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Ata 49 Aps

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100% found this document useful (1 vote)
235 views89 pages

Ata 49 Aps

Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
You are on page 1/ 89

Boeing

737--300/400/500

ATA 49
Airborne Auxiliary Power
For training purposes and internal use only.
Copyright by Lufthansa LAN Technical Training
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:

Lufthansa LAN Technical Training


AIRBORNE AUXILIARY POWER B737-- 300/400/500
Lufthansa LAN Technical Training

GENERAL
49

ATA 49 APU
FWD

APS 2000
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 1


Lufthansa LAN Technical Training AIRBORNE AUXILIARY POWER B737-- 300/400/500
GENERAL
49-- 00
Abreviations and Acronyms
APS 2000 INTRODUCTION APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auxilary Power Unit
The APS 2000 auxillary power unit (APU) supplies electrical and pneumatic ARINC . . . . . . . . . . . . . . . . . . . . . . . Aeronautical Radio Inc.
power to other airplane systems. This permits these airplane systems to oper- BATT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Battery
ate without the use of ground power sources or the engines. The APU can also
supply electrical and pneumatic power in the air. BITE . . . . . . . . . . . . . . . . . . . . . . . . . Built in Test Equipment
C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Degrees/Celsius
Altitude Operational Limits CB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Circuit Breaker
The APU can supply: DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direct Current
55 KVA electrical power on ground DMU . . . . . . . . . . . . . . . . . . . . . . . . . Data Managment Unit
45 KVA electrical power up to 37,000 feet (11,277 meters) EGT . . . . . . . . . . . . . . . . . . . . . . Exhaust Gas Temperature
Electrical and pneumatic power is available at the same time up to 10,000 EMU . . . . . . . . . . . . . . . . . . . . . . . . . . Event Monitoring Unit
feet (3,048 meters).
FADEC . . . . . . Full Authority Digital Electronic Controller
Pneumatic power alone is available up to 17,000 feet (5,183 meters).
LBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pounds
The APU can be started at 37,000 feet or below.
HZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hertz
Model Designation: KG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Kilogram
Manufacturer: Sundstrand Power System, San Diego, USA. KVA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Kilo Volt Ampere
Ratings at SL: KW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Kilowatt
ROTOR SPEED 45,225 RPM steady state LCD . . . . . . . . . . . . . . . . . . . . . . . . . . Liquid Crystal Display
OVERSPEED 105% / 47,486 LRU . . . . . . . . . . . . . . . . . . . . . . . . . . Line Replaceable Unit
OUTPUT SPEED 6000 RPM at Generator Drive MCDU . . . . . . . . . . . . . Multi Purpose Control Display Unit
BLEED AIR FLOW 193 lbs/min at no electrical load PPH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pounds Per Hour
BLEED AIR PRESSURE 45 PSIG PSI . . . . . . . . . . . . . . . . . . . . . . . . . Punds Per Square Inch
BLEED AIR TEMP 209 C PSIA . . . . . . . . . . . . . . . Punds Per Square Inch Absolute
FUEL FLOW 200 kg/h during max load at standard day PSID . . . . . . . . . . . . . Punds Per Square Inch Differential
For Training Purposes Only

MAX CONTINUOUS EGT 702°C PSIG . . . . . . . . . . . . . . . . . . Punds Per Square Inch Gage
Max EGT 730°C RPM . . . . . . . . . . . . . . . . . . . . . . . . . Revolutions Per Minute
RTD . . . . . . . . . . . . . . . . . Resistive Temperature Detector
SHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft Horsepower
SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Switch
V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Volts

SCL VRC/RRH 26.08.2005 Page: 2


AIRBORNE AUXILIARY POWER B737-- 300/400/500
Lufthansa LAN Technical Training

GENERAL
49-- 00
For Training Purposes Only

Figure 1 APS 2000


SCL VRC/RRH 26.08.2005 Page: 3
AIRBORNE AUXILIARY POWER B737-- 300/400/500
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GENERAL
49-- 00

PANEL DESCRIPTION
MAINTENANCE LIGHT ( blue ) APU BLEED AIR SWITCH
ON- Identifies an APU Warning. An Electrical fault has occured , or an APU Oil ON -Opens the APU Bleed Air Valve if the APU is Operating.
Servicing is required . See MCDU Multi purpuse Control Display Unit or OFF- Closes the APU Bleed Air Valve.
FADEC Fault Display for Maintenance Light Reason.

LOW OIL PRESSURE LIGHT (amber)


ON- APU oil pressure is low, causing the APU to initiate an automatic shut-
down (after the start cycle is complete).
Light is illuminated during start until APU oil pressure is normal.
Light is armed only when APU switch is not in OFF.

FAULT LIGHT (amber)


ON- Identifies an Automatic Shutdown of the APU. See MCDU Multi pur-
puse Control Display Unit or FADEC Fault Display for Fault Light Rea-
son.APU oil temperature is excessive, causing APU to initiate an automatic
shutdown.
Light is armed only when APU switch is not in OFF.
OVERSPEED LIGHT (amber)
ON -- APU speed excessive causing APU to initiate an automatic shutdown.
Note: MASTER CAUTION light and the APU annunciator will illuminate together
with any of the above described amber caution lights (Exception: Low oil
pressure light during APU start)
APU GENERATOR AC AMMETER
Display APU generator load current.
For Training Purposes Only

APU MASTER CONTROL SWITCH


OFF-- Normal position when APU is not running.
OFF-- when APU is running initiates normal shutdown.
ON -- Normal position with APU running.
START (Momentary) -- When APU switch is moved from OFF to START
and released to ON, causes automatic start sequence to be initiated.
EXHAUST TEMPERATURE INDICATOR
Displays APU exhaust gas temperature.

SCL VRC/RRH 26.08.2005 Page: 4


AIRBORNE AUXILIARY POWER B737-- 300/400/500
Lufthansa LAN Technical Training

GENERAL
49-- 00

MAINTENANCE LIGHT

LOW OIL PRESSURE LIGHT

FAULT LIGHT

OVERSPEED LIGHT

RECIRC FAN
OFF

DUCT PRESSURE NORMAL


INDICATOR
40 60
OVHT
80
PSI
APU GENERATOR AC METER 0 100
TEST

L PACK R PACK
ISOLATION
OFF VALVE OFF
AUTO CLOSE AUTO
HIGH AUTO HIGH

FORWARD OVERHEAD PANEL, P5 APU WING


ANTI
PACK
TRIP OFF
OPEN
PACK
TRIP OFF
WING
ANTI
ICE ICE
OFF WING--BODY
TRIP
WING--BODY
For Training Purposes Only

APU MASTER CONTOL SWITCH OVERHEAT OVERHEAT


BLEED BLEED
TRIP OFF TRIP OFF
APU
RESET BLEED AIR
ON
OFF OFF SWITCH

ON ON
START 1 APU 2
BLEED
APU EXHAUST GAS TEMPERATURE INDICATOR

FORWARD OVERHEAD PANEL, P5

Figure 2 APU Panel


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POWER PLANT
49-10

ACCESS DOOR
Access to the APU is through an access door, completely enclosing the APU
compartment.
The access door is hinged on the right side and latched on the left side. It con-
sists of skin, ribs and stringers forming the outside contour of the fuselage. On
the inside are two door open holding rods, two drain cups and cooling air ex-
haust. On the outside, is a drain mast connected to the drain cups.
The door can be opened for normal APU servicing, or it can be removed by
unlatching the hinges on the right side. The drain cups should be inspected
periodically for cleanliness.
The exhaust ducting is cooled by four air inlets around the aft end of the ex-
haust fairing.

SHROUD
The APU shroud is a titanium compartment that fully protects the APU power
plant. The APU shroud gives the protection from an APU fire and decrease the
noise from the APU power plant. The APU shroud includes the upper shroud
and the lower shroud. The upper shroud attaches to the airplane structure and
holds the forward end of the APU exhaust duct. The upper shroud and the
lower shroud connect to one another with the shroud latches on the lower
shroud.
Upper Shroud
The upper shroud is installed in the APU compartment. When the APU is re-
moved from the airplane, the upper shroud will stay in the APU compartment.
The upper shroud has openings for the fuel lines, air inlet ducts and bleed
air duct. Three mounting brackets for the APU engine attach to the shroud
rings.
For Training Purposes Only

Lower Shroud
The lower shroud attaches to the upper shroud with ten shroud latches. The
lower shroud has the openings to the filler port for the oil tank and to the over-
board exhaust for the APU cooling air. Also, there is an access panel that is
removed to read the elapsed time indicator. When the lower shroud is re-
moved, you can get access to do maintenance on the APU.

SCL VRC/RRH 26.08.2005 Page: 6


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POWER PLANT
49-10

EXHAUST DUCT
UPPER
SHROUD

APU DOOR HINGE APU SHROUD LATCH


( 2 LOCATIONS ) DOOR SUPPORT RODS ( 10 LOCATIONS )
DRAIN
(STOWED POSITION)
SEAL PLATES
For Training Purposes Only

DRAIN
HOLES DRAIN LINE

FWD
COOLING AIR EXHAUST
FWD
APU ACCESS DOOR LOWER SHROUD
APU COOLING AIR APU DOOR LATCH
TO DRAIN MAST DRAIN FITTING
EXHAUST DUCT (3 PLACES)

Figure 3 APU Access Door and Shroud.


SCL VRC/RRH 26.08.2005 Page: 7
AIRBORNE AUXILIARY POWER B737-330/430/530
Lufthansa LAN Technical Training

APU POWER PLANT


49-10

APU DRAINS
The APU drains provide means for draining unburned fuel from the engine and
for draining fuel or oil from the shroud in event of leakage inside the shroud.
At the aft end of the shroud, a drain cup with stand--pipe picks up unburned
fuel discharged through the turbine exhaust port. Two fuel drain lines are
manifolded into a fitting on the engine. This fitting mates with a drain cup in the
drain line. The drain line terminates at a fitting at the forward end of the shroud.
Adjacent to the drain line terminal end fitting is another fitting. Through this fit-
ting fuel or oil is drained from the shroud. Both fittings at the forward end of the
shroud mate with drain cups in the APU compartment access door. The drain
cups in the access door are connected to a drain mast.
Drain Valve
The drain valve is a spring- loaded ball device. The drain valve permits fuel that
collects in the combustor to flow to the APU drain mast.
The drain valve is located at the lowest point in the combustor plenum. This
permits complete drainage prior to another attempted start.
The drain valve is spring--Ioaded open until the APU reaches approximately 15
percent RPM. At 15 % RPM APU combustor pressure closes the drain valve.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 8


AIRBORNE AUXILIARY POWER B737-330/430/530
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APU POWER PLANT


49-10

APU
ENGINE

FWD

TURBINE EXHAUST END DRAIN

DRAIN CHECK VALVE


LOWER SHROUD
DRAIN
RESERVIOR

TURBINE EXHAUST
END DRAIN CUP

SHROUD DRAIN
SHROUD
DRAIN CUP

DRAIN CUP
For Training Purposes Only

APU ACCESS DOOR

APU DRAIN MAST

A09673 91061
Figure 4 Shroud Drains.
SCL VRC/RRH 26.08.2005 Page: 9
AIRBORNE AUXILIARY POWER B737-300/400/500
Lufthansa LAN Technical Training

APU AIR INLET


49-15

AIR INLET DESCRIPTION


The air supply for the APU engine operation and accessories cooling is through
a door installed in the air inlet duct. The air inlet consists of a door with a vortex
generator and flap, actuator, door position switch and ducting.
Access to the actuator and door position switch is through an access door on
the left side of the fuselage, forward of the APU compartment.

Operation
When the actuator is powered, the pushrods move the door to the open posi-
tion. Movement of the door deflects the flap on the vortex generator for impro-
vement of air flow into the inlet. When the door is fully open, the door switch
operates. The switch actuation is part of the APU start cycle.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 10


AIRBORNE AUXILIARY POWER B737-300/400/500
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APU AIR INLET


49-15

APU COMPARTMENT STRUCTURE

TORQUE BOX

AIR DIFFUSER
DUCT

VORTEX
GENERATOR
COMPRESSOR
AIR DUCT COOLING
AIR DUCT

AIR INLET
DOOR FWD

SET SCREW
(DOOR OPEN)
VORTEX GENERATOR FLAP
VORTEX GENERATOR

FLAP STOP FLAP STOP


(DOOR CLOSED POSITION) (DOOR OPEN POSITION)
PUSHROD
(CLOSED POSITION)

(OPEN POSITION)
For Training Purposes Only

AIR INLET DOOR


DOOR ACTUATOR CLOSE

AIR INLET DOOR - CLOSED POSITION


DOOR POSITION SWITCH

DOOR
OPEN
Figure 5 APU Air Inlet
SCL VRC/RRH 26.08.2005 Page: 11
AIRBORNE AUXILIARY POWER B737-300/400/500
Lufthansa LAN Technical Training

ENGINE
49-20

BOROSCOPE INSPECTION
The following components of the turbine assembly may be inspected by the
use of a boroscope: Turbine Blade Tips Combustion Chamber Turbine Nozzle
Vanes Turbine Wheel Blades Compressor Wheel Blades Compressor Diffuser

Legend:
1. BLADES OF THE COMPRESSOR WHEEL
2. LEADlNG EDGE OF THE COMPRESSOR WHEEL
3. EXHAUST SECTlON
4. BLADES AND VANES OF THE TURBlNE WHEEL
5. LEADlNG EDGE OF THE TURBlNE WHEEL (3 LOCATlONS)
6. COMBUSTION CHAMBER (4 LOCATlONS)
7. HAND--CRANK PROVlSlONS (LOCATED ON THE COOLlNG FAN)
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 12


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ENGINE
49-20

946555
TURBINE
COMPRESSOR NOZZLE
WHEEL FWD

FWD

COMPRESSOR
BOROSCOPE PLENUM IGNITER
COVER
PLUG PLATE PLUG

6
5 COMBUSTION
1
2 TURBINE CHAMBER
COMPRESSOR WHEEL
DIFFUSER
HAND--CRANK
PROVISIONS LEGEND:
______
COVER
1 BLADES OF THE COMPRESSOR WHEEL

2 LEADING EDGE OF THE COMPRESSOR WHEEL


For Training Purposes Only

COOLING 3 EXHAUST SECTION


BOLT AIR FAN
4 BLADES AND VANES OF THE TURBINE WHEEL
MANUAL DRIVE
5 LEADING EDGE OF THE TURBINE WHEEL (3 LOCATIONS)

6 COMBUSTION CHAMBER

945054 833716

Figure 6 Boroscope Inspection


SCL VRC/RRH 26.08.2005 Page: 13
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OIL
49-90

APU LUBRICATION SYSTEM


The APS 2000 is lubricated by a self-contained, wet sump system that is inte-
gral with the gearbox. The oil system provides a pressurized supply of oil that
lubricates and cools all the gears and bearings in the gearbox and engine rotor
assembly.
Operation
Before the APU is started, the de--prime valve is energized to the open posi-
tion. This stops the supply of oil to the oil pump. When the APU accelerates to
55% service speed, the de--prime valve is de--energized to the closed position.
The oil pump pulls the oil from the oil tank and sends the oil to the oil filter ele-
ment. If the oil filter element is clogged, the bypass valve opens to permit the
oil fiow to continue. From the oil filter element, the oil goes through the oil
cooler. If the oil cooler is clogged, the bypass valve for the oil cooler opens.
From the oil cooler, the oil goes to the gearbox assembly and the gears and
bearings of the APU engine. In the gears and bearings of the APU engine, an
airloil mixture is made. The air/oil mixture is divided when the gearshaft turns.
The air is sent to the turbine exhaust port through a gearbox case vent. The oil
returns to the oil tank by gravity.
The Iube service panel replenishes the oil tank with the oil. The ADD Iight (am-
ber Iight) on the Iube service panei comes on when the oil quantity in the oil
tank is 1 .6 U,S quarts (l .5 Iiters). When the ADD Iight is on, a solenoid valve
opens to Iet the oil enter the oil tank from the pressure fiII connection. The
FULL Iight (green Iight) comes on when the oil quantity in the oil tank is 2.6 U.S
quarts (2.5 Iiters). The solenoid valve wiII close when the FULL Iight is on. The
solenoid valve closes so the oil tank wiII receive the correct amount of oil.

Gearbox oil distribution


Oil is drawn from the gearbox sump by the oil pump mounted on the front of
For Training Purposes Only

the gearbox. The oil is filtered prior to leaving the pump and then fiows through
the oil cooler. The cooled oil is returned to the gearbox oil passages and jets to
provide Iubrication and cooling of the gears, shafts and bearings.
During operation of the gear system, an oil/air mist is created inside the gear-
box. The oil and air are separated by the action of a mechanical separator that
is part of the generator gear shaft. Oil is returned by gravity to the gearbox oil
sump and the air is vented to the APU exhaust through the gearbox vent sys-
tem.

SCL VRC/RRH 26.08.2005 Page: 14


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OIL
49-90

OIL PRESSURE GEARBOX LUBE


OIL TANK VENT LINE
SWITCH TO APU EXHAUST
< 20 PSI ON
> 26 PSI OFF ROTOR
ASSEMBLY

RELIEF
VALVE
45 PSID

OIL COOLER
BYPASS VALVE OIL COOLING
25-45 PSID AIR FAN
COOLER

AIR/OIL MIST

TURBINE ASSEMBLY
FORWARD OVERHEAD PANEL, P5
HIGH OIL OIL FILTER AND
TEMP. SW. PUMP ASSEMBLY
135 C
GEARBOX

FADEC OIL FILTER


AFT BYPASS
CARGO DE--PRIME FILLER CAP
VALVE 40-45 PSID VALVE
CPTM
S FROM FADEC
SIGHT GLASS
FULL APU
OIL OIL PUMP
QTY 60 PSI OILTANK
ADD MODULE TO DE--PRIME
VALVE OIL FILTER OIL LEVEL
APU < 55 % OPEN OIL FILTER SENSOR MAGNETIC
For Training Purposes Only

OIL TANK > 55% CLOSE CLOGGING IND. 30-35 PSID DRAIN PLUG
S
OIL TYPE

FILL
WHEN AMBER
LIGHT IS ON OIL TANK
SOLENOID VALVE LEGEND
OIL SUCTION
PRESS. FILL OIL PRESSURE
CONNECTION
LUBE OIL PRESS. FILLING
SERVICING PANEL
833776 795131 830931 OIL TANK VENT LINE
Figure 7 Lubrication Schematic
SCL VRC/RRH 26.08.2005 Page: 15
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OIL
49-90

OIL TANK DESCRIPTION


Oil Tank
The oil tank is part of the gearbox assembly. The oil tank hold the supply of oil
for the APU Iubrication system. The oil is removed from the oil tank by the oil
pump. The oil goes through the oil filter element and oil cooler to the gearbox
assembly and the APU engine. The oil flows back from the APU engine to the
oil tank by gravity. The air in the oil goes out the turbine exhaust port.The oil
tank has a filler port with a filIer cap and dipstick. The oil can be added to the
oil tank through the filIer port. Also, the oil tank has a sight glass to do a check
on the oil level.
Magnetic Drain Plug
The magnetic drain plug is installed at the bottom of the oil tank. The magnetic
drain plug has a magnetic element and a plug. When the oil tank is serviced,
the magnetic element is removed to make sure no metal particles are in the oil.
If the oil has metal particles, an investigation of damage to the APU engine is
necessary. The magnetic element can be removed without the plug. When the
plug and the magnetic element are removed together, the oil will drain from the
oil tank.

Oil Level Sensor


The oil level sensor transmits a signal through the FADEC to show the APU oil
quantity. The FADEC sends the signal to the MAINT Iight on the forward over-
head panel and to the lube service panel. The oil level sensor has a tube, float
and microswitch. The microswitch has two circuits that are operated by the
fioat. The oil level sensor is installed on the bottom of the APU oil tank.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 16


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OIL
49-90

FWD

FILLER PORT FOR


THE OIL TANK

OIL
FILLER CAP
For Training Purposes Only

MAGNETIC
DRAIN OILLEVEL
PLUG SIGHT GLASS

OIL LEVEL FWD


CHECK
VALVE SENSOR
GEARBOX
OIL TANK (WITH INTEGRATED DIPSTICK
PRESSURE OILTANK)
FILL LINE

803803 833776

Figure 8 Lubrication System Components


SCL VRC/RRH 26.08.2005 Page: 17
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OIL
49-90

COMPONENT DESCRIPTION
Oil Cooler Oil Pressure Relief Valve
The oiI cooler is installed on the APU below the APU electrical generator. The The pressure relief valve is installed in the lower part of the gearbox housing.
oiI cooler is a rectangular unit made of aiuminum tubes. The oiI cooler receives The pressure relief valve keeps the oil pump pressure below 40 to 45 psig. If
the oil from the oiI pump. In the oil cooler the oil moves through the tubes the pressure relief valve opens, the oil wilI flow back to the oil tank.
where it is cooled by air from the cooling tan assembly. The oil tIows from the
oil cooler to the gearbox assembly and the gears and bearings ot the APU en- OiI Pressure Switch
gine. The oil cooler has a bypass valve that opens if the oil cooler is clogged. The oil pressure switch is installed on the gearbox assembly or on the oil cooler
The bypass valve opens when the differentia! pressure across the oii cooler is The oil pressure switch stops the APU when the APU oil pressure decreases to
25 to 35 psig . The bypass valve is tu!Iy open when the differential pressure is 20+/-2 psig . The signal from the oil pressure switch is monitored by the FA-
45 psig . DEC and the airplane electronics in the control cabin.

Oil Pump and Filter Assembly High Oil Temperature Switch


The oil pump and filter assembly is installed on the gearbox assembly. The oil The oil temperature switch is found on the front of the oil pump and filter as-
pump and filter assembly has the oil pump, oil filter element, filter bypass valve, sembly. The oil temperature switch automatically stops the APU when the APU
differential pressure indicator, oil temperature switch and de-prime valve. A oil temperature is greater than 135 +/- 5 C The signal from the oil temperature
shaft that connects to the gearbox assembly drives the oil pump and filter as- switch is monitored by the FADEC and the airplane electronics in the control
sembly. cabin.
The oil pump gets the oil from the oil tank. The oil pump moves the oil under
pressure through the oil cooler to the gears and bearings of the APU. The oil
filter assembly has an oil filter element. The oil filter element keeps alI un-
wanted material in the oil out of the oil pump. The oil filter element is a 2O mi-
cron fiIter that can not be cleaned. The oil filter element must be replaced. The
oil filter element is installed on the oil pump and filter assembly.
The filter bypass valve opens at 40-45 psig when the oil filter element is
clogged this permits unfiltered oil to enter the oil pump. A filter clogging indica-
tor (red ) extends when the differential pressure across the oil filter element is
30 to 35 psig .
For Training Purposes Only

De--Prime Valve
The de--prime valve is energized open when the APU is started . When the
APU accelerates to 55% service speed, the de--prime valve is de--energized to
the closed position. This will permit the oil pump to produce oil pressure. When
the APU is stopped the de--prime valve is energized to the open position to
stop the supply of oil to the oil pump. The oil that stays in the APU wiIl drain to
the oil tank. After 5 minutes APU stop the de--prime valve is de-energized to
the close position.The de--prime valve is installed on the oil pump and filter as-
sembly. The de--prime valve operates with a solenoid.

SCL VRC/RRH 26.08.2005 Page: 18


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OIL
49-90

COOLING AIR FAN


FLAME ARRESTOR
GENERATOR
GEARBOX OIL VENT
TO APU EXHAUST

OIL COOLER

OIL PRESSURE SWITCH


FWD
FWD

OIL PUMP
AND FILTER ASSEMBLY
DE--PRIME
VALVE

OIL FILTER
BYPASS VALVE

OIL FILTER
CLOGGING IND.
(RED)

OIL PRESSURE
For Training Purposes Only

RELIEF VALVE
CARBON SEAL
HIGH OIL DRAIN
TEMP. SWITCH WHITNESS
PORT
GEARBOX DO NOT PLUG
OIL FILTER

803403 997146 830947

Figure 9 Lubrication System Components


SCL VRC/RRH 26.08.2005 Page: 19
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OIL
49-90

OIL TANK SERVICING


Servicing of the oil sump is accomplished by opening the APU access door.
The oil level is checked by removing the filIer cap and using the dipstick. If the
oil level is below the FULL mark, add oil until the Ievel is at the FULL mark on
the dipstick. To assist in observing the servicing during the addition of oil, a Iine
of sight access door is used. The Ievel of oil can be observed through this ac-
cess during servicing. A hole drilled through the fiIler tube prevents overfilIing
of the sump by allowing excess oil to drain out of the fill tube and into the APU
lower shroud.
REMOTE OIL SERVICING
The external service panel provides a means of replenishing the oil supply for
the APU oil tank.

Power
Power for the system is 28 volts dc from the battery bus,switched hot bat bus
or APU G.C.U.

Maintenance Practices
The oil tank is replenished by connecting the oil supply to the pressure fill con-
nection and pumping oil into the tank until the green light ilIuminates. Required
oil supply pressure is 35 psi.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 20


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OIL
49-90

FULL GREEN LIGHT

STABILIZER
COMPARTMENT
ACCESS DOOR

ADD AMBER LIGHT


PRESSURE
APU OIL FILL LINE
OIL QTY MODULE TO OIL TANK
TANK
M 925 APU
SOLENOID DOOR
VALVE OIL TANK OPEN
SWITCH

OIL TYPE

FWD STABILIZER
COMPARTMENT PRESSURE

BULKHEAD FILL FILL


CONNECTION
WHEN AMBER
LIGHT IS ON
LUBE
SERVICE
ACCESS
For Training Purposes Only

DOOR
DOOR OPEN SWITCH
ACTUATING MAGNET

LUBE SERVICE PANEL

991803

Figure 10 Oil Tank Servicing


SCL VRC/RRH 26.08.2005 Page: 21
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OIL
49-90

OIL SYSTEM SCHEMATIC DESCRIPTION


Operation
When the access door to the re-oil system is opened, 28 volts dc is supplied to
Module M925.
If the oil quantity is more than 2.6 U.S. quarts in the tank, the FULL switch pro-
vides a ground for the green (FULL) light, relay R253 and oil tank’ solenoid
valve remains de--energized.
If the oil quantity is less than 1.6 U.S. quarts in the tank, the ADD switch pro-
vides a ground for the amber (ADD) light, relay R253 and oil tank solenoid
valve are energized. Adding oil to the tank opens the ADD switch and when
tank has 2.6 U.S. quarts the FULL switch operates de--energizing R253 and
solenoid valve.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 22


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OIL
49-90

TO
APU LOW OIL QUANTITY
CONT
MCDU
OFF
BITE CODE LOQ
ON

START
ADD
TO
APU PANEL MAINT
B < 5% RPM
APU
CONT
APU MASTER CONTR. SW. (P5)
FADEC
CLOSE AFT CARGO CPTM

FULL
G
OPEN
DOOR OPEN
SWITCH WHEN OIL LEVEL”ADD”
APU CONTROL UNIT M280 ADD
( E3--3 ) A SIGNAL TO FADEC DURING
APU START AND SHUTDOWN.

28V DC
SWITCHED
HOT BAT BUS APU
CONT FULL

OIL TANK
CIRCUIT BREAKER
SOLENOID VALVE
For Training Purposes Only

PANEL ( P6 --5 )

ADD
28V DC
OIL QTY RELAY OIL LEVEL
SWITCHED R 253 SENSOR
HOT BAT BUS

M 925 APU OIL QTY MODULE APU OIL TANK


APU GENERATOR
CONTROL UNIT ( P6 )

Figure 11 Oil Servicing System Schematic


SCL VRC/RRH 26.08.2005 Page: 23
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ENGINE FUEL AND CONTROL


49-30

APU FUEL SYSTEM


The APU fuel system receives fuel from the airplane wing tanks through a Running (APU RPM above 98 Percent)
shrouded line. The system then pressurizes, filters, and meters fuel for com- The FADEC receives APU RPM, EGT, inlet temperature and inlet pressure si-
bustion. The primary components are the fuel control and pump assembly. low gnals from APU sensors. The FADEC sends electrical control signals to the
and high pressure filters, a start fuel purge solenoid valve, start and main fuel servo valve to meter fuel flow to the main fuel nozzles. This keeps the APU at
manifolds, and nozzles. The APU is a constant speed engine. Speed control is a constant speed with the APU supplying electrical and/or pneumatic loads or
accomplished automatically by the FADEC through torquemotor inputs to the with the APU unloaded.
fuel control and pump assembly, resulting in fuel flow regulation.
Shutdown
Fuel Control and Pump Assembly
Placing the APU switch to off position :
This assembly accomplishes all pressurizing, filtering, and metering for the
The fuel shutoff valve closed.
APU. Electrical connections include the servo valve, the start fuel solenoid
valve, and the main fuel solenoid valve. The air inlet door closed.
The main fuel solenoid valve de--energized to the close position.
SYSTEM OPERATION
The fuel servo valve deenergized.
Starting The start purge valve energized to the open position for 30 seconds.
Placing the APU switch to START and ON, opens the APU fuel shutoff valve Remaining fuel in the APU combustor drains through a drain valve into the lo-
and the inlet door begins to open. When the inlet door is full open,the FADEC wer shroud drain Iine.
activates the starter and energizes the start fuel solenoid valve to open. The The de--prime valve energized to the open position.
start fuel solenoid valve is located on the fuel control and pump assembly.
The hour meter and start counter off.
The APU fuel control and pump assembly then receives fuel from the airplane
tanks through the APU fuel line. A low pressure centrifugal pump pressurizes
the fuel and delivers it to the high pressure gear pump through the external low
pressure fuel fitter. At 2% RPM unmetered fuel flows through the start fuel
solenoid valve, through the start manifold and through the 4 start nozzles into
the combustor.
The FADEC energizes the ignition exciter one second after the starter is ener-
gized. The FADEC energizes the main fuel solenoid valve to open when the
For Training Purposes Only

APU reaches 5% RPM with an increase of 28 C EGT. This permits metered


fuel to flow through the in-line filter, through the check valve to the 14 main fuel
nozzles. When the APU reaches 55% RPM, the FADEC deenergizes the star-
ter and ignition exciter. At 70% RPM the FADEC de-energizes the start fuel
solenoid valve to the close position and energizes the start purge solenoid
valve to the open position for 60 seconds. This removes fuel from the start fuel
manifold and nozzles.
The FADEC monitors APU the EGT during starting. The FADEC sends electri-
cal control signals to the servo valve to meter the fuel flow.

SCL VRC/RRH 26.08.2005 Page: 24


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ENGINE FUEL AND CONTROL


49-30

OPEN: RPM >70% FOR 60 SEC. AND APU SHUT DOWN FOR 30 SEC.

OPEN: RPM >2% CLOSED: RPM >70%


APU BLEED
MAIN CHECK AIR DUCT
FROM VALVE
APU FADEC MODULATED POSITION
FILTER MAIN FUEL
MANIFOLD

OPEN: RPM 5% AND EGT RISE >28 C


TO DRAIN
START CHECK VALVE
PURGE
FADEC VALVE S START FUEL MANIFOLD OIL TANK
VENT LINE
MAIN FUEL START FUEL NOZZLES
M APU FUEL DC
SOLENOID SOLENOID
BOOST PUMP APU FUEL FUEL HEATER GEARBOX
VALVE S VALVE S FLAME
SHUTOFF CHECK VALVE ARRESTOR
VALVE
FUEL LP--FUEL IGNITOR
M HEATER PUMP (2)
FUEL FUEL SERVO
VALVE
SHROUD
COMBUSTER

M DRAIN RELIEF HP EXHAUST


40 DIFF. FUEL
PSI PRESS VALVE
VALVE 640 PSID PUMP
FLOW CONTROL 200 PSID 600 PSI
VALVE <18 o C
AC FUEL BOOST PUMP
FUEL TANK 1 FUEL CONTROL / PUMP ASSEMBLY EXH. DRAIN
APU BLEED AIR
CHECK VALVE
APU BLEED SEAL DRAIN SPEED
AIR SENSOR (2) EGT PROBE (2)
DRAIN CHECK
VALVE
For Training Purposes Only

T AMB FROM
BYPASS START
LEGEND P AMB
PURGE
...

VALVE
10 PSID VALVE
LOW FUEL PRESSURE
FILTER FILTER CLOGGING TO DRAIN MAST
HIGH FUEL PRESSURE INDICATOR 6 PSID

REGULATED FUEL PRESSURE

APU BLEED AIR


TO FADEC
OIL TANK VENT AIR

Figure 12 Fuel System Schematic


SCL VRC/RRH 26.08.2005 Page: 25
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ENGINE FUEL AND CONTROL


49-30

APU FUEL SHUTOFF VALVE


The valve allows fuel supply from the tank to the APU engine. APU FUEL DC BOOST PUMP
The pump supplies pressurized fuel during starting of the APU.
Physical Description
The valve consists of an actuator assembly and valve body assembly. The ac- Physical Description
tuator is motor operated with a manual override. The pump consists of a motor driven vanes, bypass valve, inlet and outlet
ports. It is held in position by four boats through fianges on pump body.
Power
The valve motor utilizes 28 volt dc power. Power
The pump utilizes 28 volt dc power.
Control
The valve operation is controlled by the APU switch on P5 panel and by protec- Control
tion circuits in module M280, APU control unit. The pump operation is controlled by the APU switch and main tank No. 1 boost
The valve is installed on the rear spar of No.1 fuel tank in the Ieft main wheel pump switches on P5 panel.
welI. The pump is mounted on the wing bottom skin aft of the rear spar.
Operation. Operation
The valve is opened by placing the APU switch to the ON position. The valve The pump operates only during APU start if:
can be closed by the switch placed to the OFF position or automaticalIy by fire
the APU Master Switch is in ”ON” and
detection or operation of fire handle. The valve can be operated manually wi-
thout electrical power by the override handle. Boost Pump relays from tank #1 are ”OFF” and
APU RPM is below 98%.
Maintenance Practices
When the APU reaches 98% RPM during the start cycle, the APU pump is au-
The valve actuator assembly can be removed separately from the valve body. tomatically de-energized.
The removal of the valve body requires No. 1 tank entry.
For Training Purposes Only

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ENGINE FUEL AND CONTROL


49-30

LEFT REAR WING SPAR

APU DC
BOOST PUMP

FUEL
OUTLET

APU FUEL
For Training Purposes Only

SHUTOFF
VALVE
FUEL INLET
MANUAL OVERRIDE LEVER
FWD INBD
INBD FWD
LEFT LOWER
INBOARD TRAILING
EDGE PANEL

997665 ATA28.190608

Figure 13 APU Fuel Shutoff Valve and DC Fuel Boost Pump


SCL VRC/RRH 26.08.2005 Page: 27
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ENGINE FUEL AND CONTROL


49-30

START APU START


CIRCUIT
NC

ON

NORMAL
OFF SHUTDOWN APU AIR INLET DOOR
APU MASTER CONTR. SW. (P5)
28V DC
NORM

DISCH
FIRE DOOR
NC
NOT
CLOSE CLOSE FULLY
APU OPEN
FIRE
HANDLE M M
R FULL
OPEN OPEN
OPEN
NORM
NC
FIRE
APU FUEL SHUTOFF APU AIR INLET DOOR DOOR
VALVE ACTUATOR OPEN
FIRE SWITCH
RELAY
APU FIRE
REMOTE DETECTION 28V DC
CONTROL MODULE
PANEL M 279
For Training Purposes Only

28V DC
SWITCHED
HOT BAT BUS APU MONITOR
APU GENERATOR CONTROL UNIT ( P6 )
APU SHUTDOWN SIGNAL
28V DC
SWITCHED
POWER SUPPLY
HOT BAT BUS APU
CONT
APU CONTROL UNIT M 280
CIRCUIT BREAKER PANEL ( P6 --5 )
FADEC M 3056
Figure 14 APU Fuel Shutoff Valve Control FADEC AFT CARGO CPTM
SCL VRC/RRH 26.08.2005 Page: 28
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ENGINE FUEL AND CONTROL


49-30

START
BAT BUS

NC
APU FUEL
BOOST PUMP
M

CIRCUIT
ON BREAKER
PANEL ( P6 ) APU FUEL BOOST PUMP
NC
OFF
R 155 APU FUEL
BOOST PUMP RELAY
APU MASTER CONTROL SWITCH

APU SPEED > 98% RPM

NC

R 191 BOOST PUMP R 18 TANK 1 AFT FUEL


SHUT-OFF RELAY BOOST PUMP RELAY

NC

R 19 TANK 1 FWD FUEL


BOOST PUMP RELAY

P 6 LOAD CONTROL CENTER - R


For Training Purposes Only

28V DC
SWITCHED
HOT BAT BUS
APU MONITOR
28V DC APU GCU ( P6 )

28V DC
POWER SUPPLY SWITCHED
APU CONT HOT BAT BUS
APU CONTROL UNIT M280 ( E3--3 )
CIRCUIT BREAKER PANEL ( P6 )
FADEC M 3056 AFT CARGO CPTM

Figure 15 DC Fuel Boost Pump Control


SCL VRC/RRH 26.08.2005 Page: 29
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ENGINE FUEL AND CONTROL


49-30

FUEL HEATER
The fuel heater is used to prevent ice from blocking the fuel filter.
The heater is a tubular fuel / air heat exchanger. The control valve has a bime-
tallic element for sensing the fuel temperature and allowing bleed air to pass
through the heater.
The fuel heater and control valve with a temperature sensor are attached to the
inside surface of the upper shroud.
FIow Control Valve
When the fuel temperature passing through the valve decreases to
3 C (37 F), the valve modulates to full open. This allows hot air from the APU
bleed duct to pass through the heater and dumps into the shroud. When fuel
temperature increases to 18 C (64 F), the valve closes.
FueI Heater Check Valve
A check valve is installed in the fuel Iine upstream of the heater to retain fuel in
the pump. This ensures a positive prime for starting.

FIow Control Check Valve


A check valve is instalIed in the air line to prevent fuel entering the bleed air
duct.
For Training Purposes Only

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ENGINE FUEL AND CONTROL


49-30

FUEL HEATER
CHECK VALVE

UPPER
SHROUD

FUEL HEATER

OVERBOARD
DUMP LINE
FOR THE
BLEED AIR

FLOW CONTROL VALVE

INLET LINE FOR THE


BLEED AIR

FWD PRESSURE LINE


TO PNEUMATIC
For Training Purposes Only

ACTUATOR

FUEL INLET LINE

FLOW CONTROL
FUEL HOSE CHECK VALVE

APU BLEED AIR DUCT

997661

Figure 16 Fuel Heater and Flow Control Valve


SCL VRC/RRH 26.08.2005 Page: 31
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ENGINE FUEL AND CONTROL


49-- 30

ELECTRONIC FUEL CONTROL AND PUMP ASSEMBLY


The fuel control and pump assembly supplies high pressure fuel to the start Main Fuel Solenoid Valve
fuel manifold and high pressure, metered fuel to the main fuel manifold. It is The main fuel solenoid valve permits metered fuel to flow through the main fuel
mounted to the front face of the accessory gearbox with a quick attach/detach manifold to the main fuel nozzles.
clamp. The fuel control and pump assembly consists of the following compo-
It is energized open during APU start, if
nents:
RPM > 5% and
Centrifugal Pump
EGT rise >28 C.
Gear Pump
It closes during APU shutdown.
High Pressure Relief Valve
Start Fuel Solenoid Valve Differential Pressure Valve
Main Fuel Solenoid Valve The differetial pressure valve holds a constant differential pressure of 200 PSID
Differential Pressure Valve across the fuel servo valve. This differential pressure creates a linear relation-
ship between fuel flow and torquemotor current.
Fuel Servo Valve
Fuel Servo Valve
Centrifugal Pump
The servo valve controls the fuel flow output from the fuel control and pump
rise up the Fuel Pressure to 40 PSIG.
assembly. The servo valve is a torquemotor operated flapper type valve. The
Protects the Gear Pump against cavitation. valve’s position is electrically controlled by the FADEC and has a regulating
range from 7 to 250 kg/h. The servo valve current is a function of APU speed,
Gear Pump
inlet temperature and pressure; and is EGT limited.
rise up the fuel pressure (100% RPM) to 600 PSID with a fuel flow of max
646 kg/h

High Pressure Relief Valve


The high pressure relief valve protects the fuel system against overpressuriza-
tion. It has a crack point pressure of 640 psid.

Start Fuel Solenoid Valve


For Training Purposes Only

The start fuel solenoid gets a signal from the FADEC to permits unmetered fuel
flow through the start fuel nozzles.
opens, if RPM > 2% ( FF ca 10 kg/h)
closes, if RPM > 70%.

SCL VRC/RRH 26.08.2005 Page: 32


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ENGINE FUEL AND CONTROL


49-- 30

GEARBOX

FWD

START FUEL FUEL PUMP


SOLENOID
VALVE

FUEL SERVO
VALVE

MAIN FUEL
SOLENOID VALVE
For Training Purposes Only

FUEL CONTROL AND


PUMP ASSEMBLY

FUEL DRAIN
TUBE FWD

DIFFERENTIAL
PRESSURE VALVE

Figure 17 Fuel Control and Pump Assembly


SCL VRC/RRH 26.08.2005 Page: 33
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ENGINE FUEL AND CONTROL


49-30

START PURGE VALVE


The start fuel purge solenoid va!ve allows APU compressor discharge air to Filter Clogging Indicator ( Red ) , is shown at 6 PSID. Indicates a clogged
remove remaining fuel in the start fuel manifold and nozzles. This prevents co- fuel filter. is resettable.
king of the start fuel nozzles.
Fuel Filter Fitting
The start fuel purge solenoid valve is a normally closed shutoff valve. The FA-
DEC energizes the solenoid for 60 seconds to open when the APU reaches protects the 14 Main Fuel Nozzles against contamination.
70% RPM. This permits compressor discharge air to purge the start manifold
Main Check Valve
and nozzles of remaining fuel.
closes when APU is Shutdown.
When the APU Master switch is placed to OFF; the start fuel purge solenoid
valve is energized to the open position for 30 seconds and then deenergized to Drain Check Valve
the closed position, opens after APU Shutdown, drains the unburned fuel of the Combustion
The start fuel purge solenoid valve is Iocated on the left side of the APU just aft Chamber, connects the Drain Lines to the Drain Mast .
of the ignition exciter. it is located in the high pressure start fuel Iine between closes when the Combustion Discharge Presssure ( CDP ) increases (15%
the fuel control and pump assembly and the start fuel nozzles. APU RPM )
Start Fuel Manifold drains fuel from Start Fuel Nozzles and Start Fuel Manifold during
The start fuel manifold and four start nozzles along with the main fuel manifold -- APU Start > 70% APU RPM and
and fourteen fuel nozzles deliver fuel to the combustion chamber for APU ope- -- during every APU Shutdown when the Start Purge Valve opens,
ration. drains fuel to the Drain Mast (13 ccm Drain Fuel ).
Start Fuel Nozzles ( 4 )
four start nozzles deliver fuel to the combustion chamber for APU operation.

Main Fuel Manifold


The main fuel manifold attaches to the main fuel nozzles ( 14 ). The main fuel
nozzles bolt to the combustor housing. Air in the combustor atomizes the fuel
through a slot in the fuel nozzles.
For Training Purposes Only

Main Fuel Nozzles ( 14 )


Fourteen fuel nozzles deliver fuel to the combustion chamber for APU opera-
tion. The main fuel nozzles supply fuel to the combustor at 550 pph. Air in the
combustor atomizes the fuel through a slot in the fuel nozzles.
Fuel Filter
protects the fuel Gear Stage against contamination.
Filter Bypass
Filter Bypass, opens at 10 PSID .
Filter Clogging Indicator

SCL VRC/RRH 26.08.2005 Page: 34


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ENGINE FUEL AND CONTROL


49-30

START FUEL MANIFOLD

IGNITOR

MAIN FUEL MANIFOLD

MAIN FUEL NOZZLE ( 14 )

FWD COMBUSTION CHAMBER

START PURGE VALVE START FUEL NOZZLE ( 4 )

START FUEL MANIFOLD


DRAIN LINE TO
FILTER CLOGGING
INDICATOR DRAIN CHECK VALVE

FUEL FILTER
ASSEMBLY
FUEL FILTER
For Training Purposes Only

803431

DRAIN CHECK VALVE

FUEL FILTER FITTING MAIN CHECK VALVE MAIN FUEL MANIFOLD COMBUSTION
CHAMBER
DRAIN LINE 997645

Figure 18 Fuel System Components


SCL VRC/RRH 26.08.2005 Page: 35
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ENGINE FUEL AND CONTROL


49-30

FUEL SYSTEM OPERATION


Starting Shutdown
The APU start sequence is controlled by the FADEC. When the APU Master Control Switch is put to OFF following fuel valves will
After 2% RPM (Software version 16), the start fuel solenoid energizes and close:
opens. Main Fuel Solenoid Valve
Unregulated fuel from the high pressure fuel pump is supplied to the start fuel Fuel Servo Valve and
manifold. It enters the combustion chamber via 4 start nozzles. APU Fuel Shutoff Valve
At a speed of 5% RPM and a minor of 28 C EGT rise, the main fuel sole- Start Purge Valve opens for 30 sec. and closes again.
noid valve opens. The fuel servo valve starts controlling the fuel flow. The
magnitude of the regulating fuel flow depends upon RPM, EGT, T-amb and
P-amb. Control is provided by the temperature control circuit within the
FADEC. At this point the fuel flow is approximately 25 kg/h and will conti-
nuosly increase. Regulated high-pressure fuel goes into the main fuel man-
ifold, from where it leaves through 14 main fuel nozzles for combustion.
At 55% RPM ignition is deenergized.
At 70% RPM the start fuel solenoid valve closes and the start purge valve
energized open for 60 sec. CDP air enters the 4 start fuel nozzles in order
to blow out the remaining fuel from the start fuel manifold.
At 80% RPM the temperature control circuit is turned off and the speed con-
trol circuit will now control the fuel flow.
Running Speed > 98%
2 sec after 98% RPM load can be applied. The fuel servo valve, controlled by
the FADEC, coverns the fuel flow to keep the APU-speed at 100% at all normal
loads.
The max. load factor is limited by the EGT-set point. The EGT-set point is vari-
able and is computed by the FADEC. The set point depends upon T-amb and
For Training Purposes Only

P-amb (see EGT-Chart).


The max. EGT is slightly higher than the EGT-set point. An exceedance of
max. EGT will cause an APU Auto Shut Down.

SCL VRC/RRH 26.08.2005 Page: 36


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ENGINE FUEL AND CONTROL


49-30

49

38

AMBIENT TEMPERATURE OF ( C )
27

16

--7

--18

--29
For Training Purposes Only

--40
710 715 720 725 730 735 740

MAXIMUM EGT C
EGT Limit -- APU Speed more than 98%

Figure 19 APU-- MAX. EGT CHART


SCL VRC/RRH 26.08.2005 Page: 37
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AIR
49-50

APU AIR SYSTEM


The bleed air system of the APU supplies compressed air for the air condition-
ing system, engine start system and other pneumatic components of the air-
plane. It also stops compressor surge during alI APU starts and during the nor-
mal operation of the APU.
The APU Bleed Air System supply air to the
-- Air Condition System,
-- Engine Start System,
-- Wing Anti-Ice System,
-- Water and Hydraulic Tank pressurization.
The bleed air system for the APU has a
bleed air valve
and a bleed servo valve
For Training Purposes Only

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AIR
49-50

ON S
BLEED
SERVO ACTUATOR
OFF
VALVE CLOSED
APU APU BLEED REG
BLEED 28 AIR VALVE
AIR SWITCH VDC FILTER
OPEN
P 5 FWD VENT
OVERHEAD M280 APU M278 MISC APU BLEED
PANEL CONTROL UNIT SWITCHING AIR DUCT
E3-2 MODULE E3-2
MAIN ENGINE
START ( GRD ) TO FUEL
TO DUAL
HEATER
BLEED BLEED LIGHT
CHECK
98% RPM VALVE
AND 2 SEC AIR
INLET
OPEN SIGNAL

RPM
FILTER
T AMB
P AMB
COOLING AIR ACTUATOR CHECK
EGT SHUTOFF VALVE VALVE

FADEC
AFT CARGO CPMT
GENERATOR

LEGEND
For Training Purposes Only

COOLING GEARBOX AIR INLET COMBUSTOR


FAN HOUSING HOUSING

BLEED AIR SYSTEM

OIL COOLER

COOLING AIR SYSTEM

A56082

Figure 20 Bleed Air Schematic


SCL VRC/RRH 26.08.2005 Page: 39
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AIR
49-50

APU BLEED BLEED AIR VALVE


The bleed air valve is used to control the bleed air flow from the APU to the
airplane pneumatic system.
The valve consists of a butterfly valve, actuator, rate control valve, switcher
valve and solenoid. The valve is solenoid controlled, pneumaticalIy operated,
shutoff and modulating type.
The valve is controlled by the APU bleed valve switch on the P5 panel and the
bleed servo valve. The FADEC controls the bleed servo valve. Valve operating
pressure is supplied from pneumatic duct through a differential air pressure
regulator.
Differential Air Pressure Regulator
The differential air pressure regulator provides constant pressure air supply for
operation of the bleed valve.
The regulator consists of an air inlet, filter, spring- loaded diaphragm assembly,
metering and relief valves. The regulating pressure is set at 19 psig.
The APU compressor discharge pressure is supplied to the regulator. The me-
tering valve restricts the output to 19 psig independent of ambient conditions.
Bleed Servo Valve
The bleed servo valve changes the control air pressure to the bleed valve. This
permits the bleed valve to modulate. The FADEC controls the bleed servo
valve.
The bleed servo valve is Iocated above and inboard of the oil filler neck on the
APU.
The bleed servo valve is a pneumatic valve that is electrically controlled.
Operation
For Training Purposes Only

When the APU is operating above 98% RPM and the APU bleed air switch is
’ON’, the bleed servo valve changes control pressure to the APU bleed valve.
The FADEC controls the bleed servo valve as a function of APU EGT. When
APU EGT Iimits are approached, the FADEC signals the bleed servo valve to
vent control pressure. This modulates the APU bleed valve closed.

SCL VRC/RRH 26.08.2005 Page: 40


AIRBORNE AUXILIARY POWER B737-300/400/500
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AIR
49-50

UPPER CONTROL AIR LINE TO


SHROUD BLEED SERVO VALVE
BLEED
APU BLEED SERVO
AIR DUCT VALVE

ELECTRICAL
CONNECTOR
TURBINE
PLENUM FWD

FWD

BLEED AIR
VALVE SOLENOID

CONTROL POSITION SWITCH


AIR LINE
CONTROL AIR PRESSURE
TEST PLUG

APU
BLEED
AIR DUCT
For Training Purposes Only

BLEED
AIR VALVE

INBD

AIR FILTER FWD

PRESSURE
REGULATOR
833545

Figure 21 APU Bleed Air Components


SCL VRC/RRH 26.08.2005 Page: 41
AIRBORNE AUXILIARY POWER B737-- 300/400/500
Lufthansa LAN Technical Training

AIR
49-50

BLEED AIR VALVE OPERATION


When the solenoid is energized, air upstream of the butterfly valve passes
through the filter and regulator assembly and switcher valve to chamber C of
the valve. Chamber D is vented through the switcher valve. As the butterfly
valve opens, upstream pressure decreases, chamber B pressure decreases
faster than chamber A pressure by virtue of the restrictor. The differential pres-
sure acts on the diaphragm and opens the rate control valve. This partially
vents chamber C, thus decreasing the opening rate of the valve.
If high EGT occurs, the bleed servo valve vents chamber C and the valve mod-
ulates towards the closed position.
When the solenoid is de--energized, control pressure is supplied to chamber D,
chamber C is vented and the butterfly closes.
Two switches are operated by the bleed valve.
One is for the amber DUAL BLEED light on the P5 panel ( ATA Chapter 36)
and the other goes to the FADEC. The FADEC (Sunstrand) does not use
this signal.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 42


AIRBORNE AUXILIARY POWER B737-- 300/400/500
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AIR
49-50

OFF

VENT
ON

APU BLEED SERVO VALVE


AIR SWITCH
RATE
P5--10 AIR COND. CONTROL
MODULE (P5) SOLENOID VALVE
28 V DC
RATE
ADJUST
A
SWITCHER
MAIN VALVE B
VENT
ENGINE
START M280 APU CONTROL VENT
ENGINE
( GRD ) UNIT (E3--3)
START POPPET
1 RELAY VALVE
C

PNEUMATIC
NC D ACTUATOR

TO PNEUMATIC
SYSTEM
ENGINE START
FILTER
INTERLOCK RELAY PRESSURE
REGULATOR
M278 MISC SWITCHING
MODULE (E3--2)
OPEN
TO DUAL BLEED
LIGHT CIRCUIT CLOSED
APU BLEED AIR VALVE TO FUEL
HEATER
98% RPM RPM AIR
AND 2 SEC INLET
T AMB
OPEN SIGNAL FILTER
P AMB COOLING AIR
TO BLEED SHUTOFF VALVE
For Training Purposes Only

SERVO VALVE EGT

M3056 FADEC GENERATOR


(AFT CARGO CPTM)

COOLING AIR INLET COMBUSTOR


FAN GEARBOX
HOUSING HOUSING

1 AIRPLANES WITH ENGINE


STARTER INTERLOCK OIL COOLER
PROTECTION.

Figure 22 APU Bleed Air Valve Schematic


SCL VRC/RRH 26.08.2005 Page: 43
AIRBORNE AUXILIARY POWER B737-300/400/500
Lufthansa LAN Technical Training

AIR
49-50

APU COOLING AIR SYSTEM


The Cooling Air System consists:
Cooling Air Duct
Cooling Air Pneumatic Actuator
Cooling Air Shutoff Valve
Cooling Air Fan
Cooling Air Inlet Duct
The cooling air duct supplies the stable air to the cooling fan when the airplane
is on the ground. When the airplane is in flight, the cooling air duct supplies the
ram air to the cooling fan. The cooling air duct is Iocated between the torque
box and the inlet flange of the cooling fan.
A cooling fan inlet screen attaches to the cooling fan inlet. An inspection tube
and a cap assembly are attached to the cooling air duct for the inspection of
the fan inlet screen. The inspection tube goes through a Iightening hole in the
horizontal web above the upper shroud.
Pneumatlc Actuator
The pneumatic actuator controls the shutoff valve. The pneumatic actuator has
a cylinder, piston and rod assembly, spring and cap. The pneumatic actuator is
installed on the fIange of the cooling air duct. The pneumatic actuator rod ex-
tends when the pneumatic pressure from the bleed air duct is greater than the
spring force. A filter in the pneumatic Iine seals the pneumatic actuator from
contaminants. The filter can be one that is used again or one that is discarded.

Cooling Air Shutoff Valve


The shutoff valve stops the airflow through the cooling air duct when the APU
is stopped. AIso, the shutoff valve wiII keep aII flames inside the APU shroud if
For Training Purposes Only

an APU fire occurs. The shutoff valve has a butterfiy mounted on a shaft. The
butterfiy is installed in the cooling air duct. The pneumatic actuator controls the
shutoff valve.

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AIR
49-50

CONDITION: APU RUNNING. APU BLEED AIR DUCT

AIR
INLET

CHECK
ACTUATOR FILTER VALVE

COOLING AIR
SHUTOFF VALVE

GENERATOR

COOLING AIR AIR INLET COMBUSTOR


INLET DUCT COOLING
GEARBOX
FAN HOUSING HOUSING
For Training Purposes Only

OIL COOLER
S

Figure 23 APU Cooling Air Schematic


SCL VRC/RRH 26.08.2005 Page: 45
AIRBORNE AUXILIARY POWER B737-300/400/500
Lufthansa LAN Technical Training

AIR
49-50

APU COOLING AIR


For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 46


AIRBORNE AUXILIARY POWER B737-300/400/500
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AIR
49-50

PRESSURE LINE
TO THE PNEUMATIC
ACTUATOR
UPPER
SHROUD

PNEUMATIC LINE FILTER


COOLING AND CHECK VALVE
AIR INLET
PRESSURE LINE
TO THE PNEUMATIC
ACTUATOR

CHECK VALVE
(TO FUEL HEATER)

FWD APU BLEED AIR DUCT


For Training Purposes Only

APU BLEED AIR VALVE

767835

Figure 24 Cooling Air Components


SCL VRC/RRH 26.08.2005 Page: 47
AIRBORNE AUXILIARY POWER B737-300/400/500
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AIR
49-50

COOLING FAN
The cooling fan supplies a positive, cool airflow through the oil cooler and the
APU electrical generator. The cooling fan is a gear--driven, mixed flow fan. The
cooling fan has a shaft impeller that is installed in a shroud. A housing holds
the baiI bearing for the impeller shaft. The housing also moves the air to and
from the shaft impeller. The cooling fan inlet duct and the exhaust scroll for the
cooling fan move the air into and out of the cooling fan assembly. The fan inlet
screen stops aII unwanted materials before they go into the components of the
cooling fan that turn.

Cooling Fan Duct


The airflow from the cooling fan moves through the cooling fan duct to the oil
cooler and APU electrical generator.
Operation
When the APU operates, the cooling fan supplies the cooling air. The gearbox
accessory drive turns the cooling fan. The cooling fan supplies stable air while
the airplane is on the ground. When the airplane is in flight, the cooling fan sup-
plies ram air. The pneumatic actuator receives the pneumatic pressure from
the bleed air duct to hold the shutoff valve open. The cooling air from the cool-
ing fan is supplied to the APU electrical generator and the oil cooler. To get to
the APU shroud, the cooling air moves through the cooling fan duct. In the APU
shroud, the cooling air keeps the APU temperature Iow. From the APU shroud,
the cooling air goes out through the APU exhaust system. When the APU is
stopped, the pneumatic actuator close the shutoff valve. When the shutoff
valve closes, it wiII keep aII f!ames from an APU fire in the APU shroud.
For Training Purposes Only

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AIR
49-50

COOLING FAN
INLET SCREEN
INSPECTION TUBE COOLING AIR
SHUTOFF VALVE
PNEUMATIC
PNEUMATIC PRESSURE LINE ACTUATOR
ACTUATOR
STABILIZER
COOLING AIR COMPARTMENT
SHUTOFF VALVE AREA

ACTUATOR RETRACTED
COOLING AIR DUCT

COOLING CLOSED POSITION


FWD
AIRFLOW

UPPER
SHROUD COOLING FAN
INLET SCREEN

PRESSURE LINE
APU INLET
GEARBOX
COOLING FAN DRIVEN
For Training Purposes Only

ACTUATOR EXTENDED

OPEN POSITION
COVER
AND LOCATION
TO MANUALLY
COOLING AIRFLOW TURN THE APU
TO GENERATOR COOLING AIR SHUTOFF VALVE TEST
AND OIL COOLER
767825 767831 767832

Figure 25 Cooling Air Shutoff Valve


SCL VRC/RRH 26.08.2005 Page: 49
AIRBORNE AUXILIARY POWER B737-300/400/500
Lufthansa LAN Technical Training

IGNITION / STARTING
49-40

IGNITION AND START SYSTEM


The APU ignition and starting system provides the means of rotating the APU
engine to starting speed and for igniting the fuel-air mixture in the combustion
chamber.
System Description
The system consists of a starter, start relay, ignition exciter, igniter plug, and
control circuits.
Component Location
The starter, ignition exciter, ignition leads and igniter plugs are located on the
APU engine. The start relay is located in the electronic equipment compart-
ment right outboard side of the E3 rack.
System Interfaces
The start system interfaces with the full authority digital electronic control (FA-
DEC), APU control unit and APU switch.
Operation
During APU start, the starter is energized and the APU rotates. The ignition
exciter is energized by the action of the FADEC.
The starter and ignition circuits are de-energized by the action of the FADEC
during APU engine acceleration. During normal engine operation, the exciter
remains de-energized.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 50


AIRBORNE AUXILIARY POWER B737-300/400/500
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IGNITION / STARTING
49-40

START RELAY
START R5 APU

NC BATTERY
28 V DC
STARTER

ON
IGNITER
PLUG
IGNITION
OFF TD 1 SEC
EXCITER IGNITER
APU MASTER CONTROL SWITCH PLUG
( P5 )

FULL OPEN

AIR INLET DOOR


POSITION SWITCH

>
= 55 % RPM

28V DC NO FADEC FAULT SIGNAL


For Training Purposes Only

28V DC
SWITCHED
HOT BAT BUS

APU GENERATOR CONTROL UNIT( P6 ) APU MONITOR

28V DC
SWITCHED POWER SUPPLY
HOT BAT BUS APU APU CONTROL UNIT M280 ( E3--3 )
CONT
APU GENERATOR CONTROL UNIT ( P6 )
FADEC M 3056 AFT CARGO CPTM

Figure 26 Ignition / Starting Schematic


SCL VRC/RRH 26.08.2005 Page: 51
AIRBORNE AUXILIARY POWER B737-300/400/500
Lufthansa LAN Technical Training

IGNITION / STARTING
49-40

IGNITION COMPONENT DESCRIPTION


Purpose
The purpose of the ignition system is to provide the spark necessary to ignite
the fuel and air mixture for APU operation.

Ignition Exiter ( 1 )
The ignition exciter supplies the high voltage current necessary to cause the
igniter plugs to make the sparks. The ignition exciter has a transformer, in-
verter, rectifier, booster coil and capacitors. These components are hermeti-
cally sealed in a metal container on the APU. The ignition unit is an LRU.
Igniter Plugs ( 2 )
The ignition system has two igniter plugs, left and right. The igniter plugs have
an outer casing, center electrode and ceramic insulator. The igniters screw into
mounting bosses on the combustor case. The igniters are LRU’S.
WARNING: MAKE SURE YOU REMOVE THE ELECTRICAL POWER
FROM THE IGNITION AND START SYSTEM. LET 5 MIN-
UTES GO BY BEFORE YOU REMOVE THE IGNITER
CABLE. GROUND THE IGNITER CABLE AGAINST THE
SHELL OF THE IGNITER PLUG BEFORE YOU REMOVE
THE IGNITER CABLE. MAKE SURE THAT THE IGNITION
EXITER IS FREE FROM ELECTRICAL POWER BEFORE
YOU REMOVE THE IGNITER CABLE. THE ELECTRICAL
POWER TO THE IGNITION AND START SYSTEM IS AT A
VERY HIGH VOLTAGE. THE ELECTRICAL POWER TO THE
IGNITION AND START SYSTEM CAN CAUSE INJURY TO
OR KILL PERSONS.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 52


AIRBORNE AUXILIARY POWER B737-300/400/500
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IGNITION / STARTING
49-40

COMBUSTION
CHAMBER
HOUSING

IGNITER
FWD PLUG

ELECTRICAL
CONNECTOR

IGNITER
CABLE
IGNITION
EXCITER
For Training Purposes Only

IGNITER CABLE S
768571

Figure 27 Ignition Components


SCL VRC/RRH 26.08.2005 Page: 53
AIRBORNE AUXILIARY POWER B737-300/400/500
Lufthansa LAN Technical Training

IGNITION / STARTING
49-40

STARTING COMPONENT DESCRIPTION


Start Relay R5
Connects the Battery Power 28 V DC to the Starter.
energized when:
APU Master Switch „START“,
Air Inlet Door Full Open.
FADEC NO FAULT,
de-energized when :
APU RPM > 55%. or:
FADEC detects FAULT.
Location:
Right Side Electronic Compartment.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 54


AIRBORNE AUXILIARY POWER B737-300/400/500
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IGNITION / STARTING
49-40

START
RELAY R5
For Training Purposes Only

FWD

803778

Figure 28 Start Relay Location


SCL VRC/RRH 26.08.2005 Page: 55
AIRBORNE AUXILIARY POWER B737-300/400/500
Lufthansa LAN Technical Training

IGNITION / STARTING
49-40

STARTING COMPONENT DESCRIPTION


Purpose
The starter provides initial power for rotating the APU engine compressor, tur-
bine, and engine--driven accessories to a speed high enough to obtain good
airflow for combustion.

Location
The starter is mounted on the accessory drive section.

Physical Description
The starter consists of an electric motor, a starter motor shaft assembly with an
internal sprag clutch.

Power
The power supply to the starter is 28 volt dc from the battery or external dc
power connection.
Operation
The starter is energized by the action of the APU switch. !t wiIl continue to
drive the APU until 55% RPM. The power supply to the starter is controlled by
the FADEC. The starter brushwear switch is located inside the starter. This
switch is Iocated inside the starter. This switch electrically signals the FADEC
when 75% brushwear occurs.
Monitor
The starter operation is monitored by the dc ammeter on the P5 panel in the
flight compartment and the FADEC located in the aft cargo compartment.

Starter Motor Duty Cycle


For Training Purposes Only

APU Start Mode


3 consecutive starts or tries (Maximum) ( NO EGT Increase during the APU
starts or tries ) (30 minutes cooldown time).

SCL VRC/RRH 26.08.2005 Page: 56


AIRBORNE AUXILIARY POWER B737-300/400/500
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IGNITION / STARTING
49-40

FWD

FWD
GEARBOX

WASHER SPRAG PAWL


V--BAND CLAMP
SCREW ”ENGAGED”
APU
RETAINING RING
PACKING OUTER
RACE

STARTER MOTOR INNER


RACE
STARTER
SHAFT ASSEMBLY
( CLUTCH )
SPRAG PAWL
For Training Purposes Only

CAUTION: THE SHAFT ASSEMBLY MUST BE ”DISENGAGED”


APU
PULLED OUT FROM THE GARBOX ASSEM-
BLY IN A STRAIGHT DIRECTION. DO NOT
TWIST THE SHAFT ASSEMBLY FROM SIDE
TO SIDE. THE SHAFT ASSEMBLY CAN BE DA-
MAGED OR COME APART.
STARTER

SHAFT ASSEMBLY ( CLUTCH ) OPERATION

Figure 29 Starter Motor and Shaft Assembly


SCL VRC/RRH 26.08.2005 Page: 57
ENGINE CONTROLS B737-300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

APU CONTROLS
The APU control system consists of manual and automatic controls for
Start Sequence.
Speed Governing.
Load Control.
Shutdown.
Fault Detection and Indication.
Fault History and Memory.
APU control during all phases of operation is primarily the function of the FA-
DEC, however, other components are also active in controlling operation.

System Description
The primary APU control system consists of the following:
--Full Authority Digital Electronic Control (FADEC)
--APU Control Unit ( M28O Module )
--Speed Sensors (2)
--Ambient Temperature Sensor
--Ambient Pressure Sensor
For Training Purposes Only

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ENGINE CONTROLS B737-300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

LOW OIL HIGH OIL OIL LEVEL STARTER


PRESS. TEMP.
SWITCH SWITCH SENSOR BRUSH IND

APU
CONTROL UNIT
FWD OVERHEAD PANEL P 5

EGT RPM AMB. AMB.


SENSOR SENSOR TEMP. PRESS.
NO.1 / 2 NO.1 / 2 SENSOR SENSOR

EMU
FLIGHT DATA
AQUSITION UNIT
( FDAU )

AIR /GRD

APU CONTROL
FADEC

28V DC SW. HOT BAT BUS


MISCELLANE0US
SWITCHING
MODULE

ON
For Training Purposes Only

OFF
FWD OVERHEAD
PANEL P5

START FUEL START MAIN FUEL FUEL BLEED AIR BLEED


STARTING IGNITION SOLENOID PURGE SOLENOID SERVO VALVE SERVO DE-PRIME
VALVE VALVE VALVE VALVE SOLENOID VALVE VALVE

Figure 30 APU Control Sytem Schematic


SCL VRC/RRH 26.08.2005 Page: 59
ENGINE CONTROLS B737-300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

APU CONTROL UNIT/FADEC DESCRIPTION


APU Control Unit
The APU Control Unit ( M 280 ) is used in conjunction with the FADEC for
Starting, operation, and shutdown of the APU.
The Unit contains switches and relays. On the front is a circuit breaker for over-
START
current protection. START/STOP SEQUENCING
The Unit contains a 300sec. time delay relay to switch off the APU Indication SYSTEM
after the APU switch is placed to off. SPEED
FIRE
The power supply is 28 v dc batt bus, APU Generator Control Unit and 28 vdc PROTECTION CONTROL
SYSTEM
switched hot batt. bus.
The APU Control Unit ( M 280 ) location is in the electronic copartment, E3-3. BLEED VALVE AIRFLOW
CONTROL
INTERFACE SYSTEM
FADEC ( Full Authority Digital Electronic Controller ).
The Full Authority Digital Electronic Control (FADEC) is a microprocessor-- COCKPIT PROTECTIVE
based system. SHUT DOWN
INTERFACE SYSTEM
The FADEC controls the following activities::
FADEC SELF
Start Sequence. WIRING TEST
Speed Governing. INTERFACE

Load Control.
APU CONTROL UNIT M280 FADEC M3056
Shutdown.
Fault Detection, Protection and Indication.
Fault History.
Recording of engine operating history and provisions for communicating the
engine functional status, fault assessment, and operating history to the Digital
Flight Data Acquisition Unit. The DFDAU compiles this information and then
For Training Purposes Only

sends it to the flight recorder.


The power supply is 28 v dc batt bus, and 28 vdc from the switched hot batt.
bus.
The FADEC location is in the aft cargo compartment .

SCL VRC/RRH 26.08.2005 Page: 60


ENGINE CONTROLS B737-300/400/500
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APU CONTROLS
49-60

AFT CARGO
E 3 ELECTRONIC SHELF
DOOR

AFT CARGO
COMPARTMENT

CIRCUIT BREAKER
For Training Purposes Only

APU CONTROL UNIT M280


FADEC M3056

769273

Figure 31 APU Control Unit and FADEC Component


SCL VRC/RRH 26.08.2005 Page: 61
ENGINE CONTROLS B737-300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

FADEC DESCRIPTION
The FADEC will conduct a self--test and initialization procedure. Following a of view. You can then push the FAULT DlSPLAY switch on the FADEC and still
successful self--test, the FADEC wilI enter into a watch state in which it moni- see the FADEC BITE code for the last auto shutdown.
tors APU startup and continuous operation. If a component fails, depending on
the severity of the situation, the FADEC will either shutdown the APU with a Start Prepare Test.
FAULT light displayed on the overhead P5 or illuminate a MAlNT light also on When you move the APU master switch from ON to START then to ON, the
the P5, but continue to operate. fault display will show the result of the start prepare test. When the APU oper-
ates, the fault display will show the condition of the APU system continuously.
LED Display
If the airplane is on the ground and the APU does not start or has an automatic
Faults and warnings are displayed on the alpha numeric display on the front of shutdown, do not try a subsequent start until you look at the FADEC. When
the FADEC. Faults/warnings are displayed in the order of occurrence with criti- you move the APU master switch to the OFF position and then to START, the
cal faults taking precedence over warnings. This data is just for the present FADEC BITE code from the last auto shutdown will not show. The problem
APU cycle. Historical data can be accessed via the Fault Data switch. The fault from the first start can possibly not occur again on the subsequent start.
indication will be cleared once the fault condition has been corrected and a new
You must have the APU Master switch in the OFF position to make the FADEC
APU cycle is initiated. It is not until the FADEC senses the fault again, that it
BITE code from the last auto shutdown show.
will display it on the LED.
For the situation in which a fault occurs, and power is removed from the air- Nonvolatile Memory
plane (Bat switch is placed to the OFF position), the FADEC will retain the Five categories of data will be transmitted to the DFDAU as part of the APU
fault(s). condition monitoring. These are:
FADEC BITE Test Procedure CATEGORY PARAMETER
Set the APU Master switch to the OFF position. Life Cycle Engine I.D. Number
Set the BAT switch to the ON position. Data Hours of Operation
Push the FAULT DISPLAY switch on the FADEC. Number of Starts
The fault display on the FADEC will show firstly the APU Identification Number Real Time EGT
( ENID ). Then the fault display will show the FADEC BITE code (s) of the Operating Speed
given faults of the last APU auto shutdown or maintenance data ( first history
Parameters Fuel Flow
record ) or OK if there were no FADEC BITE code (s) found by the FADEC.
Inlet Pressure
Following comes 11 history records (second history records ), a FADEC BITE
For Training Purposes Only

Inlet Temperature
code or maintenance data or OK will show for five seconds. After one compled
cycle the FADEC BITE code ( first hystory record ) from the last APU auto Real Time 3 Fault Codes
shutdown or maintenance data or OK will show again for 10-15 seconds. After Fault Data 12 History
10-15 seconds the fault display go out of view. The ARlNC 429 transmission take place in the continuous broadcast mode
and shall commence when the FADEC is powered up through the APU switch
Power Up Self Test.
or the display power switch.
When you move the APU Master switch from OFF to ON, the FAULT DISPLAY
will show the result of the power-up self-test of the FADEC. lf you move the
APU master switch from ON to OFF and you did not move it to START, the re-
sult of the power-up self-test for the FADEC will show for 5 minutes then go out

SCL VRC/RRH 26.08.2005 Page: 62


ENGINE CONTROLS B737-300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

ACCL FAIL TO ACCEL FAULT DISPLAY


ACFT FIRE/DOOR NOT OPEN/ BATTERY SW OFF
AMBP AMBIENT PRESSURE SENSING SYSTEM
AMBT AMBIENT TEMP SENSING SYSTEM
ASVL ANTI SURGE VALVE SYSTEM AFT CARGO
BLD A/C BLEED VALVE SYSTEM DOOR ENID 1
ECU ELECTRONIC CONTROL UNIT SYSTEM
EMU EVENT MONITOR UNIT SYSTEM
EXCT IGNITION SYSTEM
FSRV FUEL SERVO SYSTEM AFT CARGO FADEC BITE CODE ( S ) OF
GDOV GEARBOX DE-OILING VALVE SYSTEM COMPARTMENT THE GIVEN FAULTS AND
HOT HIGH OIL TEMPERATURE MAINTENANCE DATA OF
LITE FAIL TO LITE THE LAST APU SHUTDOWN
LOP LOW OIL PRESSURE ( FIRST HISTORY RECORD ) 2
LOQ LOW OIL QUANTITY
MFVL MAIN FUEL VALVE SYSTEM FIRST FADEC BITE
OPSW OIL PRESSURE SWITCH SYSTEM CODE OF THE FIRST
OTMP OVERTEMP HIST
HISTORY RECORD
OVSP OVERSPEED
PWRF ELECTRICAL POWER SYSTEM
SFVL START FUEL VALVE SYSTEM
SPD1 SPEED SENSING SYSTEM 1 SYSTEM END
FAULT RN 11 3
SPD2 SPEED SENSING SYSTEM 2 SYSTEM
SPVL START PURGE VALVE SYSTEM DISPLAY SWITCH
SRVB BLEED SERVO SYSTEM
STRT STARTER SYSTEM
TC1 EGT SYSTEM 1 SYSTEM FAULT RN 10 RN 01
TC2 EGT SYSTEM 2 SYSTEM DISPLAY
UNSP UNDERSPEED

RN 09 RN 02
FADEC BITE CODE DECCODING LABEL

FADEC
IDENTIFICATION RN 08 RN 03
PLATE

FADEC
DATA RN 07 RN 04
For Training Purposes Only

CONNECTOR

RN 06 RN 05

FADEC M3056
FADEC DISPLAY SEQENCE WHEN FAULT DISPLAY SWITCH IS PUSHED.
1 THE FAULT DISPLAY WILL SHOW THE LAST FOUR NUMBERS OF THE IDENTIFICATION NUMBER ( ENIT )

2 THE FAULT DISPLAY WILL SHOW ”OK ” WHEN NO FAULTS OR MAINTENANCE DATA ARE IN MEMORY.

3 THIS IS THE SECOND HISTORY ( RN ) RECORD. UP TO 11 HISTORY RECORDS ARE POSSIBLE. THE FAULT
a53173 DISPLAY WILL SHOW ”N/A” WHEN NO HISTORY RECORDS ARE IN MEMORY.

Figure 32 FADEC Component


SCL VRC/RRH 26.08.2005 Page: 63
ENGINE CONTROLS B737-300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

AMBIENT PRESSURE TRANSDUCER


The ambient pressure sensor senses inlet air pressure to the compressor.
The pressure sensor is mounted on the Ieft side of the air inlet muff above the
temperature sensor.
The pressure sensor measures inlet air pressure and sends that signal to the
FADEC for fuel flow scheduling and operation of the anti--surge bleed valve.

Ambient Temperature Sensor


The Ambient Temperature Sensor senses air inlet temperature to the compres-
sor.
The temperature sensor is mounted on the left side of the air inlet muff below
the pressure sensor.
The temperature sensor measures inlet air temperature and sends the signal to
the FADEC for fuel flow scheduling.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 64


ENGINE CONTROLS B737-300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

MOUNTING FLANGE

FWD

AMBIENT PRESSURE
TRANSDUCER

MOUNTING FLANGE
For Training Purposes Only

AMBIENT
TEMPERATURE
SENSOR
FILLER PORT
FOR THE OIL TANK
FWD

833587 833686

Figure 33 Amb. Press. Transducer and Amb. Temp. Sensor


SCL VRC/RRH 26.08.2005 Page: 65
ENGINE CONTROLS B737-300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

SPEED SENSOR
Speed Sensor ( 2 )
The two speed sensors deliver analog signals to the FADEC for speed sensing.
The FADEC uses this information to operate start sequencing, condition moni-
toring and provides overspeed and underspeed control.
The speed sensors are located inside of the engine air intake muff and are
mounted on the intake-housing.
The magnetic probe of each sensor extends through the housing and aligns
with the Iobes on the oil impeller. As the turbine/compressor shaft rotates, the
Iobes on the oil impeller pass by a magnetic probe on each speed sensor. This
generates a sinusoidal output signal which is then sent to the FADEC.
The loss of speed sensor will signal the FADEC to give a MAINT light on the
P5 panel. The loss of both speed sensors will result in an automatic shutdown
and a FAULT light.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 66


ENGINE CONTROLS B737-300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

APU AIR INLET HOUSING

PACKING

FWD SPEED SENSOR PROBE NO. 1

BOLT
ELECTRICAL
CONNECTOR

AIR INLET MUFF

AIR INLET HOUSING

SPEED SENSOR PROBE


For Training Purposes Only

OIL IMPELLER LOBES

SPEED SENSOR PROBE NO. 2


APU COMPRESSOR
AIR INTAKE SCREEN

833716

Figure 34 Speed Sensor


SCL VRC/RRH 26.08.2005 Page: 67
ENGINE CONTROLS B737/300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

APU START SEQUENCE


1. BATTERY SWITCH 0N. 6. AT 55% SPEED
2. APU MASTER CONTROL SWITCH TO THE START MOMENTARILY AND STARTER RELAY DE-ENERGIZED
TO THE ON POSITION. IGNITION EXCITER DE-ENERGIZED.
APU CONTROL UNIT AND FADEC ELECTRICAL POWERED. DE-PRIME VALVE CLOSE.
FADEC INITIATES ELECTRICAL POWER FOR SELF TEST INITIALIZA- 7. AT 70% SPEED
TION.
START FUEL SHUT OFF VALVE DE-ENERGIZED TO CLOSE.
FADEC SELF TEST INITIALIZATION PROCEDURE COMPLETED, WHEN
START PURGE VALVE ENERGIZED TO OPEN FOR 60 SEC.
NO FAULTS, FADEC GOES TO WATCH STATE.
LOW OIL PRESSURE LIGHT OFF, WHEN OIL PRESS. > 26 PSI.
TIME DELAY RELAY ACTIVATES EGT AND FADEC FAULT DISPLAY.
8. AT 80% SPEED
DE-PRIME VALVE OPEN.
FADEC: DE- ACTIVATES TEMPERATURE CONTROL CIRCUIT.
DC FUEL PUMP ON.
FADEC: ACTIVATES SPEED CONTROL CIRCUIT.
LOW OIL PRESSURE LIGHT ON.
9. AT 98% SPEED
APU FUEL SHUT OFF VALVE OPENS, WHEN OPEN:
DC FUEL PUMP OFF.
APU AIR INLET DOOR OPENS ( CA 15 SEC, MAX ALLOWABLE 30 SEC)
+ TD 2 SEC, READY TO LOAD ( RTL ) SIGNAL, FOR APU BLEED AIR
NOTE: IF APU MASTER CONTROL SWITCH IS PLACED TO THE ON VALVE,
POSITION : SAME ACTIONS AS ABOVE. THE APU MASTER
GEN. BUS OFF LIGHT ILLUMINATES.
CONTROL SWITCH THEN SELECTED TO START :
APU START SEQUENCE CONTINIUE LOW OIL PRESS. AUTO SHUTDOWN CIRCUIT ACTIVATED.
3. WHEN APU AIR INLET DOOR FULL OPEN APU ENGINE STARTS: 10.AT 100% SPEED
STARTER RELAY ENERGIZED FADEC SPEED CONTOLLED. NORMAL RUNNING SPEED.
4. AT 2% SPEED
START FUEL SOLENOID VALVE OPEN.
+ TD1 SEC. IGNITION EXCITER ENERGIZED.
For Training Purposes Only

5. AT 5% SPEED
MAIN FUEL VALVE OPENS WHEN EGT RISE > 28 C.
FUEL SERVO VALVE MODULATES.
FADEC ACTIVATES TEMPERATURE CONTROL CIRCUIT.
HOUR METER ON.
START COUNTER PULSE.

SCL VRC/RRH 26.08.2005 Page: 68


ENGINE CONTROLS B737/300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

100% 10
98% 9
90%
80% 8

70% 7

APU 60%
MOTOR 55% 6
RPM%
50%
40%
30%
20%

10%

5% 5
For Training Purposes Only

2% 4

1 2 3 TIME

83952

Figure 35 APU Start Sequence


SCL VRC/RRH 26.08.2005 Page: 69
ENGINE CONTROLS B737/300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

APU SHUT DOWNS


APU NORMAL SHUTDOWN DESCRIPTION
1. APU MASTER CONTROL SWITCH TO OFF POSITION.
REMOVES READY TO LOAD SIGNAL, DISABLE BLEED AIR VALVE,
GEN BUS OFF.
MAIN FUEL SOLENOID VALVE DE-ENERGIZED TO CLOSE
MAIN FUEL SERVO VALVE DE-ENERGIZED
START PURGE VALVE ENERGIZED TO THE OPEN POSITION FOR 30
SEC ,THEN DE-ENERGIZED TO THE CLOSE POSITION.
DE-PRIME VALVE ENERGIZED TO THE OPEN POSITION.
APU FUEL SHUT OFF VALVE CLOSE
APU AIR INLET DOOR CLOSE.
HOUR METER OFF.

APU AUTO SHUTDOWN DESCRIPTION


2. AUTO SHUTDOWN ACTIVATED.
REMOVES READY TO LOAD SIGNAL, DISABLE BLEED AIR VALVE,
GEN BUS OFF.
MAIN FUEL SOLENOID VALVE DE-ENERGIZED TO CLOSE
MAIN FUEL SERVO VALVE DE-ENERGIZED
START PURGE VALVE ENERGIZED TO THE OPEN POSITION FOR 30
SEC ,THEN DE-ENERGIZED TO THE CLOSE POSITION.
DE-PRIME VALVE ENERGIZED TO THE OPEN POSITION.
START FUEL SOLENOID VALVE DE-ENERGIZED( DEPENDS ON RPM )
STARTER RELAY DE-ENERGIZED( DEPENDS ON RPM )
For Training Purposes Only

APU FUEL SHUT OFF VALVE CLOSE.( ONLY WHEN : FIRE DETEC-
TION.)
APU AIR INLET DOOR CLOSE. ( ONLY WHEN : FIRE DETECTION ).
HOUR METER OFF

APU MASTER CONTROL SWITCH TO OFF POSITION + 5 MINUTES.


TIME DELAY RELAY SWITCHES OFF EGT INDICATION AND FADEC
FAULT DISPLAY.

SCL VRC/RRH 26.08.2005 Page: 70


ENGINE CONTROLS B737/300/400/500
Lufthansa LAN Technical Training

APU CONTROLS
49-60

1
MASTER CONTROL SWITCH OFF
OR AUTO SHUT DOWN

APU
MOTOR
RPM%
For Training Purposes Only

TIME

83952

Figure 36 Normal/Auto Shut Down


SCL VRC/RRH 26.08.2005 Page: 71
INDICATING B737-300/400/500
Lufthansa LAN Technical Training

EXHAUST GAS TEMPERATURE INDICA-


TING SYSTEM 49-70

E. G. T. INDICATING SYSTEM.
EGT Indication provides a means of monitoring the efficiency of the APU dur-
ing Startup, run (Ioaded or unloaded) and shutdown.
The EGT Indicating system consists of:
2 Thermocouples, located in the exhaust duct.
Event Monitoring Unit, mounted on the cooling air duct.
FADEC, mounted in the aft cargo compartment.
Balancing Resistor, located in the forward right sidewall of the flight deck. .
EGT Indicator, mounted in the P5 panel on the flight deck.
Once the APU switch has been placed to the START position, 28v dc is pro-
vided to the FADEC, which will then allow an EGT signal to be sent to the indi-
cator on the flight deck. Indication wilI continue during operation and until five
minutes after shutdown. At this time, the time delay will prevent 28v dc to the
FADEC.
The thermocouples sense the exhaust gas temperature and convert it to an
electrical signal. This signal is sent to the Event Monitoring Unit (EMU), and
then to the FADEC. The FADEC uses EGT to modify fuel scheduling and mod-
ulate the Bleed Air Valve. The signal is also sent through a balancing resistor to
the EGT indicator on the PS panel.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 72


INDICATING B737-300/400/500
Lufthansa LAN Technical Training

EXHAUST GAS TEMPERATURE INDICA-


TING SYSTEM 49-70

EGT
INDICATOR
COCKPIT
P5 O/H PANEL
COCKPIT
EGT THERMOCOUPLE 1

BALANCING
APU RESISTOR
EXHAUST COCKPIT

EGT THERMOCOUPLE SIGNALS 1/2

TO APU START COUNTER


AND APU HOUR METER

EVENT MONITORING UNIT ( EMU )


For Training Purposes Only

EGT THERMOCOUPLE 2

FADEC

Figure 37 EGT Schematic


SCL VRC/RRH 26.08.2005 Page: 73
INDICATING B737-300/400/500
Lufthansa LAN Technical Training

EXHAUST GAS TEMPERATURE INDICA-


TING SYSTEM 49-70

THERMOCOUPLES ( 2 )
The chromel / alumel thermocouples extend into the exhaust stream to sense
APU exhaust gas temperature. The milli--volt output of the thermocouple is
transmitted to the FADEC which analyzes the signal for appropriate scheduling
of fuel and control of bleed air.
Event Monitoring Unit ( EMU ).
The Event Monitoring Unit (EMU) houses the resistive temperature detector
and also provides indication of APU hours and starts.
The EMU is located on the cooling air duct forward of the cooling fan.
EGT signals are sent to the EMU before going to the FADEC. The resistive
temperature detector in the EMU provides cold junction compensation for the
EGT thermocouples. Displayed on the EMU are the number of APU hours and
starts. Hours are not recorded until 98% RPM is accomplished.
FADEC
EGT input to the FADEC affects fuel scheduling. The EGT signal is also pro-
vided through a balancing resistor to the flight deck.
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 74


INDICATING B737-300/400/500
Lufthansa LAN Technical Training

EXHAUST GAS TEMPERATURE INDICA-


TING SYSTEM 49-70

FWD
FWD

COOLING
AIR
DUCT
For Training Purposes Only

EVENT
MONITORING
THERMOCOUPLES UNIT

01901 03688
833726 STARTS HOURS 803964

Figure 38 Thermocouples and Event Monitoring Unit.


SCL VRC/RRH 26.08.2005 Page: 75
INDICATING B737-300/400/500
Lufthansa LAN Technical Training

EXHAUST GAS TEMPERATURE INDICA-


TING SYSTEM 49-70

THIS PAGE INTENTIONALLY LEFT BLANK


For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 76


INDICATING B737-300/400/500
Lufthansa LAN Technical Training

EXHAUST GAS TEMPERATURE INDICA-


TING SYSTEM 49-70

P5 FORWARD OVERHEAD PANEL

EGT INDICATOR PLUG CONSTANTAN


A A
SPRING 1 B B
ARMATURE COIL COPPER
SPRING 2
CALIBRATING
RESISTOR

0.05Q 0.05Q
EGT INDICATOR 7
A9
SPOOOL B8 6
THERMOCOUPLE
0.05Q B9 18
D1 4
CH 1
39 1
0.15Q 0.15Q 0.15Q 0.15Q 5
C1 20 2
D2 12 E1 AL
38 3
EGT RESISTOR

THERMOCOUPLE
C2 22 3 CH
2
D3 40 6
1
C3 21 7
2
AL
EVENT
FADEC MONITORING
UNIT
For Training Purposes Only

STATION 851

AIRPLANE
WIRING APU ENGINE HARNESS

795321

Figure 39 APU E. G. T . System Schematic


SCL VRC/RRH 26.08.2005 Page: 77
INDICATING B737-300/400/500
Lufthansa LAN Technical Training

EXHAUST GAS TEMPERATURE INDICA-


TING SYSTEM 49-70

EGT BALANCING RESISTOR


receive the EGT Signal from the FADEC
is installed between FADEC and EGT Indicator.
allows Adjustment of the EGT Systems with vernier und coarse Coil.
is located in the cockpit right side below the window No #3 .

EGT Indicator
shows the APU Exhaust Gas Temperature in Celsius
compensates and correct cockpit temperature changes.
is located in the Cockpit P5 Overhead Panel
For Training Purposes Only

SCL VRC/RRH 26.08.2005 Page: 78


INDICATING B737-300/400/500
Lufthansa LAN Technical Training

EXHAUST GAS TEMPERATURE INDICA-


TING SYSTEM 49-70

FLIGHT COMPARTMENT

APU EGT
BALANCING
RESISTOR

FWD

RESISTANCE RESISTANCE EGT RESISTOR


WIRE SPARE WIRE SPOOL (WITH THE COVER
SPOOL REMOVED)

VERNIER ADJUST COARSE ADJUST


For Training Purposes Only

.05 /STEPS B3 A3 .15 /STEPS


B2 A4
A2
A5
B1 A1
INCREASE INCREASE

AIRPLANE LEADS
VERNIER COURSE EGT
ADJUSTMENT ADJUSTMENT APU
TERMINAL TERMINAL EGT
INDICATOR

Figure 40 EGT Balancing Resistor and Indicator


SCL VRC/RRH 26.08.2005 Page: 79
INDICATING B737-300/400/500
Lufthansa LAN Technical Training

ID-MODULE
49-70

ID-MODULE
The Engine Identification Module is installed on the APU and provides a resis-
tance value to a microprocessor. The microprocessor interprets this value and
enables the FADEC to identify the APU by a number from 0 to 2047.
The Engine Identiflcation Module can be physicalIy altered to select a desired
ID number. This is accomplished by removing the ID module protective cover
exposing a small printed wiring assembly. By cutting one or more copper clad
circuits, resistance is modified, which represents a number and is assigned to
that particular APU.

Location
The Engine Identification Module is installed on the left side of the APU below
the ignition exciter.

Example
The engine identification number can be represented from 0 to 2047 by physi-
cally cutting the appropriate copper clad circuits.
The values are as follows:
W1 =1
W2 =2
W3 =4
W4 =8
W5 =16
W6 =32
W7 =64
W8 =128
For Training Purposes Only

W9 =256
W10 =512
W11 =1024
APU SN Nr. 296 is installed
Cut W9 = 256
Cut W6 = 32
Cut W4 = 8

SCL VRC/RRH 26.08.2005 Page: 80


INDICATING B737-300/400/500
Lufthansa LAN Technical Training

ID-MODULE
49-70

ELECTRICAL
CONNECTOR

PRINTED
WIRING
BOARD

PAD
REMOVABLE
PROTECTOR
COVER

ELECTRICAL CUT ZONE


CONNECTOR
For Training Purposes Only

Figure 41 ID-Module
SCL VRC/RRH 26.08.2005 Page: 81
AIRBORNE AUXILIARY POWER B737-300/400/500
Lufthansa LAN Technical Training

INDICATING
49-70

FADEC BITE CODES AND LIGHTS.


Auto Shut Down with FAULT Light IIlumination.
Fadec Bite Code: No Auto Shut Down. Illumination of the MAINT Light.
ACCL
Fadec Bite Code:
ACFT
ECU ( FADEC SPEED CHANNEL 1 OR 2 FAULT )
ECU
LOQ
FSRV
MFVL ( MECHANICAL FAULT )
HOT
SPD 1
LITE
SPD 2
MFVL ( ELECTRICAL FAULT )
TC 1
OPSW
TC2
OTMP
OTSP No Auto Shut Down, No Light Illumination .
PWRF Fadec Bite Code:
STRT AMBP
UNSP AMPT
Auto Shut Down with OVERSPEED Light Illumination. ASVL
BLD
Fadec Bite Code:
EMU
ECU ( = FADEC )
EXCT
OVSP
GDOV
Auto Shut Down with LOW OIL PRESSURE LIght Illumination. SFVL
SPVL
Fadec Bite Code:
For Training Purposes Only

SRVB
LOP
STRT

SCL VRC/RRH 26.08.2005 Page: 82


AIRBORNE AUXILIARY POWER B737-300/400/500
Lufthansa LAN Technical Training

INDICATING
49-70

RELATED APU INDICATING LIGHT TROUBLE SHOOTING FAULT INDEX AMM 49-00-00 PAGE 108 TABLE 101

FADEC RELATED APU CORRECTIVE


MCDU DISPLAY
BITE INDICATING ACTION
CODE LIGHT

FAIL TO ACCELERATE ACCL FAULT See Fig. 101


A/C FAULT ACFT FAULT See Fig. 102
P1 SENSOR FAIL AMBP See Fig. 103
APU DATA 2/5 T1 SENSOR FAIL AMBT See Fig. 104
APU ACTUAL BITE ANTI SURGE VALVE FAIL ASVL See Fig. 105
LOW OIL PRESSURE A/C BLEED FAIL BLD See Fig. 106
DATE FLIGHTMODE UTC FAULT or REPLACE THE FADEC
FADEC FAILURE ECU
13MAY96 01 OVERSPEED Ref MM 49-61-12/401 *(3)
094656
EMU FAIL EMU See Fig. 107
EXCITER FAILURE EXCT See Fig. 108
< RETURN PRINT > FUEL SERVO VALVE FSRV See Fig. 109
GBX DE-OILING VALVE FAIL GDOV MAINT See Fig. 110
HIGH OIL TEMPERATURE HOT FAULT See Fig. 111
MCDU DISPLAY FAIL TO LIGHT LITE FAULT See Fig. 112
LOW OIL PRESSURE LOP LOW OIL See Fig. 113
PRESSURE
FAULT DISPLAY
LOW OIL QUANTITY LOQ MAINT See Fig. 114
MAIN FUEL VALVE FAILURE MFVL FAULT or MAINT See Fig. 115
FADEC
OIL PRESSURE SWITCH FAIL OPSW FAULT See Fig. 116
BITE
DECODING OVER TEMPERATURE OTMP FAULT See Fig. 117
LABEL OVER TEMPERATURE AT START OTST FAULT See Fig. 117 A
OVERSPEED OVSP OVERSPEED See Fig. 118
LOP ELECTRICAL POWER FAULT PWRF FAULT See Fig. 119
START FUEL SOV FAIL SFVL See Fig. 120
N SENSOR 1 FAIL SPD1 MAINT*(1) See Fig. 121
N SENSOR 2 FAIL SPD2 MAINT*(1) See Fig. 122
For Training Purposes Only

START PURGE SOV FAIL SPVL See Fig. 123


BLEED SERVO VALVE FAIL SRVB See Fig. 124
STARTER WARNING OR
STRT FAULT See Fig. 125
FAIL TO START
EGT PROBE 1 FAIL TC1 MAINT*(2) See Fig. 126
EGT PROBE 2 FAIL TC2 MAINT*(2) See Fig. 127
UNDERSPEED UNSP FAULT See Fig. 128

*(1) IF BOTH SPD1 AND SPD2 ARE SET, *(2) IF BOTH TC1 AND TC2 ARE SET, *(3) IF ECU SHOWS AFTER REPLACE-
THE FAULT LIGHT WILL SHOW. THE FAULT LIGHT WILL SHOW. MENT OF THE FADEC, DO THESE
MCDU DISPLAY: BOTH N SENSORS FAIL MCDU DISPLAY: BOTH TC FAIL. PROCEDURE ”SPD 1”( FIG 121) AND
FADEC ”SPD 2” ( FIG 122 ).

Figure 42 LOP FADEC Bite Code Indication.


SCL VRC/RRH 26.08.2005 Page: 83
INSTRUMENTS B737-300/400/500
Lufthansa LAN Technical Training

INDICATING (MCDU)
31-10

MCDU, APU DATA PAGES.


APU DATA Pages. APU BITE HISTORY
are monitored and stored by the FADEC . This data are displayed by the 12 APU BITE HISTORY Codes can be displayed.
MCDU.
These are the DATA pages:
-- APU DATA
-- ACTUAL APU BITE DATA SCREEN
1L 1R
-- APU BITE HISTORY 2L 2R
LINE 3L 3R
All DATA can be displayed and print. LINE
SELECT
4L 4R
KEYS SELECT
APU DATA Page 5L 5R
LEFT KEYS
for indication push the following keys: 6L 6R RIGHT
-- MENU
BRT
-- LINE SELECT KEY 3: ACMS INIT
RTE CLB CRZ DES
REF
-- LINE SELECT KEY 1: APU DATA INIT REF KEY MENU DEP EXEC
LEGS ARR HOLD PROG
With the APU Master Control Switch in ON, the display shows actual APU N1
FIX
Data. These are the data: LIMIT
A B C D E
D PREV NEXT
M
-- EGT C S PAGE PAGE
F G H I J S
P G
-- INLET C Y
W
NEXT PAGE KEY 1 2 3 K L M N O
-- INLET PRESS. PSIA F
A
-- SPEED % I 4 5 6 P Q R S T
L A
-- GEN LOAD. KVA. 7 8 9 U V W X Y
W

A Current Transformer measures the Gen. Load. The wires are routed . 0 +/-- Z DEL / CLR
via a solid state circuit (installed in the Misc. Switching Unit) to the
MCDU.
For Training Purposes Only

ACTUAL APU BITE Multi purpose Control Display Unit ( MCDU )


7 aktuell APU BITE Codes can be displayed. With the APU Master Switch
in ON and a given AUTO SHUTDOWN the MCDU shows the reason.
When you move the APU Master Switch to OFF the “FAULT“ changes to
the „APU BITE HISTORY“
< shows a HELP Page for additional information.

SCL VRC/RRH 26.08.2005 Page: 84


INSTRUMENTS B737-300/400/500
Lufthansa LAN Technical Training

INDICATING (MCDU)
31-10

MENU

LINE SELECT KEYS


MENU APU DATA 1/5
LEFT

1L < FMC < ACT > 1R EGT INLET TEMP


1L 1R
321 DEG C 020 DEG C
2L < ACARS 2R N1- APU INLET PRES
2L 2R
100 % 13 PSIA
3L < ACMS 3R 3L 3R
GEN LOAD FUEL FLOW
4L 4R 0.37 KVA 156 KG/H
4L 4R
ACTUAL APU BITE HELP
5L 5R 5L 5R
< LOW OIL PRESSURE
6L 6R --------------------------------------------------
6L < RETURN PRINT > 6R

NEXT
PAGE

APU DATA 2/5


ACMS APU BITE HISTORY
FAIL TO ACCELERATE
1L < APU DATA 1R 1L 1R
DATE FLIGHTMODE UTC
03JUN96 01 120429
2L < ACMS MENU 2R 2L 2R
A / C FAULT
For Training Purposes Only

3L < FREE REPORT 3R 3L DATE FLIGHTMODE UTC 3R


01JUN96 01 094656
4L 4R 4L 4R
LOW OIL QUANTITY
DATE FLIGHTMODE UTC
5L 5R 5L 5R
01JUN96 01 164546
--------------------------------------------------
6L 6R 6L < RETURN PRINT > 6R

Figure 43 MCDU APU DATA Display


SCL VRC/RRH 26.08.2005 Page: 85
Lufthansa LAN Technical Training

B737

TABLE OF CONTENTS
ATA 49 APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 APU SHUT DOWNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
E. G. T. INDICATING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
APS 2000 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 THERMOCOUPLES ( 2 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 EGT BALANCING RESISTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 ID-MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
APU DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 FADEC BITE CODES AND LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
AIR INLET DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 MCDU, APU DATA PAGES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
BOROSCOPE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
APU LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
OIL TANK DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
OIL TANK SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
OIL SYSTEM SCHEMATIC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 22
APU FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
APU FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ELECTRONIC FUEL CONTROL AND PUMP ASSEMBLY . . . . . . . . . 32
START PURGE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
FUEL SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
APU AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
APU BLEED BLEED AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
BLEED AIR VALVE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
APU COOLING AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
APU COOLING AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
COOLING FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
IGNITION AND START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
IGNITION COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 52
STARTING COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 54
STARTING COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 56
APU CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
APU CONTROL UNIT/FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . 60
FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
AMBIENT PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . . . . . . 64
SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
APU START SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

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Lufthansa LAN Technical Training

B737

TABLE OF FIGURES
Figure 1 APS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Normal/Auto Shut Down . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 2 APU Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 EGT Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 3 APU Access Door and Shroud. . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Thermocouples and Event Monitoring Unit. . . . . . . . . . . 75
Figure 4 Shroud Drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 APU E. G. T . System Schematic . . . . . . . . . . . . . . . . . . 77
Figure 5 APU Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 EGT Balancing Resistor and Indicator . . . . . . . . . . . . . . 79
Figure 6 Boroscope Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 ID-Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 7 Lubrication Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 LOP FADEC Bite Code Indication. . . . . . . . . . . . . . . . . . . 83
Figure 8 Lubrication System Components . . . . . . . . . . . . . . . . . . . . 17 Figure 43 MCDU APU DATA Display . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 9 Lubrication System Components . . . . . . . . . . . . . . . . . . . . 19
Figure 10 Oil Tank Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 11 Oil Servicing System Schematic . . . . . . . . . . . . . . . . . . . . 23
Figure 12 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 13 APU Fuel Shutoff Valve and DC Fuel Boost Pump . . . . 27
Figure 14 APU Fuel Shutoff Valve Control . . . . . . . . . . . . . . . . . . . . 28
Figure 15 DC Fuel Boost Pump Control . . . . . . . . . . . . . . . . . . . . . . 29
Figure 16 Fuel Heater and Flow Control Valve . . . . . . . . . . . . . . . . 31
Figure 17 Fuel Control and Pump Assembly . . . . . . . . . . . . . . . . . . 33
Figure 18 Fuel System Components . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 19 APU--MAX. EGT CHART . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 20 Bleed Air Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 21 APU Bleed Air Components . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 22 APU Bleed Air Valve Schematic . . . . . . . . . . . . . . . . . . . . 43
Figure 23 APU Cooling Air Schematic . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 24 Cooling Air Components . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 25 Cooling Air Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 26 Ignition / Starting Schematic . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 27 Ignition Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 28 Start Relay Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 29 Starter Motor and Shaft Assembly . . . . . . . . . . . . . . . . . . 57
Figure 30 APU Control Sytem Schematic . . . . . . . . . . . . . . . . . . . . . 59
Figure 31 APU Control Unit and FADEC Component . . . . . . . . . . . 61
Figure 32 FADEC Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Figure 33 Amb. Press. Transducer and Amb. Temp. Sensor . . . . 65
Figure 34 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 35 APU Start Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

SCL VRC/RRH 26.08.2005


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