PORT, PRESSURE FILLING PORT
temperature of the oil in the gearbox sump.
AND OIL OVERFLOW PORT As soon as the aircraft is powered, if the APU master switch is OFF
The gravity filling port is on the left-hand side lower part of the and the oil temperature is less than 21°C, the oil heater is automatically
gearbox. It gives a method for the servicing of the Auxiliary Power switched ON. It is deactivated when the oil temperature reaches 43°C.
Unit (APU) with oil and it is big enough to have a servicing from a Note that the oil heater has no direct connection to the ECB.
1-quart can. It has a positive locking device when closed. A pressure
filling port and an oil overflow port are also installed for remote fill ELECTRICAL CHIP DETECTOR
servicing. The gearbox electrical chip detector LRU is installed in the drain plug.
The chip detector detects the magnetic particles from the lowest point
OIL LEVEL SIGHT GLASS in the oil sump.
A sight glass is installed on the gravity fill port for oil level indication. The gearbox electrical chip detector contains an electrical contact gap.
It has two sets of markings for the levels, one when the APU is This gap closes when a sufficient quantity of metal particles has been
running, and the other one when the APU is not running. For each of accumulated and sends a signal to the ECB.
them, there is an "ADD" and a "FULL" mark. The "ADD" mark is
equal to an oil quantity of 4.1 liters (low oil level); the "FULL" mark AIR/OIL SEPARATOR
is equal to a level of 7.3 liters. The oil reservoir is vented through an air/oil separator to the exhaust
cone. When the APU operates, the air/oil separator extracts the oil
LOW OIL QUANTITY SWITCH from the air drawn from the lubrication scavenge pump. Once the
The low oil quantity switch is located next to the gravity fill oil cap separation is completed, the remaining air is vented through the
on the gearbox. It uses dual reed switches for two separate oil level gearbox vent line. The air/oil separator is not an LRU. All these
indications, which are activated by a magnet/float combination when
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systems are the gearbox accessories.

the oil level changes.
LOW OIL TEMPERATURE SENSOR
The low oil temperature sensor is installed on the gearbox housing.
It measures the temperature of the oil in the reservoir. The sensor
transmits the temperature signal to the Electronic Control Box (ECB).
OIL HEATER
The oil heater is a Line Replaceable Unit (LRU) located on the lower
left side of the gearbox. The APU oil heater has an oil temperature
49 - APU Page 50
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GEARBOX DESCRIPTION - GRAVITY FILLING PORT, PRESSURE FILLING PORT AND OIL OVERFLOW PORT ... AIR/OIL SEPARATOR
49 - APU Page 51
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GEARBOX DESCRIPTION - GRAVITY FILLING PORT, PRESSURE FILLING PORT AND OIL OVERFLOW PORT ... AIR/OIL SEPARATOR
49 - APU Page 52

G7508471 - G1K35T0 - FM49D2000000003
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APU OIL D/O (3)

OIL COOLER AND THERMAL BYPASS VALVE
The oil cooler and the thermal bypass valve are used to maintain a proper
oil temperature during APU operation. The operated Thermal bypass
valve operated is fully open at 60°C and fully closed at 77°C.
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OIL COOLER AND THERMAL BYPASS VALVE
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APU OIL D/O (3)

NORMAL OPERATION
In this topic, the normal operation of the oil system will be described
through the feed, distribution, scavenge and vent system.
The generator High Oil Temperature (HOT) sensor is installed inside the
APU generator. It measures the temperature of the generator scavenge
oil. The ECB receives analog signal from this sensor and thus monitors
the temperature of the generator scavenge oil.
DISTRIBUTION
Oil is pumped by three gyrotor pump elements in parallel and goes
through the oil pressure relief valve located in the lubrication module,
which maintains an oil pressure of 65 psig plus or minus 5 psi.
Then, oil goes through the thermal bypass valve.
If the oil temperature is less than 60°C, the valve sends the oil directly
to the lube filter.
If the oil temperature is more than 60°C, the thermal bypass valve
starts to close and the oil goes through the oil cooler before going into
the lube filter. If the oil temperature is more or equal to 77°C the valve
is fully closed.
Finally, oil is supplied to the lubrication points of:
- the APU turbine and mid-frame bearings,
- the load compressor,
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- the accessory drive gearbox,

- the APU generator.
During APU start, the de-oiling solenoid valve will be energized
opening in the cold condition.
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NORMAL OPERATION - DISTRIBUTION
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APU OIL D/O (3)

NORMAL OPERATION (continued)
SCAVENGE
The APU generator scavenge oil is picked up by three pump elements
and passed through a dedicated filter element. This prevents any debris
from the generator to be carried to the APU. Then, oil lubricates the
starter before going back to the gearbox sump. The oil from the APU
mid-frame and turbine bearings is scavenged to the oil reservoir by
two gyrotor pump elements and is sent back to the gearbox sump.
OIL VENT
Oil scavenged from the oil sumps is highly contaminated by air, which
leaks through the carbon face seals. Consequently, a greater volume
of air and oil mixture flows through the scavenge pump elements and
enters the gearbox. The air/oil separator extracts the air from the
mixture and sends it outside through the exhaust duct.
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NORMAL OPERATION - SCAVENGE & OIL VENT
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APU OIL D/O (3)

ABNORMAL OPERATION
The LOP and High Oil Temperature (HOT) warning systems protect the
APU against malfunctions, which may seriously damage the APU.
LOP CONDITION
If the oil pressure decreases to 28 psi plus or minus 2 psi, the LOP
switch transmits a low oil-pressure signal to the ECB which triggers
an APU shutdown.
NOTE: During the flight, the LOP shutdown is inhibited.

HOT CONDITION
Two HOT shutdowns can be initiated by the ECB:
- if the temperature measured by the oil temperature sensor is higher
than 147°C, for more than 10 seconds, the ECB triggers a HOT APU
shutdown,
- if the temperature measured by the generator oil temperature sensor
is higher than 185°C, for more than 1 second, the ECB triggers an
APU generator HOT shutdown.
NOTE: During the flight, the HOT shutdown is inhibited.

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ABNORMAL OPERATION - LOP CONDITION & HOT CONDITION
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APU OIL D/O (3)

MONITORING
The ECB monitors the oil level status when the aircraft is on ground, the
APU is not running and when the power-up initialization is finished, a
few seconds after the APU master switch is pressed in.
Three conditions of the oil level are shown on the EIS and on the
Centralized Maintenance System (CMS):
- if an OIL LEVEL: OK indication is displayed on the APU SERVICE
DATA page of the CMS, and if no indication is displayed on the ECAM
APU page, the oil level is sufficient.
- if an OIL LEVEL: CHECK indication is displayed on the APU
SERVICE DATA page of the CMS, and if a CHECK OIL LEVEL
message appears on the ECAM APU page, the oil level lets the APU
operate for 60 hours with a oil quantity of 4 liters.
- finally, if an OIL LEVEL: LOW indication is displayed on the APU
SERVICE DATA page of the CMS, and if a LOW OIL LEVEL message
appears on the ECAM APU page, the oil level is less than its minimum
and the APU oil reservoir needs to be refilled.
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MONITORING
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APU OPERATION, IGNITION AND STARTING D/O (3)

ECB for control and to both igniter plugs to supply the required high
DESCRIPTION voltage electrical pulses.
The ignition unit operates on 14 to 36V DC input voltage, and creates
The main components of the ignition and starting system are:
an output voltage greater than 18,000 V at a minimum spark rate of
- the starter motor and clutch,
2 sparks per second.
- the main and backup contactors,
- the ignition unit, IGNITION LEADS
- the ignition leads, The ignition leads have Teflon-insulated ignition wire covered with
- the igniter plugs, a flexible tube of spirally-wound nickel-iron alloy and an outer
- the speed sensors, stainless-steel braid. The ignition leads ensure the connection between
- the Exhaust Gas Temperature (EGT) thermocouples, the ignition unit and each igniter plug.
- the data memory module,
- the Electronic Control Box (ECB). IGNITER PLUGS
Each igniter plug has:
STARTER MOTOR AND CLUTCH
- the electrode,
The starter motor is a series-wound DC motor with an overspeed - the insulator,
protection. It is attached to the Auxiliary Power Unit (APU) gearbox - the two-piece outer shell.
by a V-clamp. The starter motor is equipped with a green brushwear The igniter plugs ignite the fuel/air mixture in the combustion chamber.
indicator. The brushes are serviceable when the indicator is visible.
If the green indicator pin disappears, the starter motor must be SPEED SENSORS
replaced. The speed sensors are installed between the load compressor and the
A square end is installed on the shaft of the motor to manually turn air intake housing. Each of the speed sensors measure the APU speed
the APU. and transmits a frequency to the ECB.
A starter clutch is used for the mechanical connection via
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spring-loaded sprags. EXHAUST GAS TEMPERATURE (EGT)

THERMOCOUPLES
MAIN / BACKUP CONTACTORs Four thermocouples are installed in the exhaust cone at the turbine
The main start contactor is installed in the APU box, and the backup discharge. Each thermocouple is a chrome-alumel device with two
start contactor is installed in a box located in the aft underfloor probes of different length. Two thermocouple devices are connected
compartment, in the waste tank area. These two heavy-duty contactors together, forming two separate thermocouple rakes. Each thermocouple
supply the starter motor with 28V DC. rake is connected to the ECB.
IGNITION UNIT
The ignition unit is installed on the lower RH side of the APU in a
hermetically sealed container. The ignition unit is connected to the
LINE MECHANICS COURSE - M35 (Lvl 2&3) (RR Trent 700) APU OPERATION, IGNITION AND STARTING D/O (3) Nov 20, 2008
49 - APU Page 64
MEMORY MODULE
The memory module is a digital memory device, mounted on the left
side of the inlet plenum. The memory module is used to store
information regarding the health monitoring and life usage of the
APU.
The memory module interfaces with the ECB and stores the following
information:
- APU serial number,
- APU operating hour,
- number of successful starts,
- number of unsuccessful starts,
- turbine life consumed.
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DESCRIPTION - STARTER MOTOR AND CLUTCH ... MEMORY MODULE
49 - APU Page 66

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49 - APU Page 67

DESCRIPTION (continued)
ELECTRONIC CONTROL BOX (ECB)
The ECB is a microprocessor-based digital electronic controller that
is the primary part of the APU system logic. In addition to controlling
the APU, the ECB has an integral BITE capability specifically
incorporated to shorten diagnostic operations for troubleshooting.
The main interfaces to the ECB are:
- the APU control P/Bs on the overhead panel,
- the bleed and surge air system,
- the Environmental Control System (ECS),
- the Ground Control Unit (GCU),
- the Central Maintenance System (CMS),
- the memory module,
- the APU actuators, sensors and probes,
- the EIS,
- the Aircraft Condition Monitoring System (ACMS).
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DESCRIPTION - ELECTRONIC CONTROL BOX (ECB)
49 - APU Page 69

When APU speed is around 50%, the ECB opens the start contactors
APU START OPERATION to de-energize the starter motor and cuts off the ignition.
At 60%, the de-oiling valve closes if it was open.
The starting sequence is divided into two parts:
- the start initialization via the APU MASTER SWitch, APU AVAILABLE
- starting the APU starter motor via the START P/BSW.
When APU speed reaches 95%, the ON light on the START P/B goes
MASTER SWITCH ON
off, the AVAIL light comes on in green, the AVAIL message appears
When the MASTER SWitch is set to ON, the ECB is electrically on the ECAM APU page and an APU AVAIL message appears on the
supplied and the following sequence occurs: ECAM EWD memo.
- the ON/R light comes on, 100% is the APU governed speed. The ECB switches to this schedule by
- the APU page is automatically displayed on ECAM, but with only regulating the fuel flow in the Fuel Control Unit (FCU). The APU
amber crosses,- the ECB starts a power up test and checks the generator can be used and the APU BLEED can be switched on.
condition of all necessary items, The ECB compensates the electrical and pneumatic load effects on speed,
After a successful power up test of the ECB, the following sequence by acting on the fuel flow to maintain an APU constant speed at 100%.
occurs:
- the APU parameters are normally displayed in green on ECAM,
- the APU fuel feed line is pressurized,
- the air intake flap actuator opens,
- the Inlet Guide Vanes (IGVs) receive a signal for closure,
Then, once the inlet flap is fully open, the FLAP OPEN message
appears on the ECAM APU page and the APU is ready to be started.
START P/BSW ON
G7508471 - G1K35T0 - FM49D5000000003
When the START P/B is set to ON:

- the ON light on the P/B comes on,
- the de-oiling solenoid valve, used to unload the lube pump, opens
if required,
- the start contactors close and energize the starter motor,.
Then, APU speed (N) increases.
When APU speed reaches 7%, the ECB energizes the ignition system,
opens the fuel solenoid Shut-Off Valve (SOV) and the Fuel Metering
Valve (FMV) starts to regulate the fuel flow.
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APU START OPERATION & APU AVAILABLE
49 - APU Page 71

crosses. Data related to the last run of the APU is transmitted to the
NORMAL APU SHUTDOWN memory module.
A normal APU shutdown is initiated when the APU MASTER SW is set
to OFF.
Once the shutdown sequence is initiated, the pneumatic load is removed
by the ECB by closing the IGVs, opening the surge control valve and
closing the APU bleed valve if it was not already closed.
On ground only, the APU will remain at 100% speed for approximately
15 seconds to allow electrical source synchronization for no-break power
transfer.
Then, APU speed decreases down to 82% for a 85 seconds cool down
period. This cool down period is only initiated if the A/C is below 23,000
feet and for a normal shutdown sequence.
During the entire cool down period the IGVs are closed and the surge
control valve is open.
When APU speed decreases below 95%, the AVAIL legend goes off on
the START P/BSW.
At the end of the cool down period, the ECB sends an overspeed signal
in order to test the overspeed protection circuit and by this way to
shutdown the APU. The fuel solenoid SOV is closed, the de-oiling valve
is open to return the oil to the sump, and the ecology drain valve is open
to blow out the residual fuel from the fuel manifold. In this mode no
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protective shutdown is recorded by the ECB.

When the speed has decreased down to 7%, the following sequence is
controlled by the ECB:
- de-oiling solenoid valve is closure,
- ecology drain valve closure,
- inlet flap starts to close,
- APU fuel feed line is depressurized.
During APU roll down, APU re-start is possible if the MASTER SWitch
is set to ON again under the condition that speed is still above 7%.
Once the inlet flap has reached its fully closed position, the ECB is
self-de-powered and all indications on the APU page change to amber
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NORMAL APU SHUTDOWN
49 - APU Page 73

- no acceleration: insufficient acceleration rate
PROTECTIVE SHUTDOWNS - no flame: EGT remains below 205 °C (400 °F) for 30 seconds during
start sequence.
A protective shutdown logic shuts down the APU automatically whenever
- load compressor overtemperature:
continued APU operation would result in damage to the A/C, the APU
. load compressor inlet temperature (T2) is above 177°C (350 °F),
or the ECB. The shutdown sequence is the same as the normal shutdown
. load compressor outlet temperature is above 250°C (480 °F),
sequence except that there is no 85 seconds cooling period.
. reverse flow condition,
Three shutdown conditions are active at all times:
. surge control valve abnormal position,
- the overspeed shutdown, when APU speed reaches 107%,
- oil filter clogged: lube filter or/and generator scavenge oil filter
- the ECB significant internal failure (1A) shutdown, such as:
differential pressure switch is closed (clogging condition) with oil
- loss of overspeed protection,
temperature above 38 °C (100 °C).
- CPU or RAM CPU or EPROM CPU failure,
- oil chip detection
- CPU power supply failure, ...
- ECB internal failure (1B): 15 VDC power supply failure or power supply
- the emergency shutdown triggered by:
monitoring failure
- the APU fire and overheat detection system (only on ground),
- main power interrupt above 0.5 second while APU is running
- the APU FIRE P/BSW on the overhead panel,
The cause of APU auto-shutdown is stored in the ECB memory.
- the APU SHUT OFF P/BSW, on the external power control panel, at
the fuselage near the NLG,
- the APU EMERG SHUTDOWN P/BSW on the refuel/defuel panel at
the belly fairing.
The other shutdown conditions are inhibited from the start of the first
engine to the shutdown of the last engine (i.e. from flight phase 2 to 9).
These shutdown conditions are:
G7508471 - G1K35T0 - FM49D5000000003
- High Oil Temperature (HOT), when the oil temperature is above 147°C
(297 °F),
- Low Oil Pressure (LOP),
- Generator High Oil Temperature shutdown, when the temperature is
above 185°C (365 °F),
- EGT sensor failure: i.e. loss of EGT signal (failure of both thermocouple
rakes),
- EGT overtemperature, when EGT exceeds 1,260°C (2,300 °F) during
start or exceeds 1,232°C (2,250 °F) during on-speed operation,
- underspeed: i.e. speed dropping below 88% when APU is on-speed,
- inlet flap not fully open,
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G7508471 - G1K35T0 - FM49D5000000003
PROTECTIVE SHUTDOWNS
49 - APU Page 75

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APU LINE MAINTENANCE BRIEFING (2)

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APU LINE MAINTENANCE BRIEFING (2)

SERVICING - APU ACCESS DOOR OPENING & CLOSING

APU LINE MAINTENANCE BRIEFING (2)

the oil reservoir (gearbox) sight glass.

NOTE: To get an accurate oil level indication, do not wait longer

SERVICING - APU OIL SERVICING

SERVICING - APU OIL SERVICING

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APU LINE MAINTENANCE BRIEFING (2)

NOTE: Note: If the inlet is deactivated CLOSED, no further action is

APU LINE MAINTENANCE BRIEFING (2)

APU LINE MAINTENANCE BRIEFING (2)

MAINTENANCE TIPS - 5000VE CIRCUIT BREAKER PANEL

APU LINE MAINTENANCE BRIEFING (2)

APU GENERAL D/O (3)

APU GENERAL D/O (3)

ACCESSORY DRIVE GEARBOX

ENGINE POWER SECTION ... ACCESSORY DRIVE GEARBOX

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APU GENERAL D/O (3)

APU MOUNTS SYSTEM

APU GENERAL D/O (3)

AIR INTAKE SYSTEM

APU GENERAL D/O (3)

APU GENERAL D/O (3)

APU FUEL D/O (3)

APU FUEL D/O (3)

FUEL CONTROL UNIT ... CONTROL AND MONITORING

APU AIR D/O (3)

GENERAL ... ACCESSORY COOLING

APU OIL D/O (3)

APU OIL D/O (3)

APU OIL D/O (3)

LUBE MODULE DESCRIPTION - LUBE AND SCAVENGE OIL FILTERS

APU OIL D/O (3)

LUBE MODULE DESCRIPTION - SOLENOID DE-OILING VALVE

APU OIL D/O (3)

APU OIL D/O (3)

systems are the gearbox accessories.

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APU OIL D/O (3)

OIL COOLER AND THERMAL BYPASS VALVE

APU OIL D/O (3)

- the accessory drive gearbox,

NORMAL OPERATION - DISTRIBUTION

APU OIL D/O (3)

NORMAL OPERATION - SCAVENGE & OIL VENT

APU OIL D/O (3)

NOTE: During the flight, the LOP shutdown is inhibited.

NOTE: During the flight, the HOT shutdown is inhibited.

ABNORMAL OPERATION - LOP CONDITION & HOT CONDITION

APU OIL D/O (3)

APU OPERATION, IGNITION AND STARTING D/O (3)

spring-loaded sprags. EXHAUST GAS TEMPERATURE (EGT)

DESCRIPTION - STARTER MOTOR AND CLUTCH ... MEMORY MODULE

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APU OPERATION, IGNITION AND STARTING D/O (3)