Single Aisle

TECHNICAL TRAINING MANUAL

M35 LINE MECHANICS (CFM 56/ME) (Lvl 2&3)
APU
 This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
 Single Aisle TECHNICAL TRAINING MANUAL

APU
GENERAL MAINTENANCE PRACTICE
APU Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 COMPT Access Doors Opening & Closing (2) . . . . . . . . . . . . . . . . 190
APU Installation Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
APU Fuel Feed System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
HONEYWELL 131-9(A)
APU Basic Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
APU Ignition & Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
APU Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
APU Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 38
HONEYWELL GTCP 36-300
APU Basic Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
APU Ignition & Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
APU Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
APU Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 80
APU Film Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
APIC
APU Basic Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
APU Ignition & Starting D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
APU Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
APU Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
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APU Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138

APU System Management D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . 140
APU Film Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168

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APU LEVEL 2 (2)

SYSTEM OVERVIEW
The Auxiliary Power Unit (APU) is a constant speed gas turbine engine.
It is located in the unpressurized tail cone. The APU is a self-contained
unit, which enables the aircraft to be independent of external pneumatic
and electrical power sources.
The constant-speed gas turbine engine drives the accessory gearbox and
a load compressor. The APU provides:
- electrical power for the aircraft systems,
- bleed air for engine starting (MES), air conditioning (ECS) and wing
anti ice testing on ground (not GTCP 36-300),
- bleed air for air conditioning and pressurization in flight until the
specified manufacturer limit.
The APU is designed to operate throughout the entire flight envelope.
Electrical power is available whenever the APU operates, but bleed air
is shut off above the specified manufacturer limit.
The APU has an air intake flap. The intake flap is open when the APU
master switch is selected ON and closes when the master switch is selected
OFF. When open, it provides air to the APU inlet for combustion and
pneumatic supply.
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SYSTEM OVERVIEW

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APU LEVEL 2 (2)

Close and lock the oil filler cap.
SERVICING
APU OIL SERVICING
APU oil servicing is accomplished on an "as-needed" basis or after
scheduled oil quantity checks. The oil indicating system shows if the
oil quantity is sufficient or if an oil servicing is necessary.
The oil level information is displayed on the EIS and the Multipurpose
Control & Display Units (MCDUs) in the cockpit on:
- the APU page on the lower ECAM display unit (LOW OIL LEVEL
advisory),
- the APU SERVICE DATA page on the MCDU, indicating APU
OIL Level O.K. or LOW.

NOTE: Note: The advisory appears on the ECAM APU page when
the oil level has reached the ADD mark on the APU oil tank.
Airbus recommends servicing the APU oil at the next daily
maintenance when the LOW OIL LEVEL message comes on. With
no oil leakage, sufficient oil is available to allow a further 10 hours
of APU operation.
Prior to servicing, shut down the APU and open the APU cowl doors.
Make sure to use the operator approved oil for servicing (operators
may select from the approved list). The oil may be serviced by the
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gravity (most common) or pressure fill procedure (optional).

Gravity procedure:
- Open the lock and slowly loosen the oil filler cap to release remaining
pressure from the oil reservoir,
- Check sight glass for level,
- Slowly add oil until the level is at the FULL mark on the sight glass.
Pressure fill procedure:
- Check sight glass for level,
- Connect pressure and overfill lines to APU gearbox,
- Slowly pump oil into the gearbox until the level is at the FULL mark
on the sight glass.
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SERVICING - APU OIL SERVICING

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APU LEVEL 2 (2)

SERVICING (continued)
APU COWL DOOR OPENING & CLOSING
The APU cowl doors are secured with three quick-release fasteners
and four shoot bolts. The quick-release fasteners secure the doors
together and the shoot bolts secure the doors to the aircraft structure.
Procedure to open the doors:
- Release the quick-release fasteners,
- Hold the LH door and release the latches of the 2 shoot bolts,
- Open the door and secure it with the telescopic strut,
- Hold the RH door and release the latches of the 2 shoot bolts,
- Open the door and use the control handle to secure the door over
center.
The doors are closed opposite from the opening sequence. The RH
door is closed and secured first.
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SERVICING - APU COWL DOOR OPENING & CLOSING

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APU LEVEL 2 (2)

MEL/DEACTIVATION
In case of an APU inlet actuator failure, the APU may be dispatched per
MEL with the inlet OPEN or CLOSED. The APU will only be operational
with the inlet deactivated OPEN (for a maximum of 10 days).
The air inlet actuator is equipped with a manual drive. In case of failure
the manual drive may be used to move the inlet to the required position
prior to deactivation. There are 2 different actuators that may be installed.
One requires 47 turns of the manual drive for one full travel of the inlet.
The other requires 87 turns. Access to the actuator is through an access
door near the APU inlet on the right hand side of the fuselage.
Deactivation procedure:
- get access to the actuator,
- disconnect the actuator electrical connector from the fixed connector
on the frame and install a blanking cap,
- use the manual drive to move the inlet to the required position. Use a
torque wrench to avoid damaging the actuator.
If the inlet is deactivated CLOSED, no further action is needed other than
to placard the APU inoperative. If the inlet is deactivated OPEN, the
following procedure has to be accomplished.
When the inlet is in the OPEN position, a jumper lead needs to be installed
to close the circuit and allow the APU to start. Make a dummy connector
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and paint it red for easy identification.

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MEL/DEACTIVATION

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MEL/DEACTIVATION

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APU LEVEL 2 (2)

MAINTENANCE TIPS
The APU fuel supply line is equipped with a drain and vent valve which
enables the line to be purged of air after maintenance. The drain valve is
located in the APU compartment in the fuel supply line to the fuel control.
A switch labeled FUEL VENT PUSH is installed on the APU
compartment forward firewall to allow maintenance to operate the APU
fuel pump and purge the fuel line from the APU compartment. This switch
allows the APU pump to operate and the APU Low Pressure fuel valve
to open without the APU Master Switch ON.
A drain valve adapter tool is connected to the drain valve.
On the front firewall of the APU compartment:
- Push and hold the FUEL VENT pushbutton switch. At the APU fuel
vent and drain valve, a continuous flow of fuel indicates that the APU
fuel pump is operating and the line is purged,
- Release the FUEL VENT pushbutton switch. The flow of fuel stops
when the APU fuel pump stops running,
- Disconnect the adapter tool.
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MAINTENANCE TIPS

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APU LEVEL 2 (2)

MAINTENANCE TIPS (continued)
APU OPERATION WITH COWL DOORS OPEN
If it is necessary to operate the APU for maintenance with the cowls
open, be sure to:
- Make sure the doors are secured in the Open position,
- Be aware of suction at inlet. Small items could be ingested,
- Make sure that proper fire-fighting equipment is available.
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MAINTENANCE TIPS - APU OPERATION WITH COWL DOORS OPEN

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APU LEVEL 2 (2)

ENVIRONMENTAL PRECAUTIONS
Do not discharge products such as oil, fuel, solvent, lubricant either in
trash bins, soil or into the water network (drains, gutters, rain water, waste
water, etc...).
Sort waste fluids and use specific waste disposal containers.
Each product must be stored in an appropriate and specific cabinet or
room such as a fire-resistant and sealed cupboard.
Avoid use of the APU if APU BLEED air is not necessary. Turn-off
unused ground service equipment (GPU, Air conditioning cart, etc...) if
no work is being done or nobody is present on the aircraft.
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ENVIRONMENTAL PRECAUTIONS

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APU INSTALLATION PRESENTATION (2)

GENERAL ACCESS DOORS
The Auxiliary Power Unit (APU) is installed in a fireproof COMParTment Two access doors allow access to the APU COMPT. The access doors
(COMPT) located in the fuselage tail cone. on the bottom of the tail cone open outwards to allow the APU to be
inspected, lifted and lowered.
MOUNTS
DRAIN SYSTEM
Seven tie rods attach the APU to the structure brackets on the APU
COMPT ceiling. These tie rods also connect to the APU three-point A drain system prevents the collection of fluids in the APU COMPT.
mounted suspension system. Vibration isolators are installed between Any fluid that may accumulate in the APU COMPT is delivered to a
the APU mount brackets and the tie rods to reduce the transmission of drain mast. Some of the fluids are collected in a drain tank in the APU
A/C vibrations and shocks to the APU. The isolators also prevent the COMPT, which is emptied through the drain mast when the A/C is above
transmission of vibrations from the APU to the A/C structure. 200 kt.

AIR INTAKE FLAP

The air intake system ducts ambient air to the APU plenum chamber. An
air intake flap cuts off the air supply when the APU does not operate. In
case of failure, the air intake flap can be opened or closed manually by
a manual override device.

AIR INTAKE DUCT

The air intake duct, which is composed of a diffuser and elbow, provides
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correct airflow to the APU plenum. The air intake duct is attached to the
right access door.

EXHAUST
The exhaust system lets the APU exhaust gas flow into the atmosphere
and muffles the noise from the exhaust. The exhaust muffler thermal
insulation protects the A/C structure.

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GENERAL ... DRAIN SYSTEM

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APU FUEL FEED SYSTEM D/O (3)

GENERAL APU INLET LP SWITCH
The Auxiliary Power Unit (APU) fuel feed system is used to provide fuel At the inlet connection of the Fuel Control Unit (FCU), a pressure switch
necessary for correct APU operation. This system is composed of: transmits LP information through the ECB to the APU ECAM page. The
- fuel pump (115V AC, 400Hz, single phase), FUEL LOw PRessure message is displayed on the APU ECAM page if:
- LP valve, - the APU speed is greater than 7% rpm and the APU is supposed to run,
- APU inlet LP switch, - the fuel pressure is lower than 15.8 psi (1.01 bar).
- fuel drain and vent system. The ECB memorizes this information in its BITE memory even if the
pressure increases above 17.3 psi (1.19 bar).
FUEL PUMP
FUEL DRAIN AND VENT SYSTEM
The APU fuel pump is a centrifugal pump driven by a single phase AC
motor. This pump is controlled to run if the APU MASTER SW P/B is A vent APU fuel line P/B, located on the front firewall allows the APU
set to ON and the fuel crossfeed line pressure is not sufficient. The fuel fuel feed line to be purged during ground maintenance. As long as the
crossfeed line pressure switch controls the operation of the APU fuel P/B is held pressed in, the APU fuel LP isolation valve is open and the
pump. The APU fuel pump runs as soon as the pump inlet pressure is APU fuel pump runs. A fuel drain and vent valve is installed in the APU
lower than 21.8 psi (1.50 bar). It stops when the pressure is above 23.2 compartment at the fuel inlet connection to the FCU. It allows fuel to be
psi (1.60 bar). drained and air to be bled.

FUEL LP VALVE
Two DC motors drive the APU fuel LP valve. This valve is open as long
as the Electronic Control Box (ECB) is powered. When closed, it prevents
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pressurization of the APU fuel feed line and flow of fuel into a specific
fire zone. The APU fuel LP valve is automatically closed when:
- the APU MASTER SW P/B has been released out and before ECB is
deenergized,
- the ECB commands a protective shut down in case of abnormal APU
parameters,
- the ECB commands an emergency shut down in case of APU fire or
overheat detection,
- the APU FIRE P/B is released out in the cockpit,
- the APU SHUT OFF P/B has been pressed on the external power control
panel.
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GENERAL ... FUEL DRAIN AND VENT SYSTEM

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APU BASIC DESCRIPTION (3)

ENGINE CONTROLS OIL SYSTEM
The Electronic Control Box (ECB) controls and monitors the APU A wet sump lubrication system cools and lubricates the electrical
operation. It is a Full Authority Digital Engine Control (FADEC) type generator, the accessory gearbox and the APU bearings. The system
computer. The ECB has the following functions: components are all located on the gearbox except the oil cooler that is
- control of the APU start sequence, located on the APU left hand side.
- monitoring of the APU speed, exhaust gas temperature and bleed air
supply, IGNITION AND STARTING SYSTEM
- normal stop sequence and automatic or emergency shutdown,
The ignition and starting system rotates the engine to a self-sustained
- failure indication for trouble shooting.
speed. It also will start ignition of the fuel/air mixture in the engine
ENGINE combustion chamber. The system includes:
- an electrical starter motor,
The APU is a single spool engine based on a modular design including - an ignition unit,
a power section, driving a single stage centrifugal load compressor and - two igniter plugs.
an accessory gearbox. The APU power section has:
- a single stage centrifugal compressor, ACCESSORY GEARBOX
- a reverse flow combustion chamber,
The gearbox transmits the shaft power to the APU accessories and to the
- a two-stage axial flow turbine.
APU generator, which are installed on the gearbox pads. The gearbox is
IGV also the oil reservoir for the APU lubrication system. The components
mounted on the accessory gearbox are:
The Inlet Guide Vanes (IGVs) control the amount of air discharged from - the starter motor assembly,
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the APU load compressor. The 24 IGVs are moved simultaneously by a - the cooling air fan assembly with the Permanent Magnet Generator
gear train operated by an actuator. The IGV system uses fuel as hydraulic (PMG),
fluid for the servo valve actuator to control the IGVs through the ECB. - the Fuel Control Unit (FCU),
- the AC generator.
BLEED AND SURGE AIR
AC GENERATOR
The bleed and surge air system supplies air to the A/C pneumatic system
while avoiding load compressor surge. The bleed control valve acts as a The 3 phases AC generator transforms the mechanical power into
combined bleed and surge valve, electrically controlled by the ECB and electrical power of 90 KVA to supply the electrical A/C system with
fuel operated. 115V-400Hz.

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ENGINE CONTROLS ... AC GENERATOR

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APU BASIC DESCRIPTION (3)

FUEL SYSTEM
The APU is supplied of fuel from either the fuel tank pumps or the APU
fuel pump, according to the pressure sensed in the APU fuel feed line
upstream of the pump. The APU fuel system operates automatically and
includes:
- an APU fuel pump, an APU fuel pressure switch,
- a LP valve,
- a fuel LP switch,
- an FCU for Fuel Flow (FF) scheduling,
- a fuel line vent and drain valve.
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FUEL SYSTEM

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APU IGNITION & STARTING D/O (3)

STARTER CONTROL
The starting system drives the Auxiliary Power Unit (APU) rotor through
a clutch and gearbox. When the APU speed is 55% rpm, the start logic
of the Electronic Control Box (ECB) cuts off the supply to the start
contactors, which switch off the starter motor. The timed acceleration
loop of the ECB causes the APU to accelerate to reach the governed
speed.

IGNITION CONTROL
The ignition system is used to ignite and maintain combustion during the
start phase. The ignition system includes:
- an ignition unit,
- two ignition leads,
- two igniter plugs.
The ignition system operates from initial crank up to 55% rpm.
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STARTER CONTROL & IGNITION CONTROL

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APU FUEL SYSTEM D/O (3)

GENERAL FUEL SHUT-OFF
The fuel system provides metered fuel to sustain combustion. Part of the The ECB controls the fuel 3-way solenoid valve for positive fuel shut-off.
fuel is used as muscle pressure to operate the Inlet Guide Vane (IGV) The valve is controlled open during the start sequence and closed during
actuator and the bleed control valve actuator. the stop sequence. Fuel is returned between the LP pump outlet and the
fuel filter inlet.
FCU
FLOW DIVIDER
The Fuel Control Unit (FCU) has five functions:
- fuel filtering, The flow divider and drain valve assembly divides the fuel between the
- pressure increase, pilot and main injectors. During the initial start sequence, only the pilot
- fuel metering, injectors are supplied.
- positive fuel shut-off,
- fuel muscle pressure regulation. FUEL DISTRIBUTION
The FCU is composed of a Low Pressure (LP) fuel pump, a filter with a
3 pilots and 6 main fuel injectors make the fuel distribution. When the
filter by-pass valve and a Differential Pressure Indicator (DPI), a High
Auxiliary Power Unit (APU) start is selected, the pilot injector valve
Pressure (HP) fuel pump with a pressure relief valve, a constant
opens when fuel pressure reaches 20 psi. During normal running the two
Differential Pressure (DELTA P) valve, a pressure regulator for the bleed
valves are in the open position and the fuel is allowed to supply both
control valve and the IGV actuators, a fuel servovalve, and the 3-way
injector types. In the flow divider and drain valve assembly and during
solenoid valve. A FCU drain line purges the pump shaft seal.
shutdown, as the fuel pressure decreases, the two-injector valves close.
FUEL SCHEDULE The fuel remaining in the pilot injector is purged to the exhaust by
combustion chamber pressure.
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The Electronic Control Box (ECB) controls the fuel servovalve through
a Torque Motor (TM). The ECB schedules fuel flow for start sequence, FUEL DRAIN AND VENT VALVE
on speed operation and shutdown sequence. The ECB modulates the
The fuel drain and vent valve assembly is installed in the APU
on-speed fuel schedule to match the A/C demand for bleed air and
compartment at the fuel inlet connection to the FCU. The drain of the
electrical load.
APU fuel feed line/purge of air is used for maintenance.
MUSCLE PRESSURE CONTROL
The fuel muscle pressure is used to operate the bleed control valve
The ECB controls the fuel system using several parameters. During
actuator, for the air delivery to the A/C and the air discharge to the
on-speed operation, the ECB uses APU speed. During start, it uses speed
exhaust, and for the load compressor IGV actuator. Servo fuel is returned
downstream to the LP pump outlet and upstream to the fuel filter inlet.
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Exhaust Gas Temperature (EGT), air inlet pressure and temperature. The
ECB acts on fuel servovalve and fuel 3-way shut-off solenoid valve.

MONITORING
Contamination of the fuel system, i.e. impending fuel filter bypass is
indicated by the DPI.
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GENERAL ... MONITORING

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APU OIL SYSTEM D/O (3)

STORAGE CONTROL
The sump of the Auxiliary Power Unit (APU) accessory gearbox is the The only component of the oil system controlled by the Electronic Control
oil reservoir. The accessory gearbox sump contains 5.2 l (1.4 US gal) of Box (ECB) is the de-oiling valve. The de-oiling solenoid valve is
oil. On the left hand side of the gearbox, a gravity fill port is installed electrically controlled open to make sure that the APU starts during cold
with a scupper to drain spilled oil. The gearbox has: conditions, to reduce the load on the pressure pump, and during APU
- a pressure fill port, shutdown to prevent the coking of the oil remaining in the bearing
- an overflow port, chambers.
- a sight glass.
PROTECTION
SUPPLY
The ECB protects the APU in case of oil system malfunction. The ECB
The oil is drawn from the sump and pressurized by a vane-type pressure monitors oil pressure and oil temperature. If one of the oil parameters is
pump. The pressurized oil goes through a cooler and a disposable filter. out of range, the ECB initiates an automatic APU shutdown without time
If the pump pressure is excessive, a pressure relief valve opens and delay.
releases oil back to the pump inlet. The oil is then directed to the gears - gearbox High Oil Temperature (HOT) threshold: 135°C (275°F),
and bearings of the accessory gearbox, the load compressor front bearing, - AC generator high oil temp: 180°C (356°F),
the power section rear bearing and the electrical generator. - Low Oil Pressure (LOP): 35 psi.

SCAVENGE MONITORING
Oil from the electrical generator and APU rear bearing is returned to the The oil system is monitored to increase the APU life. Lube and scavenge
sump by two scavenge pumps. The oil from the AC generator returns to filters have visual clogging indicators. The oil sump has a low level sensor
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the sump through a vane-type scavenge pump and a filter. The oil from to show maintenance information in the cockpit. When the level is at the
the APU rear bearing returns to the sump through scavenge pump. Oil "ADD" mark 4l (1 US gal) the APU is able to continue running for at
from the gearbox pinions and the APU front bearing is scavenged by least 60 hours. A magnetic drain plug, immersed in the APU oil, is used
gravity. for the oil drainage from the sump and attracts ferrous metal particles.
Two Differential Pressure (DELTA P) switches, one for the scavenge
VENTING filter and a second one for the pressure filter inform the ECB about a
clogging situation and an APU auto shutdown is triggered.
The air oil mist from the rear bearing is returned to the gearbox housing
through an external pipe. An air/oil separator removes the oil particles
from the gearbox air. This oil-free air is discharged in the APU exhaust.

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STORAGE ... MONITORING

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APU AIR SYSTEM D/O (3)

BLEED SUPPLY PRESSURIZATION AND OIL VENT
Bleed air supply to the A/C pneumatic system is controlled by a bleed Pressurized air enters the gearbox during operation from the front and
control valve for delivery function. The fuel-operated bleed control valve rear bearing seal buffering systems. This air comes from the power section
is a diverter valve: either to the A/C system and/or the Auxiliary Power compressor. The gearbox is vented to the APU exhaust. The oil mist is
Unit (APU) exhaust. separated from the vent air by an air-oil separator.

BLEED CONTROL CONTROL

The amount of air required by the pneumatic system is controlled by the The ECB controls the air system using several parameters:
load compressor Inlet Guide Vanes (IGVs). The IGVs are moved by a - signals from the APU inlet pressure and temperature sensor,
fuel-powered actuator. - signals from load the compressor discharge pressure sensor and the
differential pressure sensor,
SURGE PROTECTION - command and feedback signals from the fuel driven actuators.
Load compressor surge protection is done by the bleed control valve that MONITORING
discharges the excess of air in the exhaust.
The compressor discharge pressure sensor is a unit, which contains a
OIL COOLING static pressure and a differential pressure sensor. It is located at the APU
air intake plenum. The ECB uses the sensor output voltage for the
A gearbox-driven fan draws air from the inlet plenum and forces it to go
calculation of the compressor air flow and to give the APU BLEED
through the oil cooler. After leaving the oil cooler, the air is discharged
pressure indication for the APU page on the lower ECAM display unit.
overboard. The cooling fan incorporates a Permanent Magnet Generator
To help maintenance and troubleshooting, the bleed control valve has a
(PMG), which supplies a direct current to the Electronic Control Box
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visual position indicator.

(ECB), if the main supply is interrupted.

COMPARTMENT COOLING
Air supplied by the fan, which is driven by one of the gears of the gearbox,
is also used for the APU compartment cooling. The compartment cooling
air is blown through a smaller duct attached to the fan discharge tube.
Natural convection ventilates the APU compartment when the APU is
not in operation.

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BLEED SUPPLY ... MONITORING

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GENERAL
The Auxiliary Power Unit (APU) system management and control keeps
the APU rotation speed constant to obtain a constant AC generator
frequency output, protects the power unit from over temperature, avoids
load compressor surge, controls safe APU start and eases the APU
maintenance. The APU management system controls the following
sequences:
- power-up state,
- watch state,
- starting state,
- steady state,
- cool down state,
- shutdown sate.
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GENERAL

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POWER-UP STATE
When the APU MASTER SWitch is set to ON, the APU fuel Low
Pressure (LP) valve opens and the APU fuel pump logic is energized.
The Electronic Control Box (ECB) controls the opening of the air intake
flap and initiates a power-up test:
- test of On Board Replaceable Module (OBRM), Read Only Memory
(ROM) checksum, Random Access Memory (RAM) read/write,
- test of speed circuit, oil level, discrete and analog outputs,
- on the lower ECAM display unit the APU page is shown.
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POWER-UP STATE

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WATCH AND START PREPARATION STATE
After completion of the power-up state, the ECB automatically enters
the watch state. Upon receipt of the start command, provided that there
are no prohibitive conditions and rotation speed is less than or equal to
7% rpm, the ECB enters the start preparation state.
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WATCH AND START PREPARATION STATE

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STARTING STATE
The starting state begins when the APU START P/BSW is pressed and
continues until APU AVAILable light activation.
START P/B PRESSED + 100 MS
When the START P/BSW has been pressed in, the ECB initiates the
start sequence and energizes the backup start contactor. The receipt
of a stop signal at any time during the starting state leads to a shutdown
without any cool down period.
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STARTING STATE - START P/B PRESSED + 100 MS

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STARTING STATE (continued)
BACKUP START CONTACTOR SUPPLIED + 1.5 S
The components activated by the ECB are:
- the gearbox de-oiling valve,
- the ignition unit,
- the main start contactor.
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STARTING STATE - BACKUP START CONTACTOR SUPPLIED + 1.5 S

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STARTING STATE (continued)
ROTATION SPEED N > 3% RPM
The components activated by the ECB are:
- the 3-way solenoid valve for the High Pressure (HP) fuel ON/OFF
function,
- the fuel servovalve for the fuel metering function.
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STARTING STATE - ROTATION SPEED N > 3% RPM

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STARTING STATE (continued)
ROTATION SPEED N > 5% RPM
During starting, fuel flow is controlled under the following programs:
- begin manifold fill algorithm,
- open loop fuel schedule.
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STARTING STATE - ROTATION SPEED N > 5% RPM

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STARTING STATE (continued)
DELTA EGT > 10°C
The initiated acceleration is controlled to 100% rpm.
ROTATION SPEED N > 55% RPM
The ECB de-energizes:
- the ignition unit,
- the gearbox de-oiling valve,
- the main start contactor.
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STARTING STATE - DELTA EGT > 10°C & ROTATION SPEED N > 55% RPM

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STARTING STATE (continued)
ROTATION SPEED N > 55% RPM + 5 S
The backup start contactor is de-energized.
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STARTING STATE - ROTATION SPEED N > 55% RPM + 5 S

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STARTING STATE (continued)
ROTATION SPEED N > 95% RPM
The ECB functions are:
- surge control and IGV control loops activation,
- APU AVAIL signal activation,
- start in progress output de-activation,
- steady state speed control loop activation,
- enter run state.
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STARTING STATE - ROTATION SPEED N > 95% RPM

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STEADY STATE
In steady state the ECB controls the speed, the load compressor operation,
and monitors the Exhaust Gas Temperature (EGT).
SPEED CONTROL
This function keeps the rotation speed of the APU rotating assembly
constant, whatever the load applied. This is achieved by metering the
fuel flow, which varies with the air inlet pressure and temperature.
LOAD COMPRESSOR CONTROL
This function opens the Inlet Guide Vanes (IGVs) according to the
bleed air demand from the A/C, ECS or MES. Protection against load
compressor surge is achieved by controlling and reading the position
of the bleed control valve, according to the inlet temperature, and
differential and discharge pressure signals of the load compressor
(DELTA P/P ratio). If the ECB detects a surge condition, the bleed
control valve is positioned to discharge air to the exhaust.

NOTE: 1: In case of failure of the load compressor control, the IGVs

are closed and the bleed control valve is fully opened to
discharge.
2: In case of detected reverse flow operation, the APU is
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automatically shut down by the ECB.

EGT CONTROL
This function avoids APU over temperature by controlling the Inlet
Guide Vane (IGV) position to closed. Thus, the pneumatic load is
first reduced to give priority to the electrical load. This is achieved
by controlling the position of the IGVs to the closed position as a
function of the EGT as long as the over temperature condition is
present.

NOTE: In case of IGV control failure, the IGVs are closed.

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STEADY STATE - SPEED CONTROL ... EGT CONTROL

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COOLDOWN STATE
At stop command MASTER SW OFF, the pneumatic load is removed,
i.e. the IGVs are closed, the bleed control valve positioned to discharge,
the AC generator may still be loaded, then the engine goes into a 120 s
cool down cycles. This function runs the APU at a low stabilized
temperature before normal shutdown.

NORMAL SHUTDOWN
An APU normal shutdown is initiated when the MASTER SW P/B is
released out. If the APU bleed air is not selected, the APU shuts down
immediately. The normal shutdown signal stops the fuel supply. This
causes the APU to decelerate. The AVAIL indication goes off and the
AC generator de-energizes. When the speed is less than 90% rpm, the
gearbox de-oil solenoid valve opens. When the speed is less than 7%
rpm, the air intake flap is controlled to fully close and the de-oiling
solenoid valve is de-energized to close.
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COOLDOWN STATE & NORMAL SHUTDOWN

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APU SYSTEM MANAGEMENT D/O (3)

PROTECTIVE SHUTDOWN
When the ECB is powered, it controls the APU starting and running
phases. If an abnormal parameter is detected, it initiates an immediate
shutdown without time delay, even if the APU bleed air system is used.
The ECB protective shutdown parameters are:
- over speed,
- over temperature
- Low Oil Pressure (LOP),
- High Oil Temperature (HOT),
- start period timer,
- sensor failure,
- air intake flap,
- no flame,
- reverse flow,
- no acceleration,
- loss of DC power,
- ECB failure,
- generator HOT
- loss of speed sensing,
- IGV shutdown,
- oil filter clogged.
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PROTECTIVE SHUTDOWN

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APU SYSTEM MANAGEMENT D/O (3)

EMERGENCY SHUTDOWN
The ECB initiates an emergency shutdown when either the APU FIRE
P/B, which is located in the cockpit, is released out, or when the APU
SHUT OFF pushbutton, which is located on the external power receptacle
panel, is pressed. The ECB receives automatically an emergency shutdown
signal when an APU FIRE is detected on ground by the APU Fire
Detection Unit. The APU shuts down immediately without time delay,
even if the APU bleed air system is used.
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EMERGENCY SHUTDOWN

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COMPT ACCESS DOORS OPENING & CLOSING (2)

WARNING

WARNING: DO NOT TOUCH THE AUXILIARY POWER UNIT

(APU) UNTIL IT IS SUFFICIENTLY COOL TO
PREVENT BURNS WHEN YOU DO THE
MAINTENANCE TASK. MAKE SURE THAT THE
THREE QUICK RELEASE FASTENERS ON THE APU
LEFT ACCESS DOOR ARE CORRECTLY STOWED.
THIS PREVENTS DAMAGE TO THE SEAL ON THE
APU LEFT ACCESS DOOR.
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WARNING

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COMPT ACCESS DOORS OPENING & CLOSING (2)

APU ACCESS DOOR OPENING PROCEDURE
In the cockpit, open the APU C/Bs. Position a work stand suitable to
reach the A/C under the APU compartment. The APU doors are secured
by a total of seven latches, five latches secure the left door and two latches
secure the right door. The LH door must be opened first to gain access
to the latches for the RH door. Start by releasing the rear latch. Next, the
three latches connecting the doors together are undone. As each latch is
undone, secure the latch hook on the latch lever. Continue to release the
remaining latches. When all latches have been released, pull the door
open and secure with the door support strut. The strut is stowed at the
FWD end of the left door. Release the strut pip-pin from the door, extend
the telescopic strut and secure to the A/C using the pip-pin. Push the door
open until the strut locks are in the fully extended position. This completes
the opening of the LH door. With the LH door open, the two latches
securing the RH door are now visible. The FWD latch is released.
Followed by the rear latch and the door is ready to be opened. Use the
assist handle mounted on the air inlet duct and swings with the door fully
open. The door hold-open mechanism incorporates a counterbalance
spring that takes most of the door weight. The door will lock automatically
in the door-open position. No locking pins are necessary to secure the
RH door in the open position. A red colored pip-pin is provided to lock
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the door hold-open spring mechanism should it become necessary to

remove the door from the A/C. In this event the red pip-pin should be
removed from its stowage and inserted in the adjacent hole with a red
surround. To prevent injury, a placard advises against removal of the red
colored bolt when the access door is removed. This completes the APU
door opening procedure.

CAUTION: In the event of door removal, you must secure the right
access door hold-open device by inserting the locking pin
in the locking hole. The pin is stowed next to this locking
hole.
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APU ACCESS DOOR OPENING PROCEDURE

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COMPT ACCESS DOORS OPENING & CLOSING (2)

APU ACCESS DOOR CLOSING PROCEDURE
To close the RH door, apply a lifting force to the door with one hand,
and at the same time, tap the orange colored release handle marked
"PUSH" in a downward, outward direction to release the over center
geometric lock on the door hold-open mechanism. Lift the door to the
closed position, using the assist handle on the air inlet duct. Secure the
FWD and rear latches on the RH door. The left door support strut must
be stowed before closing the left door. To release the lock on the LH
door support strut, pull down on the knurled collar. While holding the
collar down, partially close the door. Hold the door with the LH, and
with the RH release the door support strut pip-pin from the A/C. Stow
the support strut on the door. Close the left door. Secure the FWD latch.
Ensure that the latch release lever is flush with the latch. Secure the rear
latch. Secure the three latches holding the left and right doors together.
To secure these latches:
- release the latch hook by pressing the latch release lever,
- engage the latch hook in the locking bracket,
- close the latch lever,
- ensure that the latch release lever is flush with the latch.
Repeat the closing procedure for the remaining latches. Carry out a final
visual inspection to ensure that all latches are secure. This completes the
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APU access door closing procedure. Finally, reset the APU C/Bs in the
cockpit.

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APU ACCESS DOOR CLOSING PROCEDURE

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