Aps 3200 Training

APS 3200 AUXILIARY POWER UNIT TRAINING COURSE (ECB SOFTWARE VERSION 6.0)

LINE MAINTENANCE AND FAULT ISOLATION THIS HANDBOOK IS FOR REFERENCE PURPOSES ONLY. IF FAULT ISOLATION OR MAINTENANCE IS REQUIRED, REFER TO THE APPLICABLE MANUFACTURERS TECHNICAL MANUAL FOR SPECIFIC PROCEDURES Hamilton Sundstrand reserves the right to make changes in specifications and other information contained in this publication without prior notice

NOTICE THIS TRAINING MANUAL IS TO BE USED FOR TRAINING PUPOSES ONLY This training manual was prepared by Hamilton Sundstrand for training purposes only. Some information contained herein is proprietary and/or copyrighted information of Hamilton Sundstrand. As a condition of, and as consideration for receiving this document, the recipient agrees that this document and the information contained therein shall not be disclosed outside the recipient or duplicated or used for any purpose without Hamilton Sundstrand’s prior written consent.

HSPS CT/ NOV. 2006

© 2006 Hamilton Sundstrand Corporation

HSPS CT/NOV. 2006 HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document

AIRBUS AIRCRAFT HSPS CT/NOV. 2006 HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the Restriction on the title page of this document

APS 3200 AUXILIARY POWER UNIT HSPS CT/NOV. 2006 HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the Restriction on the title page of this document

APS 3200 Auxiliary Power Unit Front Matter

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TABLE OF CONTENTS SUBJECT

PAGE

SUBJECT

SECTION

Preface ............................................................................................iii

Introduction...................................................................................... 1

Abbreviations ................................................................................. v

Power Unit....................................................................................... 2

APU Leading Particulars ............................................................... viii

Oil System ....................................................................................... 3 Fuel System .................................................................................... 4 Air System ....................................................................................... 5 Control System................................................................................ 6 Indicating System ............................................................................ 7 Starting System ............................................................................... 8 Electrical System............................................................................. 9 APU Installation............................................................................. 10 Maintenance.................................................................................. 11 Fault Isolation ................................................................................ 12 Troubleshooting............................................................................. 13

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PREFACE FAA AND AIRCRAFT MANUFACTURER APPROVED PUBLICATIONS

GENERAL DESCRIPTION The APS 3200 Auxiliary Power Unit Maintenance Training Course, developed by the Customer Service Training Group of Hamilton Sundstrand Power Systems, is designed to give the student an understanding of the various components of the Auxiliary Power Unit (APU) and their functions. This course also provides routine maintenance and troubleshooting.

The Airline is provided a variety of FAA and Aircraft Manufacturer approved publications for the APS 3200 APU. These publications are: Aircraft Flight Crew Manuals

STUDENT WORKBOOK

Aircraft Maintenance Manuals

This workbook is intended for the “limited” purpose of providing component familiarization, general data, and support information for this maintenance course.

Engine and Component Maintenance Manuals

This is an uncontrolled document and will not be updated or revised on a regular basis. Specific values given in this document such as speed, temperature, and pressure are provided for the purpose of illustration and are not necessarily representative of the true values of the APS 3200 APU.

Service Bulletins Chapter 49 of the aircraft maintenance manual presents detailed APU and LRU removal and installation procedures plus maintenance and servicing techniques that can be accomplished at the flight-line. Careful study of Chapter 49 will add to the student's expertise in troubleshooting and maintaining the Hamilton Sundstrand APS 3200 APU.

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AIRCRAFT APPLICATIONS The information presented in this course applies to the following aircraft: AIRBUS 318, 319, 320, 321

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LIST OF ABBREVIATIONS The abbreviations/symbols shown below are used in this manual: A/D

Analog/Digital

A/C

Aircraft

AC

Alternating Current

D/A

Digital/Analog

Aircraft Communication Addressing and Reporting System

DC

Direct Current

ACARS

CMM CPU

Components Maintenance Manual Central Processor Unit

ACMS

Aircraft Condition Monitoring System

ECAM

Electronic Centralized Aircraft Monitoring

ADIRU

Air Data Inertial Reference Unit

EC dB

Decibel

AIDS

Aircraft Integrated Data System

B

Electronic Control Box

Auxiliary Power International Corp.

ECS

Environmental Control System

APS

Auxiliary Power System

EGT

Exhaust Gas Temperature

APU

Auxiliary Power Unit

EMI

Electro-Magnetic Interference

APIC

ARINC

Aeronautical Radio Inc.

EPLD

Erasable Programmable Logic Device

Air Transport Association

ETOPS

Extended Twin Engine Operations

AVAIL

APU Available

FADEC

Full Authority Digital Electronic Controller

BATT

Battery

FAR

Bleed Control Valve

FCU

Fuel Control Unit

BITE

Built-In Test Equipment

FET

Field Effect Transistor

BMC

Bleed Monitor Computer

FOD

Foreign Object Damage

ATA

BCV

CB cc/h CFDS CLR

Circuit Breaker

ft

Federal Airworthiness Regulation

Feet

Cubic centimeters per hour

FWD

Forward

Centralized Fault Display System

GBX

Gearbox

Clear

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LIST OF ABBREVIATIONS GCU

Generator Control Unit

L

GMT

Greenwich Mean Time

l/h

Liters Per Hour

GPH

Gallons Per Hour

lb

Pound

lbs/hr HOT HP HSPS Hz ICAO ID

High Oil Temperature Horse Power Hamilton Sundstrand Power System Hertz International Civil Aviation Organization Identification

IGV

Inlet Guide Vane

IPC

Illustrated Parts Catalogue

ISA

International Standard Atmosphere

JAR

Joint Airworthiness Requirement

kg

Kilogram

kg/m

Kilograms Per Minute

kg/s

Kilograms Per Second

kHz

Kilo Hertz

kPa

Kilopascal

kPaa

Kilopascals Absolute

kPad

Kilopascals Differential

kPag

Kilopascals Gauge

kW

Kilo Watt

lbs/m lbs/sec. LC LOP LP LRU LVDT m mA MAX MCDU

Liter

Pounds Per Hour Pounds Per Minute Pounds Per Second Load Compressor Low Oil Pressure Low Pressure Line Replaceable Unit Linear Voltage Differential Transducer Meter Milliampere Maximum Multi-function Control and Display Unit

MES

Main Engine Start

MHz

Mega Hertz

P Qts

Quarts

MIN

Minimum

mm

Millimeter

MMEL

Master Minimum Equipment List

MTBF

Mean Time Between Failure

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LIST OF ABBREVIATIONS SIG MTBUR mV N

Pounds Per Square Inch Gauge

THR

Threshold

Mean Time Between Unscheduled Removals

TRU

Transformer Rectifier Unit

TSO

Technical Standard Order

Millivolt Rotation Speed

US G

US Gallon

NGV

Nozzle Guide Vane

NVM

Non Volatile Memory

VAC

Volts, Alternating Current

OAP

Outside Air Pressure

VDC

Volts, Direct Current

OAT

Outside Air Temperature

°C

Degrees Celsius

On Board Replaceable Memory

°F

Degrees Fahrenheit

OBRM

Part Number

>

Is Greater Than

PCD

Pressure Compressor Discharge

<

Is Less Than

PMG

Permanent Magnet Generator

±

Plus or Minus

P/N

Power Section

Ω

Ohm

PSIA

Pounds Per Square Inch Absolute

PSID

Pounds Per Square Inch Differential

Δ %

Differential Percent

RAM

Random Access Memory

ROM

Read Only Memory

RPM

Revolutions Per Minute

RTD

Resistive Temperature Device

PS

S S/N SSLC STS

Seconds Serial Number Single Shaft Load Compressor Status

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APU LEADING PARTICULARS WEIGHT

136 Kg (299 lbs) (dry)

OPERATING ALTITUDE

-304.8 M to 11,887 M (-1,000 to 39,000 ft)

SEA LEVEL 15°C (59°F) STD DAY PERFORMANCE OUTPUT SHAFT HORSEPOWER

399.7 Kw (536 HP)

ROTOR SPEED

100% (49,300 RPM)

ROTOR OVERSPEED (SHUTDOWN)

105% (51,765 RPM)

BACK UP OVERSPEED (SHUTDOWN)

107% (52,751 RPM)

ROTOR UNDERSPEED (SHUTDOWN)

95% (46,835 RPM)

BLEED AIRFLOW

1.8 kg/SEC (2.6 LBS/SEC)

BLEED AIR PRESSURE

290 kPag (42 PSIG)

FUEL CONSUMPTION

148 kg/HR (178 L/HR) [327 LB/HR (47 GAL/HR)]

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APU LEADING PARTICULARS EXHAUST GAS TEMPERATURE (SHUTDOWN) START % SPEED

EXHAUST GAS TEMPERATURE

0%

427°C (800°F)

10%

788°C (1450°F)

20%

899°C (1650°F)

30%

899°C (1650°F)

50%

853°C (1567°F)

80%

788°C (1450°F)

100%

670°C (1238°F)

RUN % SPEED 100%

EXHAUST GAS TEMPERATURE 722°C (1332°F)

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APU LEADING PARTICULARS GEARBOX SPEEDS

Input Generator Fuel Control Starter Cooling Fan Oil Pump

49,300 RPM 24,034 RPM (output) 10,129 RPM (output) 32,045 RPM (output) 51,965 RPM (output) 4,137 RPM (output)

OIL PRESSURE

241 kPag (35 PSIG) (minimum) 345-414 kPag (50-60 PSIG) (normal)

OIL CAPACITY

3.9 L (4.16 Qts) (add) 5.4 L (5.72 Qts) (full)

OIL TEMPERATURE (SHUT DOWN)

135°C (275°F) Lubrication system 185°C (365°F) AC Generator

APPROVED OIL SPECIFICATION: MIL-PRF-7808 MIL-PRF-23699

CAUTION: DO NOT MIX OR SUBSTITUTE OIL SPECIFICATIONS. USE ONLY ONE OF THE APPROVED OILS. IF THE OIL SUPPLY IS LOW AND THE OIL BEING USED IS NOT AVAILABLE, DRAIN THE OIL SUMP AND CHANGE THE OIL FILTER. SERVICE THE OIL SYSTEM WITH AN APPROVED OIL.

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APU LEADING PARTICULARS APPROVED FUELS Fuel Type

Specification

Temperature Range

Jet A

ATSM D1655 (NATO Code F-35)

-35°C (-30°F) to +57°C (+135°F)

Jet A-1


-43°C (-45°F) to +57°C (+135°F)

Jet B


-54°C (-65°F) to +57°C (+135°F)

JP-4

MIL-T-5624 (NATO Code F-40)

-54°C (-65°F) to +57°C (+135°F)

JP-5


-35°C (-30°F) to +93°C (+ 200°F)

JP-8


-35°C (-30°F) to +93°C (+ 200°F)

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APS 3200 AUXILIARY POWER UNIT

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SECTION 1 INTRODUCTION

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APS 3200- GENERAL PRESENTATION The APU is a single spool gas turbine engine which drives a load compressor and an AC generator.

Function The APS 3200 is designed to provide compressed air and electrical power to the aircraft on the ground and in flight.

The ECB is an electronic controller, FADEC type (Full Authority Digital Electronic Control).

- Electrical power supply to aircraft systems Component Location - Compressed air supply to aircraft systems: - The APU is installed in the tail section of the aircraft. • Environmental Control System (ECS) • Main Engine Start (MES) • Various systems...

- The ECB is installed in the aft cargo compartment, right side, forward of the cargo door. Control and Display

Requirements Regulations:

- JAR part 25, change 13 - FAR part 25

Certification:

- JAR APU change 2

- On the overhead panel for APU operation and fire control On the ECAM (Electronic Centralized Aircraft Monitoring) for APU parameters display On the external panel, under the nose section, for APU emergency -shut-down

Main Components The main components are: - The Auxiliary Power Unit (APU) - The Electronic Control Box (ECB) - The aircraft systems (Pneumatic system, Electrical system, Control panels). HSPS CT/NOV.. 2006


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AUXILIARY POWER UNIT

ELECTRONIC CONTROL BOX (AFT CARGO COMPARTMENT)

CONTROL AND DISPLAY PANELS

AIRBUS AIRCRAFT HSPS CT/NOV.. 2006


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APS 3200 - DESCRIPTION (1) Power Unit

Load Compressor

The APU consists of a gas turbine engine (Power Section) which drives:

The load compressor is a single stage centrifugal compressor driven directly by the power section. Variable inlet guide vanes are used for airflow and exhaust gas temperature control.

- A load compressor Gearbox - And an AC generator (alternator) through a gearbox.

- The power section

The gearbox, also driven by the power section, is attached to the load compressor. The gearbox provides the drive at the correct speed for the AC generator and the APU mechanically driven accessories.

- The load compressor


- The gearbox.

The ECB provides control and monitoring of the APU and is located in the aircraft rear cargo compartment.

The APU is of modular design. It has three modules:

A common air inlet supplies the load compressor, the cooling fan and the power section. Power Section The power section is a single spool gas turbine engine which consists of: - A centrifugal compressor - A reverse flow combustor chamber - A two stage axial flow turbine. HSPS CT/NOV. 2006


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COMBUSTOR

AC GENERATOR

GEARBOX TURBINES LOAD COMPRESSOR

IMPELLER

APS 3200 – DESCRIPTION (1) HSPS CT/NOV. 2006


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APS 3200 – DESCRIPTION (2) - The APU air inlet plenum is connected to the aircraft air intake system. The APU air inlet plenum has a screen to protect the APU internal components from foreign object damage. - The cooling fan assembly is located at the top of the gearbox front face. - The starter motor drives the APU rotor assembly during starting.

The air inlet plenum is located between the load compressor and the power section. - The ignition exciter supplies high energy electrical power to the ignitor plugs. The ignition exciter is mounted on the left side of the air inlet plenum. - The oil cooler transfers the heat of the lubricating oil to the cooling air supplied by the cooling fan assembly.

The starter motor is located on the front face of the gearbox. - The fuel control unit supplies and meters fuel to the APU. It is located on the gearbox front face.

- The APU exhaust system delivers the APU exhaust gases to the aircraft exhaust pipe.

- The load compressor scroll houses the load compressor impeller. - The air inlet plenum delivers air to the impellers.

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COOLING FAN ASSEMBLY

AIR BYPASS PLENUM

STARTER MOTOR

OIL COOLER

AIR INLET PLENUM

EXCITER FUEL CONTROL UNIT

APU AIR INLET APS 3200 - DESCRIPTION (2)

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LOAD COMPRESSOR SCROLL Page 1.6

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APS 3200 - DESCRIPTION (3) Identification of Components - The gearbox provides the drive for the AC generator and the accessories for APU operation. The gearbox also provides the sump for the oil system. - The AC generator that provides electrical power for the aircraft systems. - The cooling fan assembly for airflow through the oil cooler and ventilation of the APU compartment. The cooling fan assembly is located on the gearbox front face. - The APU drain collector. The collector is installed on the right side of the gearbox by two struts. - The air- bleed system that includes a servo valve, an actuator, and a bleed control valve. - The inlet guide vane system that includes a servo valve, an actuator, the inlet guide vanes and their control mechanism. - The combustor housing that houses the combustor chamber. - Main and pilot fuel injection system installed on the combustor housing.

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MAIN AND PILOT FUEL INJECTION SYSTEM

COOLING FAN ASSEMBLY INLET GUIDE VANE ACTUATOR

BLEED CONTROL VALVE

AC GENERATOR MOUNTING PAD

APU DRAIN COLLECTOR

GEARBOX



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APS 3200 - OPERATION Power section provides the shaft power to drive the load compressor and the gearbox. Power is produced by transforming the energy contained in the ambient air and the fuel through thermodynamic cycle: compression, combustion, expansion.

The load compressor supplies compressed air to the aircraft pneumatic system. The air is compressed by a single stage centrifugal impeller and uses variable inlet guide vanes to control the air flow. The compressed air is delivered through a scroll to the bleed control valve.

- Compression of the air in the single stage centrifugal compressor

The gearbox provides the drive for the AC generator, and accessories for APU operation.

- Combustion of the air-fuel mixture in the reverse flow combustor chamber

The AC generator that provides electrical power for the aircraft systems.

- Expansion of the burned gases across the two stage axial flow turbine to drive:

The Electronic Control Box receives various signals from the aircraft and the APU to operate and monitor the APU.

• The power section impeller

The electronic control box controls the following:

• The load compressor impeller

- Rotation speed (N) (fuel flow)

• The gearbox.

- Load compressor surge protection (bleed control valve) - Exhaust Gas Temperature (EGT) (inlet guide vanes).

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TO AIRCRAFT

TO APU EXHAUST BLEED CONTROL VALVE

POWER SECTION COMPRESSION

GENERATOR

COMBUSTION

EXPANSION

EXHAUST

GEARBOX

AMBIENT AIR COMPRESSED AIR COMBUSTION EXHAUST FUEL FLOW ELECTRICAL SIGNALS

LOAD COMPRESSOR

ECB

IGV ACTUATOR

FUEL CONTROL

APS 3200 - OPERATION HSPS CT/NOV.. 2006


APS 3200 AUXILIARY POWER UNIT HSPS CT/NOV. 2006

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SECTION 2 POWER UNIT

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POWER UNIT - GENERAL - Rotation speed .......................49 300 RPM

Function The APU provides compressed air and electrical power to the aircraft.

- Direction of rotation ................clockwise (view from the rear) - APU dry weight ......................136 kg (299 lbs).

Location

Main Components

The APU is installed in the aircraft tail section.

- Gearbox (with AC generator and APU accessory drive)

Type

- Load compressor (centrifugal type provided with inlet guide vanes)

Single spool gas turbine engine driving a load compressor and an AC generator.

-

Air inlet plenum (air intake and air distribution)

- Power section including:

Main Characteristics Characteristics at Aero Design Point, installed APU (ISA, sea level) are given for information only: - Total power ............................400 kW (536 HP)

• A centrifugal impeller A reverse flow combustor chamber • A two stage axial flow turbine.

- Specific fuel consumption .......0.372 kg/kW.h (0.61 Ib/HP.H) - Fuel consumption ...................148 kg/HR (178 L/HR) ................................................[327 LB/HR (47 GAL/HR)] - Electrical power ......................132 kW (177 HP) - Pneumatic power ...................252 kW (338 HP) - Bleed air flow .........................1.2 kg/sec. (2.6 lbs/sec.) - Bleed air pressure ..................390 kPa (42 PSI) HSPS CT/NOV. 2006


LOAD COMPRESSOR CENTRIFUGAL COMPRESSOR

AC GENERATOR

GEARBOX

AIR INLET PLENUM

COMBUSTOR CHAMBER

TURBINES

ECB

POWER UNIT - GENERAL HSPS CT/NOV..2006


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POWER UNIT - DESCRIPTION (1) The first part of the description deals with the APU rotating assembly and the second part will consider the modular design of the APU. The following main components are considered in this description: gearbox, air intake plenum, load compressor and power section.

Power Section The power section provides mechanical shaft power to drive the load compressor and the gearbox. The power section comprises:

Gearbox - A single stage centrifugal impeller The gearbox located at the front of the APU provides the mechanical drive for the AC generator and the accessories required for the APU operation. The oil sump is also part of the gearbox.

- A reverse flow combustion chamber - A two stage axial flow turbine

Load Compressor - An exhaust system. The load compressor is driven by the power section and provides compressed air to the aircraft pneumatic system. It is a centrifugal impeller that has variable inlet guide vanes to control the air flow output.

The main rotor assembly is supported by two bearings: A ball bearing at the front of the load compressor, a roller bearing at the rear of the turbine.

Air Inlet Plenum The plenum is located between the load compressor and the power section. The plenum directs the air supply to the power section, load compressor and the oil cooling system.

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DRIVE TRAIN FOR AC GENERATOR AND APU ACCESSORIES FRONT BEARING

CENTRIFUGAL IMPELLER

VARIABLE INLET GUIDE VANES


COMBUSTION CHAMBER EXHAUST

REAR BEARING

AIR INLET PLENUM TURBINES

OIL SUMP

POWER UNIT - DESCRIPTION (1) HSPS CT/NOV. 2006


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POWER UNIT – DESCRIPTION (2) APU Rotating Assembly

Bearings

The APU rotating assembly includes the following components:

The APU rotor assembly is supported by two bearings:

- The load compressor impeller

- Front ball bearing

- The inter shaft which connects the load compressor impeller to the power section rotor assembly

- Rear roller bearing Quill Shaft

- The compressor impeller of the power section The quill shaft is splined into the rotor shaft and provides the mechanical connection between the APU rotor shaft and the gearbox.

- The turbine wheels. The tie-bolt secures the main components of the APU rotor assembly.

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LOAD COMPRESSOR IMPELLER

POWER SECTION IMPELLER

FRONT BALL BEARING

QUILL SHAFT SECURING NUT

TIE BOLT

INTER SHAFT

TURBINES

REAR ROLLER BEARING

SECURING NUT



A320-457a

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POWER UNIT - OPERATION The gases are then expelled overboard through the aircraft exhaust system.

General The power section produces mechanical shaft power for APU operation.

Load Compressor Operation The load compressor is driven by the power section and produces air flow to the aircraft pneumatic systems.

This mechanical power is used to drive: - The load compressor which supplies compressed air

Gearbox Operation - The AC generator which supplies electrical power - Accessories required for the operation of the APU.

The gearbox is driven by the power section to operate the APU accessories and the AC generator.

Power Section Operation

Electronic Control Box (ECB)

The air enters the power section through the aircraft air inlet and the APU plenum.

The ECB provides control and monitoring of the APU.

In the plenum, this air is divided into two flows; one for the load compressor and one for the power section. The power section air is directed to the centrifugal impeller which increases the air pressure. The air is then admitted to the combustion chamber, mixed with the fuel and burned to provide a continuous combustion process. The gases are expanded across the turbines that transforms the gas energy into mechanical energy.

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BLEED CONTROL VALVE COMPRESSED AIR TO AIRCRAFT

COMPRESSED AIR TO EXHAUST

AC GENERATOR

ECB

AMBIENT AIR COMPRESSED AIR COMBUSTION EXHAUST

POWER UNIT - OPERATION

HSPS CT/NOV. 2006


A320-458a

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GEARBOX - GENERAL Location

Gearbox Front Face View

The gearbox is located at the front of the load compressor scroll.

- Oil cooling fan drive pad

Main Features

- AC generator drive pad

- Modular design

- Starter motor drive pad

- Mechanical efficiency: 0.98

- Fuel control unit drive pad

- Weight: 17 kg (37.4 lbs)

- Accessories (oil filters, oil level sensor, de-oiling valve...).

- Oil sump

Gearbox Left Side View

- Gearbox drive power: 148 kW (198 HP)

- Oil sight glass

- AC generator drive power: 132 kW (177 HP)

- Oil fill tube

- Accessories drive power: 16 kW (21 HP)

- High oil temperature sensor

- Material for housing: Aluminum alloy.

- Speed sensor - Gearbox mounting flange (attachment with the load compressor scroll) - APU front left mount.

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COOLING FAN DRIVE PAD MOUNTING FLANGE

AC GENERATOR DRIVE PAD

APU FRONT MOUNT

STARTER MOTOR DRIVE PAD FUEL CONTROL UNIT DRIVE PAD

FWD

DE-OILING VALVE

DE-OILING VALVE SPEED SENSOR

OIL FILL TUBE OIL LEVEL SENSOR

OIL SIGHT GLASS

OIL FILTERS

HIGH OIL TEMPERATURE GEARBOX - GENERAL HSPS CT/NOV. 2006


A320-459a

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GEARBOX DESCRIPTIO (1) This description considers the gears, the bearings and the drive pads. Gears The gearbox comprises of 8 spur type gears made of steel alloy. The gear train provides the correct speeds for the APU driven units. Bearings The gears are supported by bearings: 6 roller bearings and 6 ball bearings. AC Generator Drive - Speed: 24034 RPM - Direction of rotation: Clockwise. Intermediate Gear - Speed: 14349 RPM - Direction of rotation: Clockwise - Centrifugal air-oil separator.

Starter Motor Drive - Speed: 32045 RPM - Direction of rotation: Anti clockwise - Starter clutch: Sprag type. Fuel Pump Drive - Speed: 10129 RPM -Direction of rotation: Clockwise. Oil Pump Drives - Lubrication pump • Speed: 4137 RPM • Direction of rotation: Clockwise. Scavenge pumps • Speed: 4137 RPM Direction of rotation: Anti clockwise. Note:

Direction of rotation by viewing the front of the gearbox.

Cooling Fan Drive - Speed: 51965 RPM - Direction of rotation: Anti clockwise - PMG (Permanent Magnet Generator).

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FRONT VIEW INTERMEDIATE GEAR (14349 RPM)

COOLING FAN DRIVE (51965 RPM)

STARTER MOTOR DRIVE (32045 RPM)

AC GENERATOR DRIVE (24034 RPM)

FUEL PUMP DRIVE (10129 RPM)

DRIVE GEAR (49300 RPM)

GEARBOX - DESCRIPTION (1)

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OIL PUMP DRIVES (4137 RPM)


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GEARBOX - DESCRIPTION (2) • The fuel control unit drive gear

Identification of Gearbox Components - The gearbox housing which forms the oil sump and provides the accessories for the oil system (oil filter, oil level sensor, magnetic plug...).

• The oil pump drive gears.

The gearbox housing also provides the mounting pads for: • The oil cooling fan • The AC generator • The starter motor • The fuel control unit The gearbox housing is attached to the load compressor scroll by a mounting flange. - The APU front left and right mounts are located on the sides of the gearbox. - The gearbox gear train which includes: • The AC generator drive gear • The intermediate gear, which also forms the air-oil separator • The starter motor drive gear HSPS CT/NOV. 2006


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INTERMEDIATE GEAR

AC GENERATOR DRIVE GEAR

STARTER MOTOR DRIVE GEAR

DRIVE GEAR

FUEL CONTROL UNIT DRIVE GEAR

GEARBOX

OIL PUMP DRIVE GEARS

GEAR TRAIN

GEARBOX - DESCRIPTION (2) HSPS CT/NOV. 2006


A320-461a

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GEARBOX - OPERATION During Starting

Normal Running Condition

The starter motor is electrically energized and provides the torque to crank the gear train and the APU rotor assembly.

The power section provides the mechanical power to drive the load compressor and the gearbox drive gear.

At self-sustaining speed, the electrical supply to the starter is deenergized and the starter is disengaged by the sprag clutch.

The drive gear meshes directly with the AC generator gear. It also drives an intermediate gear which in turn drives the oil cooler fan gear, the starter motor gear and the fuel control unit and oil pump gears

HSPS CT/NOV. 2006


AC GENERATOR DRIVE COOLING FAN GEAR DRIVE GEAR

INTERMEDIATE GEAR

STARTER DRIVE GEAR

DRIVEN GEAR FUEL CONTROL UNIT DRIVE GEAR

DRIVE GEAR

START OPERATION


RUN OPERATION

GEARBOX - OPERATION HSPS CT/NOV..2006


A320-461a

.

AIR INLET PLENUM - GENERAL Location

Construction

The inlet plenum is located between the load compressor and the power section.

The plenum is of sandwich construction with a structural envelope, Nomex and felt metal. The structural envelope and Nomex are fire proof.

Main Features Operation - Acoustically treated part In the plenum, the air is separated into two flows by the splitter. - Shop replaceable unit - One for the power section: 2.2 kg/s (4.8 lbs/sec.) - Weight: approx. 7.5 kg (16.5 lbs). - One for the load compressor and cooling fan: 1.2 kg/s (2.6 lbs/sec.).

Main Components The plenum consists of two parts, upper and lower, which are connected by quick disconnect latches. The lower part interfaces with the aircraft air inlet system. The air inlet to the plenum is provided with a screen made of stainless steel that protects the APU internal components from foreign object damage. The upper part has an outlet for air supply to the oil cooling system (supply to the oil cooler fan).

HSPS CT/NOV. 2006


.

COOLING FAN AIR SUPPLY

QUICK DISCONNECT LATCHES

AMBIENT AIR COMPRESSED AIR LOAD COMPRESSOR IMPELLER

SPLITTER

SCREEN

AIR INLET PLENUM - GENERAL HSPS CT/NOV. 2006


A320-463a

.

AIR INLET PLENUM - DESCRIPTION Identification of the Air Inlet Plenum Components - The lower part of the air inlet plenum interfaces with the APU air inlet system. It has a screen to protect the APU internal components from foreign object damage. The lower part incorporates noise treatment and a splitter which separates the air into two flows. It also provides the support for the following components: • The ambient air pressure and temperature sensors • The differential pressure sensor • The low oil pressure switch • The ignition exciter. - The upper part of the air inlet plenum is also noise treated. The upper part has an oval outlet to supply air to the oil cooling system - The quick disconnect latches secure the upper part and lower part of the air inlet plenum.

HSPS CT/NOV. 2006


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PLENUM UPPER PART AIR INLET HOUSING

SPLITTER

PLENUM LOWER PART

QUICK DISCONNECT LATCH

LOCATING TAB

INLET SCREEN

AIR INLET PLENUM - DESCRIPTION HSPS CT/NOV. 2006


A320-464a

.

LOAD COMPRESSOR - GENERAL Location

Main Components

The load compressor is installed between the gearbox and the power section.

- Rotating components (compressor shaft, impeller, bearing, bearing seals)

Type

- Stationary components (air inlet housing, variable inlet guide vanes, impeller shroud, diffuser, and scroll).

High pressure centrifugal impeller provided with inlet guide vanes. Main Features - Air flow: 1.2 kg/s (2.6 lbs/sec.) - Pressure ratio: 4:1 - Max outlet temperature: 232°C (450°F) - Rotation speed: 49 300 RPM - Direction of rotation: clockwise (viewed from the rear of the APU).

HSPS CT/NOV. 2006


.



SCROLL

AMBIENT AIR COMPRESSED AIR COMPRESSOR IMPELLER

INLET GUIDE VANES

LOAD COMPRESSOR - GENERAL HSPS CT/NOV. 2006


A320-465a

.

LOAD COMPRESSOR - DESCRIPTION (1) The first part of this description deals with the load compressor components, the second part will consider the inlet guide vanes control mechanism and the third part the identification of all the components.

Compressor Diffuser It consists of 19 cambered vanes made of steel alloy. Scroll

Air Inlet Housing The housing allows the passage of air to the load compressor and supports the inlet guide vanes. It is made of aluminum alloy.

The annular scroll provides the air outlet of the load compressor. It is cast aluminum. The scroll housing provides passages for static air pressure to the load compressor discharge pressure sensor.

Compressor Impeller The impeller is constructed of titanium alloy. The rear shaft of the impeller is connected to the rotor intershaft using a curvic coupling. The front is supported by a ball bearing.

Bearing A ball thrust bearing supports the front shaft of the load compressor. It is mounted in the load compressor housing.

Compressor Shroud Bearing Seals The shroud houses the impeller and is constructed of steel alloy. Oil that is used to lubricate the front bearing is prevented from entering the impeller area by a floating carbon seal and a labyrinth seal.

HSPS CT/NOV. 2006


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COMPRESSOR DIFFUSER

DRAIN

SQUEEZE FILM

THRUST WASHER COMPRESSOR SHROUD

BALL BEARING

FLOATING CARBON SEAL LABYRINTH SEAL

AMBIENT AIR COMPRESSD AIR

COMPRESSOR IMPELLER

INLET GUIDE VANE

LOAD COMPRESSOR - DESCRIPTION (1) HSPS CT/NOV. 2006


A320-450a

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LOAD COMPRESSOR - DESCRIPTION (2) Identification of Load Compressor Components - The IGV assembly includes the variable inlet guide vanes, the rack and pinion mechanism and the air inlet housing - The compressor shroud houses the impeller. - The load compressor impeller has main blades and splitter blades. The impeller is connected at the rear to the inter shaft by curvic-coupling. The impeller front shaft is supported by the front bearing. - The scroll provides the air outlet of the load compressor. The scroll also houses the load compressor diffuser. - The front bearing is a ball bearing that supports the impeller front shaft - The labyrinth seal is pressurized with compressed air from the power section impeller. - The front bearing nut retains the front bearing and forms the phonic wheel of the speed sensing system - The tie-bolt and the securing nut.

HSPS CT/NOV. 2006


.

SCROLL

LABYRINTH SEAL FRONT BEARING INLET GUIDE VANE ASSEMBLY

FRONT BEARING JOURNAL

COMPRESSOR SHROUD LOAD COMPRESSOR IMPELLER SECURING NUT

TIE BOLT

FRONT BEARING NUT (PHONIC WHEEL)



.

LOAD COMPRESSOR - DESCRIPTION (3) Inlet Guide Vanes

The Actuator

The Inlet Guide Vanes (IGV) consist of 24 vanes, made of titanium alloy and mounted in the inlet housing.

The actuator is hydraulically operated. It uses fuel pressure metered by an electrical signal from the electronic control box.

Each inlet guide vane has a sector gear.

The Control Rod

There are five guide vanes with holes in them. Three are located at the 6:30 position, one at the ten o’clock and one at the two o’clock position. The holes allow a minimum amount of air flow to the load compressor to prevent surging when the guide vanes are closed and the APU is operating.

The control rod is mechanically operated by the actuator. The control rod is connected between the actuator and the inlet guide vane assembly. The Inlet Guide Vane Assembly

Control Mechanism The mechanism controls the position of the vanes. The complete mechanism consists of:

The inlet guide vane assembly consists of 24 sector gears engaged into a common ring gear. The ring gear is connected to the inlet guide vane control rod.

- The actuator - The control rod - The rack and pinion mechanism that moves the vanes.

HSPS CT/NOV. 2006


ACTUATOR ROD HOUSING

AIR INLET HOUSING

IGV POSITION INDICATOR

INLET GUIDE VANE INLET GUIDE VANE CONTROL ROD

INLET GUIDE VANE ASSEMBLY

RING GEAR

SECTOR GEAR

LOAD COMPRESSOR – DESCRIPTION (3) HSPS CT/NOV..2006


A320-467A

.

LOAD COMPRESSOR - OPERATION

Air Inlet

Compression

The ambient air enters the APU through the aircraft air inlet and the APU plenum.

As the air enters the blades of the rotating compressor impeller the air velocity increases.

The plenum air is separated into three flows:

The air leaves the tip of the blades at high velocity and flows through the diffuser vanes where velocity is transformed into pressure.

- Air for the power section Delivery - Air for the oil cooling system The compressed air then flows into the scroll and delivered to the pneumatic system through a bleed control valve.

- Air for the load compressor. The air for the load compressor passes through the inlet guide vanes; the flow of air depends upon the position (the angle) of the vanes. The air is then directed to the blades of the compressor impeller.

HSPS CT/NOV. 2006


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COMPRESSED AIR TO AIRCRAFT


SCROLL DIFFUSER VANE

AMBIENT AIR COMPRESSED AIR

COMPRESSOR IMPELLER

INLET GUIDE VANES

LOAD COMPRESSOR - OPERATION HSPS CT/NOV. 2006


A320-468a

.

POWER SECTION - GENERAL Function

Main Components

The power section provides the power to drive the load compressor and the gearbox.

The main functional components are: - Single stage centrifugal impeller

Location - Reverse flow combustion chamber The power section forms the rear part of the APU. - Two stage axial flow turbine Type - Exhaust. Single spool gas turbine engine.

HSPS CT/NOV. 2006


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TWO STAGE AXIAL FLOW TURBINES

SINGLE STAGE CENTRIFUGAL COMPRESSOR MAIN CHARACTERISTICS

POWER 400 Kw (536 HP) SPECIFIC FUEL CONSUMPTION 0.372 kg/kW.h (0.61 lb/HP.H) FUEL CONSUMPTION 327 LB/HR (47GAL/HR) ROTATION SPEED 49300 RPM

EXHAUST POWER SECTION - GENERAL

AIR MASS FLOW 2.2 kg/s (4.8 lbs/sec)

REVERSE FLOW COMBUSTION CHAMBER

COMPRESSION RATIO 8:1 POWER SECTION - GENERAL HSPS CT/NOV. 2006


A320-469a

.

POWER SECTION - COMPRESSOR - GENERAL Function

Main Components

The impeller supplies the required amount of compressed air to the combustor chamber.

- The impeller is made of titanium alloy. It has main blades and splitter blades. The front and rear shaft are integral with the impeller which is connected at the front to the inter shaft and at the rear to the turbine shaft by curvic-couplings using a tie-bolt.

Location The impeller is located at the front of the power section.

- The diffuser assembly is made of stainless steel. It has 19 radial vanes. The diffuser assembly is secured to the scroll with bolts.

Type Single stage, high pressure, centrifugal flow impeller.

The impeller shield is treated with an abradable material that provides a close tolerance clearance between the shield and the impeller.

Main Features • Compression ratio: 8:1

A containment shield for impeller containment is mounted on the outside of the combustor housing.

• Outlet air temperature: 350°C (662°F) • Rotation speed: 49 300 RPM.

HSPS CT/NOV. 2006


.

IMPELLER CONTAINMENT SHIELD COMPRESSOR HOUSING

IMPELLER SHIELD CURVIC COUPLING

CURVIC COUPLING

INTER SHAFT

MAIN BLADES

SPLITTER BLADES

POWER SECTION - COMPRESSOR - GENERAL HSPS CT/NOV. 2006


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POWER SECTION - COMPRESSOR - DESCRIPTION Identification of Compressor Components - The intermediate shaft is connected to the front of the load compressor impeller and to the rear of the power section compressor impeller by curvic-couplings. - The compressor housing houses the impeller and the compressor shield. The compressor housing is attached at the front to the air inlet housing and at the rear to the diffuser assembly and the combustor housing. - The impeller containment shield is mounted to the compressor housing. - The impeller has main blades and splitter blades. The impeller is connected at the front to the intermediate shaft and at the rear to the turbine by curvic-couplings. - The diffuser is mounted to the impeller shield.

HSPS CT/NOV. 2006


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COMPRESSOR HOUSING IMPELLER CONTAINMENT SHIELD

INTERMEDIATE SHAFT

DIFFUSER

POWER SECTION - COMPRESSOR - DESCRIPTION IMPELLER SHIELD

IMPELLER

POWER SECTION – COMPRESSOR - SECTION HSPS CT/NOV. 2006


a320-471a

.

POWER SECTION - COMBUSTOR CHAMBER - GENERAL Function

Main Components

The combustor chamber burns the air-fuel mixture and delivers the resulting gas to the turbine.

- The combustor housing is made of steel alloy. It houses the combustor chamber. It also has bosses for the mounting of fuel injectors (3 pilot fuel injectors and 6 main fuel injectors) and igniters. The lower part of the external housing is provided with a combustor chamber drain valve.

Location The combustor chamber is located in the middle of the power section. Type Reverse flow, annular combustor chamber.

- The combustor chamber is used for the fuel air mixture combustion. The combustor chamber and the elbow are made of heat resistant alloy and is provided with air holes and tubes. - The heat shield acts as a shield between the bend assembly and the impeller and directs the combustor gases to the turbines.

Main Features - Fuel air ratio: 1/45 - Turbine inlet temperature: 1020°C (1868°F).

HSPS CT/NOV. 2006


.

COMBUSTOR HOUSING

AIR TUBES

FUEL INJECTOR

IGNITER

COMBUSTOR CHAMBER

BEND ASSEMBLY

HEAT SHIELD

TURBINE CONTAINMENT SHIELD

POWER SECTION - COMBUSTOR CHAMBER - GENERAL HSPS CT/NOV. 2006


A320-472a

.

POWER SECTION - COMBUSTOR CHAMBER -DESCRIPTION Identification of Combustor Chamber Components - The combustor housing houses the combustor chamber. It also has bosses for the mounting of the fuel injectors, the igniter plugs and the combustor chamber drain valve. - The combustor chamber has holes and tubes that allows air used for combustion and cooling to enter the combustor chamber. - The bend assembly guides the burned gases from the combustor chamber to the inlet of the first stage turbine nozzle guide vane. - The heat shield protects the diffuser holder plate of the power section impeller. The heat shield is located between the bend assembly and the diffuser assembly. - The combustor chamber drain valve is threaded into the bottom of the combustor housing, this allows unburned fuel to drain overboard. The valve is closed by air pressure in the combustor housing.

HSPS CT/NOV. 2006


.

COMBUSTOR HOUSING HEAT SHIELD

COMBUSTOR CHAMBER DRAIN VALVE COMBUSTOR CHAMBER FIRST STAGE TURBINE NOZZLE COMBUSTOR AIR PRESSURE

BEND ASSEMBLY POWER SECTION - COMBUSTOR CHAMBER - DESCRIPTION

HSPS CT/NOV. 2006


.

POWER SECTION - TURBINE - GENERAL Function

Main Components

The turbine extracts the energy from the combustor gases to drive the impeller, the load compressor and the gearbox.

The two stage axial flow turbine comprises of: - The first stage nozzle guide vane (22 cooled vanes)

Location - The first stage turbine wheel (37 fir tree blades inserted into a disc) The turbine is located at the rear of the power section. - The second stage nozzle guide vane (26 vanes) Type - The second stage turbine wheel (31 fir tree blades inserted into a disc).

2 stage, axial flow turbine.

The turbine wheels are coupled together by curvic-couplings and secured by a tie-bolt.

Main Features • Turbine inlet temperature: 1020°C (1868°F)

A turbine containment shield is located around the turbine wheel. • Turbine outlet temperature: 614°C (1137°F) The turbine rear shaft is supported by a roller bearing and is located in the rear bearing housing.

• Rotation speed: 49300 RPM • Direction of rotation: clockwise (viewed from the rear of the APU).

HSPS CT/NOV. 2006


.

FIRST STAGE TURBINE WHEEL

SECOND STAGE NOZZLE GUIDE VANE

FIRST STAGE NOZZLE GUIDE VANE

CURVIC COUPLINGS

SECOND STAGE TURBINE WHEEL CONTAINMENT SHIELD

ROLLER BEARING

TIE BOLT

POWER SECTION - TURBINE - GENERAL HSPS CT/NOV. 2006


A320-474a

.

POWER SECTION - TURBINE - DESCRIPTION Identification of Turbine Components - The first stage nozzle guide vane has 22 vanes installed in front of the first stage turbine wheel - The first stage turbine wheel has 37 fir tree blades inserted into a disc and secured by blade locks. The turbine wheel is connected to the rear of the power section impeller and to the second stage turbine wheel by curvic-couplings - The second stage nozzle guide vane has 26 vanes installed in front of the second stage turbine wheel - The second stage turbine wheel has 31 fir tree blades inserted into a disc and secured by blade locks. Vibration dampers are fitted between the blades. The turbine wheel is connected to the first stage turbine wheel by a curvic coupling. The rear of the second stage turbine wheel is supported by a roller bearing - The containment shield is located around the turbine wheels. - The turbine housing is located between the containment shield and the turbine. The turbine housing is connected to the exhaust housing. HSPS CT/NOV. 2006


FIR TREE BLADES

VIBRATION DAMPER

BLADE LOCKS

SECOND STAGE TURBINE WHEEL

NOZZLE GUIDE VANE SUPPORT


FIRST STAGE NOZZLE GUIDE VANE FIRST STAGE TURBINE WHEEL CONTAINMENT SHIELD

TURBINE HOUSING

POWER SECTION - TURBINE - DESCRIPTION HSPS CT/NOV..2006


A320-475a

.

POWER SECTION - EXHAUST - GENERAL Function The exhaust directs the exhaust gases to the aircraft exhaust pipe. Location The exhaust diffuser is located inside the APU exhaust housing. Type One piece, annular exhaust pipe. Main Components The exhaust housing is constructed of stainless steel and provides a passage for the exhaust gases. The housing also contains the rear bearing and struts that house oil pipes to the rear bearing.

HSPS CT/NOV. 2006


.

FLOATING CARBON SEAL

SQUEEZE FILM

EXHAUST HOUSING

DISCHARGE AIR STRUT

REAR BEARING AIR BYPASS PLENUM

LABYRINTH SEAL

ROLLER BEARING

FLEXIBLE CAGE

POWER SECTION - EXHAUST - GENERAL HSPS CT/NOV. 2006


A320-451a

.

POWER SECTION - EXHAUST - DESCRIPTION Identification of Exhaust Components - The exhaust housing consists of an outer housing and diffuser cone supported by struts.

- The rear bearing labyrinth seal is installed on the rear shaft of the second stage turbine wheel.

The inner cone houses the rear bearing assembly and the rear bearing oil pipes.

The labyrinth seal is pressurized by compressed air from the power section compressor. - The air bypass plenum is installed on the exhaust housing and is provided with a drain connected to the drain system.

- The rear bearing housing: • The rear bearing • The rear end of the tie-bolt • The securing nut. The rear bearing housing has threaded bosses for the mounting of the rear bearing oil pipes. - The rear bearing oil pipes: • The rear bearing oil supply • The rear bearing oil scavenge • The rear bearing oil venting. - The rear bearing is a roller bearing, it is located inside the rear bearing cage. HSPS CT/NOV. 2006


AIR BYPASS PLENUM REAR BEARING HOUSING

REAR BEARING VENT PIPE SECURING NUT

EXHAUST HOUSING

LABYRINTH SEAL REAR BEARING OIL SUPPLY PIPE REAR BEARING SCAVENGE PIPE REAR BEARING CAGE

A320-476a

TIE BOLT POWER SECTION - EXHAUST - DESCRIPTION HSPS CT/NOV..2006


.

POWER SECTION - OPERATION (1) The power section produces the shaft power through the thermodynamic cycle: compression, combustion, expansion and exhaust.

Expansion Expansion of the gases takes place across the two stages of the turbines, this transforms the gas energy into shaft power.

Compression Ambient air is directed into the blades of the rotating impeller. The air then flows through the divergent passages of the diffuser. (The air velocity is transformed into pressure.)

The gases flow through the nozzle guide vanes which increase the velocity, then across the turbine blades. The aerodynamic forces cause the turbine wheels to rotate.

Combustion

During expansion, the velocity of the gases increases and the pressure and temperature decrease.

The compressed air is divided into two flows:

Exhaust

- A primary flow mixed with the fuel for combustion

The gases are then expelled overboard through the exhaust system.

- A secondary flow (dilution air) to cool the combustor and internal parts. As a result of the continuous burning process, the pressure decreases slightly whereas the velocity and the temperature increase.

HSPS CT/NOV. 2006


.

AMBIENT AIR COMPRESSED AIR COMBUSTION EXHAUST FUEL

PRESSURE AND TEMPERATURE VALUES ARE GIVEN AT ZERO DESIGN POINT FOR INFORMATION

POWER SECTION - OPERATION (1)

a320-477a

HSPS CT/NOV. 2006


.

POWER SECTION - OPERATION (2) The power section provides air flow to pressurize the APU labyrinth seals, to cool internal heated parts and balance rotor forces.

Cooling To prevent excessive heating of the parts subjected to the combustion gases, a circulation of cooling air (bled at the outlet of the power section impeller) is provided through the power section rotor assembly, and is directed by internal passages to the turbine wheel faces.

Pressurization - Pressurization of Labyrinth Seals Labyrinth seals are supplied with air pressure. A pressure difference across the seals provide a non contact seal. - Pressurization of Load Compressor Front Bearing The pressurized air, bled from the outlet of the power section impeller, flows through an external pipe to the labyrinth seal of the load compressor front bearing and the cooling fan labyrinth seal.

Balance of Forces The shaft, the turbine wheels, and the compressor impellers are subjected to axial forces resulting from the operation of the rotor assembly. To reduce the forces on the bearings, air pressure is used on the backside of the power section impeller.

- Pressurization of Power Section Rear Bearing The pressurized air, bled at the outlet of the power section impeller, flows through the power section rotor assembly to the rear bearing labyrinth seal.

HSPS CT/NOV. 2006


EXTERNAL PIPE TO LOAD LCOMPRESSOR FRONT BEARING AND COOLING FAN LABYRINTH SEALS AXIAL THRUST

AMIENT AIR COMPRESSED AIR EXPELLED SEAL AND COOLING AIR FRONT BEARING LABYRINTH SEAL AIR

REAR BEARING LABYRINTH SEAL AIR

POWER SECTION - OPERATION (2) HSPS CT/NOV..2006

a320-478a


Page 2.52

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APS 3200 AUXILIART POWER UNIT HSPS CT/NOV. 2006



SECTION 3 OIL SYSTEM

HSPS CT/NOV. 2006


OIL SYSTEM - GENERAL Function

Lubrication and Cooling Requirements

The system is used to lubricate and cool the APU and the AC generator.

- The APU rear bearing - The APU front bearing

Location - The gearbox gears and bearings The system components are all located on the gearbox except the oil cooler. The cooler is located on the left side of the APU.

- The AC generator

Main Features

- Cooling Fan

Self contained, full flow system. - Max oil temperature: 135°C (275°F) - Normal oil pressure: 345 - 414 kPa (50 - 60 PSIG) - Low oil pressure: 241 kPa (35 PSIG) - Oil quantity: 5.4 liters (5.72 Qts) at FULL mark

HSPS CT/NOV. 2006


FRONT BEARING REAR BEARING GEARBOX GEARS AND BEARINGS

LUBRICATION AND COOLING OF AC GENERATOR

OIL SYSTEM MAIN FEATURES OIL SYSTEM - GENERAL OIL SYSTEM COMPONENTS ON GEARBOX (EXCPT OIL COOLER)

MAX OIL TEMPERATURE 135 C (275 F) NORMAL OIL PRESSURE 345 – 414 Kpa (50-60 PSIG) LOW OIL PRESSURE 241 KPa (35 PSIG) OIL QUANTITY 5.4 liters (5.72 Qts)

OIL SYSTEM - GENERAL HSPS CT/NOV.. 2006

Page 3.2 HAMILTON SUNSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

OIL SYSTEM - DESCRIPTION Oil Cooler Oil Sump

The oil cooler cools the oil and has a by-pass valve.

The oil sump is formed by the lower part of the gearbox.

De-oiling Valve

The gearbox has a fill tube for gravity filling, an overflow drain, a pressure fill connector and a sight glass.

The de-oiling valve is a solenoid valve located at the inlet of the pressure pump. When energized open, the valve prevents oil flow thus reducing the APU starting loads on the starter.

The gearbox intermediate gear also functions as the air/oil separator and provides air venting of the gearbox.

Monitoring Devices

Oil Pumps

- Low oil pressure switch

One lubrication pump and two scavenge pumps are driven by the gearbox.

- High oil temperature sensor - AC generator high oil temperature sensor

The pressure system is provided with a pressure relief valve located on the front of the gearbox.

- Oil level sensor

Oil Filters

- Oil level sight glass

There is one filter in the lubrication line and one in the AC generator scavenge line.

- Oil filter impending blockage switch indicator on each oil filter assembly

Both filters are the same and each have a filter element impending blockage switch indicator. They are mounted on the lower front face of the gearbox. The oil filter by pass valve for each filter is located in the gearbox and is non adjustable.

- Magnetic drain plug.

HSPS CT/NOV.. 2006


PRESSURE RELIEF VALVE

HIGH OIL TEMPERATURE SENSOR

LOW OIL PRESSURE SWITCH

CHECK VALVE

OIL COOLER

CHECK VALVE

AC GENERATOR HIGH OIL TEMPERATURE SENSOR

AIR OIL SEPERATOR

LUBRICATION PUMP

DE-OILING VALVE

SCAVENGE PUMPS OIL FILTER BYPASS VALVES

OIL SUMP OIL PRESSURE OIL RETURN AIR-OIL MIST

HSPS CT/NOV.. 2006

OIL LEVEL SENSOR

OIL FILTERS

OIL LEVEL SIGHT GLASS

OIL FILLER TUBE MAGNETIC DRAIN PLUG

OIL SYSTEM - DESCRIPTION HAMILTON SUNSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 3.4 a 320-481a

OIL SYSTEM – OPERATION The main functions of the oil system are : oil supply, scavenge return, venting and indicating. Scavenge Return Oil Supply The lubrication pump draws the oil from the sump and delivers it to the oil system. During starting, the de-oiling valve opens and air is drawn into the pump to prevent oil flow. After de-oiling the oil flows to the oil cooler, then to the filter. In the event oil flow through the filter becomes restricted, the switch indicator is activated. If the filter becomes blocked, the oil filter bypass valve will open and allow flow to the oil system. The oil pressure relief valve opens to regulate the oil system pressure. When the valve is open, some of the oil flow is bypassed back to the inlet side of the lubrication pump.

After lubrication, the oil returns to the gearbox sump by two scavenge pumps: -One for the power section rear bearing that returns the oil directly to the sump One for the AC generator that returns the oil to the sump through a filter. Note: The front bearing and the gearbox are scavenged by gravity. Venting Oil mist in the gearbox is separated by a centrifugal air-oil separator. The gearbox is vented to the exhaust through an external pipe.

Scavenge Return After lubrication, the oil returns to the gearbox sump by two scavenge pumps: - One for the power section rear bearing that returns the oil directly to the sump - One for the AC generator that returns the oil to the sump through a filter. Note: The front bearing and the gearbox are scavenged by gravity.

Monitoring Low oil pressure switch -High oil temperature sensor - AC generator high oil temperature sensor - Oil filter impending blockage switch indicators - Oil level sensor - Oil level sight glass - Magnetic drain plug

HSPS CT/NOV.. 2006


V

OIL SYSTEM - OPERATION OIL SUPPLY OIL PRESSURE SCAVENGE RETURN VENTING

a 320-481 a

OIL SYSTEM - OPERATION

HSPS CT/NOV.. 2006


ENGINE LUBRICATION (1) Lubrication is required for the AC generator, the gearbox and the APU bearings. AC Generator Lubrication and Cooling

Gearbox Lubrication

Oil Supply

Oil Supply

From the lubrication pump and filter, the oil is supplied to the AC generator:

The oil flowing from the lubrication pump passes through the filter and then by means of internal lines and jets is sprayed onto the gears and bearings.

- One flow for cooling - A second flow to lubricate the generator drive shaft splines.

From the gearbox the oil is also supplied to the cooling fan bearings and to the rotor assembly front bearing.

Scavenge and Return

Scavenge and Return

The oil from the AC generator is scavenged by a pump and returned to the gearbox sump through a filter.

After lubrication the oil returns to the gearbox sump by gravity.

HSPS CT/NOV.. 2006


FROM LUBRICATION PUMP

FROM LUBRICATION PUMP AC GENERATOR LUBRICATION AND COOLING

AC GENERATOR OIL SCAVENGE

DE-OILED AIR TO EXHAUST


AC GENERATOR DRIVE SHAFT SPLINE LUBRICATION

SPRAY JETS

OIL RETURN TO SUMP

ENGINE LUBRICATION (1) AC GENERATOR LUBRICATION TO LUBRICATION PUMP

TO LUBRICATION PUMP

OIL SUPPLY OIL PRESSURE SCAVENGE RETURN VENTING

AC GENERATOR LUBRICATION

GEARBOX LUBRICATION

HSPS CT/NOV.. 2006


a 320-482 a

ENGINE LUBRICATION (2) Front Bearing Lubrication Oil Supply

Sealing

The lubrication for the rotor front bearing is provided by pressurized oil from the gearbox oil system.

Oil sealing of this assembly is by a floating carbon seal and a labyrinth seal using air from the power section impeller.

A jet located in the gearbox housing sprays oil between the front end of the load compressor shaft and the front bearing nut. (Phonic Wheel)

A drain cavity between the seals is vented overboard, into the APU drainmast.

The oil runs along the shaft, lubricates the quill shaft splines and enters the gap through the split inner races to lubricate the bearing. Oil flow to the bearing is also provided by oil passages between the gearbox and bearing outer race to provide a squeeze film to dampen bearing vibration. Scavenge and Return After lubrication the oil is returned to the sump by gravity.

HSPS CT/NOV.. 2006


SQUEEZE FILM


AIR FROM POWER SECTION IMPELLER

BALL BEARING

LABYRINTH SEALS

INTERNAL OIL SUPPLY

OIL PRESSURE SPRAY COMPRESSED AIR SEA L AIR VENT

FRONT BEARING NUT DRAIN CAVITY


ENGINE LUBRICATION (2) - FRONT BEARING LUBRICATION HSPS CT/NOV.. 2006


a 320-452 a

ENGINE LUBRICATION (3) Rear Bearing Lubrication Oil Supply

Sealing

The lubrication of the rotor rear bearing is provided by pressurized oil from the gearbox oil system.

Oil sealing in the bearing area is accomplished by a floating carbon seal and a rotating labyrinth seal. The seals are pressurized with air flow from the power section impeller.

The oil is supplied to the rear bearing through an external pipe. In the bearing area, the oil is directed to the outer race to provide a squeeze film and an internal line that sprays oil into the rear tie-bolt area. Drilled passages in the tie-bolt allow oil circulation for lubrication and cooling of the roller bearing. Scavenge and Return After lubrication, the oil is scavenged back to the sump through an external pipe by a scavenge pump.

HSPS CT/NOV.. 2006


OIL SUPPLY

SQUEEZE FILM



TIE BOLT

ROLLER BEARING

ROTATING LABYRINTH SEAL OIL PRESSURE OIL RETURN COMPRESSOR AIR


ENGINE LUBRICATION (3) - REAR BEARING LUBRICATION a 320-453 a Page

HSPS CT/NOV. 2006 HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

3.12

OIL SUMP Function

Main Components

The sump provides a reservoir for the APU lubrication system.

The main components of the oil sump are:

Location

- Oil filler tube

The sump is located in the bottom of the gearbox.

- Oil overflow boss

Main Features

- Oil pressure fill port

- Capacity at the "FULL" mark: 5.4 litters (5.72 Qts)

- Air-oil separator

- Capacity at the "ADD" mark: 3.95 litters (4.16 Qts)

- Magnetic drain plug - Pressure relief valve - Oil level sensor - Oil level sight glass.

HSPS CT/NOV. 2006


GEARBOX

OIL FILLER TUBE

OIL OVERFLOW BOSS

OIL LEVEL SENSOR

OIL PRESSURE FILL PORT

MAGNETIC DRAIN PLUG

PRESSURE RELIEF VALVE GEARBOX – FRONT VIEW


GEARBOX – LEFT SIDE VIEW

OIL SUMP HSPS CT/NOV.. 2006


a 320-483 a

AIR-OIL SEPARATOR Function

Operation

The air-oil separator separates the oil from the air.

An air-oil mist is created in the gearbox when the APU is operating. The oil is separated from the air by the rotating action of the gearbox intermediate gear. The oil returns to the gearbox sump by gravity and the air is vented through a pipe to the APU exhaust.

Location The air-oil separator is located in the upper part of the gearbox. Description The air-oil separator is part of the gearbox intermediate gear. The gear has a hollow shaft with radial drillings. The rear of the hollow shaft vents into a passage in the gearbox housing.

HSPS CT/NOV. 2006


INTERMEDIATE GEAR AIR-OIL SEPERATOR

TO APU EXHAUST

DE-OILED AIR

OIL MIST

AIR-OIL SEPARATOR

OIL RETURN TO SUMP

OIL RETURN TO SUMP

AIR – OIL SEPERATOR HSPS CT/NOV.. 2006


OIL PUMPS - GENERAL

OIL PUMPS - DESCRIPTION

Function

Gerotor Type

One pump is used for the lubrication supply and two pumps for scavenge. Location The oil pumps are located inside the gearbox front face. Main Features - Lubrication pump • Type: Vane type • Flow: 2160 l/h (570 GPH) - AC generator scavenge pump • Type: Vane type pump • Flow: 2160 l/h (570 GPH) - Rear bearing scavenge pump • Type: Gerotor type pump • Flow: 160 l/h (42 GPH)

The gerotor is a positive displacement pumping unit consisting of two elements: an inner and outer rotor. The inner rotor has one less tooth than the outer, and has its centerline positioned at a fixed eccentricity from the centerline of the outer element. The inner element is driven by the gearbox. Vane Type The vane type pump consisting of a slotted inner rotor equipped with vanes operating in an eccentric housing. Operation of the Pressure Relief Valve The oil pressure relief valve is a non adjustable, spring loaded relief valve. The valve will open when oil pressure reaches 345-414 kPag (50-60 PSIG). The oil that is bypassed, returns to the inlet of the lubrication pump.

HSPS CT/NOV. 2006


AC GENERATOR SCAVENGE PUMP FUEL CONTROL UNIT DRIVE

OIL SCAVENGE PUMPS OIL PUMP DRIVE GEARS REAR BEARING SCAVENGE PUMP OIL PRESSURE PUMP


LUBRICATION PUMP

a 320-485 a

OIL PUMPS - GENERAL - DESCRIPTION HSPS CT/NOV.. 2006


DE-OILING VALVE Function

Operation

The de-oiling valve reduces the APU starting lead during start conditions.

During the APU start up the de-oiling valve is energized open by the ECB. When the valve is open the lubrication pump is prevented from pumping oil into the system. This reduces the starting load of the APU and allows faster acceleration.

Location

When the APU accelerates to 55% speed, the ECB de-energizes the de-oiling valve and allows the lubrication pump to produce oil flow.

The valve is located on the left side of the gearbox. Main Features

During shutdown, the de-oiling valve is again energized by the ECB when the APU de-accelerates to 90% speed. This allows the oil remaining in the system to return to the oil sump with the exception of one quart remaining in the oil cooler.

- Solenoid valve operated by the ECB - Nominal rating: 28 VDC; 1.0 amps - Solenoid valve energized open. Description The de-oiling valve is a solenoid operated valve directly controlled by the ECB.

HSPS CT/NOV. 2006


DE-OILING VALVE AIR GEARBOX LEFT SIDE TO OIL COOLER OIL SUMP

DE-OILING SYSTEM TO LUBRICATION PUMP

ECB AIR OIL FROM SUMP DE-OILING VALVE

a 320-486a

DE – OILING SYSTEM HSPS CT/NOV.. 2006


OIL FILTERS - GENERAL

OIL FILTERS - DESCRIPTION

Function

Each filter system consists of:

The function of the oil filters is to filter the oil.

- A 20 micron disposable cartridge

There are two filters: one for lubrication and one for the AC generator scavenge. They are the same type of filter.

- An oil filter impending blockage switch indicator - A by-pass valv

Location The lubrication filter is located in the pressure line after the oil cooler. The scavenge filter is located after the AC generator scavenge pump. Both filters are installed at the bottom front face of the gearbox. Main Features - Filter element: 20 microns - By-pass valve setting: 345-414 kPad (50-60 PSID) - Switch indicator setting: 207-241 kPad (30-35 PSID).

HSPS CT/NOV. 2006


LUBRICATION FILTER

SWITCH INDICATOR

AC GENERATOR SCAVENGE FILTER

LUBRICATION FILTER

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OIL FILTERS - GENERAL - DESCRIPTION HSPS CT/NOV.. 2006


OIL FILTER - OPERATION Oil Flow

By-pass

In normal operation the oil is filtered and then flows to the oil system.

When the differential pressure across the filter exceeds 345 to 414 kPad (50 to 60 PSID), the by-pass valve will open and allow unfiltered oil to flow into the system.

Pre-blockage of the Oil Filters Should the filter become contaminated, a difference in pressure across the filter will occur.

The by-pass valve is located in the gearbox and is non-adjustable.

Two switch indicators are mounted on the front of the gearbox near each oil filter. The switch indicator provides a visual indication when the oil temperature is 74°C (165°F) and the oil pressure across the filter reaches 241 kPad (30-35 PSID). The ECB also monitors each switch indicator and will store the fault message.

HSPS CT/NOV. 2006


OIL FILTER - OPERATION

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OIL FILTER - OPERATION HSPS CT/NOV. 2006


OIL COOLER - GENERAL

OIL COOLER - DESCRIPTION The oil cooler is a rectangular unit which includes:

Function The oil cooler transfers the heat of the lubricating oil to the air flowing through the cooler. Location

- An oil cooler housing which consists of an integrally brazed aluminum heat-exchanger with an aluminum core and a stainless steel housing. - A check valve and a by-pass valve to regulate the oil flow and internal pressure of the oil cooler.A drain plug to drain the oil cooler

The oil cooler is installed on the left side of the APU. In the oil system, the cooler is located between the lubrication pump and the filter. Main Features - Oil cooling ability: 2160 l/h (540 GPH) - Oil cooler by-pass valve setting: • Opening threshold: 207 kPad (30 PSID) • Fully open: 345 kPad (50 PSID).

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a 320-489 a

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OIL COOLER – GENERAL - DESRIPTION HAMILTON SUNSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 3.26

OIL COOLER - OPERATION Normal Operation

Air Flow

The oil delivered by the lubrication pump flows through the aluminum cooling tubes that are cooled by the cooling fan air flow.

The oil cooler uses the airflow from the cooling fan to remove heat from the oil. The heated air is then discharged overboard through an air duct located in the left APU compartment service door.

The cooled oil then flows to the various APU lubrication points. By-pass Operation When the pressure exceeds 207 kPad (30 PSID), the bypass valve opens. The oil flow by-passes the cooler to the lubrication system. Check Valve Operation The check valve is an oil pressure operated valve. When the pressure in the oil system is low (de-oiling during start and shutdown), the check valve closes and prevents draining of the oil cooler into the sump. The check valve traps approximately one quart of oil in the oil cooler when the APU is not running.

HSPS CT/NOV.. 2006


COOLING AIR INLET

COOLING AIR INLET

CHECK VALVE

CHECK VALVE

OIL OUTLET

OIL OUTLET

BY-PASS VALVE CLOSED

OIL FLOW RESTRICTION

BY-PASS VALVE OPEN

OIL INLET

OIL INLET

OIL FLOW AIR FLOW NORMAL OPERATION

BY-PASS OPERATION a 320-490 a

OIL COOLER - OPERATION HSPS CT/NOV.. 2006


MONITORING DEVICES - LOW OIL PRESSURE SWITCH General Function

Functional Description

The Low Oil Pressure (LOP) switch senses the pressure downstream of the filter.

The LOP switch consists of a normally closed switch and is open when normal oil pressure is present.

The LOP switch initiates automatic APU shut down when the oil pressure is too low.

The ECB does not check for oil pressure until the APU has reached a speed of 100% (RTL) plus 10 seconds.

Location

If oil pressure is below 241 kPag (35 PSIG), and the APU is operating at 100% speed, the APU will shut down after running for 10 seconds.

The LOP switch is mounted on the right side of the air inlet plenum or on the lower right side of the gearbox Main Features - LOP switch setting: 241 kPag (35 PSIG) - Output signal to ECB: ground signal. Interfaces - The ECB - The APU oil system.

HSPS CT/NOV.. 2006



MONITORING DEVICES HSPS CT/NOV.. 2006

Page 3.30

HAMILTON SUNSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

a 320-491 a

MONITORING DEVICES - OIL TEMPERATURE SENSOR General


Function

The HOT sensor is a Resistive Temperature Device (RTD) supplied with a constant current of 1 mA (by the ECB). The resistance varies with the oil temperature and modifies the sensor output voltage.

The Oil Temperature (HOT) sensor senses the temperature of the oil at the outlet of the oil cooler. When the oil temperature is too high, the HOT sensor initiates automatic APU shut down.

When the oil temperature reaches a limit value of approximately 135°C (275°F), the ECB will initiate automatic APU shut down.

Location Note: The HOT sensor is installed on the lower rear face of the gearbox. Main Features

The AC generator also has an integral oil temperature sensor which causes the APU to shut down when an excessive temperature is detected (180°C; 365°F). The sensor is monitored by the ECB.

- HOT sensor setting: 135° C (275° F) - Sensor input signal (from ECB): 1 mA - Sensor output signal (to ECB): variable output voltage - 100 Ω RTD; 1 mA; 19°C to 149°C (67°F to 300°F.) Interfaces - The ECB - The APU oil system.

HSPS CT/NOV.. 2006


TO AIRCRAFT

RESISTIVE TEMPERATURE DEVICE (135C / 275F)

ECB

3 WAY SOLENOID VALVE

GEARBOX LEFT SIDE HOT SENSOR

FROM OIL COOLER OIL SUMP OIL COOLER

OIL FILTER

TO OIL FILTER HOT SENSOR a320-491 a

MONITORING DEVICE HSPS CT/NOV.. 2006

OIL TEMPERATURE SENSOR HAMILTON SUNSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 3.32

MONITORING DEVICES - OIL LEVEL SENSOR General


Function

The oil level sensor is a Resistive Temperature Device (RTD) that the ECB supplies with a constant current of 75 mA.

The oil level sensor measures the quantity of oil in the gearbox sump. When the oil level is too low, the sensor provides a flight deck warning of low oil quantity on the lower ECAM, APU systems page.

The resistance varies with the oil level and changes the sensor output voltage sensed by the ECB. At power up, the oil level is checked for a period of 8 seconds and is determined OK or LOW by the ECB.

Location The oil level sensor is located on the right side of the gearbox.

If the oil level is low, the ECB will display "OIL QTY LOW" message on the lower ECAM when the APU system page is selected.

Main Features - Sensor input signal (from ECB): 75 mA - Sensor output signal (to ECB): variable output voltage. Interfaces - The ECB - The APU oil system.

HSPS CT/NOV.. 2006


GEARBOX FRONT VIEW

MONITORING DEVICES

a320-493a

OIL LEVEL SENSOR HSPS CT/NOV.. 2006


MONITORING DEVICES

MAGNETIC DRAIN PLUG

Oil Level Sight Glass

A drain plug is located on the lower front side of the gearbox housing. Removing the plug allows oil drainage from the sump. The drain plug embodies a magnetic chip detector that attracts ferrous metal particles in the oil. The detector can be removed, inspected and installed without draining the oil sump.

The oil level sight glass is located on the lower left side of the gearbox housing, close to the oil fill tube. It provides a visual indication of the oil level in the sump. Oil level ADD and FULL marks are written on the sight glass.

A self sealing valve in the drain plug housing prevents oil drainage when the magnetic chip detector is removed.

HSPS CT/NOV. 2006


GEARBOX LEFT SIDE

GEARBOX FRONT VIEW


MAGNETIC DRAIN PLUG

OIL LEVEL SIGHT GLASS - MAGNETIC CHIP DETECTOR MONITORING DEVICES HSPS CT/NOV.. 2006

a320-494a


OIL PIPES External Pipes Supply - From lubrication pump, oil cooler and to the gearbox - From gearbox to power section rear bearing. Scavenge - From power section rear bearing to scavenge pump. Vent - From power section rear bearing to air-oil separator - From air-oil separator to APU exhaust system.

HSPS CT/NOV.. 2006


OIL PIPES

OIL PRESSURE OIL SCAVENGE VENT

a320-495a

OIL PIPES HSPS CT/NOV.. 2006





SECTION 4 FUEL SYSTEM

HSPS CT/NOV..2006


FUEL SYSTEM - GENERAL Function

Components Location

The fuel system provides the supply and the control of fuel to the APU under all operating conditions.

- The fuel control unit is located on the front face of the gearbox - The flow divider is located on the combustor housing

Systems Involved - The aircraft fuel system

- The fuel manifolds and injectors are located on the combustor housing.

- The pneumatic system - The APU control system - The APU fuel system. APU Fuel System Main Components - Fuel control unit - Flow divider - Pilot fuel manifold and injectors - Main fuel manifold and injectors.

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FUEL SUPLY UN-METERED FUEL METERED FUEL FUEL RETURN

FUEL SYSTEM - GENERAL

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FUEL SYSTEM - DESCRIPTION The system consists of a fuel control unit, a flow divider and fuel manifolds and injectors. Fuel Control Unit

Flow Divider

The fuel control unit contains the following injector components:

The flow divider controls the flow to the main and pilot injectors. The divider also provides pilot purge to the exhaust.

- Low fuel pressure switch (aircraft supplied) Main Fuel Manifold and Injectors - Low pressure pump (centrifugal type) - Manifold to supply fuel to the main injectors - Filter (filter element, by-pass valve and impending blockage ΔP indicator)

- Main injectors (six injectors mounted on the combustor housing).

- High pressure pump (gear type pump);

Pilot Fuel Manifold and Injectors

- Servo valve (electrically operated valve that meters the fuel flow in response to signals from the electronic control box)

- Manifold to supply fuel to the pilot injectors

- Constant ΔP valve (pressure differential valve that controls the differential pressure across the servo valve)

- Pilot injectors (three injectors mounted on the combustor housing).

- 3 way solenoid valve (valve operated by the electronic control box to open and close the fuel supply to the fuel injectors). - Pressure regulator (fuel pressure supply to the actuators of the air control system).

HSPS CT/NOV.. 2006


HIGH PRESSURE PUMP

FILTER

PRESSURE REGULATOR

INLET GUIDE VANE ACTUATOR

SERVO VALVE

PILOT FUEL MANIFOLD AND INJECTORS FLOW DIVIDER

PURGE TO EXHAUST

LOW FUEL PRESSURE SWITCH 3 WAY SOLENOID VALVE MAIN FUEL MANIFOLD AND INJECTORS

FUEL INLET

FUEL SUPPLY UN-MTERED FUEL METERED FUEL FUEL RETURN FUEL DRAIN

DRAIN LOW PRESSURE PUMP

CONSTANT DELTA-P VALVE

a320-497a

FUEL SYSTEM - DESCRIPTION HSPS CT/NOV.. 2006


FUEL SYSTEM - OPERATION (1) Starting During starting, the fuel flow is controlled by the servo valve using signals from the ECB.

When APU start is selected: - The starter motor is energized and cranks the APU rotor assembly - The ignition exciter operates and supplies high voltage spark to the two igniter plugs - The 3 way solenoid valve is energized open to provide fuel flow to the injectors

At self-sustaining speed, the starter and the ignition system are deactivated and the APU accelerates to 100% speed. The APU is maintained at 100% speed under all load conditions by the servo valve controlling fuel flow.

- The servo valve is electrically operated to control the fuel flow. Fuel from the aircraft fuel system is supplied by the low pressure and high pressure pumps through the servo valve and the 3 way solenoid valve. When the fuel pressure reaches approximately 138 kPad (20 PSID), the flow divider delivers fuel to the pilot injectors. The fuel injected into the combustor is ignited by the ignitor plugs. When the fuel pressure reaches approximately 1380 kPad (200 PSID), the flow divider delivers fuel to the main injectors.

HSPS CT/NOV.. 2006


IGNITION EXCITER AND IGNITERS OPERATION

TO PILOT INJECTORS TO MAIN INJECTORS

BY SERVO VALVE CONTROLLED BY ECB STARTING FUEL SUPPLY UN-METERED FUEL METERED FUEL FUEL RETURN FUEL DRAIN

a320-498 a

STARTING FUEL SYSTEM - OPERATION (1)

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FUEL SYSTEM - OPERATION (2) Running Condition

Shut-down

- Stabilized condition

When APU shut-down is initiated (manual or automatic), the ECB deenergizes the 3 way solenoid valve. Fuel flow to the fuel injectors is shut off and bypassed back into the fuel system.

The fuel control unit provides a flow higher than APU fuel flow requirements. The fuel is metered by the servo valve and is controlled by the ECB. The excess fuel is returned to the HP pump inlet through the constant AP valve and the fuel filter.

One second later the ECB de-energizes the fuel servo valve. Any fuel remaining in the pilot manifold assembly and fuel injectors is purged into the exhaust by combustor air pressure.

- Transient condition When the load applied to the power section changes, the rotation speed changes. The ECB senses the change and implements a signal to the servo valve. The fuel flow is metered to keep the rotor speed constant.

HSPS CT/NOV.. 2006


FUELSUPPLY UN-METERED FUEL METERED FUEL FUEL RETURN FUEL DRAIN a320-499a

FUEL SYSTEM - OPERATION (2) HSPS CT/NOV.. 2006


FUEL CONTROL UNIT - GENERAL Function

Main Components

The fuel control unit (FCU) supplies and meters fuel to the APU.

- Fuel pumps

The fuel control unit also supplies regulated fuel pressure to the inlet guide vane and bleed control valve actuators.

- Filter - Servo valve

Location - 3 way solenoid valve The fuel control unit is mounted on the front face of the gearbox by a v-band clamp.

- Pressure regulator.

Interfaces - Aircraft fuel system - Pneumatic system actuators - Drain system - Control system. Main Features - Fuel supply by a low pressure pump and a high pressure pump - Fuel filtering for the high pressure pump. - Fuel metering by an electronic system (servo valve and electronic control box). HSPS CT/NOV.. 2006


FUEL FILTER

FUEL SUPPLY REGULATED FUEL METERED FUEL FUEL RETURN FUEL DRAIN SERVO VALVE

a320-500A

FUEL CONTROL UNIT - GENERAL HSPS CT/NOV..2006


FUEL CONTROL UNIT - DESCRIPTION (1) Components of the Fuel Control Unit - A low fuel pressure switch located at the FCU fuel inlet (not shown)

- A pressure regulator that provides a constant pressure to the air system actuators: • A fuel outlet port (fuel supply to the actuators)

- Fuel Pumps

• A fuel return port (fuel return from the actuators)

• A low pressure pump (centrifugal type) • A high pressure pump (gear type) provided with a pressure relief valve

- A fuel inlet union (connected to the aircraft fuel system) - An electrical connector (current signals from the electronic control box to the 3 way solenoid valve and the servo valve).

- A drain line for the pump shaft seal - A filter which includes a filter element, a by-pass valve and an impending blockage AP indicator - A servo valve (electrically operated valve that meters fuel flow in response to signals from the electronic control box)

O-rings Two O-rings are located on the fuel control. One on the fuel control mounting flange and one on the drive shaft. Both O-rings must be properly installed or excessive loss of oil will occur when the APU is operating.

- A constant ΔP valve (a valve that controls the differential pressure across the servo valve) - A 3 way solenoid valve (valve operated by the electronic control box to open and close fuel flow to the fuel injectors)

HSPS CT/NOV.. 2006


a320-501a

FUEL CONTROL UNIT - DESCRIPTION (1) HSPS CT/NOV.. 2006


FUEL CONTROL UNIT - DESCRIPTION (2) Low Pressure Fuel Pump

High Pressure Fuel Pump

The low pressure fuel pump provides a positive supply to the inlet of the high pressure pump.

The high pressure fuel pump supplies a fuel flow higher than the APU requirements. The excess fuel is returned to the pump inlet through the constant ΔP valve. The pump is also provided with a pressure relief valve.

The pump is mechanically driven at the same speed as the high pressure pump by a splined shaft (driven by the gearbox).

Main Features The splined shaft is provided with a seal and a drain line to the drain system.

- Type: gear type

Main Features

- Rotation speed: 10129 RPM

- Type: centrifugal

- Pressure: 2068 - 4480 kPad (300 - 650 PSID)


- Flow: 727 kg/h (1600 lbs/hr)


- Relief valve setting: > 4480 kPad (> 650 PSID).

- Flow: 182 kg/h (400 lbs/hr) at 550 kPad (80 PSID).

Note:

- Fuel flow at 7 % N: 20 kg/h (45 lbs/hr) - Fuel pressure at 7 % N: 1379 kPad (200 PSID).

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FUEL SUPPLY UN-METERED FUEL METERED FUEL FUEL RETURN FUEL DRAIN

a320-502a



FUEL CONTROL UNIT - DESCRIPTION (3) Fuel Filter The filter is located at the outlet of the low pressure pump. The filter includes the following components: - A filter element to filter the fuel Filter specification: 10 microns - An impending blockage ΔP indicator to provide a visual warning of a restricted filter Setting: 48 kPad (7 PSID) - A by-pass valve to allow the fuel supply in the event of filter blockage Setting: 324 kPad (46 + - 4 PSID). O-ring An O-ring is located inside the fuel filter cavity of the fuel control unit. The O-ring functions as a seal and a securing device for the filter bowel. The bowel is not secured by any external locking device.

HSPS CT/NOV.. 2006


FUEL SUPPLY UN-METERED FUEL METERED FUEL FUEL RETURN

a320-503a



FUEL CONTROL UNIT - DESCRIPTION (4) Servo Valve

3 Way Solenoid Valve

The servo valve meters the fuel during starting and normal operating conditions.

The valve opens and closes the fuel supply for operation and shut down of the APU.

The valve consists of a torque motor which operates a fuel metering valve (clevis type).

The solenoid valve is energized open to supply fuel to the fuel injectors (control from ECB).

The motor is electrically controlled by the ECB. ECB current operates the valve to meter fuel flow.

When de-energized, a spring moves the valve to the close position.

During starting, the servo valve meters fuel flow to accelerate the APU. In normal operating conditions, the fuel flow is metered to maintain a constant 100% speed. The main features of the servo valve are: - Type: Torque motor

When the valve closes, the fuel is shut off to the injectors and bypassed back into the fuel system. During a normal or auto shutdown of the APU the ECB de-energizes the 3 way solenoid valve, one second later the servo valve is deenergized. In the event the 3 way solenoid valve does not close, the APU will shut down when the servo valve is de-energized. If this condition occurs, the ECB will store a fault message. (APU FUEL VALVE FAILED OPEN).

- Current: 0 - 100 mA - Metered flow: 6 - 198 kg/h (13 - 435 lbs/hr).

HSPS CT/NOV.. 2006


UN-METERED FUEL METERED FUEL

a320-504a



FUEL CONTROL UNIT - DESCRIPTION (5) Constant ΔP Valve

Pressure Regulator

The valve maintains a constant pressure differential across the servo valve.

The pressure regulator provides the fuel pressure supply to the inlet guide vane actuator and the bleed control valve actuator. The valve is non adjustable.

The valve senses upstream pressure on one side and downstream pressure plus the force of a spring on the other side. The valve position determines the amount of fuel to be returned to the fuel system.

The pressure regulator is closed from 0 to 60% APU speed. When the speed is above 60%, the regulator will open and deliver 1724 KPad (250 PSID) of fuel pressure to the actuators.

The ΔP setting of the constant ΔP valve is of 689 kPad (100 PSID) across the servo valve. The valve is non-adjustable.

HSPS CT/NOV.. 2006


REGULATED PRESSURE TO ACTUATORS

REFERENCE PRESSURE FROM LOW PRESSURE PUMP OUTLET

FUEL RETURN TO LOW PRESSURE PUMP INLET

PRESSURE FROM HIGH PRESSURE PUMP


a320-505a

FUEL CONTROL UNIT - DESCRIPTION (5)

HSPS CT/NOV.. 2006


FLOW DIVIDER - GENERAL Function

Interfaces

The flow divider distributes fuel from the fuel control unit to the pilot and main injectors. It also provides purging of the pilot injectors during APU shut-down.

- Fuel control unit

Location

- Pilot injector manifold

The flow divider is installed on the left side of the combustor housing.

- Exhaust system (purge).

- Main injector manifold

The flow divider is located downstream of the 3 way solenoid valve. Main Components The flow divider consists of two valves: - A pilot injector and purge valve set at approximately 138 kPad (20 PSID) to open. - A main injector valve set at approximately 1380 kPad (200 PSID) to open.

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FUEL CONTROL UNIT

UN-METERED FUEL METERED FUEL FUEL RETURN FUEL PURGE

a320-506a

FLOW DIVIDER - GENERAL

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FLOW DIVIDER - DESCRIPTION AND OPERATION Description

Operating

The flow divider consists of:

- Starting

- Two valves: • A pilot injector and purge valve set at approx. 138 kPad (20 PSID) • A main injector valve set at approx. 1380 kPad (200 PSID)

When the APU is started, the fuel pressure increases to 138 kPad (20 PSID). The pilot injector valve opens and allows fuel flow to the pilot injectors. When the pressure reaches 1380 kPad (200 PSID), the main injector valve opens allowing fuel flow to the main injectors. - Normal Running Condition

- A filter screen (located at the fuel inlet)

The two valves remain open to allow fuel flow to the pilot injectors and the main injectors.

- Fuel inlet/outlet ports: • Fuel inlet from the fuel control unit

- Shut-down • Fuel outlet to the pilot manifold • Fuel outlet to the main manifold • Fuel outlet to the exhaust system (purge).

As the fuel pressure decreases, the two valves close. The fuel remaining in the pilot injectors is purged into the exhaust by combustor air pressure. At this time, a momentary puff of smoke may be viewed coming from the APU exhaust. This is a normal occurrence.

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METERED FUEL FUEL PURGE

FLOW DIVIDER - DESCRIPTION AND OPERATION

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PILOT FUEL MANIFOLD AND INJECTORS Function The pilot manifold delivers fuel from the flow divider to the pilot injectors during start and normal operation. It also supplies the pilot fuel injectors with fuel during normal running. Location The pilot manifold is mounted around the combustor housing. Description The pilot manifold consists of flexible pipes connecting the flow divider to the three pilot injectors. It is comprised of teflon tubes encased in a single layer of steel braid that is covered with a rubber sheath.

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FUEL SUPPLY UN METERED FUEL METERED FUEL FUEL RETURN

a320-508a

PILOT FUEL MANIFOLD AND INJECTORS

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PILOT FUEL INJECTORS Type

Description

Simple jet injectors.

A simple jet injector comprises:

Location

- A pilot injector body and mounting flange

The three pilot injectors are installed on the rear of the combustor housing:

- A fuel nozzle - A heat shield

- One at the top (at 12 o'clock) - Two at the bottom (one at 4 o'clock and one at 8 o'clock)

The injector fits into a heat shield that is provided with two air inlet holes for cooling. A gasket between the injector and the combustor housing. Operation A continuous flow of fuel is delivered to the combustor by the pilot injectors and atomized by the fuel nozzles, the fuel is then mixed with combustor air to maintain the combustion process.

HSPS CT/NOV.. 2006


METERED FUEL INLET

GASKET PILOT FUEL INJECTOR

COMBUSTOR HOUSING REAR FACE

a320-509a

METERED FUEL COMBUSTOR AIR COMBUSTION PILOT FUEL INJECTORS HSPS CT/NOV.. 2006


MAIN FUEL MANIFOLD AND INJECTORS Function The main manifold delivers fuel from the flow divider to the main injectors. Location The main manifold is mounted around the combustor housing. Description The main manifold consists of flexible pipes connecting the flow divider to the six main injectors. It is comprised of teflon tubes encased in a single layer of steel braid that is covered with a rubber sheath.

HSPS CT/NOV.. 2006


FUEL SUPPLY REGULATED FUEL METERED FUEL FUEL RETURN

a320-510a

MAIN FUEL MANIFOLD AND INJECTORS

HSPS CT/NOV.. 2006


MAIN FUEL INJECTORS Type

Operation

Air blast injectors.

A continuous flow of fuel is delivered to the combustor by the main injectors. The fuel is atomized by combustor air flowing through the shrouded air passage. The fuel is then mixed with combustor air to maintain the combustion process.

Location The six main injectors are located on the combustor housing. Description An air blast injector comprises: - A main injector body and mounting flange - A fuel injection tube and a shrouded air passage - A gasket between the injector and the combustor housing.

HSPS CT/NOV.. 2006


MAIN INJJECTOR BODY

GASKET

METERED FUEL COMBUSTOR AIR COMBUSTION

FUEL INJECTOR TUBE

COMBUSTION SWIRL FLOW a320-511a

MAIN FUEL INJECTORS HSPS CT/NOV.. 2006


FUEL PIPES Fuel supply

Fuel drain (pipe located on the APU left side)

- From the aircraft fuel system to the fuel control unit.

- From the flow divider to the exhaust system.

Fuel distribution (pipes located on the APU left side)

Fuel drain (pipes located on the APU right side)

- From the fuel control unit to the flow divider

- From the fuel control unit to the APU drain collector

- From the fuel flow divider to:

- From the BCV actuator seals to the APU drain collector

• The pilot manifold and injectors

- From the IGV actuator seals to the APU drain collector

• The main manifold and injectors

- From the combustor housing, air bypass plenum and exhaust pipe to the APU drain collector.

Fuel distribution (pipes located on the APU right side) - From the pressure regulator of the fuel control unit to: • The BCV servo valve (fuel supply and return) • The IGV servo valve (fuel supply and return).

HSPS CT/NOV.. 2006


FUEL FLOW DIVIDER

FUEL SUPPLY METERED FUEL FUEL DRAIN FUEL PIPES HSPS CT/NOV.. 2006


FUEL SYSTEM INTERFACES The APU fuel system has several interfaces: aircraft fuel system, pneumatic fuel system, APU control system, APU drain system. Aircraft Fuel System The APU is supplied with fuel normally from the aircraft left wing tank. The aircraft low pressure fuel pump provides fuel to the APU when the aircraft tank pumps are not operating. The low pressure valve is controlled by the ECB and is open when the APU is operating. The valve is closed when the APU is shut down normally or by the APU fire switch.

HSPS CT/NOV.. 2006


FUEL SUPPLY REGULATED FUEL FUEL DRAIN a320-513a

FUEL SYSTEM INTERFACES HSPS CT/NOV.. 2006


AIRCRAFT FUEL SYSTEM The aircraft fuel system supplies fuel to the main engines and APU. The aircraft fuel system has three main tanks:

A low fuel pressure warning switch is located at the fuel inlet to the fuel inlet to the fuel control unit. The switch sends a signal to the ECB if fuel pressure is too low. The ECB will display "FUEL LO PR" message on the lower ECAM when the APU system page is selected. This requires the APU to be above 7% speed and the fuel pressure below 109 KPag (15.8 PSIG).

- A left tank located inside the left wing - A center tank located between the two wings - A right tank located inside the right wing. Each tank has electric pumps to supply the engines. A cross feed valve, located between the tanks, connects the left and right engine supply lines. In normal operation, the cross feed valve is closed. The low pressure valve isolates the APU from the fuel supply. The valve is open when the APU is running. It closes when the APU is shutdown or when the FIRE switch is activated. The APU low pressure fuel pump is controlled by a pressure switch located in the fuel line to the APU. The switch senses fuel tank pump pressure. If the pressure is too low or the fuel tank pumps are turned off, the switch will cause the APU low pressure fuel pump to turn on.

HSPS CT/NOV.. 2006


APU LOW PRESSURE FUEL PUMP

a320-514a

LOW FUEL PRESSURE WARNING SWITCH

AIRCRAFT FUEL SYSTEM HSPS CT/NOV.. 2006


APS 32OO AUXILIARY POWER UNIT HSPS CT/NOV..2006


.


SECTION 5 AIR SYSTEM

HSPS CT/NOV.. 2006


AIR SYSTEM - GENERAL Function

Component Location

The air system provides compressed air to the aircraft on the ground and in flight.

The inlet guide vane system components are located on the right upper side of the air inlet housing. The inlet guide vanes are located in the air inlet housing ahead of the load compressor air inlet.

Main Features - Flow: 1.2 kg/s (2.6 lbs/sec.)

The air bleed system components are located on the right lower side of the load compressor scroll outlet.

- Pressure: 289.6 kPag (42 PSIG)

All the sensors are located on the APU.

- Temperature: 232°C (450°F).

Interfaces

Main Components

- The ECB

Two systems are considered:

- The aircraft pneumatic system

- The inlet guide vane (IGV) system controls the load compressor airflow and prevents EGT overtemperature of the power section during load compressor operation. The inlet guide vanes are controlled by the ECB, servo valve, and the IGV actuator.

- The APU fuel system.

- The air bleed system delivers airflow from the load compressor to the aircraft pneumatic system through a bleed control valve (BCV). The valve also functions as an anti-surge valve for the load compressor. The BCV is controlled by the ECB, servo valve, and the BCV actuator.

HSPS CT/NOV. 2006


.

AMBIENT AIR COMPRESSED AIR REGULATED FUEL FUEL RETURN

HSPS CT/NOV.. 2006

AIR SYSTEM - GENERAL HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 5.2

AIR SYSTEM - OPERATION Control of the System The ECB uses various control signals from the aircraft and the APU sensors to control the inlet guide vanes and the bleed control valve. Indication The pressure is indicated on the lower ECAM APU system page display. The pressure is indicated by the load compressor discharge pressure sensor and transmitted to the indicator through the ECB, the ADIRU, the BMC computers in PSIG. Air System Operation The air system operation chart shows IGV and positions during various modes of operation

HSPS CT/NOV. 2006


.

ENGINE BLEED PACK SPEED SWITCH %

MODE

0

AIRCRAFT MODEL

IGV POSITION

BCV POSITION

-

ALL

CLOSED 72º

DISCHARGE ( 0)

-

ALL

CLOSED 82º

DISCHARGE ( 0)

OPEN 48º

DELIVERY 45º TO 90º

100

OFF

CLOSED

100

ON

OPEN

-

ALL

100

ON

OPEN

ECS

A318 A319 A320

OPEN 48º TO -30º

DELIVERY 90º

100

ON

OPEN

ECS

A321

OPEN 48º TO -10º

DELIVERY 90º

100

ON

CLOSED

MES

ALL

OPEN -5º

DELIVERY 90º

OPERATION CHART HSPS CT/NOV.. 2006

AIR SYSTEM - OPERATION HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 5.4

INLET GUIDE VANE SYSTEM - GENERAL Function The inlet guide vane system controls the load compressor air flow to provide the required flow to the aircraft pneumatic systems. Main Features

Interfaces Fuel inlet (fuel pressure) Fuel outlet (fuel return) - Fuel drain

- Hydraulically operated actuator, controlled by a servo-valve and the electronic control box.

- Control signal from the ECB to the servo valve

Components Involved

- Position signal from the LVDT (Linear Voltage Differential Transducer) to the ECB

- The electronic control box (ECB)

- EGT signal from APU exhaust thermocouples to the ECB.

- The inlet guide vane (IGV) system components: servo valve, actuator, control mechanism and inlet guide vanes Components Location - The servo-valve and actuator form an assembly located on the right upper part of the APU on the air inlet housing. - The inlet guide vanes and their control mechanism are located in the air inlet housing.

HSPS CT/NOV. 2006


REGULATED FUEL FUEL RETURN FUEL DRAIN

INLET GUIDE VANE SYSTEM - GENERAL HSPS CT/NOV. 2006


INLET GUIDE VANE SYSTEM - DESCRIPTION (1) The system includes the actuator, the control rod and the IGV mechanism. IGV Actuator Hydraulically operated actuator using fuel supplied by the FCU, it comprises of a servo valve and an operating piston. Control Rod The rod connects the actuator piston to the IGV assembly. It is connected to the actuator piston by a quick release pin. IGV Position Indicator The actuator rod housing has a position indicator cast on the top and bottom of the housing. The indicator markings range from CLOSED to OPEN. An external metal tab is attached to the control rod and functions as a position indicator for the IGV’s and used to manually move the IGV’s when the APU is not running. The igv’s should be in the CLOSED position before starting the APU.

HSPS CT/NOV. 2006


IGV POSITION INDICATOR OPEN

CLOSED ACTUATOR ROD HOUSING

METAL TAB

a 320-516.1

HSPS CT/NOV. 2006

INLET GUIDE VANE SYSTEM - DESCRIPTION (1) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 5.8

INLET GUIDE VANE SYSTEM - DESCRIPTION (2) Servo Valve

IGV Control Mechanism and Inlet Guide Vanes

The servo valve controls the position of the actuator piston by using a spill valve that meters the potentiometric jet. The servo valve has a metered fuel pressure inlet from the actuator and a return outlet to the fuel control unit. The control current (0-100 MA) to the servo valve is provided by the ECB.

The inlet guide vanes are part of the IGV assembly. A sector gear is attached to each inlet guide vane and is driven by a common ring gear.

Actuator The actuator consists of a piston that is positioned by fuel pressure metered by the servo valve. The actuator also uses double dynamic seals for piston shaft sealing. The position of the actuator piston is provided by a Linear Voltage Differential Transducer (LVDT). The position signal is sent to the ECB for control of the servo valve.

HSPS CT/NOV. 2006


METRED FUEL PRESSURE

FUEL PRESSURE METERED FUEL PRESSURE FUEL RETURN FUEL DRAIN

HSPS CT/NOV. 2006


Page 5.10

INLET GUIDE VANE SYSTEM - OPERATION Principle of Operation

APU Starting

The ECB provides a control signal (0-100 MA) to the servo valve by using the following input signals.

During start, the inlet guide vanes are in the closed position to reduce the APU starting loads. The inlet guide vanes are also in the closed position during APU shutdown.

- APU bleed switch Operation - Speed (100%) During load compressor operation, the position of the guide vanes are controlled by aircraft ECS computer signals sent to the ECB.

- EGT

In the event APU exhaust gas temperature is too high during load compressor operation the ECB will signal the IGV actuator to reduce airflow delivery of the load compressor.

- Air inlet pressure and temperature - ECS mode

If inlet guide vane control is faulty, the IGV actuator will automatically position the guide vanes to the closed position.

- MES mode. The ECB control signal is sent to the servo valve. The servo valve meters fuel pressure to control the actuator piston movement. When the actuator moves, the linear voltage differential transducer (LVDT) sends the actuator position signal back to the ECB. The actuator piston is maintained in a stabilized position by the ECB signal (50 MA) to the servo valve. The actuator piston positions the IGV assembly to control the airflow delivery of the load compressor.

HSPS CT/NOV. 2006


.

AIR INLET PRESSURE AND TEMPERATURE

NOTE: SEE OPERATION CHART PAGE 5.4 FOR AIRCRAFT MODEL AND IGV POSITIONS


INLET GUIDE VANE SYSTEM - OPERATION HSPS CT/NOV.. 2006


AIR BLEED SYSTEM - GENERAL Function

Component Location

The air bleed system provides air delivery to the aircraft pneumatic system while preventing load compressor surge.

- The servo-valve, the actuator and the bleed control valve form a complete assembly located on the right lower part of the auxiliary power unit at the scroll outlet

Main Features - Two load compressor discharge pressure pipes: - Hydraulically operated actuator, controlled by a servo-valve and the electronic control box.

• One located in the scroll outlet (high pressure) • One located in the diffuser of the load compressor (low pressure)

Components Involved - The Electronic Control Box (ECB) - The Bleed Control Valve (BCV): servo-valve, actuator and valve

Both are connected to the load compressor discharge pressure sensor to prevent load compressor surge.

- Pressure sensors

Interfaces

- Ducts.

- Fuel inlet - Fuel outlet - Fuel drain - Control signal from the ECB to the servo valve - Position signal from the LVDT to the ECB - Pressure signals to the load compressor discharge pressure sensor.

HSPS CT/NOV. 2006


REGULATED FUEL RETURN FUEL FUEL DRAIN

HSPS CT/NOV. 2006

AIR BLEED SYSTEM - GENERAL HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 5.14

AIR BLEED SYSTEM - DESCRIPTION (1) The air bleed supply is controlled by a bleed control valve.

APU Bleed Switch

This valve comprises of a housing, a butterfly valve and an actuator. APU Bleed Switch

When the APU master switch is selected to off during bleed air operation, the APU will continue to run in a cool down mode for a maximum time of 2 minutes.


The cooldown time limit can vary from 0 to 2 minutes. The time limit depends on when the APU bleed switch is turned off prior to selecting the APU master switch to OFF.

Housing

Low Bleed Air Pressure

The housing is mounted on the load compressor scroll outlet by means of a v-band clamp.

In the event low bleed air pressure occurs, cycle the APU bleed switch OFF and then to ON. This may restore the system to normal.

Butterfly Valve The valve is located in the BCV housing and directs air flow from the load compressor to the aircraft pneumatic systems, APU exhaust or both. The butterfly shaft extends through the top of the BCV housing. The shaft has a slot machined into it that provides manual positioning of the valve and also serves as a valve position indicator.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006

AIR BLEED SYSTEM - DESCRIPTION (1) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 5.16

AIR BLEED SYSTEM - DESCRIPTION (2) Servo Valve

Bleed Control Valve


The bleed control valve (BCV) delivers compressed air to the aircraft, also the valve functions as an anti-surge valve for the load compressor.

Actuator The actuator consists of a piston that is positioned by fuel pressure metered by the servo valve. The actuator also uses double dynamic seals for piston shaft sealing. The position of the actuator piston is provided by a linear voltage differential transducer (LVDT). The position signal is sent to the ECB for control of the servo valve.

HSPS CT/NOV. 2006


COMPRESSED AIR REGULATED FUEL METERED FUEL FUEL RETURN FUEL DRAIN

HSPS CT/NOV. 2006


Page 5.18

AIR BLEED SYSTEM - OPERATION Principle of Operation

APU Starting

The ECB provides a control signal (0-100 MA) to the servo valve using the following inputs:

During start and shutdown the BCV is in the discharge position. If the valve control is faulty, the BCV actuator will automatically position the valve to discharge.

- APU bleed switch - Speed (100%) - Air inlet temperature - Load compressor discharge pressure sensor (ΔP/P). The ECB control signal is sent to the servo valve. The servo valve meters fuel pressure to control the actuator piston movement. When the actuator piston moves, the linear voltage differential transducer (LVDT) sends the actuator position signal back to the ECB. The actuator piston is maintained in a stabilized position by the ECB signal (50 MA) to the servo valve. The actuator piston positions the BCV to deliver the maximum airflow to the aircraft pneumatic systems without causing load compressor surge.

HSPS CT/NOV. 2006



AIR BLEED SYSTEM - OPERATION HSPS CT/NOV. 2006


AIR SYSTEM SENSORS - INLET AIR PRESSURE AND TEMPERATURE SENSOR Function

- Supply current: 1 mA

The air inlet pressure and temperature signals are used by the ECB for control purposes.

- Range: -55 to +150°C (-62 to 302°F) - Resistance at 0°C (0°F): 1000 Ω.

Location Functional Description The pressure and temperature sensors are in one unit which is located on the right rear side of the air inlet plenum. Main Features Pressure Sensor - Type: variable resistor device - Excitation voltage: + 5 and - 5 VDC

- The pressure sensor is made of a bridge of 4 resistors printed on a flexible support. One of them varies if the support is deformed by the air pressure. The whole bridge is supplied by a 5 VDC constant source voltage coming from the ECB. The changes of the variable resistor cause the output to vary (from 0 to 50 mV). - The temperature sensor is a resistor which is fed by a constant 1 mA current supplied by the ECB. The output voltage changes from approximately 0.8 to 1.2 VDC according to the resistance changes from -55 to +50°C (-67 to +122°F).

- Output signal: 0 to 50 mV The ECB detects a sensor failure if: - Range: 0 to 104 kPaa (0 to 15 PSIA) - Minimum bridge impedance: 2000 Ω. Temperature Sensor

- The measured ambient pressure is lower than 3.45 kPaa (0.5 PSIA) or higher than 110 kPaa (16 PSIA) - The measured inlet temperature is lower than -62°C (-80°F) or higher than 76°C (170°F)

- Type: resistance temperature device Normal BCV control will be maintained if either air inlet pressure or temperature sensor is failed. HSPS CT/NOV. 2006


AIR SYSTEM SENSORS HSPS CT/NOV. 2006


AIR SYSTEM SENSORS - LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS General

Description

Function

The two sensors are made of a bridge of 4 resistors.

The load compressor discharge pressure sensors sense load compressor air pressure (high pressure) and (low pressure).

The resistors are printed on a flexible support and one of them varies if the support is deformed by the pressure.

The ECB receives signals from the sensors and adjusts the bleed control valve (BCV) to prevent load compressor surge.

The bridges are supplied by a constant source voltage of 5 VDC coming from the ECB.

Location

The changes of the variable resistor causes the output voltage to vary (from 0 to 50 millivolt).

The pressure sensors (ΔP/P) are assembled as one unit. The sensors are located on the right front side of the air inlet plenum.

The ECB detects a sensor failure if:

Main Features

- The measured pressure is lower than 3.45 kPad (0.5 PSID) or higher than 172 kPa (25 PSI) or than 690 kPa (100 PSI)

The pressure sensors are variable resistor devices. Excitation voltage: + 5 and - 5 VDC

The load compressor bleed air pressure is displayed on the lower ECAM when the APU system page is selected.

Output signal: 0 to 50 mV Range 0 to 172 kPad (0 to 25 PSID) (ΔP) 0 to 689 kPaa (0 to 100 PSIA) (P) Minimum bridge impedance: 2000 Ω.

HSPS CT/NOV. 2006


LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS HSPS CT/NOV. 2006

AIR SYSTEM SENSORS HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 5.24

ACCESSORY COOLING - GENERAL Function

Cooling Fan

The accessory cooling system supplies air for the oil cooler and for the APU compartment ventilation. Location

The fan provides cooling air to the oil cooler and to the compartment cooling duct. The fan assembly incorporates a permanent magnet generator that is used for APU backup overspeed and to prevent momentary power interruption of the ECB.

The system components are located on the APU.

Fan Outlet Duct

Main Features

This duct connects the outlet of the cooling fan to the inlet of the oil cooler.

Cooling by circulation of air taken from the air inlet plenum and accelerated by the cooling fan.

Oil Cooler Exhaust Duct This duct connects the oil cooler outlet to the APU compartment door vent.

Main Components The main components of the system are the fan inlet duct assembly, the cooling fan, the fan outlet duct assembly, the oil cooler and the oil cooler exhaust duct.

Compartment Cooling

Fan Inlet Duct

The APU compartment is ventilated by air ducted from the cooling fan outlet duct. The air is discharged into the compartment through the compartment cooling duct.

This duct connects the engine air inlet plenum to the inlet of the cooling fan.

HSPS CT/NOV. 2006


ACCESSORY COOLING - GENERAL HSPS CT/NOV. 2006


ACCESSORY COOLING - COOLING FAN General

Main Components

Function

- The cooling fan assembly includes:

The cooling fan (driven by the gearbox) provides air circulation for the oil cooler and ventilation of the APU compartment.

• An axial flow fan • The fan drive gear

The cooling fan incorporates a permanent magnet generator that provides momentary direct current power, and a backup overspeed signal to the electronic control box.

• 2 roller bearings - Fan inlet and outlet ducts

Location - A permanent magnet generator and control box. The cooling fan is located at the top of the gearbox front face and is secured by a V-band clamp. Main Features - Cooling fan rotation speed: 51965 RPM - Permanent Magnet Generator output: 40 VDC (100% of N) - Speed signal for back-up of the overspeed protection system: 107%.

HSPS CT/NOV. 2006


COOLING FAN - GENERAL ACCESSORY COOLING HSPS CT/NOV. 2006


ACCESSORY COOLING - COOLING FAN Description

Operation

The cooling fan is mounted on the gearbox and aligned by a locating pin. The fan mounting flange is secured to the gearbox by a v-band clamp.

Cooling Fan

The fan is driven by a shaft assembly that is supported by two ball bearings, the bearings are lubricated by the APU oil system. The shaft assembly uses a carbon seal and two labyrinth seals pressurized by the power section impeller air. The oil used for lubrication of the cooling fan is returned to the oil sump by gravity. A permanent magnet generator (PMG) and a printed circuit board are located in the fan housing. The printed circuit board contains the rectifier components for the PMG electrical power output to the ECB.

The cooling fan accelerates the air flow through the oil cooler. Cooling air is also used for APU compartment cooling. PMG The permanent magnet generator (PMG) is driven by the cooling fan shaft. The PMG provides momentary (240 msec) of rectified electrical power to the ECB when the aircraft electrical power is interrupted during power transfer. One unrectified PMG output provides a frequency signal to the ECB that is used for the back up overspeed signal.

The cooling fan can be used to turn the APU rotor assembly during borescoping. This is accomplished by removing the fan inlet duct and manually rotate the fan impeller.

HSPS CT/NOV. 2006


AMBIENT AIR OIL SUPPLY OIL DRAIN PRESSURIZED AIR

COOLING FAN - DESCRIPTION AND OPERATION ACCESSORY COOLING HSPS CT/NOV. 2006


AIRCRAFT PNEUMATIC SYSTEM The aircraft pneumatic system supplies compressed air to the following: - Aircraft air conditioning system - Water tank pressurization - Aft cargo heating - Wing anti-icing system - Main engine starting system - Hydraulic reservoir pressurization. The compressed air, used by the aircraft pneumatic system, can be supplied by: - The APU - Number 1 engine - Number 2 engine - Ground air source.

HSPS CT/NOV. 2006


HOT AIR PACK 2 ENG 2 BLEED

PACK 1 X BLEED ENG. 1 BLEED GROUND AIR SUPPLY

APU BLEED VALVE (BCV)

FAULT LIGHT OFF LIGHT

APU COMPRESSED AIR ENGINE FAN COOLING AIR

AIRCRAFT PNEUMATIC SYSTEM HSPS CT/NOV. 2006


APS 3200 AUXILIARY POWER UNIT HSPS CT/NOV.. 2006



SECTION 6 CONTROL SYSTEM

HSPS CT/NOV.. 2006

Page 6.0 HAMILTON STANDARD PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

APU CONTROL SYSTEM - GENERAL Functions

Main Components

The functions of the APU Control System are:

The main components of the APU control system are:

- To keep the power unit rotation speed constant to maintain AC generator frequency

- The APU components (sensors, pressure switches, servo-valve, actuators ...)

- To protect the power unit from overtemperature

- The electronic control box

- To avoid load compressor surge

- The aircraft control panels.

- To ensure a proper start of the power unit - To provide a proper start sequence. - To monitor APU component operation. - To supply fault information for trouble shooting, engine trend monitoring and historical data retention. Main Features - FADEC (Full Authority Digital Electronic Controller) - Single computer - Electrical supply from the aircraft DC system and momentary power backup from the cooling fan PMG.

HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - GENERAL HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - DESCRIPTION (1) General

ECB Outputs

This description considers:

They are the accessories (electro-valves, relays...) and indicating devices.

- The Electronic Control Box (ECB) ECB Electrical Supply - The ECB inputs - 28 VDC supply: from the aircraft electrical system - The ECB outputs - The ECB supply

- Momentary supply: from the permanent magnet generator (part of the cooling fan assembly).

- The electrical harness.

Electrical Harness

ECB

The APU harness connects the APU to the aircraft electrical system.

The ECB is located in the aft cargo compartment. The unit is made of six printed wiring assemblies using digital technology components. ECB Inputs They are the sensors (rotation speed, temperature, pressure...) and discrete signals (microswitches and switches).

HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - DESCRIPTION (1) HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - DESCRIPTION (2) Control System Components

- Inlet guide vane servo valve

Components of the control system:

- Bleed control valve servo valve


- Fuel servo valve

- Oil filter switch indicators

- 3 way solenoid valve


- Low fuel pressure switch

- Oil level sensor

- Permanent magnet generator

- De-oiling valve

- Engine identification module

- Speed sensors

- Exciter

- EGT sensors

- Starter voltage sensing

- Inlet air pressure sensor

- Centralized Fault Display System (CFDS)

- Inlet air temperature sensor

- Aircraft discrete inputs and outputs.

- Load compressor discharge pressure sensor - Linear voltage differential transducers (LVDTs)

HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - DESCRIPTION (2) CONTROL SYSTEM COMPONENTS HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - OPERATION (1) Rotation Speed Control

Exhaust Gas Temperature (EGT) Control

General

General

This function meters the fuel flow to maintain a constant rotor speed.

This function protects the power unit against over-temperature.

Components Involved

Components Involved

- Speed sensors

- EGT thermocouples, the speed sensors and the inlet pressure and temperature signals

- Electronic Control Box (ECB) - ECB - Fuel servo-valve. - IGV actuator. Principle of Operation Principle of Operation The ECB compares rotor speed with a nominal speed datum to control the fuel servo-valve. The servo-valve then provides the required fuel flow to maintain 100% rotor speed under all APU load conditions.

The ECB compares the actual EGT with an EGT datum. The EGT datum is a function of the operating mode (ECS or MES) and of the ambient air conditions (P1 and T1). The ECB controls the IGV servo-valve as a function of EGT. The IGV's are modulated toward close as EGT exceeds the datum.

HSPS CT/NOV.. 2006



APU CONTROL SYSTEM - OPERATION (1) ROTATION SPEED CONTROL AND EGT CONTROL

HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - OPERATION (2) Load Compressor Surge Control

Load Compressor Reverse Flow Protection

General

General

This function protects the load compressor from surge.

This function shuts down the APU in case of load compressor surge (eg. back pressure from the aircraft pneumatic system).

Components Involved Components Involved - Load compressor output pressure sensors - Load compressor output pressure sensors - Electronic Control Box (ECB) - ECB - Bleed control valve. - Fuel system and bleed control valve. Principle of Operation Principle of Operation The ECB compares the load compressor delivery pressure ratio (ΔP/P) with a datum pressure ratio. In case of a low airflow condition, the bleed control valve is modulated to discharge air into the APU exhaust.

The ECB compares the load compressor delivery pressure ratio with two datums: When the first datum is reached, the bleed control valve (BCV) will move to the discharge position. When the second datum is reached, the APU will automatically shutdown.

HSPS CT/NOV.. 2006


METERED FUEL FUEL RETURN

APU CONTROL SYSTEM - OPERATION (2) LOAD COMPRESSOR SURGE CONTROL AND REVERSE FLOW PROTECTION

HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - OPERATION (3) APU Start Fuel Flow Control General

Principle of Operation

This function meters the fuel flow during APU starting.

The fuel flow program has two phases:

Components Involved

- The first phase: EGT rise

- Speed sensors, the EGT thermocouples, the air inlet pressure and temperature probes

- The second phase: From EGT rise to 95% speed + 2 seconds.

- Electronic Control Box (ECB) - Fuel servo-valve.

During the first phase, the fuel supply is used to fill the manifold. Fuel flow is metered as a function of rotor speed only. During the second phase, fuel flow is scheduled as a function of two programs (automatically selected): The first program controls the fuel flow rate after comparing the actual acceleration with the acceleration rate datum. The second program controls the fuel flow rate after comparing the actual EGT with the EGT datum.

HSPS CT/NOV.. 2006


CONTROL SYSTEM (ECB)

FUEL SUPPLY METERED FUEL FUEL DRAIN

APU START FUEL FLOW CONTROL APU CONTROL SYSTEM - OPERATION (3) HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - OPERATION (4) APU Fault System General The APU is either shut down automatically or a warning is given in case of a fault. Components - The sensors - The ECB - The electrical accessories. Operation In the event of a fault shutdown of the APU, the supplied electrical and pneumatic loads are removed. Warning lights, messages and indicators are displayed in the flight deck. Fault messages are available through the Centralized Fault Display System.

HSPS CT/NOV.. 2006


APU SAFETY SYSTEM APU CONTROL SYSTEM - OPERATION (4) HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - OPERATION (5) Monitoring Function The system provides information about the APU actual status, operation and maintenance. The system displays: - APU parameters - Events and hours count - Condition and faults. Components Involved - APU control system components - The ECB - The flight deck indicating system (CFDS, ECAM, MCDU).

HSPS CT/NOV.. 2006


HSPS CT/NOV.. 2006

MONITORING APU CONTROL SYSTEM - OPERATION (5) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 6.16

ELECTRONIC CONTROL BOX - GENERAL Function

Weight and Dimensions

The Electronic Control Box (ECB) controls and monitors the Auxiliary Power Unit systems. Location

Weight: 7.3 kg (16.1 lbs) Dimensions: Weight and Dimensions -• Width: 159 mm (6.2 inches) • Height: 195.4 mm (7.6 inches) • Depth: 375.4 mm (14.6 inches). Main Components

The ECB is installed in the aft cargo compartment. Main Features Full Authority Digital Electronic Controller (FADEC) - On Board Replaceable Memory Module (OBRM) for design flexibility and reduced component count - Modular design for reliability, maintainability and testability - No calibration required - Digital communication links (ARINC 429 and RS 232-C)

The main components are: - The ECB enclosure which houses Printed Wiring Assemblies (PWA) - The ECB front face which includes: • A RS 232-C connector • A front cover door housing the On Board Replaceable Memory Module (OBRM) • A handle - The ECB rear face which includes an ARINC 600 connector. Identification The electronic control box has an identification plate and a modification plate, both located on the front face of the ECB.

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ELECTRONIC CONTROL BOX - GENERAL HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - DESCRIPTION (1)

The bleed control valve (BCV) command is transmitted to the ECB by means of an aircraft discrete signal. Upon receipt of this command, the ECB controls the opening of the BCV to supply the aircraft pneumatic system.

ECB Inputs General This chapter considers the discrete and analog input signals to the ECB. Sensors and Discrete Inputs from Aircraft to ECB

Air/ground Configuration Switch (open/ground)

The corresponding signals form part of the ECB Inputs-Outputs definitions and PIN assignments.

This signal to the ECB is to indicate whether or not the aircraft is inflight operation. Special considerations (i.e. safety systems) apply for in-flight operation.

APU Stop (ground)

MES Mode (28 V)

The stop signal is transmitted to the ECB by the APU master switch in the flight deck. Actuating the switch causes a contact closure to ground.

This signal indicates to the ECB whether or not the aircraft is in Main Engine Start mode (MES) of operation. The circuit is normally open. In the MES mode, the aircraft causes the circuit to close and to supply a 28 V signal to the ECB.

Bleed Control Valve Activation (ground) Start Contactor Monitor (28 VDC/open/ground) Emergency Stop (ground for approx. 150 ms) The emergency stop signal is transmitted to the ECB by means of a discrete signal created by a contact closure to ground.

This discrete 28 VDC signal tells the ECB whether or not the back-up start contactor is closed or whether or not it is open. The start contactor monitor is used exclusively for fault isolation purposes.

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ELECTRONIC CONTROL BOX - DESCRIPTION (1) SENSORS AND DISCRETE INPUTS FROM AIRCRAFT TO ECB HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - DESCRIPTION (2) Sensors and Discrete Inputs from Aircraft to ECB (continued)

Low Fuel Pressure Switch (open/ground)

Air Intake Flap Open Position (28 VDC)

The switch closes to ground when the fuel pressure falls below a given pressure.

When the air intake flap is in the fully open position, a switch is activated to supply a 28 VDC signal to the ECB.

Air Intake Flap Closed Position (ground) When the air intake flap is in the fully closed position, a switch is activated to the closed position and provides a ground signal to the ECB. The aircraft relay operation is maintained until the flap closed signal is received.

This signal is used to initiate the start sequence. JAR Configuration The ECB is programmed in the JAR mode. This means that all shutdown faults sensed by the ECB will cause the APU to shutdown on the ground or in flight.

Air Intake Flap Movement (28 VDC)

Start Command (28 VDC for approx. 150 ms)

During normal APU operation, a 28 VDC signal is transmitted to the ECB when voltage is being applied to open or close the air intake flap.

This command is activated by momentarily placing the start button in the flight deck to "on". This action provides a 28 V signal to the ECB.

Generator Oil Temperature Sensor (100 Ω) This sensor is mounted in the AC generator. The wiring uses the generator connector, P4. The sensor is a resistance temperature device (RTD). It's variable resistance is a function of temperature and is supplied with a constant current of 1 mA.

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SENSORS AND DISCRETE INPUTS FROM AIRCRAFT TO ECB ELECTRONIC CONTROL BOX - DESCRIPTION (2) HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - DESCRIPTION (3) This sensor is a variable resistance device supplied by a constant source voltage of 5 VDC.

Sensors and Discrete Inputs from APU to ECB Low Oil Pressure Switch (ground) The low oil pressure switch is a normally closed contact. The switch opens and remains open when oil pressure is present.

The output ranges from 0 to 50 mV for a 0 to 15 PSIA range of air pressure. Load Compressor Discharge Air Pressure Sensors (P) and (ΔP)

Oil Filter Switch Indicators This is a differential pressure switch that is normally open. The contact closes and provides a ground signal in case of filter restriction. EGT Sensors

There are two sensors: one to measure the pressure at the load compressor scroll (P), the other one to measure the differential air pressure between the diffuser and the scroll (AP). The ratio signal AP/P is used to prevent load compressor surge. The two sensors are of variable resistance type supplied by a constant voltage of 5 VDC.

The EGT is measured by two independent thermocouples. They are K type (Chromel-Alumel).

The outputs range from 0 to 50 mV for a 0 to 100 PSIA (absolute) or 0 to 25 PSID (differential) ranges of air pressure.

The output is of approx. 1 mV per 24°C (43°F). Rotation Speed Sensors High Oil Temperature Sensor (100 Ω) There are two independent speed sensors mounted in the gearbox. The sensor is a Resistance Temperature Device (RTD). The resistance varies according to the oil temperature and is supplied with a constant current of 1 mA.

They provide a wave signal as a function of the teeth on the phonetic wheel (24) and the rotation speed (i.e. 19720 Hz at 100% speed).

Inlet Air Pressure Sensor

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SENSORS AND DISCRETE INPUTS - FROM APU TO ECB HSPS CT/NOV.. 2006

ELECTRONIC CONTROL BOX - DESCRIPTION (3) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 6.24

ELECTRONIC CONTROL BOX - DESCRIPTION (4) Sensors and Discrete Inputs from APU to ECB (continued)

IGV and Bleed Control Valve LVDTs (Linear Voltage Differential Transducer)

Inlet Air Temperature Sensor (1000 Ω RTD) The sensor is a variable resistance temperature device supplied by a constant source current of 1 mA. Temperature range -55 to 150°C (-67 to 302°F).

LVDTs are used to detect the actual displacement of the IGV and BCV actuators. Their signal is fed back to the ECB for the purpose of servo control. Their primary coil is supplied with a constant voltage of 10 VAC. Their secondary coil provides a variable output voltage.

Engine ID Module The engine identification (ID) module is resistors that provide the ECB with 3 voltage lines V 1, V2, V3 matched to the engine ID number. The engine serial number is the sum of the ID number and the number 1000.

Upon loss of electrical signal, the IGV will close or the BCV opens to discharge.

The engine ID number is stored in the ECB NOVRAM memory as part of the power up initialization. The ID module is considered failed when all inputs are shorted, one or all inputs are open, a number greater than 2048 is used, or 3 consecutive readings at power up initialization are not identical.

The gearbox mounted oil level sensor is a Resistance Temperature Device (RTD) type. The variable resistance value is provided with a constant current of 75 mA. The oil level is checked at power up over a period of 8 seconds and is determined OK or LOW.

Oil Level Sensor (100 A)

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SENSORS AND DISCRETE INPUTS FROM APU TO ECB HSPS CT/NOV.. 2006


Page 6.26


Starter Motor Voltage

Permanent Magnet Generator (PMG)

The starter motor is monitored by the ECB for low voltage during APU start. The low voltage sensing connector is located on the front face of the starter motor housing.

A Permanent Magnet Generator (PMG) is installed in the cooling fan. The assembly consists of the PMG rectifier circuit and a DC fusible link. The PMG provides the ECB with rectified power and one unrectified signal from one of the three phases (backup overspeed protection at 107%). The unrectified output is current limited (short circuit protection) by means of a resistor. The fusible link trip point is at 10 A. The rectified output provides 40 VDC at 100% speed for back-up power supply to the ECB in the event of a momentary interruption in the main power supply. This back-up supply lasts for 240 msec. Note:

The failure of the PMG/Speed circuit at startup will cause the APU to shutdown during acceleration.

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SENSORS AND DISCRETE INPUTS FROM APU TO ECB ELECTRONIC CONTROL BOX - DESCRIPTION (5) HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - DESCRIPTION (6) ECB Outputs

Bleed Control Valve Open (28 VDC, 0.1 A)

General This chapter considers the discrete and digital outputs of the ECB.

The ECB transmits a discrete signal to the aircraft indicating system when the bleed control valve is in the position that allows maximum flow to the aircraft pneumatic system.

Discrete and Digital Outputs (to the aircraft)

APU Available (28 VDC, 0.4 A)

Backup Start Contactor (28 VDC, 1 A nominal)

The ECB provides a discrete signal to the AVAIL light in the start switch when the APU has completed the start sequence and is ready to load.

This contactor is energized by means of a discrete signal. The signal is supplied through a Field Effect Transistor (FET) in the ECB.

Start in Progress (28 VDC, 0.1 A) Main Start Contactor (28 VDC, 1 A nominal) This contactor is energized by means of a discrete signal. The signal is supplied through a FET device in the ECB.

The ECB transmits a discrete signal to the ON light in the start switch to indicate a start is in progress. The light is "ON" from the beginning of the start until the "APU available" light turns on.

Aircraft Relay (ground, 0.4 A) The aircraft relay is activated by a closed contact to ground through the ECB. The aircraft relay is activated when the ECB is energized and no stop command is present.

Fault (28 VDC, 0.2 A) The ECB transmits a fault discrete signal to the aircraft for all shutdowns.

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DISCRETE AND DIGITAL OUTPUTS (TO THE AIRCRAFT) HSPS CT/NOV.. 2006


Page 6.30

ELECTRONIC CONTROL BOX - DESCRIPTION (7) Discrete and Digital Outputs (to the aircraft) (continued) Flap Open Command (28 VDC, 3.5 A) The ECB provides a power output for opening the air intake flap. The flap open command is emitted through a FET device in the ECB.

• ARINC 429 input from ECS: It is used by the ECB to receive specific data from the Environmental Control System (i.e. ECS demand signal, ECS valve status word, etc...) The ECS demand signal is used in the control of the IGV's. The ECS valve status word informs the ECB of the number of air conditioning packs currently supplying air

This output is protected against overload and short circuits. Flap Closed Command (28 VDC, 3.5 A) The ECB provides a power output for closing the air intake flap. The flap closed command is emitted through a FET device in the ECB. This output is protected against overload and short circuits.

• ARINC 429 CFDS output: The ARINC 429 output transmits data to the CFDS, ECAM (Electronic Centralized Aircraft Monitoring) and ACMS (Aircraft Condition Monitoring System) - One RS 232 C interface: This interface is accessible on the rear ARINC connector and on the front face connector. It can be used:

Aircraft Serial Communications Data communication is achieved by means of four serial communication links:

• As a maintenance tool • To access the test modes of the ECB

- ARINC 429 CFDS output: Three ARINC 429 serial links (they operate at low speed - 12.5 K bits/sec)

• To change the ECB software characteristics during development.

• ARINC 429 input from CFDS: It is used by the ECB to receive specific data from the Central Fault Display System with appropriate ARINC labels

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Page 6.32

ELECTRONIC CONTROL BOX - DESCRIPTION (8) Discrete and Analog Outputs (to the APU)

IGV and Bleed Control Valve LVDTs (3000 Hz, 10 VAC)

Oil System De-oiling valve (28 VDC, 1 A)

These two separate outputs supply a reference source signal to each primary coil.

This output is activated to operate the valve during starting and shutdown.

IGV, Bleed Control Valve, Fuel Servo (0 - 100 mA) These three separate outputs supply a variable low intensity signal to the corresponding servo-valve.

Exciter (28 VDC, 2 A) This output is activated to supply the exciter during starting. 3 Way Solenoid Valve (28 VDC, 1 A) This output is activated to operate the valve for start and shutdown. Oil Level RTD, Oil Filter and LOP switches (Rtn, 1 A) This output is common to all three items. Pressure Transducers Excitation (5 VDC, 30 mA) This output is activated to operate the air pressure transducers with a stabilized voltage.

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DISCRETE AND DIGITAL OUTPUTS (TO THE APU) ELECTRONIC CONTROL BOX - DESCRIPTION (8) HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - DESCRIPTION (9) - An On Board Replaceable Memory Module (OBRM) accessible through a removable front cover door.

Hardware Description The Electronic Control Box consists of an enclosure which includes the following components:

The board is equipped with an UVPROM type memory to be used as the programme memory space for the ECB.

- Six Printed Wiring Assemblies (PWA): - Two electrical connectors: • A speed and temperature PWA • A RS 232 connector located on the ECB front face • A discrete input-output PWA • An ARINC 600 connector located on the ECB rear face. • A microprocessor PWA • An analog input PWA • An analog output PWA • A power supply PWA - One printed wiring assembly for Electromagnetic Interference (EMI) and lightning protection - PWA guides - A backplate to interconnect the various PWA - One High Power Switch FET Module (FET: Field Effect Transistor) - One Input Power Filter Module HSPS CT/NOV.. 2006


HARDWARE DESCRIPTION HSPS CT/NOV.. 2006

ELECTRONIC CONTROL BOX - DESCRIPTION (9) HAMILTON STANDARD PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 6.36

ELECTRONIC CONTROL BOX - OPERATION (1) General

Power Up State

The operating phases are:

General When the APU master switch is selected to ON, the ECB enters the POWER UP state. The POWER UP state lasts approximately 3 sec. Operation The ECB checks that outputs are not energized except those that are required. The ECB enters self test. The ECB is able to recognize and record the occurrence of start or emergency stop signals. Upon receipt and validation of the start signal, the "start in progress" output is energized. The requirement to activate the "start in progress" output also applies to the WATCH state. In case of an emergency stop signal being received, the ECB closes the air intake and deactivates the aircraft relay output once the air intake is closed.

- Power up - Watch state - Start preparation state - Starting state - Run state - Cool down state - Shutdown state

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HSPS CT/NOV.. 2006

ELECTRONIC CONTROL BOX - OPERATION (1) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 6.38

ELECTRONIC CONTROL BOX - OPERATION (2) Watch State

Start Preparation State

General

General

After completion of the POWER UP state the ECB automatically enters the WATCH state.

Upon receipt of the start command, the ECB enters the START PREPARATION state.

Operation

Operation

The ECB is able to recognize and record the occurrence of start or emergency signals.

During this state the flap actuator position, the oil level and the rotation speed is checked. If the speed is greater than 7%, the start command will be inhibited until the speed is less than or equal to 7%.

Upon receipt of an emergency stop signal the ECB closes the air intake and deactivates the aircraft relay output once the air intake is closed.

The ECB enters the START PREPARATION state automatically without requiring a new start command.

The ECB self tests as required.

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ELECTRONIC CONTROL BOX - OPERATION (2) HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - OPERATION (3) - EGT rise

Starting State - Sequences

• Acceleration control to steady state speed control.

General The STARTING STATE is controlled by the ECB.

- At 55% speed

A stop signal at any time during the STARTING STATE will shutdown the APU. Operation The electrical sequences selected by the ECB are: - Backup start contractor supply - Gearbox de-oiling valve - Exciter

• Exciter de-energized • Gearbox de-oiling valve and main start contactor deenergized. - At 55% speed + 5 sec • Backup start contactor de-energized. - At 95% speed + 2 sec. • Surge control activated • APU available signal activated

- Main start contactor - 3 way solenoid valve - Pulse fuel servo valve

• Start in progress output de-activated • Steady state speed control loop activated • Enter RUN STATE.

- Manifold fill algorithm - Open loop fuel schedule activation.

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Page 6.42

ELECTRONIC CONTROL BOX - OPERATION (4) Starting State- Fuel Control

Acceleration Control - General

General

This control occurs from EGT rise until steady state speed control is reached.

There are three consecutive programs used to supply and meter the fuel during starting:

Fuel flow during acceleration is controlled by speed and EGT signals to the ECB.

- Manifold Fill Algorithm - Open Loop fuel schedule - Acceleration control Manifold Fill Algorithm - General During engine start up the ECB controls the fuel servo valve to implement the manifold fill algorithm. The control is an open loop schedule based on the rotation speed, this ends when a given quantity of fuel is delivered to the manifold. Open Loop Fuel Schedule - General This fuel schedule replaces the manifold fill algorithm when the flow delivered has reached 0.01 kg/m (0.032 lb/m). The schedule determines a fuel flow rate depending on rotation speed, ambient pressure and temperature. It is considered the "basic" fuel flow needed to obtain combustion in the combustor chamber. HSPS CT/NOV.. 2006


STARTING STATE - FUEL CONTROL HSPS CT/NOV.. 2006

ELECTRONIC CONTROL BOX - OPERATION (4) HAMILTON STANDARD PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 6.44

ELECTRONIC CONTROL BOX - OPERATION (5) Run State- Fuel and Load Compressor Control

Load Compressor Surge Control- General

General

This function prevents load compressor surge. This is accomplished when the bleed switch is ON.

Upon completion of starting, three main functions are activated: EGT Control - General - Speed control To prevent EGT over temperature during load compressor operation, the ECB will automatically move the IGV's to decrease airflow and reduce the work load on the power section.

- Load compressor surge control - EGT control.

The AC generator output has priority overload compressor operation. Speed Control- General The purpose of speed control is to maintain the APU at 100% speed under all load conditions. This is accomplished by the fuel control unit increasing or decreasing fuel flow automatically when APU load changes occur.

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GEARBOX GEARS

AMBIENT AIR COMPRESSED AIR METERED FUEL COMBUSTION EXHAUST RUN STATE - FUEL AND LOAD COMPRESSOR CONTROL - GENERAL HSPS CT/NOV.. 2006


Page 6.46

ELECTRONIC CONTROL BOX - OPERATION (6) Cool Down State General This function allows the APU to operate in a no-load condition before entering the shutdown state. When the APU master switch is selected to OFF, all loads are removed (IGV's closed, Bleed Control valve to discharge). If the APU was providing bleed air at this time, the APU will continue to run in a cool down mode for a maximum time of 2 minutes. The cool down mode time limit can vary from 0 to 2 minutes. The time limit depends on when the APU bleed switch is turned off prior to selecting the APU master switch to OFF. At the end of the cool down mode (if any) the operation enters the SHUTDOWN STATE.

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COOL DOWN STATE HSPS CT/NOV.. 2006


Page 6.48

ELECTRONIC CONTROL BOX - OPERATION (7) Note:

General

The APU can be re-started during the shutdown state. This is accomplished by cycling the master switch OFF to ON and then selecting the APU start switch to ON.

The APU enters the shutdown state after a normal shutdown or a fault shutdown occurs.

The ECB does not close the flap and the APU automatically re-starts when 7% speed is reached.

Shutdown State

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SHUT DOWN STATE HSPS CT/NOV.. 2006

ELECTRONIC CONTROL BOX – OPERATION (7) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 6.50

ELECTRONIC CONTROL BOX - OPERATION (8) Condition Monitoring Data General For long term trend monitoring, the APU control system records the engine operating parameters.

In addition, the ECB records: - APU operating hours (in one minute increments from speed > 55% until the 3-way solenoid valve is de-energized.

Operation APU conditioning monitoring parameters are taken during operation of the APU. The ECU does not store this information but it may be retrieved from the Aircraft Integrated Data System (AIDS) if this system is installed.

- Number of starts (1 start = EGT rise detected + speed > 30%)

The following parameters are:

The condition monitoring data is associated with the engine identification (ID) number, ECB serial number.

- ECB operating hours (in one minute increments, from ECB power ON to ECB power OFF).

- Exhaust Gas Temperature °C Note 1:

The condition monitoring parameters are not taken when either the inlet pressure or temperature sensors are faulty.

Note 2:

If the engine ID module has been determined failed, the APU system operating history data will be associated with the last valid engine I D number. When a new engine ID number occurs, it is used without erasing the previously recorded historical data. The oldest data is overwritten by the new data as it is recorded. The ECB records the condition monitoring data associated with the last APU cycle and the data is available via the ARINC 429 link.

- Engine speed % - Engine inlet pressure PSIA - Engine inlet temperature °C - Fuel flow LB/HR

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BUILT-IN TEST - OPERATION - POWER UP TEST ELECTRONIC CONTROL BOX - OPERATION (8) HSPS CT/NOV.. 2006


APS 3200 AUXILIARY POWER UNIT HPS CT/NOV. 2006

Page 6. 53 HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.


SECTION 7 INDICATING SYSTEM

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INDICATING SYSTEM Note:

Main Components

This chapter covers the APU indicating components and provides general information on the aircraft system.

- APU components (speed sensors, thermocouples and engine ID module)

ECAM:

Electronic Centralized Aircraft Monitoring.

- The Electronic Control Box (ECB)

MCDU:

Multi-function Control and Display Unit.

- The aircraft control panel which includes: • APU master switch and APU start switch • ECAM, MCDU • FUEL, AIR CONDITIONING, ELECTRIC and FIRE control panels • MASTER WARNING and MASTER CAUTION LIGHTS - The EXTERNAL CONTROL PANEL.

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INDICATING SYSTEM HSPS CT/NOV.. 2006


ROTATION SPEED INDICATION SYSTEM - GENERAL Function

Main Components

The rotation speed signal is used by the ECB for:

- One "phonic" wheel with 24 teeth

- Indication

- Two electromagnetic sensors (single coil)

- Fuel metering

- Harness

- ECB Sequencing

- ECB.

- ECB Control functions.

Location of the Main Components

Main Features

The phonic wheel is secured to the rotor front bearing journal.

Two sensors.

The two speed sensors are located in the gearbox housing at 5 o'clock and 7 o'clock. Each one is secured by a single bolt.

Interfaces The ECB provides the speed information to the CFDS/ECAM display system.

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UN METERED FUEL METERED FUEL OIL LEVEL ROTATION SPEED INDICATION SYSTEM - GENERAL HSPS CT/NOV.. 2006


ROTATION SPEED INDICATION SYSTEM DESCRIPTION AND OPERATION Description

Operation

- Phonic wheel has 24 teeth

The phonic wheel rotates with the rotor assembly, as the teeth pass by each speed sensor they generate a voltage. The voltage is proportional to the speed of the phonic wheel. The signal is sent to the ECB for speed indication and system control.

- Two single coil speed sensors (the coil surrounds a magnetic core) • Phonic wheel-speed sensor gap: 0.5 mm (0.018 inch); gap not adjustable - The two sensors are connected to the ECB • Frequency signal at 100 %: 19720 Hz (49300 RPM)

The ECB will calculate the average signal of the two speed sensors. In the event a signal difference of 5% or more occurs, the ECB will select the sensor indicating the highest value. APU speed indication is displayed on the lower ECAM when the APU system page is selected.

• Frequency signal range: 0 to 24 KHz; 0 to 50 volts.

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ROTATION SPEED INDICATION SYSTEM - DESCRIPTION - OPERATION HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 7.6

EGT INDICATION SYSTEM - GENERAL Function

Main Components

The EGT signal is used for:

- Two thermocouples

- Indication

- Harness

- Load compressor control

- ECB.

- Sequences


- Control functions.

The two thermocouples are located in the power section exhaust housing.

Main Features The system uses K type chromel-alumel thermocouples and has a cold junction compensation built into the ECB. Interfaces The ECB provides the EGT information to the ECAM display system.

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EGT INDICATION SYSTEM - GENERAL HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 7.8

EGT INDICATION SYSTEM - DESCRIPTION AND OPERATION Functional Description Each thermocouple is secured into the exhaust housing by a bolt. They are connected separately to the ECB. Operation The thermocouple generates a millivolt signal to the ECB that is used for engine control and indication (EGT) The voltage value is of approximately 1 millivolt per 24°C (43°F). The ECB compensates automatically the cold junction effect and calculates the average EGT value. An EGT system failure is declared if: - EGT is lower than 120°C (250°F) - EGT is higher than 1200°C (2200°F). The ECU will calculate the average signal of the two thermocouples. In the event a signal difference of 121°C (250°F) or more occurs, the ECB will select the thermocouple indicating the highest value. APU exhaust gas temperature indication is displayed on the lower ECAM when the APU system page is selected. HSPS CT/NOV.. 2006


HSPS CT/NOV.. 2006

EGT INDICATION SYSTEM - DESCRIPTION - OPERATION HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 7.10

ENGINE IDENTIFICATION MODULE Function


To provide the engine serial number to the ECB.

The ID module uses resistors located on a printed circuit board.

Location

The board is housed in an electrical plug and is connected to the ECB by means of 4 electrical wires.

The module is installed on the ignition exciter support bracket (APU left side). Main Features

There are 3 voltage lines V1, V2, V3 and a return line. The engine ID number is read, validated and stored during the power up phase of the ECB.

The ID module consists of a printed circuit board. In case of ID module failure, the APU history data will be associated with the last valid ID number. When a new engine ID number occurs, it is used without erasing the previously recorded historical data.

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ENGINE IDENTIFICATION MODULE HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 7.12

MONITORING SYSTEM - GENERAL General

Warning, caution and indicating lights

This system gives information about the APU actual status, for operation and maintenance.

MASTER WARNING, MASTER CAUTION and annunciator lights provide visual warning indications.

Description

A FAULT light is incorporated in the APU master switch button, APU GEN button and APU BLEED button.

Indication of operating parameters There are also the following lights: The APU operating parameters are displayed on the lower Electronic Centralized Aircraft Monitoring (ECAM) when the APU system page is selected.

- APU "ON" light in the APU master switch - APU "START / ON" and APU "AVAILABLE" light in the APU start button

Maintenance and fault isolation The ECB provides maintenance and fault information to the aircraft Centralized Fault Display System (CFDS). This information is displayed on the Multi-function Control and Display Unit (MCDU) in the flight deck.

- APU GEN "OFF" light in the APU GEN button - APU BLEED "ON" light in the APU BLEED button - APU fire lights on the external control panel and in the flight deck.

Warning messages APU warning messages are displayed on the upper ECAM and the APU system page appears on the lower ECAM.

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MONITORING SYSTEM - GENERAL HSPS CT/NOV.. 2006





SECTION 8 STARTING SYSTEM

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STARTING SYSTEM - GENERAL Function

Starting System Components

The starting system allows the APU to be started on the ground and in flight.

- Starter motor for cranking - Ignition exciter and igniters for ignition

Starting requires: - Fuel system - The cranking of the rotor assembly - Control components (Electronic Control Box, APU Master Switch, External Control Panel, Fire Extinguishing Panel).

- The fuel supply - The ignition of the air-fuel mixture - The automatic control of starting sequences. Starting Requirements - Starting envelope. Normal start throughout the operating envelope: minus 300 m to 11900 m (minus 1000 ft to 39000 ft) - Starting time from zero speed to governed speed: less than 80 seconds - Starting attempts: 3 consecutive starts and cooling for 1 hour.

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STARTING SYSTEM - GENERAL HSPS CT/NOV. 2006


STARTING SYSTEM - DESCRIPTION The components involved are the starter-motor, the ignition exciter, the igniters and components of the fuel system and control system.

Ignitor Cables There are two igniter ignitor cables (one for each ignitor plug) that delivers high voltage from the exciter to the ignitors.

Starter-Motor The electric starter motor drives the APU rotor assembly through a sprag clutch. The starter motor is mounted on the gearbox and aligned by a locating pin. A V-band clamp is used to secure the starter to the drive pad. A brush wear indicator pin and a starter low voltage sensing connector are located on the front of the starter.

Ignitor Plugs Two ignitor plugs are used to ignite the fuel in the combustor chamber. The ignitors are threaded into the combustor housing. Control System - Start switch and master switches - Electronic Control Box.

When brush wear reaches 75%, an indicator pin will appear in the plastic viewing window. (See Page 8.8) Starter low voltage is sensed by the ECB through the low voltage sensing connector. Ignition Exciter The ignition exciter is located on the left side of the APU. The exciter is a capacitor-discharge unit that uses 28V DC to provide an intermittent high voltage output to the two ignitor plugs.

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ECB

STARTING SYSTEM- DESCRIPTION HSPS CT/NOV. 2006


STARTING SYSTEM - OPERATION Start Selection

APU starting is controlled by the electronic control box.

Starting is selected from the aircraft control panel:

The main phases are:

- Master switch "on"

- Initial phase (cranking, fuel supply and ignition)

- APU system page on lower ECAM annunciates ...

- Self-sustaining speed (de-energize the starter motor and ignition exciter)

- Start button. - 100% speed (speed governing and loading). Starting Operation Shutdown Sequence - Cranking APU shut-down can be activated automatically or manually: Energize the starter motor. - Manually from the APU master switch, from the fire control panel or from the external control panel

- Fuel supply Fuel servo valve and 3 way solenoid valve energized open. - Ignition Ignition exciter energized to provide ignition to the two ignitor plugs.

- Automatically by the ECB fault shut-down system. The ECB controls the fuel control unit 3 way solenoid valve. When the APU is shut down manually or automatically the 3 way solenoid valve is de-energized closed. The closed valve shuts off the fuel to the fuel injectors.

Starting Cycle

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HSPS CT/NOV. 2006

STARTING SYSTEM - OPERATION HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 8.6

STARTER MOTOR - GENERAL Function

Main Components

The electric starter motor cranks the APU during the starting state.

- The starter motor assembly

Location

- The V-band clamp for attachment

The starter-motor is mounted by a V-band clamp on the gearbox starter drive pad.

- Positive and negative terminals - Visual brushwear indicator

Main Features - Starter low voltage connector. - Motor type: Interfaces - Weight: 4.22 kg (9.3 lbs) - Voltage: 24 VDC (max. 28 VDC)

- Electrical power to the starter motor is provided by the aircraft battery system through two start contactors (backup and main)

- Max current: 830 A.

- Starter low voltage sensing - Starter motor clutch.

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(See Page 8.3) (See Page 8.3)

STARTER MOTOR - GENERAL HSPS CT/NOV. 2006


STARTER MOTOR CLUTCH General

Operation

Function

Two operating phases are considered : starter motor engaged and starter motor disengaged.

The function of the clutch is to disengage the starter motor when the APU reaches self-sustaining speed.

Starter Motor Engaged When the starter motor is operating, the sprag pawls make contact with the starter motor shaft and the gear assembly.

Description The clutch is a Line Replaceable Unit. It is necessary to remove the starter motor and the bearing support assembly to extract the clutch. The clutch assembly consists of two gears, a starter motor drive shaft, 4 bearings and a sprag clutch.

Starter Motor Disengaged At 55% speed the starter motor is de-energized by the ECB. As the starter gear speed increases, centrifugal force moves the sprag pawls away from the starter motor shaft. The starter motor shaft is disconnected from the sprag pawls, this prevents the APU from driving the starter motor mechanically.

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OIL SUPPLY STARTER MOTOR CLUTCH - OPERATION HSPS CT/NOV. 2006


IGNITION EXCITER - GENERAL

IGNITION EXCITER - DESCRIPTION

Function

The ignition exciter is a sealed metal box assembly with a mounting bracket.

The ignition exciter transforms low DC voltage into intermittent high voltage supply to the ignitor plugs.

The main components are:

Location

- An input circuit with a connector and a DC/AC converter

The ignition exciter is mounted on the left side of the APU.

- A high voltage transformer

Main Features

- A high voltage output circuit with a rectifier, two capacitors and a triggering device.

- Voltage range: 10 VDC to 30 VDC - Energy: 0.22 Joules per spark

The ignition exciter DC input voltage is sensed by the ECB for fault detection.

- Spark duration: 15 microseconds - Spark rate: 2 Hz at voltage above 10 VDC.

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IGNITION EXCITER - GENERAL - DESCRIPTION HSPS CT/NOV. 2006


IGNITORS AND IGNITOR CABLES Function There are two ignitor plugs used to ignite the fuel in the combustor chamber during start up of the APU. They are connected to the ignition exciter by two shielded ignitor cables. Location The two ignitor plugs are located on the combustor housing: - One at 5 'o'clock - One at 9 'o'clock. Note:

Location is looking at the combustor housing rear view.

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IGNITOR CABLES

IGNITORS HSPS CT/NOV. 2006


APS 3200 AUXILIARY POWER UNIT HSPS CT/NOV.2006



SECTION 9 ELECTRICAL SYSTEM

HSPS CT/NOV.. 2006


ELECTRICAL SYSTEM Functions To operate the electrical accessories by control signals from the ECB. To supply AC power from the APU generator to the aircraft electrical system. Main Features - DC power - AC power. Main Components - The electrical accessories - The ECB - The electrical harness.

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ELECTRICAL SYSTEM HSPS CT/NOV. 2006


AIRCRAFT/APU HARNESS (1) Description ECB connectors

Aircraft harness

The ECB has 2 connectors:

- DC power to ECB and start contactors

- An ARINC 600-2 connector with 3 inserts (A, B, C)

- ARINC 429 data link

- A RS 232 C connector.

- AC generator control

The ARINC 600 connector is installed at the rear of the ECB and plugs into a shelf mounted aircraft connector.

- AC generator excitation control - RS 232 C connector.

The ARINC 600 connector carries all inputs/outputs of the ECB plus the ARINC 429 data link.

There are three firewall connectors that connect the ECB to the engine harness. They are identified as (J-1, J-2 and J-3).

The RS 232 connector can be accessed through the front and the rear connectors for maintenance purposes.

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ECB CONNECTORS - AIRCRAFT HARNESS AIRCRAFT/APU HARNESS (1) HSPS CT/NOV. 2006


AIRCRAFT/APU HARNESS (2) Description (continued) APU engine harness The engine harness is connected to three firewall connectors, they are identified as (P-1, P-2 and P-3). P1 connector: - PMG - 3 way solenoid valve - Ignition exciter - Starter Motor (low voltage sense signal) - Bleed Control Valve LVDT - Gearbox de-oiling valve - Oil filter switch indicators - Low oil pressure switch - Oil level sensor - Low fuel pressure switch - Generator high oil temperature sensor - AC generator current transformers.

P2 connector: - Load compressor discharge pressure sensors - IGV actuator (servo valve and LVDT) - BCV actuator (servo valve) - Fuel servo valve - Speeds sensor 1 and 2 - Oil temperature sensor - EGT sensor 1 and 2 - Engine ID module - Air inlet pressure and temperature sensor. P3 connector: - AC generator PMG - AC generator excitation control.

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APU HARNESS AIRCRAFT/APU HARNESS (2) HSPS CT/NOV. 2006


AIRCRAFT/APU HARNESS (3) Description (continued) Starter motor electrical power supply cables

AC generator harness

The starter motor DC power supply is provided by the aircraft batteries or the Transformer Rectifier Unit (TRU).

The AC generator connector P-4 is part of the engine harness. The connector provides the following signals:

The supply is controlled by two contactors in series (backup and main start contactors). The power cables link the start contactors directly to the starter motor (+ and -cables).

- AC generator oil temperature and control signals through the P-1 engine harness connector - AC generator PMG signal and exciter field control through the P-3 engine harness connector. The four AC generator cables are connected to the aircraft electrical buss system. Three of the cables provide AC power and the fourth cable is a neutral.

HSPS CT/NOV. 2006


STARTER MOTOR CABLES - AC GENERATOR HARNESS HSPS CT/NOV. 2006

AIRCRAFT/APU HARNESS (3) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 9.8

AC GENERATOR - GENERAL Function The AC generator (Alternating Current Generator) provides electrical power to the aircraft systems. Location The AC generator is mounted on the front face of the gearbox. Type - Brushless - 3 phases - Oil cooled. Main Features - Nominal power: 90 kVA - Output: 115 V, 400 Hz - Rotation speed: 24 034 RPM at 100 % APU speed - Direction of rotation: Clockwise viewing the pad - Weight: approx. 22.7 kg (50 lbs).

Interfaces - Oil system (lubrication, cooling) - Generator Control Unit (GCU) - Electronic Control Box (ECB). Main Components - Permanent Magnet Generator - Current transformers - High oil temperature sensor (HOT).

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AC GENERATOR - GENERAL HSPS CT/NOV. 2006


ELECTRICAL SYSTEM INTERFACES The APU AC generator is connected to the aircraft electrical systems through the APU line contactor. The lower ECAM, APU system page displays the AC generator parameters: - The percent of load - The output voltage (115 V) - The output frequency (400 Hz).

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ELECTRICAL SYSTEM INTERFACES HSPS CT/NOV. 2006


APS 3200 AUXILIARY POWER UNIT HSPS CT/NOV..2006

Page 9.13 HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the Restriction on the title page of this document


SECTION 10 APU INSTALLATION

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Page 10.0 HANMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

APU COMPARTMENT The APU compartment is located inside the aircraft tail cone. The compartment is fire proof using firewalls made of titanium alloy. Two longitudinally-hinged access doors provide access to the APU compartment. The air inlet duct assembly is attached to the right access door and provides a ducted airflow to the APU air inlet plenum. The APU compartment has a fire extinguishing bottle located in a separate compartment, forward of the firewall. Cooling and ventilation of the compartment is provided by the APU cooling fan. The fan provides air flow to the oil cooler and the APU compartment.

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AMBIENT AIR COMPRESSED AIR EXHAUST GAS

APU COMPARTMENT

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APU ATTACHMENT The APU is attached to the aircraft tail cone structure by three struts. The struts are connected to the APU through vibration isolators. The two forward struts are attached to mounts on each side of the gearbox. The rear strut is attached to the power section impeller containment shield. A lifting eye is also provided for installation and removal of the APU.

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HSPS CT/NOV. 2006

APU ATTACHMENT HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 10.4

AIR INLET SYSTEM The Diverter directs ambient air flow into the air inlet when the aircraft is operating at high airspeeds.

Function The air inlet system provides ambient air to the APU air inlet plenum. Location

The Air Inlet has a flap that is opened and closed by an electric actuator. The actuator is controlled by the ECB.

The air inlet is located on the underside of the tail section.

The Diffuser slows the airflow delivery to the APU.

System Components

The Elbow is attached to the diffuser and directs the ambient airflow into the APU air inlet plenum.

The air inlet system includes: - The diverter

The air inlet duct assembly is secured to the right access door and can be removed to provide better accessibility to the APU.

- The air inlet - The diffuser - The elbow - The interface with the APU inlet plenum.

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AMBIENT AIR

AIR INLET SYSTEM HSPS CT/NOV. 2006


EXHAUST SYSTEM Function The exhaust system directs the APU exhaust gasses overboard. Location The system is installed in the tail cone between the APU exhaust and the end of the tail cone. System Components - The exhaust pipe - The exhaust muffler - The insulation - The sealing ring. The exhaust pipe is mounted on rails that are attached to the inside of the tail cone. This allows the exhaust pipe to be disconnected from the APU and moved rearward to provide additional clearance during removal and installation of the APU.

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EXHAUST GAS

EXHAUST SYSTEM HSPS CT/NOV. 2006


DRAIN SYSTEM (1) Function

- Flow Divider Purge Drain (To exhaust)

The APU drain system provides drains from various components. The fluids are collected and drained overboard through the drain mast.

- Gearbox Vent

(To exhaust).

The fuel control unit, BCV actuator and IGV actuator use a common drain to the aircraft drain tank. Fluids are siphoned from the drain tank, into the drain mast and then discharged overboard when the aircraft is in flight. The other common and single drains flow directly into the drain mast and then discharge overboard. APU Drains and Vent - Combustor Drain - Air Bypass Plenum Drain - Exhaust Pipe Drain - Front Bearing Seal Drain - Fuel Control Unit Drain - BCV Actuator Seal Drain - IGV Actuator Seal Drain HSPS CT/NOV. 2006


SIPHON TUBE

COLLECTOR TANK

DRAIN FLUID

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DRAIN SYSTEM (1) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 10.10

FIRE PROTECTION APU fire protection consists of a detection system and an extinguishing system. The systems are supplied by the aircraft manufacturer.

Operation The APU fire control panel is located in the flight deck overhead panel.

Fire Detection and Extinguishing The detection system uses two continuous sensing elements installed on the APU compartment walls. One fire bottle is available for fire extinguishing. The bottle is installed on the forward side of the APU compartment firewall.

Pushing the fire switch will immediately shut down the APU and arm the fire extinguishing system. In the event of an APU fire on the ground, the APU will automatically shutdown and discharge the extinguishing system.

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FIRE PROTECTION HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 10.12




SECTION 11 MAINTENANCE

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INSPECTION AND CHECKS Visual Inspections

Borescope Inspection

Opening the APU compartment for corrective maintenance or servicing provides the opportunity to visually inspect the APU for security, leaks, and warning indicators. The following are recommended inspection items:

The APU internal components may be inspected by using a flexible borescope. To rotate the APU internal components, the cooling fan inlet duct may be removed to allow manual rotation of the fan impeller.

- Engine mounts

The following components can be inspected with the APU installed in the aircraft.

- Engine Components and Fluid lines - Load compressor impeller and guide vanes - Oil Quantity and Magnetic Drain plug - Power section impeller - Oil and Fuel Filter impending blockage Indicators - Combustor, viewed through the ignitor and fuel injector bosses - Electrical harness and Connectors - First stage turbine wheel - Engine Air Inlet Plenum - Second stage turbine wheel. - Engine Combustor Housing and Exhaust System. Refer to the Aircraft Maintenance Manual for borescope procedures.

HSPS CT/NOV.. 2006


VISUAL INSPECTIONS - BORESCOPE INSPECTION HSPS CT/NOV. 2006

INSPECTION AND CHECKS HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 11.2

LINE REPLACEABLE UNITS The following Line Replaceable Units (LRU's) can be removed and replaced without removing the APU from the aircraft: Electronic Control Box Engine Harness Identification Module Starter Motor Clutch Assembly Ignition Exciter Ignitor Cables Ignitor Plugs Speed Sensors Thermocouples Air Inlet Pressure And Temperature Sensor Oil Filter Elements Switch Indicators Magnetic Drain Plug De-Oiling Valve Low Oil Pressure Switch Oil Temperature Sensor Oil Level Sensor Oil Pressure Relief Valve Oil Cooler Fuel Control Unit Fuel Filter Element Flow Divider Assembly Pilot Manifold Assembly Main Manifold Assembly

Pilot Fuel Injectors Main Fuel Injectors Inlet Guide Vane Actuator Bleed Control Valve Compressor Discharge Sensor Cooling Fan Assembly AC Generator Pad Fuel and Oil Pipes Combustor Chamber Drain Valve

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OIL COOLER STARTER

IGNITION EXCITER ENGINE HARNESS

IDENTIFICATION MODULE

FUEL CONTROL UNIT

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DE-OILING VALVE LEFT FRONT-TOP VIEW HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 11.4


BLEED CONTROL VALVE

COMPRESSOR DISCHARGE SENSOR

AC GENERATOR MOUNTING PAD OIL LEVEL SENSOR

SPEED SENSOR RIGHT FRONT TOP VIEW HSPS CT/NOV. 2006


SWITCH INDICATORS

GENERATOR SCAVENGE FILTER

LUBRICATION FILTER MAGNETIC DRAIN PLUG

HSPS CT/NOV. 2006

RIGHT FRONT BOTTOM VIEW HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

OIL PRESSURE REIEF VALVE

Page 11.6

IGNITOR FUEL FLOW DIVIDER ASSEMBLY PILOT MANIFOLD ASSEMBLY MAIN MANIFOLD ASSEMBLY FUEL FILTER THERMOCOUPLE IGNITOR CABLES

SPEED SENSOR OIL TEMPERATURE SENSOR LEFT REAR BOTTOM VIEW HSPS CT/NOV. 2006


AIR INLET AND TEMPERATURE SENSOR

LOW OIL PRESSURE SWITCH NOTE: (The switch may also be Located on the lower right side of the gearbox)

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RIGHT REAR TOP VIEW HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 11.8

THEMOCOUPLE IGNITOR MAIN FUEL INJECTOR

COMBUSTOR DRAIN CHECK CHECK VALVE

PILOT FUEL INJECTOR

AIR INLET AND TEMPERATURE SENSOR RIGHT REAR BOTTOM VIEW

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SECTION 12 FAULT ISOLATION VERSION 6.0

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GENERAL DESCRIPTION

CFDIU/PRINTER INTERFACE

The centralized fault display system (CFDS) provides electronic system fault detection, fault storage, fault displays, operational testing and troubleshooting from the flight deck multi-purpose control and display unit (MCDU).

The CFDIU sends MCDU screen information and print commands to the optional printer automatically or on request.

CENTRALIZED FAULT DISPLAY AND INTERFACE UNIT

The CFDIU sends fault information to the optional ACARS for downlinking when selected manually by the MCDU operator or when an uplink request is received from a ground station via the ACARS management unit.

The CFDIU provides the interface between the APU electronic control box (ECB) and the MCDU for screen display of APU fault information.

CFDIU/ACARS INTERFACE

MULTIPURPOSE CONTROL AND DISPLAY UNITS The Multipurpose Control and Display Unit (MCDU) is a display unit and a keyboard used by the CFDS to display and interrogate faults and to initiate system tests. Both MCDU's (Multipurpose Control and Display Unit) are connected to the CFDS. Only one MCDU can be used when interrogating the CFDS.

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Page 12.1 HAMILTO SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

MCDU - 2

MCDU - 1

CENTRALIZED FAULT DISPLAY SYSTEM HSPS CT/NOV. 2006


APU FAULT WARNINGS Flight Deck Fault Warnings are identified as Class 1, 2 and 3. Class 1 faults are further identified as Level 3, 2 and 1. CLASS 1 - Level 3 - This level corresponds to warnings needing immediate action. - Level 3 warnings are associated with: - Repetitive chime - Warning message on upper ECAM display - Master Warning Light flashing Red - APU systems page on lower ECAM display - Level 2 - This level corresponds to abnormal situations needing immediate awareness but not immediate action. Level 2 warnings are associated with: - Single chime - Master caution steady Amber light - Warning messages on upper ECAM display - APU system page on lower ECAM display Level 1 - This level corresponds to reduced bleed air performance - It is associated with low or zero duct pressure - Low or zero duct pressure is visible (lower ECAM display) on the engine system page during MES or on the APU system page.

CLASS 2 - These failures are indicated on the STATUS page, under the title of MAINTENANCE. - They are also accessible through the CFDS. STS

indicates that the STATUS page is not empty and flashes in flight phase 10 on the upper ECAM display.

CLASS 3 - These failures are only accessible through the CFDS. No APU fault warnings are displayed.

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APU FAULT WARNINGS HSPS CT/NOV. 2006


APU FAULT WARNINGS STATUS STATUS (STS) indication is an "attention getter" on the upper ECAM display. STATUS (STS) indicates that a status message (class 1 or class 2 fault) is present and further maintenance action may be required. A flashing STS indication occurs after the second engine shutdown in Flight Phase 10. It is necessary to press the STS key on the ECAM control panel for the STATUS page to appear on the lower ECAM display.

HSPS CT/NOV. 2006


UPPER ECAM ADVISORY AND STATUS DISPLAY HSPS CT/NOV. 2006


APU FAULT WARNINGS ECAM CONTROL PANEL The control panel allows selection of the aircraft system page including APU. Pressing the Status (STS) key presents the STATUS page on the lower ECAM display. The STATUS page will indicate the faulty aircraft systems under the INOP SYS (Class 1 Fault) and MAINTENANCE (Class 2 Fault) titles.

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MULTIPURPOSE CONTROL AND DISPLAY UNITS

APU FAULT OPERATION

The Multipurpose Control and Display Unit (MCDU) is a display unit and a keyboard used by the CFDS to display and interrogate faults and to initiate system tests. Both MCDU's (Multipurpose Control and Display Unit) are connected to the CFDS.

SYSTEM SELECTION

Only one MCDU can be used when interrogating the CFDS.

Selecting the CFDS line select key will then display CFDS menu.

Pressing the MCDU MENU key, the MCDU menu page is displayed, and any one of the systems connected to the MCDU can be selected.

Pressing the SYSTEM REPORT/TEST line select key displays the SYSTEM REPORT TEST menu.

The MCDU MENU page is displayed when the MCDU MENU key is pushed.

A multiple page display is indicated by an arrow (∇) in the right upper corner of the screen. In this case the NEXT PAGE key must be used to provide access to the various pages of the display. The NEXT PAGE key can be used as long as the arrow is displayed. Twelve line select keys, six on the left and six on the right, provide access to a page or a function. The line select keys permit access to a page or a function when these prompt symbols appear (>, <). They are identified as 1L to 6L on the left, and 1R to 6R on the right. If a flight deck printer is installed and operational, the current MCDU display screen may be printed by pushing the PRINT line select key.

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HSPS CT/NOV. 2006

MULTIPURPOSE CONTROL AND DISPLAY UNIT HAMILTO SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 12.10

APU FAULT OPERATION SYSTEM REPORT/TEST

APU

When SYSTEM REPORT/TEST is selected while on the ground, a systems menu is displayed. The APU selection is located on the second page of the menu. Pushing the NEXT PAGE key will display APU.

There are two APU menu pages available. The first page displays the following information:

Selection of the RETURN line select key on the first page will display MCDU MENU.

LASTLEGREPORT PREVIOUSLEGREPORT LRUIDENTIFICATION

Selection of the RETURN line select key on the second page will display the first page of SYSTEM REPORT/ TEST.

SYSTEMSELF-TEST SHUTDOWNS The second page of the APU menu when selected by the NEXTPAGE key, displays the following information: APUDATA/OIL CLASS3FAULTS Selection of the RETURN line select key on the First Page will display the Second Page of SYSTEM REPORT/TEST. Selection of the RETURN line select key on the (Second Page) will display the (First Page) of APU menu.

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HSPS CT/NOV. 2006


APU FAULT OPERATION APU LAST LEG REPORT

APU PREVIOUS LEGS REPORT

The Last Leg Report displays fault information delivered by the CFDS system. It can store up to 40 failures during the Last Leg. The Last LEG Report displays only class 1 and 2 faults and contains the identity of each LRU, its corresponding Date, GMT, ATA chapter and Fault Code Number (FCN) for each fault occurrence. The Functional Identification Number (FIN) appears after each LRU. In the case of multiple failures, the failures will be displayed in chronological order with two failures per page. A maximum count of four intermittent faults will only be displayed in the same flight leg. Prompts (>) at the end of each LRU message indicate the line select key to display the APU FAULT CONDITIONS screen. All of the Last Leg Report is printed when the PRINT line select key is pushed, even if it contains several pages.

The Last Leg Report contents are transferred into the Previous Leg Report with each new flight leg. The report can store up to 200 failures over the last 63 flight legs. Each LRU is identified along with the Aircraft identification, Leg number, Date, GMT, ATA chapter and Fault Code Number (FCN) for each fault occurrence. The Functional Identification Number (FIN) appears after each LRU. In the case of multiple failures, the failures will be displayed in reverse chronological order with two failures per page. Prompts (>) at the end of each LRU message indicate the line select key to display the APU FAULT CONDITIONS screen. Only the PREVIOUS LEGS REPORT displayed page will be printed when the PRINT line select key is pushed.

Selection of the RETURN line select key will display APU menu, (First Page).


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APU LAST LEG REPORT


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APU FAULT OPERATION APU LRU IDENTIFICATION

APU SYSTEM SELF TEST

The LRU Identification page displays the ECB Part Number, ECB Serial Number and the ECB Software Version.

A self test of LRU's may be initiated through the CFDS. The test can only be accomplished when the APU is not running and the Master Switch is ON. In case of no failures or when the test is in progress, or lack of availability of the test function, the message of TEST OK, IN PROGRESS and NOT AVAILABLE will be displayed respectively. Detected failures will be displayed with their ATA Chapter and Fault Code Number (FCN). The Functional Identification Number (FIN) appears after each LRU. In the case of multiple failures, the failures will be displayed in chronological order with two failures per page. Only the SYSTEM SELF TEST displayed page will be printed when the PRINT line select key is pushed.

The ECB part number is adjustable and is stored in the NVM. The built letter (H) following the part number is adjustable from A to Z. Selection of the RETURN line select key will display APU menu, (First Page).


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HSPS CT/NOV. 2006


APU FAULT OPERATION APU SHUTDOWNS

APU DATA/OIL

The Shutdowns page contains its corresponding Date, GMT, Fault Code Number (FCN), shutdown message and the identity of the LRU. The Shutdowns will be displayed in reverse chronological order with only one shutdown per page. Prompts (>) at the end of each LRU message indicate the line select key to display the APU FAULT CONDITIONS screen.

APU Data/Oil page contains the Date, APU Serial Number (S/N), Hours, Start Attempts, Start Cycles and Oil level status. Prompts (>) at the end of the message indicate the line select key to display the "Update APU Data" screen. Selection of the RETURN line select key will display APU menu, (Second Page).

In case there are no shutdowns, the message of NO SHUTDOWNS will be displayed. Only the SHUTDOWNS displayed page will be printed when the PRINT line select key is pushed. Selection of the RETURN line select key will display APU menu, (First Page).

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APU FAULT OPERATION APU CLASS 3 FAULTS Class 3 Faults can be stored up to 200 failures over the last 63 flight legs. Each LRU is identified along with the Aircraft identification, Leg number, GMT, ATA chapter and Fault Code Number (FCN) for each fault occurrence. The Functional Identification Number (FIN) appears after each LRU. In the case of multiple failures, the failures will be displayed in reverse chronological order with two failures per page. Prompts (>) at the end of each LRU message indicate the line select key to display the APU FAULT CONDITIONS screen. In case there are NO CLASS 3 FAULTS detected, the message NO FAULTS will be displayed. Only the CLASS 3 FAULTS displayed page will be printed when the PRINT line select key is pushed. Selection of the RETURN line select key will display APU menu, (Second Page).

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HSPS CT/NOV. 2006


APU FAULT OPERATION UPDATE APU DATA Selection of this screen allows the operator to update the APU hours and cycles when the ECB or the APU is changed. The Update APU Data screen is only accessible by prompts (>) from the APU Data/Oil Screen. The Update APU Data screen displays the APU Serial Number (S/N), and current values of Hours and Cycles. The new values of hours and cycles can be entered by use of MCDU keyboard. After line key 3L is pressed (Prompt <) the screen will display the new values for APU hours and cycles when the ECB or APU is changed. The HOURS and CYCLES will be printed when the PRINT line select key is pushed. Selection of the RETURN line select key will display the APU DATA/OIL screen.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


APU FAULT OPERATION FAULT CONDITIONS The Fault Conditions screens are only available by the line select keys indicated by prompt (>) on the Last Leg Report, Previous Legs Report, Shutdown and Class 3 fault screens. Selection will display the Fault Conditions screen-1 or screen-2. Each screen will display the APU S/N, Date, GMT and the identity of the LRU. The Functional Identification Number (FIN) appears after the LRU. Engine data from the fault data stored in the Electronic Control Box non-volatile memory will also appear on each screen. (See Screen-1 and Screen-2 Parameters on page 12-24). One screen at a time is displayed. To select screen-2 when screen-1 is displayed or select screen-1 when screen-2 is displayed it is necessary to press the NEXT PAGE key on the Multipurpose Control and Display Unit (MCDU). Only the screen that is displayed (Screen-1 or Screen-2) will be printed when the PRINT line select key is pushed. Selection of the RETURN line select key will display the screen that was shown preceding selection of the Fault Selection Screens.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


FLIGHT DECK PRINTER The Printer provides onboard printouts concerning various aircraft systems, one at a time. MANUAL PRINT In manual mode, prints of the MCDU screen display are printed when the PRINT line select key is pushed. AUTOMATIC PRINT In flight phase 10, the Post Flight Report will be automatically printed. The Post Flight Report is the sum of the LAST LEG REPORT and the LAST LEG ECAM REPORT. A list of ECAM Warnings and Fault Messages with the associated time and ATA chapter references are provided on the printed tape.

HSPS CT/NOV. 2006


FLIGHT DECK PRINTER HSPS CT/NOV. 2006


FAULT CHARTS

SYSTEM SEVERITY LEVEL

The following Fault Charts provide the information that will be sent to the CFDS by the ECB in the event of a fault. The information appears in the Fault Chart columns located under the following headings:

System Severity Levels are not sent to the CFDS. It is presented here only as information.

Version 5.0 MCDU LRU Message MCDU Shutdown Message Fault Code Fault Class LRU ID ATA Chapter System Severity level

Once a fault has been identified with a switch or a sensor that component will no longer be used for further fault detection, isolation or control until the fault is no longer present. Detected faults can be cleared and a restart may be possible once the master switch is cycled. SYSTEM SEVERITY LEVEL

ECB ACTION

ECB MESSAGE

1

SHUTDOWN

TRANSMIT FAULT MESSAGE

2

SHUTDOWN


3

SHUTDOWN IF REDUNDANT SOURCE NOT AVAILABLE


4

CONTINUE TO OPERATE


X

NOT APPLICABLE

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH

MCDU SHUTDOWN MESSAGE

POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL BLD FLOW XDCR (8039KM)

0

1

13

495112

4

4

4

4

4

4

4

4

BLD FLOW XDCR (8039KM)

1

1

13

495112

4

4

4

4

4

4

4

4

COOLING FAN PMG ASSY (8055KM)

2

1

53

495253

X

X

X

4

4

4

4

X


3

1

13

495112

4

4

4

4

4

4

4

4

INLET T-P SNSR (8013KM)

4

1

29

492317

4

4

4

4

4

4

4

4


5

1

29

492317

4

4

4

4

4

4

4

4


6

1

29

492317

4

4

4

4

4

4

4

4

(BLANK)

7


8

1

29

492317

4

4

4

4

4

4

4

4


9

1

29

492317

4

4

4

4

4

4

4

4

GENERATOR (8XS)

10

3

25

242351

3

3

3

3

3

3

3

3

GENERATOR (8XS)

11

3

25

242351

3

3

3

3

3

3

3

3

OIL TEMP SNSR (8084KM)

12

3

38

499151

3

3

3

3

3

3

3

3


13

3

38

499151

3

3

3

3

3

3

3

3

ECB (59KD)

14

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

15

3

14

496134

4

4

4

4

4

4

4

4

DE-OILING SOL (8083KM)

16

3

12

499149

4

X

X

4

X

X

4

4

CONTACTOR (5KA)

17

1

59

494255

X

X

X

4

X

X

X

X

CONTACTOR (10KA)

18

1

10

494255

X

X

X

4

X

X

X

X

HSPS CT/ NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL WRG: ECB PIN AB-H9

19

3

45

496100

X

X

X

4

X

X

X

X

WRG: ECB PIN AB-J6

20

3

3

496100

X

X

X

X

4

4

X

X

FUEL CTL UNIT (8022KM)

21

1

21

493211

4

X

X

4

4

4

X

4

WRG: ECB PIN AB-H8

22

2

6

496100

X

X

X

X

4

X

X

X

EXCITER SHORTED

23

1

26

494138

X

X

X

4

X

X

X

X

ECB (59KD)

24

2

14

496134

4

4

4

4

4

4

X

4

INLET FLAP ACTR (4015KM)

25

2

2

491651

4

4

X

X

X

X

4

4


26

2

2

491651

4

4

X

X

X

X

4

4

ECB (59KD)

27

3

14

496134

4

4

X

X

X

X

4

4

ECB (59KD)

28

3

14

496134

3

3

3

3

3

3

3

3

SPEED SNSR1 (8060KM1)

29

3

40

497113

X

X

3

3

3

3

3

X

ECB (59KD)

30

3

14

496134

X

X

X

3

3

3

X

X

ECB (59KD)

31

3

14

496134

3

3

3

3

3

3

3

3


32

3

42

497113

X

X

3

3

3

3

3

X

33

1

44

497113

1

1

1

1

1

1

1

1

34

3

NO TEXT

4

4

4

4

4

4

4

4

EGT TC1 (8075KM1)

35

3

15

497215

X

X

X

3

3

3

X

X

EGT TC1 (8057KM1)

36

3

15

497215

3

3

3

3

3

3

3

3

SPEED SNSR1 (8060KM1) AND SPEED SNSR2 (8060KM2)

LOSS OF SPEED

(SPEED SENSORS DO NOT MATCH - NO TEXT)

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL EGT TC2 (8057KM2)

37

3

18

497215

X

X

X

3

3

3

X

X

EGT TC2 (8057KM2)

38

3

18

497215

3

3

3

3

3

3

3

3

GEN SCAN FILTER (8069KM) AND LUB FILTER (8076KM)

39

2

7

499141

4

4

4

4

4

4

4

X

40

1

-

-

X

X

X

1

1

1

X

X

41

3

39

497331

4

X

X

X

X

X

X

4

-

LOSS OF DC POWER

SERIAL NUMBER ENCODER (8061KM) IGNITION UNIT (8030KM)

NO FLAME

42

1

26

494138

X

X

X

1

X

X

X

X

ECB (59KD)

NO FLAME

42

1

14

496134

X

X

X

1

X

X

X

X

FUEL CONTROL UNIT (8022KM)

NO FLAME

42

1

21

493211

X

X

X

1

X

X

X

X

CHECK APU FUEL SUPPLY

NO FLAME

42

1

70

282200

X

X

X

1

X

X

X

X

IGNITION UNIT (8030KM) FUEL CONTROL (8022KM)

NO FLAME

42

1

27

494138

X

X

X

1

X

X

X

X

43

2

36

499414

4

4

X

X

X

X

X

4

OIL PRESS SW (8091KM) CHECK OIL LEAKAGE/OIL PRESS SW (8091KM)

LOW OIL PRESSURE

44

1

37

499100

X

X

X

2

2

2

X

X

CHECK OIL LEAKAGE/OIL PRESS SW (8091KM)

LOW OIL PRESSURE

45

1

37

499100

X

X

X

2

2

2

X

X

CHECK OIL COOLER ASSY

HIGH OIL TEMPERATURE

46

1

9

499144

X

X

X

2

2

2

X

X

CHECK OIL SYSTEM/GENERATOR (8XS)

GEN HIGH OIL TEMP

47

1

24

499100

X

X

X

2

2

2

X

X

LOW OIL LEVEL

48

2

32

499300

4

4

X

X

X

X

X

4

OIL LEVEL SNSR (8089KM)

49

2

35

499317

4

4

X

X

X

X

X

4


50

2

35

499317

4

4

X

X

X

X

X

4

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL ACFT BAT NOT SELECTED/CONTACTOR (5KA)

NO ACCELERATION

51

1

11

243800

X

X

X

1

X

X

X

X

CONTACTOR (5KA)

NO ACCELERATION

51

1

59

494255

X

X

X

1

X

X

X

X

CONTACTOR (10KA)

NO ACCELERATION

51

1

10

494255

X

X

X

1

X

X

X

X

CURRENT LIMITER (6KA)/CONTACTOR (10KA)

NO ACCELERATION

51

1

51

494200

X

X

X

1

X

X

X

X

STATOR MOTOR (8KA)/STARTERCLUTCH (8033KM)

NO ACCELERATION

51

1

46

494251

X

X

X

1

X

X

X

X

ECB (59KD)

NO ACCELERATION

52

1

14

496134

X

X

X

1

X

X

X

X


NO ACCELERATION

52

1

21

493211

X

X

X

1

X

X

X

X


NO ACCELERATION

52

1

70

282200

X

X

X

1

X

X

X

X

FUEL CTL UNIT (8022KM)/FLOW DIVIDER (8024KM)

NO ACCELERATION

52

1

23

493211

X

X

X

1

X

X

X

X


NO ACCELERATION

53

1

21

493211

X

X

X

2

X

X

X

X

ECB (59KD)

NO ACCELERATION

53

1

14

496134

X

X

X

2

X

X

X

X


NO ACCELERATION

53

1

12

499149

X

X

X

2

X

X

X

X

IGV ACTR (8014KM)

NO ACCELERATION

53

1

28

492351

X

X

X

2

X

X

X

X

STARTER MOTOR (8KA)/BLD CTL VLV (8051KM)

NO ACCELERATION

53

1

46

494251

X

X

X

2

X

X

X

X

FLOW DIVIDER (8024KM)

NO ACCELERATION

53

1

68

493213

X

X

X

2

X

X

X

X

FLOW CTL UNIT (8022KM)

NO ACCELERATION

53

1

21

493211

X

X

X

2

X

X

X

X

ECB (59KD)

54

3

14

496134

4

X

X

X

X

X

X

4

ECB (59KD)

55

3

14

496134

4

X

X

X

X

X

X

4

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL ECB (59KD)

56

3

14

496134

4

X

X

X

X

X

X

4


57

2

2

491651

4

4

4

4

4

4

4

4


58

2

2

491651

X

4

4

4

X

X

4

4


59

1

21

493211

4

X

X

X

X

X

X

4


60

1

21

493211

4

X

X

X

X

X

X

4

61

1

14

496134

X

X

X

2

2

2

X

X

62

1

28

492351

X

X

X

X

4

X

X

X

ECB (59KD)

ECB FAILURE

IGV ACTR (8014KM) IGV ACTR (8014KM)

63

1

28

492351

X

X

X

X

4

X

X

X

ECB (59KD)

64

2

14

496134

X

X

X

X

4

X

X

X

66

2

14

496134

X

X

X

X

4

X

X

X

(BLANK)

65

ECB (59KD) ECB (59KD)

UNDERSPEED

67

1

14

496134

X

X

X

X

1

1

X

X


UNDERSPEED

67

1

70

282200

X

X

X

X

1

1

X

X


UNDERSPEED

67

1

21

493211

X

X

X

X

1

1

X

X

SPD SNSR1 (8060KM1) AND SPD SNSR2 (8060KM2)

OVERSPEED

68

1

44

497113

X

X

X

1

1

1

X

X

ECB (59KD)

OVERSPEED

68

1

14

496134

X

X

X

1

1

1

X

X


OVERSPEED

68

1

21

493211

X

X

X

1

1

1

X

X

69

1

5

495153

X

X

X

X

4

X

X

X

BLEED CTL VLV (8051KM)

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL BLEED CTL VLV (8051KM)

70

1

5

495153

X

X

X

X

4

X

X

X

ECB (59KD)

71

1

14

496134

X

X

X

X

4

X

X

X

73

2

14

496134

X

X

X

X

4

X

X

X

74

1

14

496134

1

X

X

X

X

X

X

X

ECB (59KD)

75

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

76

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

77

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

78

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

79

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

80

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

81

3

14

496134

4

X

4

4

4

4

X

4

ECB (59KD)

82

2

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

83

3

14

496134

4

4

4

4

4

4

4

4


84

3

12

499149

4

X

X

4

X

X

4

4

ACFT BAT NOT SELECTED/ CONTACTOR (5KA)

85

1

11

243800

X

X

X

4

X

X

X

X

CONTACTOR (10KA)

86

1

10

494255

X

X

X

4

X

X

X

X

WRG: ECB PIN AB-H9

87

3

45

496100

X

X

X

4

X

X

X

X

(BLANK)

72


ECB FAILURE

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL WRG: ECB PIN AB-J6

88

3

3

496100

X

X

X

X

4

4

X

X


89

1

21

493211

4

X

X

4

4

4

X

4

WRG: ECB PIN AB-H8

90

2

6

496100

X

X

X

X

4

X

X

X

IGNITION UNIT (8030KM)

91

1

26

494138

X

X

X

4

X

X

X

X

SPEED SNSR1 (8060M1)

92

3

40

497113

3

3

3

3

3

3

3

3


93

3

40

497113

3

3

3

3

3

3

3

X


94

3

42

497113

3

3

3

3

3

3

3

3


95

3

42

497113

3

3

3

3

3

3

3

X


96

1

5

495153

X

X

X

X

4

4

X

X


SURGE/REVERSE FLOW

97

1

5

495153

X

X

X

X

2

2

X

X

IGV ACTR (8014KM)

OVERTEMPERATURE

98

1

28

492351

X

X

X

2

2

2

X

X

EGT TC1 (8057KM1)

OVERTEMPERATURE

98

1

15

497215

X

X

X

2

2

2

X

X

EGT TC2 (8057KM2)

OVERTEMPERATURE

98

1

18

497215

X

X

X

2

2

2

X

X


OVERTEMPERATURE

98

1

21

493211

X

X

X

2

2

2

X

X


99

1

21

493211

X

X

X

X

X

X

1

X

ECB (59KD)

100

2

14

496134

3

X

X

X

X

X

X

3

ECB (59KD)

101

2

14

496134

3

X

X

X

X

X

X

3

102

1

16

497215

2

2

2

2

2

2

2

2

EGT TC1 (8057KM1) AND EGT TC2 (8057KM2)

SENSOR FAILURE

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE


103

1

13

495112

4

4

4

4

4

4

4

4

ECB (59KD)

ECB FAILURE

104

1

14

496134

1

1

1

1

1

1

1

1

ECB (59KD)

ECB FAILURE

105

1

14

496134

1

1

1

1

1

1

1

1

NO DATA FROM ECS

106

3

34

216334

X

X

X

X

4

X

X

X

ECB (59KD)

107

2

14

496134

X

4

4

4

4

4

4

4

ECB (59KD)

ECB FAILURE

108

1

14

496134

X

1

1

1

1

1

1

1

ECB (59KD)

ECB FAILURE

109

1

14

496134

X

1

1

1

1

1

1

1

ECB (59KD)

ECB FAILURE

110

1

14

496134

X

1

1

1

1

1

1

1

ECB (59KD)

ECB FAILURE

111

1

14

496134

X

1

1

1

1

1

1

1

112

2

31

282214

X

X

X

4

4

4

X

X

113

1

NO TEXT

-

1

1

1

1

1

1

1

1

FUEL LOW PRESS/LOW FUEL PRESS SW (5030QM) -

EMERGENCY STOP


SENSOR FAILURE

114

1

53

495253

X

X

X

1

X

X

X

X

ECB (59KD)

BACKUP OVERSPEED

115

1

14

496134

X

1

1

1

1

1

1

1


BACKUP OVERSPEED

115

1

44

497113

X

1

1

1

1

1

1

1


BACKUP OVERSPEED

115

1

21

493211

X

1

1

1

1

1

1

1


BACKUP OVERSPEED

115

1

53

495253

X

1

1

1

1

1

1

1

ECB (59KD)

BACKUP OVERSPEED CIRCUIT FAILURE

116

1

14

496134

1

X

X

X

X

X

X

X

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE


117

1

14

496134

4

X

X

X

X

X

X

4


118

1

70

282200

X

X

X

X

4

4

4

X

IGV ACTR (8014KM)

118

1

28

492351

X

X

X

X

4

4

4

X


119

1

70

282200

X

X

X

X

4

4

4

X


119

1

5

495153

X

X

X

X

4

4

4

X


120

2

2

491651

X

X

X

X

X

X

4

X


AIR INTAKE NOT OPEN

121

1

2

491651

X

1

1

X

X

X

X

1

OIL TEMP SNSR (8084KM) AND GENERATOR (8XS)`

SENSOR FAILURE

122

1

50

499151

2

2

2

2

2

2

2

2

ECB (59KD)/APU HARNESS (8001KM)

123

1

8

496134

4

4

4

4

4

4

4

4

WRG: ACFT TYPE PIN/FCB (59KD)

124

3

47

496100

4

X

X

X

X

X

X

X

WRG: ECB PIN AB-H5

125

3

4

496100

4

4

4

4

4

4

4

4


126

1

51

494200

X

X

X

4

X

X

X

X

CONTACTOR (10KA)

127

3

10

494255

X

X

X

4

X

X

X

X

CONTACTOR (5KA)

128

1

59

494255

X

X

X

4

X

X

X

X

CONTACTOR (5KA)

129

3

59

494255

X

X

X

4

X

X

X

X

SERIAL NUMBER ENCODER (8061KM)

130

3

39

497331

4

X

X

X

X

X

X

4

1

14

496134

1

X

X

X

X

X

X

1

(BLANK) ECB (59KD)

131

ECB FAILURE

132

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL FIRE EMERG-STOP RELAY (6WF)

133

3

54

262200

X

X

X

X

X

X

4

X

FIRE EMER STOP RELAY (6WF)

134

3

54

262200

X

X

X

X

X

X

4

X

ECB (59KD)

135

3

14

496134

X

4

4

4

4

4

4

X

(EMERGENCY STOP TEST - NO TEXT)

136

3

NO TEXT

-

4

4

X

X

X

X

X

X

(BLANK)

137


138

1

5

495153

X

X

X

4

X

X

X

X

IGV ACTR (8014KM)

139

1

28

492351

X

X

X

4

X

X

X

X

OIL PRESS SW (8091KM) AND OIL LVL SNSR (8089KM)

SENSOR FAILURE

140

1

55

499414

2

2

X

X

X

X

X

2

OIL PRESS SW (8091KM) AND LOW OIL LEVEL

SENSOR FAILURE

141

1

56

499414

2

2

X

X

X

X

X

2

ECB (59KD)

LOSS OF SPEED

142

1

14

496134

1

1

1

1

1

1

1

1


SURGE/REVERSE FLOW

143

1

5

495153

X

X

X

X

2

2

X

X


SENSOR FAILURE

144

1

53

495253

X

X

X

1

X

X

X

X

SPD SNSR1 (8060KM1) AND ECB (59KD)

LOSS OF SPEED

145

1

41

497133

1

1

1

1

1

1

1

1


LOSS OF SPEED

146

1

43

497113

1

1

1

1

1

1

1

1

149

1

13

499112

X

X

X

4

4

4

4

X

150

1

14

496134

X

1

1

1

1

1

1

X

(BLANK)

147

(BLANK)

148

BLD FLOW XDCR (8039KM) ECB (59KD)

ECB FAILURE

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE


ECB FAILURE

151

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

152

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

153

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

154

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

155

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

156

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

157

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

158

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

159

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

160

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

161

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

162

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

163

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

164

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

165

3

14

496134

4

4

4

4

4

4

4

X

ECB (59KD)

166

3

14

496134

X

4

4

4

4

4

4

X

ECB (59KD)

ECB FAILURE

167

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

APU FUEL VALVE FAILED OPEN

168

1

14

496134

X

1

X

X

X

X

1

X

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL BLD FLOW XDCR (8039KM)/ BLD CTL VLV (8051KM)

169

1

48

495112

X

X

X

X

4

4

X

X


170

1

29

492317

4

4

4

4

4

4

4

4


170

1

13

495112

4

4

4

4

4

4

4

4


171

1

13

495112

X

X

X

X

4

X

X

X


172

1

5

495153

X

X

X

X

4

4

X

X

173

1

14

496134

X

1

1

1

1

1

1

1

174

1

69

495153

X

X

X

X

4

X

X

X

ECB (59KD) BLEED CTL VLV (8051KM)/ FUEL CTL UNIT (8022KM)

ECB FAILURE

HSPS CT/NOV. 2006



SECTION 13 TROUBLESHOOTING

HSPS CT/NOV. 2006


TROUBLESHOOTING GENERAL

REQUIRED HARDWARE

The troubleshooting system is designed to provide additional information to aid in the maintenance and repair of the Auxiliary Power Unit (APU) by downloading the Electronic Control Box (ECB) located in the aircraft aft cargo compartment. Maintenance information is stored in the nonvolatile memory of the ECB and can be retrieved and analyzed by downloading into a laptop computer. The computer displays information and recommended actions from the following stored data:

Downloading of the ECB requires the following equipment: Laptop computer or Personal Computer (PC) with at least 3MB of free hard disc space, a modem and a Windows 95 or later operating system. A special interface cable is required to connect the Computer to the ECB. The interface cable (P/N AGE 70021) is available by contacting Hamilton Sundstrand.

CONDITIONING MONITORING DATA This data consists of engine parameters taken at each engine start and shutdown. Data is provided for the last twelve engine run cycles. FAULT DATA The data consists of maintenance and fault messages for class 1, class 2 faults and class 3 faults.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


TROUBLESHOOTING ECB TROUBLESHOOTING AID To download and diagnose fault data, refer to APIC SIL APS320049-47 for in-depth instructions. Basic Steps: • Connect the interface cable from the computer to the ECB. • Power-up computer. • Select Diagnose on the tool bar. • Enter operators name on the Setup screen. • APU master switch ON (APU not running.) • Select Continue on the Setup screen.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


TROUBLESHOOTING ECB TROUBLESHOOTING AID ECB TROUBLESHOOTING AID (Fault Information) The computer screen displays Class 1, Class 2 faults and Class 3 faults. The screen will download and provide a file automatically for review. (See example on page 13.6.) Select the Most Recent scroll bar on the screen to scroll through the various faults. Each fault or fault combination is provided with a fault description and recommended action.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


TROUBLESHOOTING ECB TROUBLESHOOTING AID REAL-TIME DATA MONITORING With the Real-Time Data monitoring screen displayed, select Analog I/O, Speed/Temp, or Discreet Inputs. Each selection displays a screen that provides real time data. The data is viewed at the bottom of the screen when a data box is selected. Note:

The more data boxes selected the longer it takes for the information to appear. Select data that is related to the specific fault for a faster response time.

BASIC STEPS: • Connect the interface cable from the computer to the ECB. • Power-up computer. • Start and run APU. • Select data box. • Select Start Monitoring. • Select Stop Monitoring after data has been taken. Selecting Save Data at the bottom of the screen and selecting a file name allows the data to be saved. (See page 13.9 and example on page 13.10.)

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


TROUBLESHOOTING ECB TROUBLESHOOTING AID SNAPSHOT VIEW BASIC STEPS: • • • •

Select Snapshot with the APU operating Select Analog Inputs. Select Discrete Inputs. Click on Take Snapshot. (This will provide one quick view of data)

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006




APS 3200 Auxiliary Power Unit Front Matter

HSPS CT/NOV. 2006

Page i HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

TABLE OF CONTENTS SUBJECT

PAGE

SUBJECT

SECTION

Preface ............................................................................................iii

Introduction...................................................................................... 1

Abbreviations ................................................................................. v

Power Unit....................................................................................... 2

APU Leading Particulars ............................................................... viii

Oil System ....................................................................................... 3 Fuel System .................................................................................... 4 Air System ....................................................................................... 5 Control System................................................................................ 6 Indicating System ............................................................................ 7 Starting System ............................................................................... 8 Electrical System............................................................................. 9 APU Installation............................................................................. 10 Maintenance.................................................................................. 11 Fault Isolation ................................................................................ 12 Troubleshooting............................................................................. 13

HSPS CT/NOV. 2006

Page ii HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

PREFACE FAA AND AIRCRAFT MANUFACTURER APPROVED PUBLICATIONS

GENERAL DESCRIPTION The APS 3200 Auxiliary Power Unit Maintenance Training Course, developed by the Customer Service Training Group of Hamilton Sundstrand Power Systems, is designed to give the student an understanding of the various components of the Auxiliary Power Unit (APU) and their functions. This course also provides routine maintenance and troubleshooting.

The Airline is provided a variety of FAA and Aircraft Manufacturer approved publications for the APS 3200 APU. These publications are: Aircraft Flight Crew Manuals

STUDENT WORKBOOK

Aircraft Maintenance Manuals

This workbook is intended for the “limited” purpose of providing component familiarization, general data, and support information for this maintenance course.

Engine and Component Maintenance Manuals

This is an uncontrolled document and will not be updated or revised on a regular basis. Specific values given in this document such as speed, temperature, and pressure are provided for the purpose of illustration and are not necessarily representative of the true values of the APS 3200 APU.

Service Bulletins Chapter 49 of the aircraft maintenance manual presents detailed APU and LRU removal and installation procedures plus maintenance and servicing techniques that can be accomplished at the flight-line. Careful study of Chapter 49 will add to the student's expertise in troubleshooting and maintaining the Hamilton Sundstrand APS 3200 APU.

HSPS CT/ NOV. 2006

Page iii HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

AIRCRAFT APPLICATIONS The information presented in this course applies to the following aircraft: AIRBUS 318, 319, 320, 321

HSPS CT/NOV. 2006

Page iv HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

LIST OF ABBREVIATIONS The abbreviations/symbols shown below are used in this manual: A/D

Analog/Digital

A/C

Aircraft

AC

Alternating Current

D/A

Digital/Analog

Aircraft Communication Addressing and Reporting System

DC

Direct Current

ACARS

CMM CPU

Components Maintenance Manual Central Processor Unit

ACMS

Aircraft Condition Monitoring System

ECAM

Electronic Centralized Aircraft Monitoring

ADIRU

Air Data Inertial Reference Unit

EC dB

Decibel

AIDS

Aircraft Integrated Data System

B


Auxiliary Power International Corp.

ECS

Environmental Control System

APS

Auxiliary Power System

EGT

Exhaust Gas Temperature

APU

Auxiliary Power Unit

EMI

Electro-Magnetic Interference

APIC

ARINC

Aeronautical Radio Inc.

EPLD

Erasable Programmable Logic Device

Air Transport Association

ETOPS

Extended Twin Engine Operations

AVAIL

APU Available

FADEC

Full Authority Digital Electronic Controller

BATT

Battery

FAR

Bleed Control Valve

FCU

Fuel Control Unit

BITE

Built-In Test Equipment

FET

Field Effect Transistor

BMC

Bleed Monitor Computer

FOD

Foreign Object Damage

ATA

BCV

CB cc/h CFDS CLR

Circuit Breaker

ft

Federal Airworthiness Regulation

Feet

Cubic centimeters per hour

FWD

Forward

Centralized Fault Display System

GBX

Gearbox

Clear

HSPS CT/NOV. 2006

Page v HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

LIST OF ABBREVIATIONS GCU

Generator Control Unit

L

GMT

Greenwich Mean Time

l/h

Liters Per Hour

GPH

Gallons Per Hour

lb

Pound

lbs/hr HOT HP HSPS Hz ICAO ID

High Oil Temperature Horse Power Hamilton Sundstrand Power System Hertz International Civil Aviation Organization Identification

IGV

Inlet Guide Vane

IPC

Illustrated Parts Catalogue

ISA

International Standard Atmosphere

JAR

Joint Airworthiness Requirement

kg

Kilogram

kg/m

Kilograms Per Minute

kg/s

Kilograms Per Second

kHz

Kilo Hertz

kPa

Kilopascal

kPaa

Kilopascals Absolute

kPad

Kilopascals Differential

kPag

Kilopascals Gauge

kW

Kilo Watt

lbs/m lbs/sec. LC LOP LP LRU LVDT m mA MAX MCDU

Liter

Pounds Per Hour Pounds Per Minute Pounds Per Second Load Compressor Low Oil Pressure Low Pressure Line Replaceable Unit Linear Voltage Differential Transducer Meter Milliampere Maximum Multi-function Control and Display Unit

MES

Main Engine Start

MHz

Mega Hertz

P Qts

Quarts

MIN

Minimum

mm

Millimeter

MMEL

Master Minimum Equipment List

MTBF

Mean Time Between Failure

HSPS CT/NOV. 2006

Page vi HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

LIST OF ABBREVIATIONS SIG MTBUR mV N

Pounds Per Square Inch Gauge

THR

Threshold

Mean Time Between Unscheduled Removals

TRU

Transformer Rectifier Unit

TSO

Technical Standard Order

Millivolt Rotation Speed

US G

US Gallon

NGV

Nozzle Guide Vane

NVM

Non Volatile Memory

VAC

Volts, Alternating Current

OAP

Outside Air Pressure

VDC

Volts, Direct Current

OAT

Outside Air Temperature

°C

Degrees Celsius

On Board Replaceable Memory

°F

Degrees Fahrenheit

OBRM

Part Number

>

Is Greater Than

PCD

Pressure Compressor Discharge

<

Is Less Than

PMG

Permanent Magnet Generator

±

Plus or Minus

P/N

Power Section

Ω

Ohm

PSIA

Pounds Per Square Inch Absolute

PSID

Pounds Per Square Inch Differential

Δ %

Differential Percent

RAM

Random Access Memory

ROM

Read Only Memory

RPM

Revolutions Per Minute

RTD

Resistive Temperature Device

PS

S S/N SSLC STS

Seconds Serial Number Single Shaft Load Compressor Status

HSPS CT/NOV. 2006

Page vii HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

APU LEADING PARTICULARS WEIGHT

136 Kg (299 lbs) (dry)

OPERATING ALTITUDE

-304.8 M to 11,887 M (-1,000 to 39,000 ft)

SEA LEVEL 15°C (59°F) STD DAY PERFORMANCE OUTPUT SHAFT HORSEPOWER

399.7 Kw (536 HP)

ROTOR SPEED

100% (49,300 RPM)

ROTOR OVERSPEED (SHUTDOWN)

105% (51,765 RPM)

BACK UP OVERSPEED (SHUTDOWN)

107% (52,751 RPM)

ROTOR UNDERSPEED (SHUTDOWN)

95% (46,835 RPM)

BLEED AIRFLOW

1.8 kg/SEC (2.6 LBS/SEC)

BLEED AIR PRESSURE

290 kPag (42 PSIG)

FUEL CONSUMPTION

148 kg/HR (178 L/HR) [327 LB/HR (47 GAL/HR)]

HSPS CT/ NOV. 2006

Page viii HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

APU LEADING PARTICULARS EXHAUST GAS TEMPERATURE (SHUTDOWN) START % SPEED

EXHAUST GAS TEMPERATURE

0%

427°C (800°F)

10%

788°C (1450°F)

20%

899°C (1650°F)

30%

899°C (1650°F)

50%

853°C (1567°F)

80%

788°C (1450°F)

100%

670°C (1238°F)

RUN % SPEED 100%

EXHAUST GAS TEMPERATURE 722°C (1332°F)

HSPS CT/NOV. 2006

Page ix HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

APU LEADING PARTICULARS GEARBOX SPEEDS

Input Generator Fuel Control Starter Cooling Fan Oil Pump

49,300 RPM 24,034 RPM (output) 10,129 RPM (output) 32,045 RPM (output) 51,965 RPM (output) 4,137 RPM (output)

OIL PRESSURE

241 kPag (35 PSIG) (minimum) 345-414 kPag (50-60 PSIG) (normal)

OIL CAPACITY

3.9 L (4.16 Qts) (add) 5.4 L (5.72 Qts) (full)

OIL TEMPERATURE (SHUT DOWN)

135°C (275°F) Lubrication system 185°C (365°F) AC Generator

APPROVED OIL SPECIFICATION: MIL-PRF-7808 MIL-PRF-23699

CAUTION: DO NOT MIX OR SUBSTITUTE OIL SPECIFICATIONS. USE ONLY ONE OF THE APPROVED OILS. IF THE OIL SUPPLY IS LOW AND THE OIL BEING USED IS NOT AVAILABLE, DRAIN THE OIL SUMP AND CHANGE THE OIL FILTER. SERVICE THE OIL SYSTEM WITH AN APPROVED OIL.

HSPS CT/NOV. 2006

Page x HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

APU LEADING PARTICULARS APPROVED FUELS Fuel Type

Specification

Temperature Range

Jet A


-35°C (-30°F) to +57°C (+135°F)

Jet A-1


-43°C (-45°F) to +57°C (+135°F)

Jet B


-54°C (-65°F) to +57°C (+135°F)

JP-4


-54°C (-65°F) to +57°C (+135°F)

JP-5


-35°C (-30°F) to +93°C (+ 200°F)

JP-8


-35°C (-30°F) to +93°C (+ 200°F)

HSPS CT/NOV. 2006

Page xi HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.


HSPS CT/NOV. 2006

Page xii HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document

.


SECTION 1 INTRODUCTION

HSPS CT/NOV. 2006


APS 3200- GENERAL PRESENTATION The APU is a single spool gas turbine engine which drives a load compressor and an AC generator.

Function The APS 3200 is designed to provide compressed air and electrical power to the aircraft on the ground and in flight.

The ECB is an electronic controller, FADEC type (Full Authority Digital Electronic Control).

- Electrical power supply to aircraft systems Component Location - Compressed air supply to aircraft systems: - The APU is installed in the tail section of the aircraft. • Environmental Control System (ECS) • Main Engine Start (MES) • Various systems...

- The ECB is installed in the aft cargo compartment, right side, forward of the cargo door. Control and Display

Requirements Regulations:

- JAR part 25, change 13 - FAR part 25

Certification:

- JAR APU change 2

- On the overhead panel for APU operation and fire control On the ECAM (Electronic Centralized Aircraft Monitoring) for APU parameters display On the external panel, under the nose section, for APU emergency -shut-down

Main Components The main components are: - The Auxiliary Power Unit (APU) - The Electronic Control Box (ECB) - The aircraft systems (Pneumatic system, Electrical system, Control panels). HSPS CT/NOV.. 2006


.

AUXILIARY POWER UNIT

ELECTRONIC CONTROL BOX (AFT CARGO COMPARTMENT)

CONTROL AND DISPLAY PANELS

AIRBUS AIRCRAFT HSPS CT/NOV.. 2006


.

APS 3200 - DESCRIPTION (1) Power Unit

Load Compressor

The APU consists of a gas turbine engine (Power Section) which drives:

The load compressor is a single stage centrifugal compressor driven directly by the power section. Variable inlet guide vanes are used for airflow and exhaust gas temperature control.

- A load compressor Gearbox - And an AC generator (alternator) through a gearbox.

- The power section

The gearbox, also driven by the power section, is attached to the load compressor. The gearbox provides the drive at the correct speed for the AC generator and the APU mechanically driven accessories.

- The load compressor


- The gearbox.

The ECB provides control and monitoring of the APU and is located in the aircraft rear cargo compartment.

The APU is of modular design. It has three modules:

A common air inlet supplies the load compressor, the cooling fan and the power section. Power Section The power section is a single spool gas turbine engine which consists of: - A centrifugal compressor - A reverse flow combustor chamber - A two stage axial flow turbine. HSPS CT/NOV. 2006


.

COMBUSTOR

AC GENERATOR

GEARBOX TURBINES LOAD COMPRESSOR

IMPELLER



.

APS 3200 – DESCRIPTION (2) - The APU air inlet plenum is connected to the aircraft air intake system. The APU air inlet plenum has a screen to protect the APU internal components from foreign object damage. - The cooling fan assembly is located at the top of the gearbox front face. - The starter motor drives the APU rotor assembly during starting.

The air inlet plenum is located between the load compressor and the power section. - The ignition exciter supplies high energy electrical power to the ignitor plugs. The ignition exciter is mounted on the left side of the air inlet plenum. - The oil cooler transfers the heat of the lubricating oil to the cooling air supplied by the cooling fan assembly.

The starter motor is located on the front face of the gearbox. - The fuel control unit supplies and meters fuel to the APU. It is located on the gearbox front face.

- The APU exhaust system delivers the APU exhaust gases to the aircraft exhaust pipe.

- The load compressor scroll houses the load compressor impeller. - The air inlet plenum delivers air to the impellers.

HSPS CT/NOV. 2006



AIR BYPASS PLENUM

STARTER MOTOR

OIL COOLER

AIR INLET PLENUM

EXCITER FUEL CONTROL UNIT

APU AIR INLET APS 3200 - DESCRIPTION (2)

HSPS CT/NOV.. 2006

LOAD COMPRESSOR SCROLL Page 1.6


APS 3200 - DESCRIPTION (3) Identification of Components - The gearbox provides the drive for the AC generator and the accessories for APU operation. The gearbox also provides the sump for the oil system. - The AC generator that provides electrical power for the aircraft systems. - The cooling fan assembly for airflow through the oil cooler and ventilation of the APU compartment. The cooling fan assembly is located on the gearbox front face. - The APU drain collector. The collector is installed on the right side of the gearbox by two struts. - The air- bleed system that includes a servo valve, an actuator, and a bleed control valve. - The inlet guide vane system that includes a servo valve, an actuator, the inlet guide vanes and their control mechanism. - The combustor housing that houses the combustor chamber. - Main and pilot fuel injection system installed on the combustor housing.

HSPS CT/NOV.. 2006


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MAIN AND PILOT FUEL INJECTION SYSTEM

COOLING FAN ASSEMBLY INLET GUIDE VANE ACTUATOR

BLEED CONTROL VALVE

AC GENERATOR MOUNTING PAD

APU DRAIN COLLECTOR

GEARBOX



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APS 3200 - OPERATION Power section provides the shaft power to drive the load compressor and the gearbox. Power is produced by transforming the energy contained in the ambient air and the fuel through thermodynamic cycle: compression, combustion, expansion.

The load compressor supplies compressed air to the aircraft pneumatic system. The air is compressed by a single stage centrifugal impeller and uses variable inlet guide vanes to control the air flow. The compressed air is delivered through a scroll to the bleed control valve.

- Compression of the air in the single stage centrifugal compressor

The gearbox provides the drive for the AC generator, and accessories for APU operation.

- Combustion of the air-fuel mixture in the reverse flow combustor chamber

The AC generator that provides electrical power for the aircraft systems.

- Expansion of the burned gases across the two stage axial flow turbine to drive:

The Electronic Control Box receives various signals from the aircraft and the APU to operate and monitor the APU.

• The power section impeller

The electronic control box controls the following:

• The load compressor impeller

- Rotation speed (N) (fuel flow)

• The gearbox.

- Load compressor surge protection (bleed control valve) - Exhaust Gas Temperature (EGT) (inlet guide vanes).

HSPS CT/NOV. 2006


TO AIRCRAFT

TO APU EXHAUST BLEED CONTROL VALVE

POWER SECTION COMPRESSION

GENERATOR

COMBUSTION

EXPANSION

EXHAUST

GEARBOX

AMBIENT AIR COMPRESSED AIR COMBUSTION EXHAUST FUEL FLOW ELECTRICAL SIGNALS

LOAD COMPRESSOR

ECB

IGV ACTUATOR

FUEL CONTROL

APS 3200 - OPERATION HSPS CT/NOV.. 2006





SECTION 2 POWER UNIT

HSPS CT/NOV..2006


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POWER UNIT - GENERAL - Rotation speed .......................49 300 RPM

Function The APU provides compressed air and electrical power to the aircraft.

- Direction of rotation ................clockwise (view from the rear) - APU dry weight ......................136 kg (299 lbs).

Location

Main Components

The APU is installed in the aircraft tail section.

- Gearbox (with AC generator and APU accessory drive)

Type

- Load compressor (centrifugal type provided with inlet guide vanes)

Single spool gas turbine engine driving a load compressor and an AC generator.

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Air inlet plenum (air intake and air distribution)

- Power section including:

Main Characteristics Characteristics at Aero Design Point, installed APU (ISA, sea level) are given for information only: - Total power ............................400 kW (536 HP)

• A centrifugal impeller A reverse flow combustor chamber • A two stage axial flow turbine.

- Specific fuel consumption .......0.372 kg/kW.h (0.61 Ib/HP.H) - Fuel consumption ...................148 kg/HR (178 L/HR) ................................................[327 LB/HR (47 GAL/HR)] - Electrical power ......................132 kW (177 HP) - Pneumatic power ...................252 kW (338 HP) - Bleed air flow .........................1.2 kg/sec. (2.6 lbs/sec.) - Bleed air pressure ..................390 kPa (42 PSI) HSPS CT/NOV. 2006


LOAD COMPRESSOR CENTRIFUGAL COMPRESSOR

AC GENERATOR

GEARBOX

AIR INLET PLENUM

COMBUSTOR CHAMBER

TURBINES

ECB

POWER UNIT - GENERAL HSPS CT/NOV..2006


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POWER UNIT - DESCRIPTION (1) The first part of the description deals with the APU rotating assembly and the second part will consider the modular design of the APU. The following main components are considered in this description: gearbox, air intake plenum, load compressor and power section.

Power Section The power section provides mechanical shaft power to drive the load compressor and the gearbox. The power section comprises:

Gearbox - A single stage centrifugal impeller The gearbox located at the front of the APU provides the mechanical drive for the AC generator and the accessories required for the APU operation. The oil sump is also part of the gearbox.

- A reverse flow combustion chamber - A two stage axial flow turbine

Load Compressor - An exhaust system. The load compressor is driven by the power section and provides compressed air to the aircraft pneumatic system. It is a centrifugal impeller that has variable inlet guide vanes to control the air flow output.

The main rotor assembly is supported by two bearings: A ball bearing at the front of the load compressor, a roller bearing at the rear of the turbine.

Air Inlet Plenum The plenum is located between the load compressor and the power section. The plenum directs the air supply to the power section, load compressor and the oil cooling system.

HSPS CT/NOV. 2006


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DRIVE TRAIN FOR AC GENERATOR AND APU ACCESSORIES FRONT BEARING


VARIABLE INLET GUIDE VANES


COMBUSTION CHAMBER EXHAUST

REAR BEARING

AIR INLET PLENUM TURBINES

OIL SUMP



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POWER UNIT – DESCRIPTION (2) APU Rotating Assembly

Bearings

The APU rotating assembly includes the following components:

The APU rotor assembly is supported by two bearings:

- The load compressor impeller

- Front ball bearing

- The inter shaft which connects the load compressor impeller to the power section rotor assembly

- Rear roller bearing Quill Shaft

- The compressor impeller of the power section The quill shaft is splined into the rotor shaft and provides the mechanical connection between the APU rotor shaft and the gearbox.

- The turbine wheels. The tie-bolt secures the main components of the APU rotor assembly.

HSPS CT/NOV. 2006


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POWER SECTION IMPELLER

FRONT BALL BEARING

QUILL SHAFT SECURING NUT

TIE BOLT

INTER SHAFT

TURBINES

REAR ROLLER BEARING

SECURING NUT



A320-457a

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POWER UNIT - OPERATION The gases are then expelled overboard through the aircraft exhaust system.

General The power section produces mechanical shaft power for APU operation.

Load Compressor Operation The load compressor is driven by the power section and produces air flow to the aircraft pneumatic systems.

This mechanical power is used to drive: - The load compressor which supplies compressed air

Gearbox Operation - The AC generator which supplies electrical power - Accessories required for the operation of the APU.

The gearbox is driven by the power section to operate the APU accessories and the AC generator.

Power Section Operation

Electronic Control Box (ECB)

The air enters the power section through the aircraft air inlet and the APU plenum.

The ECB provides control and monitoring of the APU.

In the plenum, this air is divided into two flows; one for the load compressor and one for the power section. The power section air is directed to the centrifugal impeller which increases the air pressure. The air is then admitted to the combustion chamber, mixed with the fuel and burned to provide a continuous combustion process. The gases are expanded across the turbines that transforms the gas energy into mechanical energy.

HSPS CT/NOV. 2006


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AC GENERATOR

ECB

AMBIENT AIR COMPRESSED AIR COMBUSTION EXHAUST

POWER UNIT - OPERATION

HSPS CT/NOV. 2006


A320-458a

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GEARBOX - GENERAL Location

Gearbox Front Face View

The gearbox is located at the front of the load compressor scroll.

- Oil cooling fan drive pad

Main Features

- AC generator drive pad

- Modular design

- Starter motor drive pad

- Mechanical efficiency: 0.98

- Fuel control unit drive pad

- Weight: 17 kg (37.4 lbs)

- Accessories (oil filters, oil level sensor, de-oiling valve...).

- Oil sump

Gearbox Left Side View

- Gearbox drive power: 148 kW (198 HP)

- Oil sight glass

- AC generator drive power: 132 kW (177 HP)

- Oil fill tube

- Accessories drive power: 16 kW (21 HP)


- Material for housing: Aluminum alloy.

- Speed sensor - Gearbox mounting flange (attachment with the load compressor scroll) - APU front left mount.

HSPS CT/NOV. 2006


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COOLING FAN DRIVE PAD MOUNTING FLANGE

AC GENERATOR DRIVE PAD

APU FRONT MOUNT

STARTER MOTOR DRIVE PAD FUEL CONTROL UNIT DRIVE PAD

FWD

DE-OILING VALVE

DE-OILING VALVE SPEED SENSOR

OIL FILL TUBE OIL LEVEL SENSOR

OIL SIGHT GLASS

OIL FILTERS

HIGH OIL TEMPERATURE GEARBOX - GENERAL HSPS CT/NOV. 2006


A320-459a

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GEARBOX DESCRIPTIO (1) This description considers the gears, the bearings and the drive pads. Gears The gearbox comprises of 8 spur type gears made of steel alloy. The gear train provides the correct speeds for the APU driven units. Bearings The gears are supported by bearings: 6 roller bearings and 6 ball bearings. AC Generator Drive - Speed: 24034 RPM - Direction of rotation: Clockwise. Intermediate Gear - Speed: 14349 RPM - Direction of rotation: Clockwise - Centrifugal air-oil separator.

Starter Motor Drive - Speed: 32045 RPM - Direction of rotation: Anti clockwise - Starter clutch: Sprag type. Fuel Pump Drive - Speed: 10129 RPM -Direction of rotation: Clockwise. Oil Pump Drives - Lubrication pump • Speed: 4137 RPM • Direction of rotation: Clockwise. Scavenge pumps • Speed: 4137 RPM Direction of rotation: Anti clockwise. Note:

Direction of rotation by viewing the front of the gearbox.

Cooling Fan Drive - Speed: 51965 RPM - Direction of rotation: Anti clockwise - PMG (Permanent Magnet Generator).

HSPS CT/NOV. 2006


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FRONT VIEW INTERMEDIATE GEAR (14349 RPM)

COOLING FAN DRIVE (51965 RPM)

STARTER MOTOR DRIVE (32045 RPM)

AC GENERATOR DRIVE (24034 RPM)

FUEL PUMP DRIVE (10129 RPM)

DRIVE GEAR (49300 RPM)

GEARBOX - DESCRIPTION (1)

HSPS CT/NOV. 2006

OIL PUMP DRIVES (4137 RPM)


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GEARBOX - DESCRIPTION (2) • The fuel control unit drive gear

Identification of Gearbox Components - The gearbox housing which forms the oil sump and provides the accessories for the oil system (oil filter, oil level sensor, magnetic plug...).

• The oil pump drive gears.

The gearbox housing also provides the mounting pads for: • The oil cooling fan • The AC generator • The starter motor • The fuel control unit The gearbox housing is attached to the load compressor scroll by a mounting flange. - The APU front left and right mounts are located on the sides of the gearbox. - The gearbox gear train which includes: • The AC generator drive gear • The intermediate gear, which also forms the air-oil separator • The starter motor drive gear HSPS CT/NOV. 2006


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INTERMEDIATE GEAR

AC GENERATOR DRIVE GEAR

STARTER MOTOR DRIVE GEAR

DRIVE GEAR

FUEL CONTROL UNIT DRIVE GEAR

GEARBOX


GEAR TRAIN

GEARBOX - DESCRIPTION (2) HSPS CT/NOV. 2006


A320-461a

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GEARBOX - OPERATION During Starting

Normal Running Condition

The starter motor is electrically energized and provides the torque to crank the gear train and the APU rotor assembly.

The power section provides the mechanical power to drive the load compressor and the gearbox drive gear.

At self-sustaining speed, the electrical supply to the starter is deenergized and the starter is disengaged by the sprag clutch.

The drive gear meshes directly with the AC generator gear. It also drives an intermediate gear which in turn drives the oil cooler fan gear, the starter motor gear and the fuel control unit and oil pump gears

HSPS CT/NOV. 2006


AC GENERATOR DRIVE COOLING FAN GEAR DRIVE GEAR

INTERMEDIATE GEAR

STARTER DRIVE GEAR

DRIVEN GEAR FUEL CONTROL UNIT DRIVE GEAR

DRIVE GEAR

START OPERATION


RUN OPERATION

GEARBOX - OPERATION HSPS CT/NOV..2006


A320-461a

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AIR INLET PLENUM - GENERAL Location

Construction

The inlet plenum is located between the load compressor and the power section.

The plenum is of sandwich construction with a structural envelope, Nomex and felt metal. The structural envelope and Nomex are fire proof.

Main Features Operation - Acoustically treated part In the plenum, the air is separated into two flows by the splitter. - Shop replaceable unit - One for the power section: 2.2 kg/s (4.8 lbs/sec.) - Weight: approx. 7.5 kg (16.5 lbs). - One for the load compressor and cooling fan: 1.2 kg/s (2.6 lbs/sec.).

Main Components The plenum consists of two parts, upper and lower, which are connected by quick disconnect latches. The lower part interfaces with the aircraft air inlet system. The air inlet to the plenum is provided with a screen made of stainless steel that protects the APU internal components from foreign object damage. The upper part has an outlet for air supply to the oil cooling system (supply to the oil cooler fan).

HSPS CT/NOV. 2006


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QUICK DISCONNECT LATCHES

AMBIENT AIR COMPRESSED AIR LOAD COMPRESSOR IMPELLER

SPLITTER

SCREEN

AIR INLET PLENUM - GENERAL HSPS CT/NOV. 2006


A320-463a

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AIR INLET PLENUM - DESCRIPTION Identification of the Air Inlet Plenum Components - The lower part of the air inlet plenum interfaces with the APU air inlet system. It has a screen to protect the APU internal components from foreign object damage. The lower part incorporates noise treatment and a splitter which separates the air into two flows. It also provides the support for the following components: • The ambient air pressure and temperature sensors • The differential pressure sensor • The low oil pressure switch • The ignition exciter. - The upper part of the air inlet plenum is also noise treated. The upper part has an oval outlet to supply air to the oil cooling system - The quick disconnect latches secure the upper part and lower part of the air inlet plenum.

HSPS CT/NOV. 2006


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PLENUM UPPER PART AIR INLET HOUSING

SPLITTER

PLENUM LOWER PART

QUICK DISCONNECT LATCH

LOCATING TAB

INLET SCREEN

AIR INLET PLENUM - DESCRIPTION HSPS CT/NOV. 2006


A320-464a

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LOAD COMPRESSOR - GENERAL Location

Main Components

The load compressor is installed between the gearbox and the power section.

- Rotating components (compressor shaft, impeller, bearing, bearing seals)

Type

- Stationary components (air inlet housing, variable inlet guide vanes, impeller shroud, diffuser, and scroll).

High pressure centrifugal impeller provided with inlet guide vanes. Main Features - Air flow: 1.2 kg/s (2.6 lbs/sec.) - Pressure ratio: 4:1 - Max outlet temperature: 232°C (450°F) - Rotation speed: 49 300 RPM - Direction of rotation: clockwise (viewed from the rear of the APU).

HSPS CT/NOV. 2006


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SCROLL

AMBIENT AIR COMPRESSED AIR COMPRESSOR IMPELLER

INLET GUIDE VANES

LOAD COMPRESSOR - GENERAL HSPS CT/NOV. 2006


A320-465a

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LOAD COMPRESSOR - DESCRIPTION (1) The first part of this description deals with the load compressor components, the second part will consider the inlet guide vanes control mechanism and the third part the identification of all the components.

Compressor Diffuser It consists of 19 cambered vanes made of steel alloy. Scroll

Air Inlet Housing The housing allows the passage of air to the load compressor and supports the inlet guide vanes. It is made of aluminum alloy.

The annular scroll provides the air outlet of the load compressor. It is cast aluminum. The scroll housing provides passages for static air pressure to the load compressor discharge pressure sensor.

Compressor Impeller The impeller is constructed of titanium alloy. The rear shaft of the impeller is connected to the rotor intershaft using a curvic coupling. The front is supported by a ball bearing.

Bearing A ball thrust bearing supports the front shaft of the load compressor. It is mounted in the load compressor housing.

Compressor Shroud Bearing Seals The shroud houses the impeller and is constructed of steel alloy. Oil that is used to lubricate the front bearing is prevented from entering the impeller area by a floating carbon seal and a labyrinth seal.

HSPS CT/NOV. 2006


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COMPRESSOR DIFFUSER

DRAIN

SQUEEZE FILM

THRUST WASHER COMPRESSOR SHROUD

BALL BEARING

FLOATING CARBON SEAL LABYRINTH SEAL

AMBIENT AIR COMPRESSD AIR

COMPRESSOR IMPELLER

INLET GUIDE VANE



A320-450a

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LOAD COMPRESSOR - DESCRIPTION (2) Identification of Load Compressor Components - The IGV assembly includes the variable inlet guide vanes, the rack and pinion mechanism and the air inlet housing - The compressor shroud houses the impeller. - The load compressor impeller has main blades and splitter blades. The impeller is connected at the rear to the inter shaft by curvic-coupling. The impeller front shaft is supported by the front bearing. - The scroll provides the air outlet of the load compressor. The scroll also houses the load compressor diffuser. - The front bearing is a ball bearing that supports the impeller front shaft - The labyrinth seal is pressurized with compressed air from the power section impeller. - The front bearing nut retains the front bearing and forms the phonic wheel of the speed sensing system - The tie-bolt and the securing nut.

HSPS CT/NOV. 2006


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SCROLL

LABYRINTH SEAL FRONT BEARING INLET GUIDE VANE ASSEMBLY

FRONT BEARING JOURNAL

COMPRESSOR SHROUD LOAD COMPRESSOR IMPELLER SECURING NUT

TIE BOLT

FRONT BEARING NUT (PHONIC WHEEL)



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LOAD COMPRESSOR - DESCRIPTION (3) Inlet Guide Vanes

The Actuator

The Inlet Guide Vanes (IGV) consist of 24 vanes, made of titanium alloy and mounted in the inlet housing.

The actuator is hydraulically operated. It uses fuel pressure metered by an electrical signal from the electronic control box.

Each inlet guide vane has a sector gear.

The Control Rod

There are five guide vanes with holes in them. Three are located at the 6:30 position, one at the ten o’clock and one at the two o’clock position. The holes allow a minimum amount of air flow to the load compressor to prevent surging when the guide vanes are closed and the APU is operating.

The control rod is mechanically operated by the actuator. The control rod is connected between the actuator and the inlet guide vane assembly. The Inlet Guide Vane Assembly

Control Mechanism The mechanism controls the position of the vanes. The complete mechanism consists of:

The inlet guide vane assembly consists of 24 sector gears engaged into a common ring gear. The ring gear is connected to the inlet guide vane control rod.

- The actuator - The control rod - The rack and pinion mechanism that moves the vanes.

HSPS CT/NOV. 2006


ACTUATOR ROD HOUSING

AIR INLET HOUSING

IGV POSITION INDICATOR

INLET GUIDE VANE INLET GUIDE VANE CONTROL ROD

INLET GUIDE VANE ASSEMBLY

RING GEAR

SECTOR GEAR

LOAD COMPRESSOR – DESCRIPTION (3) HSPS CT/NOV..2006


A320-467A

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LOAD COMPRESSOR - OPERATION

Air Inlet

Compression

The ambient air enters the APU through the aircraft air inlet and the APU plenum.

As the air enters the blades of the rotating compressor impeller the air velocity increases.

The plenum air is separated into three flows:

The air leaves the tip of the blades at high velocity and flows through the diffuser vanes where velocity is transformed into pressure.

- Air for the power section Delivery - Air for the oil cooling system The compressed air then flows into the scroll and delivered to the pneumatic system through a bleed control valve.

- Air for the load compressor. The air for the load compressor passes through the inlet guide vanes; the flow of air depends upon the position (the angle) of the vanes. The air is then directed to the blades of the compressor impeller.

HSPS CT/NOV. 2006


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COMPRESSED AIR TO AIRCRAFT


SCROLL DIFFUSER VANE

AMBIENT AIR COMPRESSED AIR

COMPRESSOR IMPELLER

INLET GUIDE VANES

LOAD COMPRESSOR - OPERATION HSPS CT/NOV. 2006


A320-468a

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POWER SECTION - GENERAL Function

Main Components

The power section provides the power to drive the load compressor and the gearbox.

The main functional components are: - Single stage centrifugal impeller

Location - Reverse flow combustion chamber The power section forms the rear part of the APU. - Two stage axial flow turbine Type - Exhaust. Single spool gas turbine engine.

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TWO STAGE AXIAL FLOW TURBINES

SINGLE STAGE CENTRIFUGAL COMPRESSOR MAIN CHARACTERISTICS

POWER 400 Kw (536 HP) SPECIFIC FUEL CONSUMPTION 0.372 kg/kW.h (0.61 lb/HP.H) FUEL CONSUMPTION 327 LB/HR (47GAL/HR) ROTATION SPEED 49300 RPM

EXHAUST POWER SECTION - GENERAL

AIR MASS FLOW 2.2 kg/s (4.8 lbs/sec)

REVERSE FLOW COMBUSTION CHAMBER

COMPRESSION RATIO 8:1 POWER SECTION - GENERAL HSPS CT/NOV. 2006


A320-469a

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POWER SECTION - COMPRESSOR - GENERAL Function

Main Components

The impeller supplies the required amount of compressed air to the combustor chamber.

- The impeller is made of titanium alloy. It has main blades and splitter blades. The front and rear shaft are integral with the impeller which is connected at the front to the inter shaft and at the rear to the turbine shaft by curvic-couplings using a tie-bolt.

Location The impeller is located at the front of the power section.

- The diffuser assembly is made of stainless steel. It has 19 radial vanes. The diffuser assembly is secured to the scroll with bolts.

Type Single stage, high pressure, centrifugal flow impeller.

The impeller shield is treated with an abradable material that provides a close tolerance clearance between the shield and the impeller.

Main Features • Compression ratio: 8:1

A containment shield for impeller containment is mounted on the outside of the combustor housing.

• Outlet air temperature: 350°C (662°F) • Rotation speed: 49 300 RPM.

HSPS CT/NOV. 2006


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IMPELLER CONTAINMENT SHIELD COMPRESSOR HOUSING

IMPELLER SHIELD CURVIC COUPLING

CURVIC COUPLING

INTER SHAFT

MAIN BLADES

SPLITTER BLADES

POWER SECTION - COMPRESSOR - GENERAL HSPS CT/NOV. 2006


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POWER SECTION - COMPRESSOR - DESCRIPTION Identification of Compressor Components - The intermediate shaft is connected to the front of the load compressor impeller and to the rear of the power section compressor impeller by curvic-couplings. - The compressor housing houses the impeller and the compressor shield. The compressor housing is attached at the front to the air inlet housing and at the rear to the diffuser assembly and the combustor housing. - The impeller containment shield is mounted to the compressor housing. - The impeller has main blades and splitter blades. The impeller is connected at the front to the intermediate shaft and at the rear to the turbine by curvic-couplings. - The diffuser is mounted to the impeller shield.

HSPS CT/NOV. 2006


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COMPRESSOR HOUSING IMPELLER CONTAINMENT SHIELD

INTERMEDIATE SHAFT

DIFFUSER

POWER SECTION - COMPRESSOR - DESCRIPTION IMPELLER SHIELD

IMPELLER

POWER SECTION – COMPRESSOR - SECTION HSPS CT/NOV. 2006


a320-471a

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POWER SECTION - COMBUSTOR CHAMBER - GENERAL Function

Main Components

The combustor chamber burns the air-fuel mixture and delivers the resulting gas to the turbine.

- The combustor housing is made of steel alloy. It houses the combustor chamber. It also has bosses for the mounting of fuel injectors (3 pilot fuel injectors and 6 main fuel injectors) and igniters. The lower part of the external housing is provided with a combustor chamber drain valve.

Location The combustor chamber is located in the middle of the power section. Type Reverse flow, annular combustor chamber.

- The combustor chamber is used for the fuel air mixture combustion. The combustor chamber and the elbow are made of heat resistant alloy and is provided with air holes and tubes. - The heat shield acts as a shield between the bend assembly and the impeller and directs the combustor gases to the turbines.

Main Features - Fuel air ratio: 1/45 - Turbine inlet temperature: 1020°C (1868°F).

HSPS CT/NOV. 2006


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COMBUSTOR HOUSING

AIR TUBES

FUEL INJECTOR

IGNITER

COMBUSTOR CHAMBER

BEND ASSEMBLY

HEAT SHIELD

TURBINE CONTAINMENT SHIELD

POWER SECTION - COMBUSTOR CHAMBER - GENERAL HSPS CT/NOV. 2006


A320-472a

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POWER SECTION - COMBUSTOR CHAMBER -DESCRIPTION Identification of Combustor Chamber Components - The combustor housing houses the combustor chamber. It also has bosses for the mounting of the fuel injectors, the igniter plugs and the combustor chamber drain valve. - The combustor chamber has holes and tubes that allows air used for combustion and cooling to enter the combustor chamber. - The bend assembly guides the burned gases from the combustor chamber to the inlet of the first stage turbine nozzle guide vane. - The heat shield protects the diffuser holder plate of the power section impeller. The heat shield is located between the bend assembly and the diffuser assembly. - The combustor chamber drain valve is threaded into the bottom of the combustor housing, this allows unburned fuel to drain overboard. The valve is closed by air pressure in the combustor housing.

HSPS CT/NOV. 2006


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COMBUSTOR HOUSING HEAT SHIELD

COMBUSTOR CHAMBER DRAIN VALVE COMBUSTOR CHAMBER FIRST STAGE TURBINE NOZZLE COMBUSTOR AIR PRESSURE

BEND ASSEMBLY POWER SECTION - COMBUSTOR CHAMBER - DESCRIPTION

HSPS CT/NOV. 2006


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POWER SECTION - TURBINE - GENERAL Function

Main Components

The turbine extracts the energy from the combustor gases to drive the impeller, the load compressor and the gearbox.

The two stage axial flow turbine comprises of: - The first stage nozzle guide vane (22 cooled vanes)

Location - The first stage turbine wheel (37 fir tree blades inserted into a disc) The turbine is located at the rear of the power section. - The second stage nozzle guide vane (26 vanes) Type - The second stage turbine wheel (31 fir tree blades inserted into a disc).

2 stage, axial flow turbine.

The turbine wheels are coupled together by curvic-couplings and secured by a tie-bolt.

Main Features • Turbine inlet temperature: 1020°C (1868°F)

A turbine containment shield is located around the turbine wheel. • Turbine outlet temperature: 614°C (1137°F) The turbine rear shaft is supported by a roller bearing and is located in the rear bearing housing.

• Rotation speed: 49300 RPM • Direction of rotation: clockwise (viewed from the rear of the APU).

HSPS CT/NOV. 2006


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FIRST STAGE TURBINE WHEEL


FIRST STAGE NOZZLE GUIDE VANE

CURVIC COUPLINGS

SECOND STAGE TURBINE WHEEL CONTAINMENT SHIELD

ROLLER BEARING

TIE BOLT

POWER SECTION - TURBINE - GENERAL HSPS CT/NOV. 2006


A320-474a

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POWER SECTION - TURBINE - DESCRIPTION Identification of Turbine Components - The first stage nozzle guide vane has 22 vanes installed in front of the first stage turbine wheel - The first stage turbine wheel has 37 fir tree blades inserted into a disc and secured by blade locks. The turbine wheel is connected to the rear of the power section impeller and to the second stage turbine wheel by curvic-couplings - The second stage nozzle guide vane has 26 vanes installed in front of the second stage turbine wheel - The second stage turbine wheel has 31 fir tree blades inserted into a disc and secured by blade locks. Vibration dampers are fitted between the blades. The turbine wheel is connected to the first stage turbine wheel by a curvic coupling. The rear of the second stage turbine wheel is supported by a roller bearing - The containment shield is located around the turbine wheels. - The turbine housing is located between the containment shield and the turbine. The turbine housing is connected to the exhaust housing. HSPS CT/NOV. 2006


FIR TREE BLADES

VIBRATION DAMPER

BLADE LOCKS


NOZZLE GUIDE VANE SUPPORT


FIRST STAGE NOZZLE GUIDE VANE FIRST STAGE TURBINE WHEEL CONTAINMENT SHIELD

TURBINE HOUSING

POWER SECTION - TURBINE - DESCRIPTION HSPS CT/NOV..2006


A320-475a

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POWER SECTION - EXHAUST - GENERAL Function The exhaust directs the exhaust gases to the aircraft exhaust pipe. Location The exhaust diffuser is located inside the APU exhaust housing. Type One piece, annular exhaust pipe. Main Components The exhaust housing is constructed of stainless steel and provides a passage for the exhaust gases. The housing also contains the rear bearing and struts that house oil pipes to the rear bearing.

HSPS CT/NOV. 2006


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SQUEEZE FILM

EXHAUST HOUSING

DISCHARGE AIR STRUT

REAR BEARING AIR BYPASS PLENUM

LABYRINTH SEAL

ROLLER BEARING

FLEXIBLE CAGE

POWER SECTION - EXHAUST - GENERAL HSPS CT/NOV. 2006


A320-451a

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POWER SECTION - EXHAUST - DESCRIPTION Identification of Exhaust Components - The exhaust housing consists of an outer housing and diffuser cone supported by struts.

- The rear bearing labyrinth seal is installed on the rear shaft of the second stage turbine wheel.

The inner cone houses the rear bearing assembly and the rear bearing oil pipes.

The labyrinth seal is pressurized by compressed air from the power section compressor. - The air bypass plenum is installed on the exhaust housing and is provided with a drain connected to the drain system.

- The rear bearing housing: • The rear bearing • The rear end of the tie-bolt • The securing nut. The rear bearing housing has threaded bosses for the mounting of the rear bearing oil pipes. - The rear bearing oil pipes: • The rear bearing oil supply • The rear bearing oil scavenge • The rear bearing oil venting. - The rear bearing is a roller bearing, it is located inside the rear bearing cage. HSPS CT/NOV. 2006


AIR BYPASS PLENUM REAR BEARING HOUSING

REAR BEARING VENT PIPE SECURING NUT

EXHAUST HOUSING

LABYRINTH SEAL REAR BEARING OIL SUPPLY PIPE REAR BEARING SCAVENGE PIPE REAR BEARING CAGE

A320-476a

TIE BOLT POWER SECTION - EXHAUST - DESCRIPTION HSPS CT/NOV..2006


.

POWER SECTION - OPERATION (1) The power section produces the shaft power through the thermodynamic cycle: compression, combustion, expansion and exhaust.

Expansion Expansion of the gases takes place across the two stages of the turbines, this transforms the gas energy into shaft power.

Compression Ambient air is directed into the blades of the rotating impeller. The air then flows through the divergent passages of the diffuser. (The air velocity is transformed into pressure.)

The gases flow through the nozzle guide vanes which increase the velocity, then across the turbine blades. The aerodynamic forces cause the turbine wheels to rotate.

Combustion

During expansion, the velocity of the gases increases and the pressure and temperature decrease.

The compressed air is divided into two flows:

Exhaust

- A primary flow mixed with the fuel for combustion

The gases are then expelled overboard through the exhaust system.

- A secondary flow (dilution air) to cool the combustor and internal parts. As a result of the continuous burning process, the pressure decreases slightly whereas the velocity and the temperature increase.

HSPS CT/NOV. 2006


.

AMBIENT AIR COMPRESSED AIR COMBUSTION EXHAUST FUEL

PRESSURE AND TEMPERATURE VALUES ARE GIVEN AT ZERO DESIGN POINT FOR INFORMATION

POWER SECTION - OPERATION (1)

a320-477a

HSPS CT/NOV. 2006


.

POWER SECTION - OPERATION (2) The power section provides air flow to pressurize the APU labyrinth seals, to cool internal heated parts and balance rotor forces.

Cooling To prevent excessive heating of the parts subjected to the combustion gases, a circulation of cooling air (bled at the outlet of the power section impeller) is provided through the power section rotor assembly, and is directed by internal passages to the turbine wheel faces.

Pressurization - Pressurization of Labyrinth Seals Labyrinth seals are supplied with air pressure. A pressure difference across the seals provide a non contact seal. - Pressurization of Load Compressor Front Bearing The pressurized air, bled from the outlet of the power section impeller, flows through an external pipe to the labyrinth seal of the load compressor front bearing and the cooling fan labyrinth seal.

Balance of Forces The shaft, the turbine wheels, and the compressor impellers are subjected to axial forces resulting from the operation of the rotor assembly. To reduce the forces on the bearings, air pressure is used on the backside of the power section impeller.

- Pressurization of Power Section Rear Bearing The pressurized air, bled at the outlet of the power section impeller, flows through the power section rotor assembly to the rear bearing labyrinth seal.

HSPS CT/NOV. 2006


EXTERNAL PIPE TO LOAD LCOMPRESSOR FRONT BEARING AND COOLING FAN LABYRINTH SEALS AXIAL THRUST

AMIENT AIR COMPRESSED AIR EXPELLED SEAL AND COOLING AIR FRONT BEARING LABYRINTH SEAL AIR

REAR BEARING LABYRINTH SEAL AIR

POWER SECTION - OPERATION (2) HSPS CT/NOV..2006

a320-478a


Page 2.52

.

APS 3200 AUXILIART POWER UNIT HSPS CT/NOV. 2006



SECTION 3 OIL SYSTEM

HSPS CT/NOV. 2006


OIL SYSTEM - GENERAL Function

Lubrication and Cooling Requirements

The system is used to lubricate and cool the APU and the AC generator.

- The APU rear bearing - The APU front bearing

Location - The gearbox gears and bearings The system components are all located on the gearbox except the oil cooler. The cooler is located on the left side of the APU.

- The AC generator

Main Features

- Cooling Fan

Self contained, full flow system. - Max oil temperature: 135°C (275°F) - Normal oil pressure: 345 - 414 kPa (50 - 60 PSIG) - Low oil pressure: 241 kPa (35 PSIG) - Oil quantity: 5.4 liters (5.72 Qts) at FULL mark

HSPS CT/NOV. 2006


FRONT BEARING REAR BEARING GEARBOX GEARS AND BEARINGS

LUBRICATION AND COOLING OF AC GENERATOR

OIL SYSTEM MAIN FEATURES OIL SYSTEM - GENERAL OIL SYSTEM COMPONENTS ON GEARBOX (EXCPT OIL COOLER)

MAX OIL TEMPERATURE 135 C (275 F) NORMAL OIL PRESSURE 345 – 414 Kpa (50-60 PSIG) LOW OIL PRESSURE 241 KPa (35 PSIG) OIL QUANTITY 5.4 liters (5.72 Qts)

OIL SYSTEM - GENERAL HSPS CT/NOV.. 2006


OIL SYSTEM - DESCRIPTION Oil Cooler Oil Sump

The oil cooler cools the oil and has a by-pass valve.

The oil sump is formed by the lower part of the gearbox.

De-oiling Valve

The gearbox has a fill tube for gravity filling, an overflow drain, a pressure fill connector and a sight glass.

The de-oiling valve is a solenoid valve located at the inlet of the pressure pump. When energized open, the valve prevents oil flow thus reducing the APU starting loads on the starter.

The gearbox intermediate gear also functions as the air/oil separator and provides air venting of the gearbox.

Monitoring Devices

Oil Pumps


One lubrication pump and two scavenge pumps are driven by the gearbox.

- High oil temperature sensor - AC generator high oil temperature sensor

The pressure system is provided with a pressure relief valve located on the front of the gearbox.

- Oil level sensor

Oil Filters

- Oil level sight glass

There is one filter in the lubrication line and one in the AC generator scavenge line.

- Oil filter impending blockage switch indicator on each oil filter assembly

Both filters are the same and each have a filter element impending blockage switch indicator. They are mounted on the lower front face of the gearbox. The oil filter by pass valve for each filter is located in the gearbox and is non adjustable.

- Magnetic drain plug.

HSPS CT/NOV.. 2006



HIGH OIL TEMPERATURE SENSOR


CHECK VALVE

OIL COOLER

CHECK VALVE

AC GENERATOR HIGH OIL TEMPERATURE SENSOR

AIR OIL SEPERATOR

LUBRICATION PUMP

DE-OILING VALVE

SCAVENGE PUMPS OIL FILTER BYPASS VALVES

OIL SUMP OIL PRESSURE OIL RETURN AIR-OIL MIST

HSPS CT/NOV.. 2006

OIL LEVEL SENSOR

OIL FILTERS


OIL FILLER TUBE MAGNETIC DRAIN PLUG

OIL SYSTEM - DESCRIPTION HAMILTON SUNSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 3.4 a 320-481a

OIL SYSTEM – OPERATION The main functions of the oil system are : oil supply, scavenge return, venting and indicating. Scavenge Return Oil Supply The lubrication pump draws the oil from the sump and delivers it to the oil system. During starting, the de-oiling valve opens and air is drawn into the pump to prevent oil flow. After de-oiling the oil flows to the oil cooler, then to the filter. In the event oil flow through the filter becomes restricted, the switch indicator is activated. If the filter becomes blocked, the oil filter bypass valve will open and allow flow to the oil system. The oil pressure relief valve opens to regulate the oil system pressure. When the valve is open, some of the oil flow is bypassed back to the inlet side of the lubrication pump.

After lubrication, the oil returns to the gearbox sump by two scavenge pumps: -One for the power section rear bearing that returns the oil directly to the sump One for the AC generator that returns the oil to the sump through a filter. Note: The front bearing and the gearbox are scavenged by gravity. Venting Oil mist in the gearbox is separated by a centrifugal air-oil separator. The gearbox is vented to the exhaust through an external pipe.

Scavenge Return After lubrication, the oil returns to the gearbox sump by two scavenge pumps: - One for the power section rear bearing that returns the oil directly to the sump - One for the AC generator that returns the oil to the sump through a filter. Note: The front bearing and the gearbox are scavenged by gravity.

Monitoring Low oil pressure switch -High oil temperature sensor - AC generator high oil temperature sensor - Oil filter impending blockage switch indicators - Oil level sensor - Oil level sight glass - Magnetic drain plug

HSPS CT/NOV.. 2006


V

OIL SYSTEM - OPERATION OIL SUPPLY OIL PRESSURE SCAVENGE RETURN VENTING

a 320-481 a

OIL SYSTEM - OPERATION

HSPS CT/NOV.. 2006


ENGINE LUBRICATION (1) Lubrication is required for the AC generator, the gearbox and the APU bearings. AC Generator Lubrication and Cooling

Gearbox Lubrication

Oil Supply

Oil Supply

From the lubrication pump and filter, the oil is supplied to the AC generator:

The oil flowing from the lubrication pump passes through the filter and then by means of internal lines and jets is sprayed onto the gears and bearings.

- One flow for cooling - A second flow to lubricate the generator drive shaft splines.

From the gearbox the oil is also supplied to the cooling fan bearings and to the rotor assembly front bearing.

Scavenge and Return

Scavenge and Return

The oil from the AC generator is scavenged by a pump and returned to the gearbox sump through a filter.

After lubrication the oil returns to the gearbox sump by gravity.

HSPS CT/NOV.. 2006


FROM LUBRICATION PUMP

FROM LUBRICATION PUMP AC GENERATOR LUBRICATION AND COOLING

AC GENERATOR OIL SCAVENGE



AC GENERATOR DRIVE SHAFT SPLINE LUBRICATION

SPRAY JETS

OIL RETURN TO SUMP

ENGINE LUBRICATION (1) AC GENERATOR LUBRICATION TO LUBRICATION PUMP

TO LUBRICATION PUMP

OIL SUPPLY OIL PRESSURE SCAVENGE RETURN VENTING

AC GENERATOR LUBRICATION

GEARBOX LUBRICATION

HSPS CT/NOV.. 2006


a 320-482 a

ENGINE LUBRICATION (2) Front Bearing Lubrication Oil Supply

Sealing

The lubrication for the rotor front bearing is provided by pressurized oil from the gearbox oil system.

Oil sealing of this assembly is by a floating carbon seal and a labyrinth seal using air from the power section impeller.

A jet located in the gearbox housing sprays oil between the front end of the load compressor shaft and the front bearing nut. (Phonic Wheel)

A drain cavity between the seals is vented overboard, into the APU drainmast.

The oil runs along the shaft, lubricates the quill shaft splines and enters the gap through the split inner races to lubricate the bearing. Oil flow to the bearing is also provided by oil passages between the gearbox and bearing outer race to provide a squeeze film to dampen bearing vibration. Scavenge and Return After lubrication the oil is returned to the sump by gravity.

HSPS CT/NOV.. 2006


SQUEEZE FILM



BALL BEARING

LABYRINTH SEALS

INTERNAL OIL SUPPLY

OIL PRESSURE SPRAY COMPRESSED AIR SEA L AIR VENT

FRONT BEARING NUT DRAIN CAVITY


ENGINE LUBRICATION (2) - FRONT BEARING LUBRICATION HSPS CT/NOV.. 2006


a 320-452 a

ENGINE LUBRICATION (3) Rear Bearing Lubrication Oil Supply

Sealing

The lubrication of the rotor rear bearing is provided by pressurized oil from the gearbox oil system.

Oil sealing in the bearing area is accomplished by a floating carbon seal and a rotating labyrinth seal. The seals are pressurized with air flow from the power section impeller.

The oil is supplied to the rear bearing through an external pipe. In the bearing area, the oil is directed to the outer race to provide a squeeze film and an internal line that sprays oil into the rear tie-bolt area. Drilled passages in the tie-bolt allow oil circulation for lubrication and cooling of the roller bearing. Scavenge and Return After lubrication, the oil is scavenged back to the sump through an external pipe by a scavenge pump.

HSPS CT/NOV.. 2006


OIL SUPPLY

SQUEEZE FILM



TIE BOLT

ROLLER BEARING

ROTATING LABYRINTH SEAL OIL PRESSURE OIL RETURN COMPRESSOR AIR


ENGINE LUBRICATION (3) - REAR BEARING LUBRICATION a 320-453 a Page

HSPS CT/NOV. 2006 HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

3.12

OIL SUMP Function

Main Components

The sump provides a reservoir for the APU lubrication system.

The main components of the oil sump are:

Location

- Oil filler tube

The sump is located in the bottom of the gearbox.

- Oil overflow boss

Main Features

- Oil pressure fill port

- Capacity at the "FULL" mark: 5.4 litters (5.72 Qts)

- Air-oil separator

- Capacity at the "ADD" mark: 3.95 litters (4.16 Qts)

- Magnetic drain plug - Pressure relief valve - Oil level sensor - Oil level sight glass.

HSPS CT/NOV. 2006


GEARBOX

OIL FILLER TUBE

OIL OVERFLOW BOSS

OIL LEVEL SENSOR

OIL PRESSURE FILL PORT

MAGNETIC DRAIN PLUG

PRESSURE RELIEF VALVE GEARBOX – FRONT VIEW


GEARBOX – LEFT SIDE VIEW

OIL SUMP HSPS CT/NOV.. 2006


a 320-483 a

AIR-OIL SEPARATOR Function

Operation

The air-oil separator separates the oil from the air.

An air-oil mist is created in the gearbox when the APU is operating. The oil is separated from the air by the rotating action of the gearbox intermediate gear. The oil returns to the gearbox sump by gravity and the air is vented through a pipe to the APU exhaust.

Location The air-oil separator is located in the upper part of the gearbox. Description The air-oil separator is part of the gearbox intermediate gear. The gear has a hollow shaft with radial drillings. The rear of the hollow shaft vents into a passage in the gearbox housing.

HSPS CT/NOV. 2006


INTERMEDIATE GEAR AIR-OIL SEPERATOR

TO APU EXHAUST

DE-OILED AIR

OIL MIST

AIR-OIL SEPARATOR

OIL RETURN TO SUMP

OIL RETURN TO SUMP

AIR – OIL SEPERATOR HSPS CT/NOV.. 2006


OIL PUMPS - GENERAL

OIL PUMPS - DESCRIPTION

Function

Gerotor Type

One pump is used for the lubrication supply and two pumps for scavenge. Location The oil pumps are located inside the gearbox front face. Main Features - Lubrication pump • Type: Vane type • Flow: 2160 l/h (570 GPH) - AC generator scavenge pump • Type: Vane type pump • Flow: 2160 l/h (570 GPH) - Rear bearing scavenge pump • Type: Gerotor type pump • Flow: 160 l/h (42 GPH)

The gerotor is a positive displacement pumping unit consisting of two elements: an inner and outer rotor. The inner rotor has one less tooth than the outer, and has its centerline positioned at a fixed eccentricity from the centerline of the outer element. The inner element is driven by the gearbox. Vane Type The vane type pump consisting of a slotted inner rotor equipped with vanes operating in an eccentric housing. Operation of the Pressure Relief Valve The oil pressure relief valve is a non adjustable, spring loaded relief valve. The valve will open when oil pressure reaches 345-414 kPag (50-60 PSIG). The oil that is bypassed, returns to the inlet of the lubrication pump.

HSPS CT/NOV. 2006


AC GENERATOR SCAVENGE PUMP FUEL CONTROL UNIT DRIVE

OIL SCAVENGE PUMPS OIL PUMP DRIVE GEARS REAR BEARING SCAVENGE PUMP OIL PRESSURE PUMP


LUBRICATION PUMP

a 320-485 a

OIL PUMPS - GENERAL - DESCRIPTION HSPS CT/NOV.. 2006


DE-OILING VALVE Function

Operation

The de-oiling valve reduces the APU starting lead during start conditions.

During the APU start up the de-oiling valve is energized open by the ECB. When the valve is open the lubrication pump is prevented from pumping oil into the system. This reduces the starting load of the APU and allows faster acceleration.

Location

When the APU accelerates to 55% speed, the ECB de-energizes the de-oiling valve and allows the lubrication pump to produce oil flow.

The valve is located on the left side of the gearbox. Main Features

During shutdown, the de-oiling valve is again energized by the ECB when the APU de-accelerates to 90% speed. This allows the oil remaining in the system to return to the oil sump with the exception of one quart remaining in the oil cooler.

- Solenoid valve operated by the ECB - Nominal rating: 28 VDC; 1.0 amps - Solenoid valve energized open. Description The de-oiling valve is a solenoid operated valve directly controlled by the ECB.

HSPS CT/NOV. 2006


DE-OILING VALVE AIR GEARBOX LEFT SIDE TO OIL COOLER OIL SUMP

DE-OILING SYSTEM TO LUBRICATION PUMP

ECB AIR OIL FROM SUMP DE-OILING VALVE

a 320-486a

DE – OILING SYSTEM HSPS CT/NOV.. 2006


OIL FILTERS - GENERAL

OIL FILTERS - DESCRIPTION

Function

Each filter system consists of:

The function of the oil filters is to filter the oil.

- A 20 micron disposable cartridge

There are two filters: one for lubrication and one for the AC generator scavenge. They are the same type of filter.

- An oil filter impending blockage switch indicator - A by-pass valv

Location The lubrication filter is located in the pressure line after the oil cooler. The scavenge filter is located after the AC generator scavenge pump. Both filters are installed at the bottom front face of the gearbox. Main Features - Filter element: 20 microns - By-pass valve setting: 345-414 kPad (50-60 PSID) - Switch indicator setting: 207-241 kPad (30-35 PSID).

HSPS CT/NOV. 2006


LUBRICATION FILTER

SWITCH INDICATOR

AC GENERATOR SCAVENGE FILTER

LUBRICATION FILTER

a 320-487 a

OIL FILTERS - GENERAL - DESCRIPTION HSPS CT/NOV.. 2006


OIL FILTER - OPERATION Oil Flow

By-pass

In normal operation the oil is filtered and then flows to the oil system.

When the differential pressure across the filter exceeds 345 to 414 kPad (50 to 60 PSID), the by-pass valve will open and allow unfiltered oil to flow into the system.

Pre-blockage of the Oil Filters Should the filter become contaminated, a difference in pressure across the filter will occur.

The by-pass valve is located in the gearbox and is non-adjustable.

Two switch indicators are mounted on the front of the gearbox near each oil filter. The switch indicator provides a visual indication when the oil temperature is 74°C (165°F) and the oil pressure across the filter reaches 241 kPad (30-35 PSID). The ECB also monitors each switch indicator and will store the fault message.

HSPS CT/NOV. 2006


OIL FILTER - OPERATION

a 320-488 a

OIL FILTER - OPERATION HSPS CT/NOV. 2006


OIL COOLER - GENERAL

OIL COOLER - DESCRIPTION The oil cooler is a rectangular unit which includes:

Function The oil cooler transfers the heat of the lubricating oil to the air flowing through the cooler. Location

- An oil cooler housing which consists of an integrally brazed aluminum heat-exchanger with an aluminum core and a stainless steel housing. - A check valve and a by-pass valve to regulate the oil flow and internal pressure of the oil cooler.A drain plug to drain the oil cooler

The oil cooler is installed on the left side of the APU. In the oil system, the cooler is located between the lubrication pump and the filter. Main Features - Oil cooling ability: 2160 l/h (540 GPH) - Oil cooler by-pass valve setting: • Opening threshold: 207 kPad (30 PSID) • Fully open: 345 kPad (50 PSID).

HSPS CT/NOV.. 2006


a 320-489 a

HSPS CT/NOV.. 2006

OIL COOLER – GENERAL - DESRIPTION HAMILTON SUNSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 3.26

OIL COOLER - OPERATION Normal Operation

Air Flow

The oil delivered by the lubrication pump flows through the aluminum cooling tubes that are cooled by the cooling fan air flow.

The oil cooler uses the airflow from the cooling fan to remove heat from the oil. The heated air is then discharged overboard through an air duct located in the left APU compartment service door.

The cooled oil then flows to the various APU lubrication points. By-pass Operation When the pressure exceeds 207 kPad (30 PSID), the bypass valve opens. The oil flow by-passes the cooler to the lubrication system. Check Valve Operation The check valve is an oil pressure operated valve. When the pressure in the oil system is low (de-oiling during start and shutdown), the check valve closes and prevents draining of the oil cooler into the sump. The check valve traps approximately one quart of oil in the oil cooler when the APU is not running.

HSPS CT/NOV.. 2006


COOLING AIR INLET

COOLING AIR INLET

CHECK VALVE

CHECK VALVE

OIL OUTLET

OIL OUTLET

BY-PASS VALVE CLOSED

OIL FLOW RESTRICTION

BY-PASS VALVE OPEN

OIL INLET

OIL INLET

OIL FLOW AIR FLOW NORMAL OPERATION

BY-PASS OPERATION a 320-490 a

OIL COOLER - OPERATION HSPS CT/NOV.. 2006


MONITORING DEVICES - LOW OIL PRESSURE SWITCH General Function


The Low Oil Pressure (LOP) switch senses the pressure downstream of the filter.

The LOP switch consists of a normally closed switch and is open when normal oil pressure is present.

The LOP switch initiates automatic APU shut down when the oil pressure is too low.

The ECB does not check for oil pressure until the APU has reached a speed of 100% (RTL) plus 10 seconds.

Location

If oil pressure is below 241 kPag (35 PSIG), and the APU is operating at 100% speed, the APU will shut down after running for 10 seconds.

The LOP switch is mounted on the right side of the air inlet plenum or on the lower right side of the gearbox Main Features - LOP switch setting: 241 kPag (35 PSIG) - Output signal to ECB: ground signal. Interfaces - The ECB - The APU oil system.

HSPS CT/NOV.. 2006



MONITORING DEVICES HSPS CT/NOV.. 2006

Page 3.30

HAMILTON SUNSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

a 320-491 a

MONITORING DEVICES - OIL TEMPERATURE SENSOR General


Function

The HOT sensor is a Resistive Temperature Device (RTD) supplied with a constant current of 1 mA (by the ECB). The resistance varies with the oil temperature and modifies the sensor output voltage.

The Oil Temperature (HOT) sensor senses the temperature of the oil at the outlet of the oil cooler. When the oil temperature is too high, the HOT sensor initiates automatic APU shut down.

When the oil temperature reaches a limit value of approximately 135°C (275°F), the ECB will initiate automatic APU shut down.

Location Note: The HOT sensor is installed on the lower rear face of the gearbox. Main Features

The AC generator also has an integral oil temperature sensor which causes the APU to shut down when an excessive temperature is detected (180°C; 365°F). The sensor is monitored by the ECB.

- HOT sensor setting: 135° C (275° F) - Sensor input signal (from ECB): 1 mA - Sensor output signal (to ECB): variable output voltage - 100 Ω RTD; 1 mA; 19°C to 149°C (67°F to 300°F.) Interfaces - The ECB - The APU oil system.

HSPS CT/NOV.. 2006


TO AIRCRAFT

RESISTIVE TEMPERATURE DEVICE (135C / 275F)

ECB

3 WAY SOLENOID VALVE

GEARBOX LEFT SIDE HOT SENSOR

FROM OIL COOLER OIL SUMP OIL COOLER

OIL FILTER

TO OIL FILTER HOT SENSOR a320-491 a

MONITORING DEVICE HSPS CT/NOV.. 2006

OIL TEMPERATURE SENSOR HAMILTON SUNSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 3.32

MONITORING DEVICES - OIL LEVEL SENSOR General


Function

The oil level sensor is a Resistive Temperature Device (RTD) that the ECB supplies with a constant current of 75 mA.

The oil level sensor measures the quantity of oil in the gearbox sump. When the oil level is too low, the sensor provides a flight deck warning of low oil quantity on the lower ECAM, APU systems page.

The resistance varies with the oil level and changes the sensor output voltage sensed by the ECB. At power up, the oil level is checked for a period of 8 seconds and is determined OK or LOW by the ECB.

Location The oil level sensor is located on the right side of the gearbox.

If the oil level is low, the ECB will display "OIL QTY LOW" message on the lower ECAM when the APU system page is selected.

Main Features - Sensor input signal (from ECB): 75 mA - Sensor output signal (to ECB): variable output voltage. Interfaces - The ECB - The APU oil system.

HSPS CT/NOV.. 2006


GEARBOX FRONT VIEW

MONITORING DEVICES

a320-493a

OIL LEVEL SENSOR HSPS CT/NOV.. 2006


MONITORING DEVICES

MAGNETIC DRAIN PLUG

Oil Level Sight Glass

A drain plug is located on the lower front side of the gearbox housing. Removing the plug allows oil drainage from the sump. The drain plug embodies a magnetic chip detector that attracts ferrous metal particles in the oil. The detector can be removed, inspected and installed without draining the oil sump.

The oil level sight glass is located on the lower left side of the gearbox housing, close to the oil fill tube. It provides a visual indication of the oil level in the sump. Oil level ADD and FULL marks are written on the sight glass.

A self sealing valve in the drain plug housing prevents oil drainage when the magnetic chip detector is removed.

HSPS CT/NOV. 2006


GEARBOX LEFT SIDE

GEARBOX FRONT VIEW


MAGNETIC DRAIN PLUG

OIL LEVEL SIGHT GLASS - MAGNETIC CHIP DETECTOR MONITORING DEVICES HSPS CT/NOV.. 2006

a320-494a


OIL PIPES External Pipes Supply - From lubrication pump, oil cooler and to the gearbox - From gearbox to power section rear bearing. Scavenge - From power section rear bearing to scavenge pump. Vent - From power section rear bearing to air-oil separator - From air-oil separator to APU exhaust system.

HSPS CT/NOV.. 2006


OIL PIPES

OIL PRESSURE OIL SCAVENGE VENT

a320-495a

OIL PIPES HSPS CT/NOV.. 2006





SECTION 4 FUEL SYSTEM

HSPS CT/NOV..2006


FUEL SYSTEM - GENERAL Function

Components Location

The fuel system provides the supply and the control of fuel to the APU under all operating conditions.

- The fuel control unit is located on the front face of the gearbox - The flow divider is located on the combustor housing

Systems Involved - The aircraft fuel system

- The fuel manifolds and injectors are located on the combustor housing.

- The pneumatic system - The APU control system - The APU fuel system. APU Fuel System Main Components - Fuel control unit - Flow divider - Pilot fuel manifold and injectors - Main fuel manifold and injectors.

HSPS CT/NOV..2006


FUEL SUPLY UN-METERED FUEL METERED FUEL FUEL RETURN

FUEL SYSTEM - GENERAL

HSPS CT/NOV.. 2006


FUEL SYSTEM - DESCRIPTION The system consists of a fuel control unit, a flow divider and fuel manifolds and injectors. Fuel Control Unit

Flow Divider

The fuel control unit contains the following injector components:

The flow divider controls the flow to the main and pilot injectors. The divider also provides pilot purge to the exhaust.

- Low fuel pressure switch (aircraft supplied) Main Fuel Manifold and Injectors - Low pressure pump (centrifugal type) - Manifold to supply fuel to the main injectors - Filter (filter element, by-pass valve and impending blockage ΔP indicator)

- Main injectors (six injectors mounted on the combustor housing).

- High pressure pump (gear type pump);

Pilot Fuel Manifold and Injectors

- Servo valve (electrically operated valve that meters the fuel flow in response to signals from the electronic control box)

- Manifold to supply fuel to the pilot injectors

- Constant ΔP valve (pressure differential valve that controls the differential pressure across the servo valve)

- Pilot injectors (three injectors mounted on the combustor housing).

- 3 way solenoid valve (valve operated by the electronic control box to open and close the fuel supply to the fuel injectors). - Pressure regulator (fuel pressure supply to the actuators of the air control system).

HSPS CT/NOV.. 2006


HIGH PRESSURE PUMP

FILTER

PRESSURE REGULATOR


SERVO VALVE

PILOT FUEL MANIFOLD AND INJECTORS FLOW DIVIDER

PURGE TO EXHAUST

LOW FUEL PRESSURE SWITCH 3 WAY SOLENOID VALVE MAIN FUEL MANIFOLD AND INJECTORS

FUEL INLET

FUEL SUPPLY UN-MTERED FUEL METERED FUEL FUEL RETURN FUEL DRAIN

DRAIN LOW PRESSURE PUMP

CONSTANT DELTA-P VALVE

a320-497a

FUEL SYSTEM - DESCRIPTION HSPS CT/NOV.. 2006


FUEL SYSTEM - OPERATION (1) Starting During starting, the fuel flow is controlled by the servo valve using signals from the ECB.

When APU start is selected: - The starter motor is energized and cranks the APU rotor assembly - The ignition exciter operates and supplies high voltage spark to the two igniter plugs - The 3 way solenoid valve is energized open to provide fuel flow to the injectors

At self-sustaining speed, the starter and the ignition system are deactivated and the APU accelerates to 100% speed. The APU is maintained at 100% speed under all load conditions by the servo valve controlling fuel flow.

- The servo valve is electrically operated to control the fuel flow. Fuel from the aircraft fuel system is supplied by the low pressure and high pressure pumps through the servo valve and the 3 way solenoid valve. When the fuel pressure reaches approximately 138 kPad (20 PSID), the flow divider delivers fuel to the pilot injectors. The fuel injected into the combustor is ignited by the ignitor plugs. When the fuel pressure reaches approximately 1380 kPad (200 PSID), the flow divider delivers fuel to the main injectors.

HSPS CT/NOV.. 2006


IGNITION EXCITER AND IGNITERS OPERATION

TO PILOT INJECTORS TO MAIN INJECTORS

BY SERVO VALVE CONTROLLED BY ECB STARTING FUEL SUPPLY UN-METERED FUEL METERED FUEL FUEL RETURN FUEL DRAIN

a320-498 a

STARTING FUEL SYSTEM - OPERATION (1)

HSPS CT/NOV.. 2006


FUEL SYSTEM - OPERATION (2) Running Condition

Shut-down

- Stabilized condition

When APU shut-down is initiated (manual or automatic), the ECB deenergizes the 3 way solenoid valve. Fuel flow to the fuel injectors is shut off and bypassed back into the fuel system.

The fuel control unit provides a flow higher than APU fuel flow requirements. The fuel is metered by the servo valve and is controlled by the ECB. The excess fuel is returned to the HP pump inlet through the constant AP valve and the fuel filter.

One second later the ECB de-energizes the fuel servo valve. Any fuel remaining in the pilot manifold assembly and fuel injectors is purged into the exhaust by combustor air pressure.

- Transient condition When the load applied to the power section changes, the rotation speed changes. The ECB senses the change and implements a signal to the servo valve. The fuel flow is metered to keep the rotor speed constant.

HSPS CT/NOV.. 2006


FUELSUPPLY UN-METERED FUEL METERED FUEL FUEL RETURN FUEL DRAIN a320-499a

FUEL SYSTEM - OPERATION (2) HSPS CT/NOV.. 2006


FUEL CONTROL UNIT - GENERAL Function

Main Components

The fuel control unit (FCU) supplies and meters fuel to the APU.

- Fuel pumps

The fuel control unit also supplies regulated fuel pressure to the inlet guide vane and bleed control valve actuators.

- Filter - Servo valve

Location - 3 way solenoid valve The fuel control unit is mounted on the front face of the gearbox by a v-band clamp.

- Pressure regulator.

Interfaces - Aircraft fuel system - Pneumatic system actuators - Drain system - Control system. Main Features - Fuel supply by a low pressure pump and a high pressure pump - Fuel filtering for the high pressure pump. - Fuel metering by an electronic system (servo valve and electronic control box). HSPS CT/NOV.. 2006


FUEL FILTER

FUEL SUPPLY REGULATED FUEL METERED FUEL FUEL RETURN FUEL DRAIN SERVO VALVE

a320-500A

FUEL CONTROL UNIT - GENERAL HSPS CT/NOV..2006


FUEL CONTROL UNIT - DESCRIPTION (1) Components of the Fuel Control Unit - A low fuel pressure switch located at the FCU fuel inlet (not shown)

- A pressure regulator that provides a constant pressure to the air system actuators: • A fuel outlet port (fuel supply to the actuators)

- Fuel Pumps

• A fuel return port (fuel return from the actuators)

• A low pressure pump (centrifugal type) • A high pressure pump (gear type) provided with a pressure relief valve

- A fuel inlet union (connected to the aircraft fuel system) - An electrical connector (current signals from the electronic control box to the 3 way solenoid valve and the servo valve).

- A drain line for the pump shaft seal - A filter which includes a filter element, a by-pass valve and an impending blockage AP indicator - A servo valve (electrically operated valve that meters fuel flow in response to signals from the electronic control box)

O-rings Two O-rings are located on the fuel control. One on the fuel control mounting flange and one on the drive shaft. Both O-rings must be properly installed or excessive loss of oil will occur when the APU is operating.

- A constant ΔP valve (a valve that controls the differential pressure across the servo valve) - A 3 way solenoid valve (valve operated by the electronic control box to open and close fuel flow to the fuel injectors)

HSPS CT/NOV.. 2006


a320-501a



FUEL CONTROL UNIT - DESCRIPTION (2) Low Pressure Fuel Pump

High Pressure Fuel Pump

The low pressure fuel pump provides a positive supply to the inlet of the high pressure pump.

The high pressure fuel pump supplies a fuel flow higher than the APU requirements. The excess fuel is returned to the pump inlet through the constant ΔP valve. The pump is also provided with a pressure relief valve.

The pump is mechanically driven at the same speed as the high pressure pump by a splined shaft (driven by the gearbox).

Main Features The splined shaft is provided with a seal and a drain line to the drain system.

- Type: gear type

Main Features


- Type: centrifugal



- Flow: 727 kg/h (1600 lbs/hr)


- Relief valve setting: > 4480 kPad (> 650 PSID).

- Flow: 182 kg/h (400 lbs/hr) at 550 kPad (80 PSID).

Note:

- Fuel flow at 7 % N: 20 kg/h (45 lbs/hr) - Fuel pressure at 7 % N: 1379 kPad (200 PSID).

HSPS CT/NOV.. 2006


FUEL SUPPLY UN-METERED FUEL METERED FUEL FUEL RETURN FUEL DRAIN

a320-502a



FUEL CONTROL UNIT - DESCRIPTION (3) Fuel Filter The filter is located at the outlet of the low pressure pump. The filter includes the following components: - A filter element to filter the fuel Filter specification: 10 microns - An impending blockage ΔP indicator to provide a visual warning of a restricted filter Setting: 48 kPad (7 PSID) - A by-pass valve to allow the fuel supply in the event of filter blockage Setting: 324 kPad (46 + - 4 PSID). O-ring An O-ring is located inside the fuel filter cavity of the fuel control unit. The O-ring functions as a seal and a securing device for the filter bowel. The bowel is not secured by any external locking device.

HSPS CT/NOV.. 2006



a320-503a



FUEL CONTROL UNIT - DESCRIPTION (4) Servo Valve

3 Way Solenoid Valve

The servo valve meters the fuel during starting and normal operating conditions.

The valve opens and closes the fuel supply for operation and shut down of the APU.

The valve consists of a torque motor which operates a fuel metering valve (clevis type).

The solenoid valve is energized open to supply fuel to the fuel injectors (control from ECB).

The motor is electrically controlled by the ECB. ECB current operates the valve to meter fuel flow.

When de-energized, a spring moves the valve to the close position.

During starting, the servo valve meters fuel flow to accelerate the APU. In normal operating conditions, the fuel flow is metered to maintain a constant 100% speed. The main features of the servo valve are: - Type: Torque motor

When the valve closes, the fuel is shut off to the injectors and bypassed back into the fuel system. During a normal or auto shutdown of the APU the ECB de-energizes the 3 way solenoid valve, one second later the servo valve is deenergized. In the event the 3 way solenoid valve does not close, the APU will shut down when the servo valve is de-energized. If this condition occurs, the ECB will store a fault message. (APU FUEL VALVE FAILED OPEN).

- Current: 0 - 100 mA - Metered flow: 6 - 198 kg/h (13 - 435 lbs/hr).

HSPS CT/NOV.. 2006


UN-METERED FUEL METERED FUEL

a320-504a



FUEL CONTROL UNIT - DESCRIPTION (5) Constant ΔP Valve

Pressure Regulator

The valve maintains a constant pressure differential across the servo valve.

The pressure regulator provides the fuel pressure supply to the inlet guide vane actuator and the bleed control valve actuator. The valve is non adjustable.

The valve senses upstream pressure on one side and downstream pressure plus the force of a spring on the other side. The valve position determines the amount of fuel to be returned to the fuel system.

The pressure regulator is closed from 0 to 60% APU speed. When the speed is above 60%, the regulator will open and deliver 1724 KPad (250 PSID) of fuel pressure to the actuators.

The ΔP setting of the constant ΔP valve is of 689 kPad (100 PSID) across the servo valve. The valve is non-adjustable.

HSPS CT/NOV.. 2006


REGULATED PRESSURE TO ACTUATORS

REFERENCE PRESSURE FROM LOW PRESSURE PUMP OUTLET

FUEL RETURN TO LOW PRESSURE PUMP INLET

PRESSURE FROM HIGH PRESSURE PUMP


a320-505a

FUEL CONTROL UNIT - DESCRIPTION (5)

HSPS CT/NOV.. 2006


FLOW DIVIDER - GENERAL Function

Interfaces

The flow divider distributes fuel from the fuel control unit to the pilot and main injectors. It also provides purging of the pilot injectors during APU shut-down.

- Fuel control unit

Location

- Pilot injector manifold

The flow divider is installed on the left side of the combustor housing.

- Exhaust system (purge).

- Main injector manifold

The flow divider is located downstream of the 3 way solenoid valve. Main Components The flow divider consists of two valves: - A pilot injector and purge valve set at approximately 138 kPad (20 PSID) to open. - A main injector valve set at approximately 1380 kPad (200 PSID) to open.

HSPS CT/NOV.. 2006


FUEL CONTROL UNIT

UN-METERED FUEL METERED FUEL FUEL RETURN FUEL PURGE

a320-506a

FLOW DIVIDER - GENERAL

HSPS CT/NOV.. 2006


FLOW DIVIDER - DESCRIPTION AND OPERATION Description

Operating

The flow divider consists of:

- Starting

- Two valves: • A pilot injector and purge valve set at approx. 138 kPad (20 PSID) • A main injector valve set at approx. 1380 kPad (200 PSID)

When the APU is started, the fuel pressure increases to 138 kPad (20 PSID). The pilot injector valve opens and allows fuel flow to the pilot injectors. When the pressure reaches 1380 kPad (200 PSID), the main injector valve opens allowing fuel flow to the main injectors. - Normal Running Condition

- A filter screen (located at the fuel inlet)

The two valves remain open to allow fuel flow to the pilot injectors and the main injectors.

- Fuel inlet/outlet ports: • Fuel inlet from the fuel control unit

- Shut-down • Fuel outlet to the pilot manifold • Fuel outlet to the main manifold • Fuel outlet to the exhaust system (purge).

As the fuel pressure decreases, the two valves close. The fuel remaining in the pilot injectors is purged into the exhaust by combustor air pressure. At this time, a momentary puff of smoke may be viewed coming from the APU exhaust. This is a normal occurrence.

HSPS CT/NOV.. 2006


METERED FUEL FUEL PURGE

FLOW DIVIDER - DESCRIPTION AND OPERATION

HSPS CT/NOV.. 2006


PILOT FUEL MANIFOLD AND INJECTORS Function The pilot manifold delivers fuel from the flow divider to the pilot injectors during start and normal operation. It also supplies the pilot fuel injectors with fuel during normal running. Location The pilot manifold is mounted around the combustor housing. Description The pilot manifold consists of flexible pipes connecting the flow divider to the three pilot injectors. It is comprised of teflon tubes encased in a single layer of steel braid that is covered with a rubber sheath.

HSPS CT/NOV.. 2006



a320-508a

PILOT FUEL MANIFOLD AND INJECTORS

HSPS CT/NOV.. 2006


PILOT FUEL INJECTORS Type

Description

Simple jet injectors.

A simple jet injector comprises:

Location

- A pilot injector body and mounting flange

The three pilot injectors are installed on the rear of the combustor housing:

- A fuel nozzle - A heat shield

- One at the top (at 12 o'clock) - Two at the bottom (one at 4 o'clock and one at 8 o'clock)

The injector fits into a heat shield that is provided with two air inlet holes for cooling. A gasket between the injector and the combustor housing. Operation A continuous flow of fuel is delivered to the combustor by the pilot injectors and atomized by the fuel nozzles, the fuel is then mixed with combustor air to maintain the combustion process.

HSPS CT/NOV.. 2006


METERED FUEL INLET

GASKET PILOT FUEL INJECTOR

COMBUSTOR HOUSING REAR FACE

a320-509a

METERED FUEL COMBUSTOR AIR COMBUSTION PILOT FUEL INJECTORS HSPS CT/NOV.. 2006


MAIN FUEL MANIFOLD AND INJECTORS Function The main manifold delivers fuel from the flow divider to the main injectors. Location The main manifold is mounted around the combustor housing. Description The main manifold consists of flexible pipes connecting the flow divider to the six main injectors. It is comprised of teflon tubes encased in a single layer of steel braid that is covered with a rubber sheath.

HSPS CT/NOV.. 2006


FUEL SUPPLY REGULATED FUEL METERED FUEL FUEL RETURN

a320-510a

MAIN FUEL MANIFOLD AND INJECTORS

HSPS CT/NOV.. 2006


MAIN FUEL INJECTORS Type

Operation

Air blast injectors.

A continuous flow of fuel is delivered to the combustor by the main injectors. The fuel is atomized by combustor air flowing through the shrouded air passage. The fuel is then mixed with combustor air to maintain the combustion process.

Location The six main injectors are located on the combustor housing. Description An air blast injector comprises: - A main injector body and mounting flange - A fuel injection tube and a shrouded air passage - A gasket between the injector and the combustor housing.

HSPS CT/NOV.. 2006


MAIN INJJECTOR BODY

GASKET

METERED FUEL COMBUSTOR AIR COMBUSTION

FUEL INJECTOR TUBE

COMBUSTION SWIRL FLOW a320-511a

MAIN FUEL INJECTORS HSPS CT/NOV.. 2006


FUEL PIPES Fuel supply

Fuel drain (pipe located on the APU left side)

- From the aircraft fuel system to the fuel control unit.

- From the flow divider to the exhaust system.

Fuel distribution (pipes located on the APU left side)

Fuel drain (pipes located on the APU right side)

- From the fuel control unit to the flow divider

- From the fuel control unit to the APU drain collector

- From the fuel flow divider to:

- From the BCV actuator seals to the APU drain collector

• The pilot manifold and injectors

- From the IGV actuator seals to the APU drain collector

• The main manifold and injectors

- From the combustor housing, air bypass plenum and exhaust pipe to the APU drain collector.

Fuel distribution (pipes located on the APU right side) - From the pressure regulator of the fuel control unit to: • The BCV servo valve (fuel supply and return) • The IGV servo valve (fuel supply and return).

HSPS CT/NOV.. 2006


FUEL FLOW DIVIDER

FUEL SUPPLY METERED FUEL FUEL DRAIN FUEL PIPES HSPS CT/NOV.. 2006


FUEL SYSTEM INTERFACES The APU fuel system has several interfaces: aircraft fuel system, pneumatic fuel system, APU control system, APU drain system. Aircraft Fuel System The APU is supplied with fuel normally from the aircraft left wing tank. The aircraft low pressure fuel pump provides fuel to the APU when the aircraft tank pumps are not operating. The low pressure valve is controlled by the ECB and is open when the APU is operating. The valve is closed when the APU is shut down normally or by the APU fire switch.

HSPS CT/NOV.. 2006


FUEL SUPPLY REGULATED FUEL FUEL DRAIN a320-513a

FUEL SYSTEM INTERFACES HSPS CT/NOV.. 2006


AIRCRAFT FUEL SYSTEM The aircraft fuel system supplies fuel to the main engines and APU. The aircraft fuel system has three main tanks:

A low fuel pressure warning switch is located at the fuel inlet to the fuel inlet to the fuel control unit. The switch sends a signal to the ECB if fuel pressure is too low. The ECB will display "FUEL LO PR" message on the lower ECAM when the APU system page is selected. This requires the APU to be above 7% speed and the fuel pressure below 109 KPag (15.8 PSIG).

- A left tank located inside the left wing - A center tank located between the two wings - A right tank located inside the right wing. Each tank has electric pumps to supply the engines. A cross feed valve, located between the tanks, connects the left and right engine supply lines. In normal operation, the cross feed valve is closed. The low pressure valve isolates the APU from the fuel supply. The valve is open when the APU is running. It closes when the APU is shutdown or when the FIRE switch is activated. The APU low pressure fuel pump is controlled by a pressure switch located in the fuel line to the APU. The switch senses fuel tank pump pressure. If the pressure is too low or the fuel tank pumps are turned off, the switch will cause the APU low pressure fuel pump to turn on.

HSPS CT/NOV.. 2006


APU LOW PRESSURE FUEL PUMP

a320-514a

LOW FUEL PRESSURE WARNING SWITCH

AIRCRAFT FUEL SYSTEM HSPS CT/NOV.. 2006


APS 32OO AUXILIARY POWER UNIT HSPS CT/NOV..2006


.


SECTION 5 AIR SYSTEM

HSPS CT/NOV.. 2006


AIR SYSTEM - GENERAL Function

Component Location

The air system provides compressed air to the aircraft on the ground and in flight.

The inlet guide vane system components are located on the right upper side of the air inlet housing. The inlet guide vanes are located in the air inlet housing ahead of the load compressor air inlet.

Main Features - Flow: 1.2 kg/s (2.6 lbs/sec.)

The air bleed system components are located on the right lower side of the load compressor scroll outlet.

- Pressure: 289.6 kPag (42 PSIG)

All the sensors are located on the APU.

- Temperature: 232°C (450°F).

Interfaces

Main Components

- The ECB

Two systems are considered:

- The aircraft pneumatic system

- The inlet guide vane (IGV) system controls the load compressor airflow and prevents EGT overtemperature of the power section during load compressor operation. The inlet guide vanes are controlled by the ECB, servo valve, and the IGV actuator.

- The APU fuel system.

- The air bleed system delivers airflow from the load compressor to the aircraft pneumatic system through a bleed control valve (BCV). The valve also functions as an anti-surge valve for the load compressor. The BCV is controlled by the ECB, servo valve, and the BCV actuator.

HSPS CT/NOV. 2006


.

AMBIENT AIR COMPRESSED AIR REGULATED FUEL FUEL RETURN

HSPS CT/NOV.. 2006

AIR SYSTEM - GENERAL HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 5.2

AIR SYSTEM - OPERATION Control of the System The ECB uses various control signals from the aircraft and the APU sensors to control the inlet guide vanes and the bleed control valve. Indication The pressure is indicated on the lower ECAM APU system page display. The pressure is indicated by the load compressor discharge pressure sensor and transmitted to the indicator through the ECB, the ADIRU, the BMC computers in PSIG. Air System Operation The air system operation chart shows IGV and positions during various modes of operation

HSPS CT/NOV. 2006


.

ENGINE BLEED PACK SPEED SWITCH %

MODE

0

AIRCRAFT MODEL

IGV POSITION

BCV POSITION

-

ALL

CLOSED 72º

DISCHARGE ( 0)

-

ALL

CLOSED 82º

DISCHARGE ( 0)

OPEN 48º

DELIVERY 45º TO 90º

100

OFF

CLOSED

100

ON

OPEN

-

ALL

100

ON

OPEN

ECS

A318 A319 A320

OPEN 48º TO -30º

DELIVERY 90º

100

ON

OPEN

ECS

A321

OPEN 48º TO -10º

DELIVERY 90º

100

ON

CLOSED

MES

ALL

OPEN -5º

DELIVERY 90º

OPERATION CHART HSPS CT/NOV.. 2006

AIR SYSTEM - OPERATION HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 5.4

INLET GUIDE VANE SYSTEM - GENERAL Function The inlet guide vane system controls the load compressor air flow to provide the required flow to the aircraft pneumatic systems. Main Features

Interfaces Fuel inlet (fuel pressure) Fuel outlet (fuel return) - Fuel drain

- Hydraulically operated actuator, controlled by a servo-valve and the electronic control box.

- Control signal from the ECB to the servo valve

Components Involved

- Position signal from the LVDT (Linear Voltage Differential Transducer) to the ECB

- The electronic control box (ECB)

- EGT signal from APU exhaust thermocouples to the ECB.

- The inlet guide vane (IGV) system components: servo valve, actuator, control mechanism and inlet guide vanes Components Location - The servo-valve and actuator form an assembly located on the right upper part of the APU on the air inlet housing. - The inlet guide vanes and their control mechanism are located in the air inlet housing.

HSPS CT/NOV. 2006


REGULATED FUEL FUEL RETURN FUEL DRAIN

INLET GUIDE VANE SYSTEM - GENERAL HSPS CT/NOV. 2006


INLET GUIDE VANE SYSTEM - DESCRIPTION (1) The system includes the actuator, the control rod and the IGV mechanism. IGV Actuator Hydraulically operated actuator using fuel supplied by the FCU, it comprises of a servo valve and an operating piston. Control Rod The rod connects the actuator piston to the IGV assembly. It is connected to the actuator piston by a quick release pin. IGV Position Indicator The actuator rod housing has a position indicator cast on the top and bottom of the housing. The indicator markings range from CLOSED to OPEN. An external metal tab is attached to the control rod and functions as a position indicator for the IGV’s and used to manually move the IGV’s when the APU is not running. The igv’s should be in the CLOSED position before starting the APU.

HSPS CT/NOV. 2006


IGV POSITION INDICATOR OPEN

CLOSED ACTUATOR ROD HOUSING

METAL TAB

a 320-516.1

HSPS CT/NOV. 2006


Page 5.8

INLET GUIDE VANE SYSTEM - DESCRIPTION (2) Servo Valve

IGV Control Mechanism and Inlet Guide Vanes


The inlet guide vanes are part of the IGV assembly. A sector gear is attached to each inlet guide vane and is driven by a common ring gear.

Actuator The actuator consists of a piston that is positioned by fuel pressure metered by the servo valve. The actuator also uses double dynamic seals for piston shaft sealing. The position of the actuator piston is provided by a Linear Voltage Differential Transducer (LVDT). The position signal is sent to the ECB for control of the servo valve.

HSPS CT/NOV. 2006


METRED FUEL PRESSURE


HSPS CT/NOV. 2006


Page 5.10

INLET GUIDE VANE SYSTEM - OPERATION Principle of Operation

APU Starting

The ECB provides a control signal (0-100 MA) to the servo valve by using the following input signals.

During start, the inlet guide vanes are in the closed position to reduce the APU starting loads. The inlet guide vanes are also in the closed position during APU shutdown.

- APU bleed switch Operation - Speed (100%) During load compressor operation, the position of the guide vanes are controlled by aircraft ECS computer signals sent to the ECB.

- EGT

In the event APU exhaust gas temperature is too high during load compressor operation the ECB will signal the IGV actuator to reduce airflow delivery of the load compressor.

- Air inlet pressure and temperature - ECS mode

If inlet guide vane control is faulty, the IGV actuator will automatically position the guide vanes to the closed position.

- MES mode. The ECB control signal is sent to the servo valve. The servo valve meters fuel pressure to control the actuator piston movement. When the actuator moves, the linear voltage differential transducer (LVDT) sends the actuator position signal back to the ECB. The actuator piston is maintained in a stabilized position by the ECB signal (50 MA) to the servo valve. The actuator piston positions the IGV assembly to control the airflow delivery of the load compressor.

HSPS CT/NOV. 2006


.

AIR INLET PRESSURE AND TEMPERATURE

NOTE: SEE OPERATION CHART PAGE 5.4 FOR AIRCRAFT MODEL AND IGV POSITIONS


INLET GUIDE VANE SYSTEM - OPERATION HSPS CT/NOV.. 2006


AIR BLEED SYSTEM - GENERAL Function

Component Location

The air bleed system provides air delivery to the aircraft pneumatic system while preventing load compressor surge.

- The servo-valve, the actuator and the bleed control valve form a complete assembly located on the right lower part of the auxiliary power unit at the scroll outlet

Main Features - Two load compressor discharge pressure pipes: - Hydraulically operated actuator, controlled by a servo-valve and the electronic control box.

• One located in the scroll outlet (high pressure) • One located in the diffuser of the load compressor (low pressure)

Components Involved - The Electronic Control Box (ECB) - The Bleed Control Valve (BCV): servo-valve, actuator and valve

Both are connected to the load compressor discharge pressure sensor to prevent load compressor surge.

- Pressure sensors

Interfaces

- Ducts.

- Fuel inlet - Fuel outlet - Fuel drain - Control signal from the ECB to the servo valve - Position signal from the LVDT to the ECB - Pressure signals to the load compressor discharge pressure sensor.

HSPS CT/NOV. 2006


REGULATED FUEL RETURN FUEL FUEL DRAIN

HSPS CT/NOV. 2006

AIR BLEED SYSTEM - GENERAL HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 5.14

AIR BLEED SYSTEM - DESCRIPTION (1) The air bleed supply is controlled by a bleed control valve.

APU Bleed Switch

This valve comprises of a housing, a butterfly valve and an actuator. APU Bleed Switch



The cooldown time limit can vary from 0 to 2 minutes. The time limit depends on when the APU bleed switch is turned off prior to selecting the APU master switch to OFF.

Housing

Low Bleed Air Pressure

The housing is mounted on the load compressor scroll outlet by means of a v-band clamp.

In the event low bleed air pressure occurs, cycle the APU bleed switch OFF and then to ON. This may restore the system to normal.

Butterfly Valve The valve is located in the BCV housing and directs air flow from the load compressor to the aircraft pneumatic systems, APU exhaust or both. The butterfly shaft extends through the top of the BCV housing. The shaft has a slot machined into it that provides manual positioning of the valve and also serves as a valve position indicator.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


Page 5.16

AIR BLEED SYSTEM - DESCRIPTION (2) Servo Valve

Bleed Control Valve


The bleed control valve (BCV) delivers compressed air to the aircraft, also the valve functions as an anti-surge valve for the load compressor.

Actuator The actuator consists of a piston that is positioned by fuel pressure metered by the servo valve. The actuator also uses double dynamic seals for piston shaft sealing. The position of the actuator piston is provided by a linear voltage differential transducer (LVDT). The position signal is sent to the ECB for control of the servo valve.

HSPS CT/NOV. 2006



HSPS CT/NOV. 2006


Page 5.18

AIR BLEED SYSTEM - OPERATION Principle of Operation

APU Starting

The ECB provides a control signal (0-100 MA) to the servo valve using the following inputs:

During start and shutdown the BCV is in the discharge position. If the valve control is faulty, the BCV actuator will automatically position the valve to discharge.

- APU bleed switch - Speed (100%) - Air inlet temperature - Load compressor discharge pressure sensor (ΔP/P). The ECB control signal is sent to the servo valve. The servo valve meters fuel pressure to control the actuator piston movement. When the actuator piston moves, the linear voltage differential transducer (LVDT) sends the actuator position signal back to the ECB. The actuator piston is maintained in a stabilized position by the ECB signal (50 MA) to the servo valve. The actuator piston positions the BCV to deliver the maximum airflow to the aircraft pneumatic systems without causing load compressor surge.

HSPS CT/NOV. 2006



AIR BLEED SYSTEM - OPERATION HSPS CT/NOV. 2006


AIR SYSTEM SENSORS - INLET AIR PRESSURE AND TEMPERATURE SENSOR Function

- Supply current: 1 mA

The air inlet pressure and temperature signals are used by the ECB for control purposes.

- Range: -55 to +150°C (-62 to 302°F) - Resistance at 0°C (0°F): 1000 Ω.

Location Functional Description The pressure and temperature sensors are in one unit which is located on the right rear side of the air inlet plenum. Main Features Pressure Sensor - Type: variable resistor device - Excitation voltage: + 5 and - 5 VDC

- The pressure sensor is made of a bridge of 4 resistors printed on a flexible support. One of them varies if the support is deformed by the air pressure. The whole bridge is supplied by a 5 VDC constant source voltage coming from the ECB. The changes of the variable resistor cause the output to vary (from 0 to 50 mV). - The temperature sensor is a resistor which is fed by a constant 1 mA current supplied by the ECB. The output voltage changes from approximately 0.8 to 1.2 VDC according to the resistance changes from -55 to +50°C (-67 to +122°F).

- Output signal: 0 to 50 mV The ECB detects a sensor failure if: - Range: 0 to 104 kPaa (0 to 15 PSIA) - Minimum bridge impedance: 2000 Ω. Temperature Sensor

- The measured ambient pressure is lower than 3.45 kPaa (0.5 PSIA) or higher than 110 kPaa (16 PSIA) - The measured inlet temperature is lower than -62°C (-80°F) or higher than 76°C (170°F)

- Type: resistance temperature device Normal BCV control will be maintained if either air inlet pressure or temperature sensor is failed. HSPS CT/NOV. 2006


AIR SYSTEM SENSORS HSPS CT/NOV. 2006


AIR SYSTEM SENSORS - LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS General

Description

Function

The two sensors are made of a bridge of 4 resistors.

The load compressor discharge pressure sensors sense load compressor air pressure (high pressure) and (low pressure).

The resistors are printed on a flexible support and one of them varies if the support is deformed by the pressure.

The ECB receives signals from the sensors and adjusts the bleed control valve (BCV) to prevent load compressor surge.

The bridges are supplied by a constant source voltage of 5 VDC coming from the ECB.

Location

The changes of the variable resistor causes the output voltage to vary (from 0 to 50 millivolt).

The pressure sensors (ΔP/P) are assembled as one unit. The sensors are located on the right front side of the air inlet plenum.

The ECB detects a sensor failure if:

Main Features

- The measured pressure is lower than 3.45 kPad (0.5 PSID) or higher than 172 kPa (25 PSI) or than 690 kPa (100 PSI)

The pressure sensors are variable resistor devices. Excitation voltage: + 5 and - 5 VDC

The load compressor bleed air pressure is displayed on the lower ECAM when the APU system page is selected.

Output signal: 0 to 50 mV Range 0 to 172 kPad (0 to 25 PSID) (ΔP) 0 to 689 kPaa (0 to 100 PSIA) (P) Minimum bridge impedance: 2000 Ω.

HSPS CT/NOV. 2006


LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS HSPS CT/NOV. 2006

AIR SYSTEM SENSORS HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 5.24

ACCESSORY COOLING - GENERAL Function

Cooling Fan

The accessory cooling system supplies air for the oil cooler and for the APU compartment ventilation. Location

The fan provides cooling air to the oil cooler and to the compartment cooling duct. The fan assembly incorporates a permanent magnet generator that is used for APU backup overspeed and to prevent momentary power interruption of the ECB.

The system components are located on the APU.

Fan Outlet Duct

Main Features

This duct connects the outlet of the cooling fan to the inlet of the oil cooler.

Cooling by circulation of air taken from the air inlet plenum and accelerated by the cooling fan.

Oil Cooler Exhaust Duct This duct connects the oil cooler outlet to the APU compartment door vent.

Main Components The main components of the system are the fan inlet duct assembly, the cooling fan, the fan outlet duct assembly, the oil cooler and the oil cooler exhaust duct.

Compartment Cooling

Fan Inlet Duct

The APU compartment is ventilated by air ducted from the cooling fan outlet duct. The air is discharged into the compartment through the compartment cooling duct.

This duct connects the engine air inlet plenum to the inlet of the cooling fan.

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ACCESSORY COOLING - GENERAL HSPS CT/NOV. 2006


ACCESSORY COOLING - COOLING FAN General

Main Components

Function

- The cooling fan assembly includes:

The cooling fan (driven by the gearbox) provides air circulation for the oil cooler and ventilation of the APU compartment.

• An axial flow fan • The fan drive gear

The cooling fan incorporates a permanent magnet generator that provides momentary direct current power, and a backup overspeed signal to the electronic control box.

• 2 roller bearings - Fan inlet and outlet ducts

Location - A permanent magnet generator and control box. The cooling fan is located at the top of the gearbox front face and is secured by a V-band clamp. Main Features - Cooling fan rotation speed: 51965 RPM - Permanent Magnet Generator output: 40 VDC (100% of N) - Speed signal for back-up of the overspeed protection system: 107%.

HSPS CT/NOV. 2006


COOLING FAN - GENERAL ACCESSORY COOLING HSPS CT/NOV. 2006


ACCESSORY COOLING - COOLING FAN Description

Operation

The cooling fan is mounted on the gearbox and aligned by a locating pin. The fan mounting flange is secured to the gearbox by a v-band clamp.

Cooling Fan

The fan is driven by a shaft assembly that is supported by two ball bearings, the bearings are lubricated by the APU oil system. The shaft assembly uses a carbon seal and two labyrinth seals pressurized by the power section impeller air. The oil used for lubrication of the cooling fan is returned to the oil sump by gravity. A permanent magnet generator (PMG) and a printed circuit board are located in the fan housing. The printed circuit board contains the rectifier components for the PMG electrical power output to the ECB.

The cooling fan accelerates the air flow through the oil cooler. Cooling air is also used for APU compartment cooling. PMG The permanent magnet generator (PMG) is driven by the cooling fan shaft. The PMG provides momentary (240 msec) of rectified electrical power to the ECB when the aircraft electrical power is interrupted during power transfer. One unrectified PMG output provides a frequency signal to the ECB that is used for the back up overspeed signal.

The cooling fan can be used to turn the APU rotor assembly during borescoping. This is accomplished by removing the fan inlet duct and manually rotate the fan impeller.

HSPS CT/NOV. 2006


AMBIENT AIR OIL SUPPLY OIL DRAIN PRESSURIZED AIR

COOLING FAN - DESCRIPTION AND OPERATION ACCESSORY COOLING HSPS CT/NOV. 2006


AIRCRAFT PNEUMATIC SYSTEM The aircraft pneumatic system supplies compressed air to the following: - Aircraft air conditioning system - Water tank pressurization - Aft cargo heating - Wing anti-icing system - Main engine starting system - Hydraulic reservoir pressurization. The compressed air, used by the aircraft pneumatic system, can be supplied by: - The APU - Number 1 engine - Number 2 engine - Ground air source.

HSPS CT/NOV. 2006


HOT AIR PACK 2 ENG 2 BLEED

PACK 1 X BLEED ENG. 1 BLEED GROUND AIR SUPPLY

APU BLEED VALVE (BCV)

FAULT LIGHT OFF LIGHT

APU COMPRESSED AIR ENGINE FAN COOLING AIR

AIRCRAFT PNEUMATIC SYSTEM HSPS CT/NOV. 2006





SECTION 6 CONTROL SYSTEM

HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - GENERAL Functions

Main Components

The functions of the APU Control System are:

The main components of the APU control system are:

- To keep the power unit rotation speed constant to maintain AC generator frequency

- The APU components (sensors, pressure switches, servo-valve, actuators ...)

- To protect the power unit from overtemperature

- The electronic control box

- To avoid load compressor surge

- The aircraft control panels.

- To ensure a proper start of the power unit - To provide a proper start sequence. - To monitor APU component operation. - To supply fault information for trouble shooting, engine trend monitoring and historical data retention. Main Features - FADEC (Full Authority Digital Electronic Controller) - Single computer - Electrical supply from the aircraft DC system and momentary power backup from the cooling fan PMG.

HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - GENERAL HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - DESCRIPTION (1) General

ECB Outputs

This description considers:

They are the accessories (electro-valves, relays...) and indicating devices.

- The Electronic Control Box (ECB) ECB Electrical Supply - The ECB inputs - 28 VDC supply: from the aircraft electrical system - The ECB outputs - The ECB supply

- Momentary supply: from the permanent magnet generator (part of the cooling fan assembly).

- The electrical harness.

Electrical Harness

ECB

The APU harness connects the APU to the aircraft electrical system.

The ECB is located in the aft cargo compartment. The unit is made of six printed wiring assemblies using digital technology components. ECB Inputs They are the sensors (rotation speed, temperature, pressure...) and discrete signals (microswitches and switches).

HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - DESCRIPTION (1) HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - DESCRIPTION (2) Control System Components

- Inlet guide vane servo valve

Components of the control system:

- Bleed control valve servo valve


- Fuel servo valve

- Oil filter switch indicators

- 3 way solenoid valve


- Low fuel pressure switch

- Oil level sensor

- Permanent magnet generator

- De-oiling valve

- Engine identification module

- Speed sensors

- Exciter

- EGT sensors

- Starter voltage sensing

- Inlet air pressure sensor

- Centralized Fault Display System (CFDS)

- Inlet air temperature sensor

- Aircraft discrete inputs and outputs.

- Load compressor discharge pressure sensor - Linear voltage differential transducers (LVDTs)

HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - DESCRIPTION (2) CONTROL SYSTEM COMPONENTS HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - OPERATION (1) Rotation Speed Control

Exhaust Gas Temperature (EGT) Control

General

General

This function meters the fuel flow to maintain a constant rotor speed.

This function protects the power unit against over-temperature.

Components Involved

Components Involved

- Speed sensors

- EGT thermocouples, the speed sensors and the inlet pressure and temperature signals

- Electronic Control Box (ECB) - ECB - Fuel servo-valve. - IGV actuator. Principle of Operation Principle of Operation The ECB compares rotor speed with a nominal speed datum to control the fuel servo-valve. The servo-valve then provides the required fuel flow to maintain 100% rotor speed under all APU load conditions.

The ECB compares the actual EGT with an EGT datum. The EGT datum is a function of the operating mode (ECS or MES) and of the ambient air conditions (P1 and T1). The ECB controls the IGV servo-valve as a function of EGT. The IGV's are modulated toward close as EGT exceeds the datum.

HSPS CT/NOV.. 2006



APU CONTROL SYSTEM - OPERATION (1) ROTATION SPEED CONTROL AND EGT CONTROL

HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - OPERATION (2) Load Compressor Surge Control

Load Compressor Reverse Flow Protection

General

General

This function protects the load compressor from surge.

This function shuts down the APU in case of load compressor surge (eg. back pressure from the aircraft pneumatic system).

Components Involved Components Involved - Load compressor output pressure sensors - Load compressor output pressure sensors - Electronic Control Box (ECB) - ECB - Bleed control valve. - Fuel system and bleed control valve. Principle of Operation Principle of Operation The ECB compares the load compressor delivery pressure ratio (ΔP/P) with a datum pressure ratio. In case of a low airflow condition, the bleed control valve is modulated to discharge air into the APU exhaust.

The ECB compares the load compressor delivery pressure ratio with two datums: When the first datum is reached, the bleed control valve (BCV) will move to the discharge position. When the second datum is reached, the APU will automatically shutdown.

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METERED FUEL FUEL RETURN

APU CONTROL SYSTEM - OPERATION (2) LOAD COMPRESSOR SURGE CONTROL AND REVERSE FLOW PROTECTION

HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - OPERATION (3) APU Start Fuel Flow Control General

Principle of Operation

This function meters the fuel flow during APU starting.

The fuel flow program has two phases:

Components Involved

- The first phase: EGT rise

- Speed sensors, the EGT thermocouples, the air inlet pressure and temperature probes

- The second phase: From EGT rise to 95% speed + 2 seconds.

- Electronic Control Box (ECB) - Fuel servo-valve.

During the first phase, the fuel supply is used to fill the manifold. Fuel flow is metered as a function of rotor speed only. During the second phase, fuel flow is scheduled as a function of two programs (automatically selected): The first program controls the fuel flow rate after comparing the actual acceleration with the acceleration rate datum. The second program controls the fuel flow rate after comparing the actual EGT with the EGT datum.

HSPS CT/NOV.. 2006


CONTROL SYSTEM (ECB)

FUEL SUPPLY METERED FUEL FUEL DRAIN

APU START FUEL FLOW CONTROL APU CONTROL SYSTEM - OPERATION (3) HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - OPERATION (4) APU Fault System General The APU is either shut down automatically or a warning is given in case of a fault. Components - The sensors - The ECB - The electrical accessories. Operation In the event of a fault shutdown of the APU, the supplied electrical and pneumatic loads are removed. Warning lights, messages and indicators are displayed in the flight deck. Fault messages are available through the Centralized Fault Display System.

HSPS CT/NOV.. 2006


APU SAFETY SYSTEM APU CONTROL SYSTEM - OPERATION (4) HSPS CT/NOV.. 2006


APU CONTROL SYSTEM - OPERATION (5) Monitoring Function The system provides information about the APU actual status, operation and maintenance. The system displays: - APU parameters - Events and hours count - Condition and faults. Components Involved - APU control system components - The ECB - The flight deck indicating system (CFDS, ECAM, MCDU).

HSPS CT/NOV.. 2006


HSPS CT/NOV.. 2006

MONITORING APU CONTROL SYSTEM - OPERATION (5) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 6.16

ELECTRONIC CONTROL BOX - GENERAL Function

Weight and Dimensions

The Electronic Control Box (ECB) controls and monitors the Auxiliary Power Unit systems. Location

Weight: 7.3 kg (16.1 lbs) Dimensions: Weight and Dimensions -• Width: 159 mm (6.2 inches) • Height: 195.4 mm (7.6 inches) • Depth: 375.4 mm (14.6 inches). Main Components

The ECB is installed in the aft cargo compartment. Main Features Full Authority Digital Electronic Controller (FADEC) - On Board Replaceable Memory Module (OBRM) for design flexibility and reduced component count - Modular design for reliability, maintainability and testability - No calibration required - Digital communication links (ARINC 429 and RS 232-C)

The main components are: - The ECB enclosure which houses Printed Wiring Assemblies (PWA) - The ECB front face which includes: • A RS 232-C connector • A front cover door housing the On Board Replaceable Memory Module (OBRM) • A handle - The ECB rear face which includes an ARINC 600 connector. Identification The electronic control box has an identification plate and a modification plate, both located on the front face of the ECB.

HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - GENERAL HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - DESCRIPTION (1)

The bleed control valve (BCV) command is transmitted to the ECB by means of an aircraft discrete signal. Upon receipt of this command, the ECB controls the opening of the BCV to supply the aircraft pneumatic system.

ECB Inputs General This chapter considers the discrete and analog input signals to the ECB. Sensors and Discrete Inputs from Aircraft to ECB

Air/ground Configuration Switch (open/ground)

The corresponding signals form part of the ECB Inputs-Outputs definitions and PIN assignments.

This signal to the ECB is to indicate whether or not the aircraft is inflight operation. Special considerations (i.e. safety systems) apply for in-flight operation.

APU Stop (ground)

MES Mode (28 V)

The stop signal is transmitted to the ECB by the APU master switch in the flight deck. Actuating the switch causes a contact closure to ground.

This signal indicates to the ECB whether or not the aircraft is in Main Engine Start mode (MES) of operation. The circuit is normally open. In the MES mode, the aircraft causes the circuit to close and to supply a 28 V signal to the ECB.

Bleed Control Valve Activation (ground) Start Contactor Monitor (28 VDC/open/ground) Emergency Stop (ground for approx. 150 ms) The emergency stop signal is transmitted to the ECB by means of a discrete signal created by a contact closure to ground.

This discrete 28 VDC signal tells the ECB whether or not the back-up start contactor is closed or whether or not it is open. The start contactor monitor is used exclusively for fault isolation purposes.

HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - DESCRIPTION (1) SENSORS AND DISCRETE INPUTS FROM AIRCRAFT TO ECB HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - DESCRIPTION (2) Sensors and Discrete Inputs from Aircraft to ECB (continued)

Low Fuel Pressure Switch (open/ground)

Air Intake Flap Open Position (28 VDC)

The switch closes to ground when the fuel pressure falls below a given pressure.

When the air intake flap is in the fully open position, a switch is activated to supply a 28 VDC signal to the ECB.

Air Intake Flap Closed Position (ground) When the air intake flap is in the fully closed position, a switch is activated to the closed position and provides a ground signal to the ECB. The aircraft relay operation is maintained until the flap closed signal is received.

This signal is used to initiate the start sequence. JAR Configuration The ECB is programmed in the JAR mode. This means that all shutdown faults sensed by the ECB will cause the APU to shutdown on the ground or in flight.

Air Intake Flap Movement (28 VDC)

Start Command (28 VDC for approx. 150 ms)

During normal APU operation, a 28 VDC signal is transmitted to the ECB when voltage is being applied to open or close the air intake flap.

This command is activated by momentarily placing the start button in the flight deck to "on". This action provides a 28 V signal to the ECB.

Generator Oil Temperature Sensor (100 Ω) This sensor is mounted in the AC generator. The wiring uses the generator connector, P4. The sensor is a resistance temperature device (RTD). It's variable resistance is a function of temperature and is supplied with a constant current of 1 mA.

HSPS CT/NOV.. 2006


SENSORS AND DISCRETE INPUTS FROM AIRCRAFT TO ECB ELECTRONIC CONTROL BOX - DESCRIPTION (2) HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - DESCRIPTION (3) This sensor is a variable resistance device supplied by a constant source voltage of 5 VDC.

Sensors and Discrete Inputs from APU to ECB Low Oil Pressure Switch (ground) The low oil pressure switch is a normally closed contact. The switch opens and remains open when oil pressure is present.

The output ranges from 0 to 50 mV for a 0 to 15 PSIA range of air pressure. Load Compressor Discharge Air Pressure Sensors (P) and (ΔP)

Oil Filter Switch Indicators This is a differential pressure switch that is normally open. The contact closes and provides a ground signal in case of filter restriction. EGT Sensors

There are two sensors: one to measure the pressure at the load compressor scroll (P), the other one to measure the differential air pressure between the diffuser and the scroll (AP). The ratio signal AP/P is used to prevent load compressor surge. The two sensors are of variable resistance type supplied by a constant voltage of 5 VDC.

The EGT is measured by two independent thermocouples. They are K type (Chromel-Alumel).

The outputs range from 0 to 50 mV for a 0 to 100 PSIA (absolute) or 0 to 25 PSID (differential) ranges of air pressure.

The output is of approx. 1 mV per 24°C (43°F). Rotation Speed Sensors High Oil Temperature Sensor (100 Ω) There are two independent speed sensors mounted in the gearbox. The sensor is a Resistance Temperature Device (RTD). The resistance varies according to the oil temperature and is supplied with a constant current of 1 mA.

They provide a wave signal as a function of the teeth on the phonetic wheel (24) and the rotation speed (i.e. 19720 Hz at 100% speed).

Inlet Air Pressure Sensor

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SENSORS AND DISCRETE INPUTS - FROM APU TO ECB HSPS CT/NOV.. 2006


Page 6.24


IGV and Bleed Control Valve LVDTs (Linear Voltage Differential Transducer)

Inlet Air Temperature Sensor (1000 Ω RTD) The sensor is a variable resistance temperature device supplied by a constant source current of 1 mA. Temperature range -55 to 150°C (-67 to 302°F).

LVDTs are used to detect the actual displacement of the IGV and BCV actuators. Their signal is fed back to the ECB for the purpose of servo control. Their primary coil is supplied with a constant voltage of 10 VAC. Their secondary coil provides a variable output voltage.

Engine ID Module The engine identification (ID) module is resistors that provide the ECB with 3 voltage lines V 1, V2, V3 matched to the engine ID number. The engine serial number is the sum of the ID number and the number 1000.

Upon loss of electrical signal, the IGV will close or the BCV opens to discharge.

The engine ID number is stored in the ECB NOVRAM memory as part of the power up initialization. The ID module is considered failed when all inputs are shorted, one or all inputs are open, a number greater than 2048 is used, or 3 consecutive readings at power up initialization are not identical.

The gearbox mounted oil level sensor is a Resistance Temperature Device (RTD) type. The variable resistance value is provided with a constant current of 75 mA. The oil level is checked at power up over a period of 8 seconds and is determined OK or LOW.

Oil Level Sensor (100 A)

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SENSORS AND DISCRETE INPUTS FROM APU TO ECB HSPS CT/NOV.. 2006


Page 6.26


Starter Motor Voltage

Permanent Magnet Generator (PMG)

The starter motor is monitored by the ECB for low voltage during APU start. The low voltage sensing connector is located on the front face of the starter motor housing.

A Permanent Magnet Generator (PMG) is installed in the cooling fan. The assembly consists of the PMG rectifier circuit and a DC fusible link. The PMG provides the ECB with rectified power and one unrectified signal from one of the three phases (backup overspeed protection at 107%). The unrectified output is current limited (short circuit protection) by means of a resistor. The fusible link trip point is at 10 A. The rectified output provides 40 VDC at 100% speed for back-up power supply to the ECB in the event of a momentary interruption in the main power supply. This back-up supply lasts for 240 msec. Note:

The failure of the PMG/Speed circuit at startup will cause the APU to shutdown during acceleration.

HSPS CT/NOV.. 2006


SENSORS AND DISCRETE INPUTS FROM APU TO ECB ELECTRONIC CONTROL BOX - DESCRIPTION (5) HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - DESCRIPTION (6) ECB Outputs

Bleed Control Valve Open (28 VDC, 0.1 A)

General This chapter considers the discrete and digital outputs of the ECB.

The ECB transmits a discrete signal to the aircraft indicating system when the bleed control valve is in the position that allows maximum flow to the aircraft pneumatic system.

Discrete and Digital Outputs (to the aircraft)

APU Available (28 VDC, 0.4 A)

Backup Start Contactor (28 VDC, 1 A nominal)

The ECB provides a discrete signal to the AVAIL light in the start switch when the APU has completed the start sequence and is ready to load.

This contactor is energized by means of a discrete signal. The signal is supplied through a Field Effect Transistor (FET) in the ECB.

Start in Progress (28 VDC, 0.1 A) Main Start Contactor (28 VDC, 1 A nominal) This contactor is energized by means of a discrete signal. The signal is supplied through a FET device in the ECB.

The ECB transmits a discrete signal to the ON light in the start switch to indicate a start is in progress. The light is "ON" from the beginning of the start until the "APU available" light turns on.

Aircraft Relay (ground, 0.4 A) The aircraft relay is activated by a closed contact to ground through the ECB. The aircraft relay is activated when the ECB is energized and no stop command is present.

Fault (28 VDC, 0.2 A) The ECB transmits a fault discrete signal to the aircraft for all shutdowns.

HSPS CT/NOV.. 2006




Page 6.30

ELECTRONIC CONTROL BOX - DESCRIPTION (7) Discrete and Digital Outputs (to the aircraft) (continued) Flap Open Command (28 VDC, 3.5 A) The ECB provides a power output for opening the air intake flap. The flap open command is emitted through a FET device in the ECB.

• ARINC 429 input from ECS: It is used by the ECB to receive specific data from the Environmental Control System (i.e. ECS demand signal, ECS valve status word, etc...) The ECS demand signal is used in the control of the IGV's. The ECS valve status word informs the ECB of the number of air conditioning packs currently supplying air

This output is protected against overload and short circuits. Flap Closed Command (28 VDC, 3.5 A) The ECB provides a power output for closing the air intake flap. The flap closed command is emitted through a FET device in the ECB. This output is protected against overload and short circuits.

• ARINC 429 CFDS output: The ARINC 429 output transmits data to the CFDS, ECAM (Electronic Centralized Aircraft Monitoring) and ACMS (Aircraft Condition Monitoring System) - One RS 232 C interface: This interface is accessible on the rear ARINC connector and on the front face connector. It can be used:

Aircraft Serial Communications Data communication is achieved by means of four serial communication links:

• As a maintenance tool • To access the test modes of the ECB

- ARINC 429 CFDS output: Three ARINC 429 serial links (they operate at low speed - 12.5 K bits/sec)

• To change the ECB software characteristics during development.

• ARINC 429 input from CFDS: It is used by the ECB to receive specific data from the Central Fault Display System with appropriate ARINC labels

HSPS CT/NOV.. 2006




Page 6.32

ELECTRONIC CONTROL BOX - DESCRIPTION (8) Discrete and Analog Outputs (to the APU)

IGV and Bleed Control Valve LVDTs (3000 Hz, 10 VAC)

Oil System De-oiling valve (28 VDC, 1 A)

These two separate outputs supply a reference source signal to each primary coil.

This output is activated to operate the valve during starting and shutdown.

IGV, Bleed Control Valve, Fuel Servo (0 - 100 mA) These three separate outputs supply a variable low intensity signal to the corresponding servo-valve.

Exciter (28 VDC, 2 A) This output is activated to supply the exciter during starting. 3 Way Solenoid Valve (28 VDC, 1 A) This output is activated to operate the valve for start and shutdown. Oil Level RTD, Oil Filter and LOP switches (Rtn, 1 A) This output is common to all three items. Pressure Transducers Excitation (5 VDC, 30 mA) This output is activated to operate the air pressure transducers with a stabilized voltage.

HSPS CT/NOV.. 2006


DISCRETE AND DIGITAL OUTPUTS (TO THE APU) ELECTRONIC CONTROL BOX - DESCRIPTION (8) HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - DESCRIPTION (9) - An On Board Replaceable Memory Module (OBRM) accessible through a removable front cover door.

Hardware Description The Electronic Control Box consists of an enclosure which includes the following components:

The board is equipped with an UVPROM type memory to be used as the programme memory space for the ECB.

- Six Printed Wiring Assemblies (PWA): - Two electrical connectors: • A speed and temperature PWA • A RS 232 connector located on the ECB front face • A discrete input-output PWA • An ARINC 600 connector located on the ECB rear face. • A microprocessor PWA • An analog input PWA • An analog output PWA • A power supply PWA - One printed wiring assembly for Electromagnetic Interference (EMI) and lightning protection - PWA guides - A backplate to interconnect the various PWA - One High Power Switch FET Module (FET: Field Effect Transistor) - One Input Power Filter Module HSPS CT/NOV.. 2006


HARDWARE DESCRIPTION HSPS CT/NOV.. 2006

ELECTRONIC CONTROL BOX - DESCRIPTION (9) HAMILTON STANDARD PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 6.36

ELECTRONIC CONTROL BOX - OPERATION (1) General

Power Up State

The operating phases are:

General When the APU master switch is selected to ON, the ECB enters the POWER UP state. The POWER UP state lasts approximately 3 sec. Operation The ECB checks that outputs are not energized except those that are required. The ECB enters self test. The ECB is able to recognize and record the occurrence of start or emergency stop signals. Upon receipt and validation of the start signal, the "start in progress" output is energized. The requirement to activate the "start in progress" output also applies to the WATCH state. In case of an emergency stop signal being received, the ECB closes the air intake and deactivates the aircraft relay output once the air intake is closed.

- Power up - Watch state - Start preparation state - Starting state - Run state - Cool down state - Shutdown state

HSPS CT/NOV.. 2006


HSPS CT/NOV.. 2006


Page 6.38

ELECTRONIC CONTROL BOX - OPERATION (2) Watch State

Start Preparation State

General

General

After completion of the POWER UP state the ECB automatically enters the WATCH state.

Upon receipt of the start command, the ECB enters the START PREPARATION state.

Operation

Operation

The ECB is able to recognize and record the occurrence of start or emergency signals.

During this state the flap actuator position, the oil level and the rotation speed is checked. If the speed is greater than 7%, the start command will be inhibited until the speed is less than or equal to 7%.

Upon receipt of an emergency stop signal the ECB closes the air intake and deactivates the aircraft relay output once the air intake is closed.

The ECB enters the START PREPARATION state automatically without requiring a new start command.

The ECB self tests as required.

HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - OPERATION (2) HSPS CT/NOV.. 2006


ELECTRONIC CONTROL BOX - OPERATION (3) - EGT rise

Starting State - Sequences

• Acceleration control to steady state speed control.

General The STARTING STATE is controlled by the ECB.

- At 55% speed

A stop signal at any time during the STARTING STATE will shutdown the APU. Operation The electrical sequences selected by the ECB are: - Backup start contractor supply - Gearbox de-oiling valve - Exciter

• Exciter de-energized • Gearbox de-oiling valve and main start contactor deenergized. - At 55% speed + 5 sec • Backup start contactor de-energized. - At 95% speed + 2 sec. • Surge control activated • APU available signal activated

- Main start contactor - 3 way solenoid valve - Pulse fuel servo valve

• Start in progress output de-activated • Steady state speed control loop activated • Enter RUN STATE.

- Manifold fill algorithm - Open loop fuel schedule activation.

HSPS CT/NOV.. 2006


HSPS CT/NOV.. 2006


Page 6.42

ELECTRONIC CONTROL BOX - OPERATION (4) Starting State- Fuel Control

Acceleration Control - General

General

This control occurs from EGT rise until steady state speed control is reached.

There are three consecutive programs used to supply and meter the fuel during starting:

Fuel flow during acceleration is controlled by speed and EGT signals to the ECB.

- Manifold Fill Algorithm - Open Loop fuel schedule - Acceleration control Manifold Fill Algorithm - General During engine start up the ECB controls the fuel servo valve to implement the manifold fill algorithm. The control is an open loop schedule based on the rotation speed, this ends when a given quantity of fuel is delivered to the manifold. Open Loop Fuel Schedule - General This fuel schedule replaces the manifold fill algorithm when the flow delivered has reached 0.01 kg/m (0.032 lb/m). The schedule determines a fuel flow rate depending on rotation speed, ambient pressure and temperature. It is considered the "basic" fuel flow needed to obtain combustion in the combustor chamber. HSPS CT/NOV.. 2006


STARTING STATE - FUEL CONTROL HSPS CT/NOV.. 2006

ELECTRONIC CONTROL BOX - OPERATION (4) HAMILTON STANDARD PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 6.44

ELECTRONIC CONTROL BOX - OPERATION (5) Run State- Fuel and Load Compressor Control

Load Compressor Surge Control- General

General

This function prevents load compressor surge. This is accomplished when the bleed switch is ON.

Upon completion of starting, three main functions are activated: EGT Control - General - Speed control To prevent EGT over temperature during load compressor operation, the ECB will automatically move the IGV's to decrease airflow and reduce the work load on the power section.

- Load compressor surge control - EGT control.

The AC generator output has priority overload compressor operation. Speed Control- General The purpose of speed control is to maintain the APU at 100% speed under all load conditions. This is accomplished by the fuel control unit increasing or decreasing fuel flow automatically when APU load changes occur.

HSPS CT/NOV.. 2006


GEARBOX GEARS

AMBIENT AIR COMPRESSED AIR METERED FUEL COMBUSTION EXHAUST RUN STATE - FUEL AND LOAD COMPRESSOR CONTROL - GENERAL HSPS CT/NOV.. 2006


Page 6.46

ELECTRONIC CONTROL BOX - OPERATION (6) Cool Down State General This function allows the APU to operate in a no-load condition before entering the shutdown state. When the APU master switch is selected to OFF, all loads are removed (IGV's closed, Bleed Control valve to discharge). If the APU was providing bleed air at this time, the APU will continue to run in a cool down mode for a maximum time of 2 minutes. The cool down mode time limit can vary from 0 to 2 minutes. The time limit depends on when the APU bleed switch is turned off prior to selecting the APU master switch to OFF. At the end of the cool down mode (if any) the operation enters the SHUTDOWN STATE.

HSPS CT/NOV.. 2006


COOL DOWN STATE HSPS CT/NOV.. 2006


Page 6.48

ELECTRONIC CONTROL BOX - OPERATION (7) Note:

General

The APU can be re-started during the shutdown state. This is accomplished by cycling the master switch OFF to ON and then selecting the APU start switch to ON.

The APU enters the shutdown state after a normal shutdown or a fault shutdown occurs.

The ECB does not close the flap and the APU automatically re-starts when 7% speed is reached.

Shutdown State

HSPS CT/NOV.. 2006


SHUT DOWN STATE HSPS CT/NOV.. 2006

ELECTRONIC CONTROL BOX – OPERATION (7) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 6.50

ELECTRONIC CONTROL BOX - OPERATION (8) Condition Monitoring Data General For long term trend monitoring, the APU control system records the engine operating parameters.

In addition, the ECB records: - APU operating hours (in one minute increments from speed > 55% until the 3-way solenoid valve is de-energized.

Operation APU conditioning monitoring parameters are taken during operation of the APU. The ECU does not store this information but it may be retrieved from the Aircraft Integrated Data System (AIDS) if this system is installed.

- Number of starts (1 start = EGT rise detected + speed > 30%)

The following parameters are:

The condition monitoring data is associated with the engine identification (ID) number, ECB serial number.

- ECB operating hours (in one minute increments, from ECB power ON to ECB power OFF).

- Exhaust Gas Temperature °C Note 1:

The condition monitoring parameters are not taken when either the inlet pressure or temperature sensors are faulty.

Note 2:

If the engine ID module has been determined failed, the APU system operating history data will be associated with the last valid engine I D number. When a new engine ID number occurs, it is used without erasing the previously recorded historical data. The oldest data is overwritten by the new data as it is recorded. The ECB records the condition monitoring data associated with the last APU cycle and the data is available via the ARINC 429 link.

- Engine speed % - Engine inlet pressure PSIA - Engine inlet temperature °C - Fuel flow LB/HR

HSPS CT/NOV.. 2006


BUILT-IN TEST - OPERATION - POWER UP TEST ELECTRONIC CONTROL BOX - OPERATION (8) HSPS CT/NOV.. 2006


APS 3200 AUXILIARY POWER UNIT HPS CT/NOV. 2006

Page 6. 53 HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.


SECTION 7 INDICATING SYSTEM

HSPS CT/ NOV.. 2006


INDICATING SYSTEM Note:

Main Components

This chapter covers the APU indicating components and provides general information on the aircraft system.

- APU components (speed sensors, thermocouples and engine ID module)

ECAM:

Electronic Centralized Aircraft Monitoring.

- The Electronic Control Box (ECB)

MCDU:

Multi-function Control and Display Unit.

- The aircraft control panel which includes: • APU master switch and APU start switch • ECAM, MCDU • FUEL, AIR CONDITIONING, ELECTRIC and FIRE control panels • MASTER WARNING and MASTER CAUTION LIGHTS - The EXTERNAL CONTROL PANEL.

HSPS CT/ NOV.. 2006


INDICATING SYSTEM HSPS CT/NOV.. 2006


ROTATION SPEED INDICATION SYSTEM - GENERAL Function

Main Components

The rotation speed signal is used by the ECB for:

- One "phonic" wheel with 24 teeth

- Indication

- Two electromagnetic sensors (single coil)

- Fuel metering

- Harness

- ECB Sequencing

- ECB.

- ECB Control functions.


Main Features

The phonic wheel is secured to the rotor front bearing journal.

Two sensors.

The two speed sensors are located in the gearbox housing at 5 o'clock and 7 o'clock. Each one is secured by a single bolt.

Interfaces The ECB provides the speed information to the CFDS/ECAM display system.

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UN METERED FUEL METERED FUEL OIL LEVEL ROTATION SPEED INDICATION SYSTEM - GENERAL HSPS CT/NOV.. 2006


ROTATION SPEED INDICATION SYSTEM DESCRIPTION AND OPERATION Description

Operation

- Phonic wheel has 24 teeth

The phonic wheel rotates with the rotor assembly, as the teeth pass by each speed sensor they generate a voltage. The voltage is proportional to the speed of the phonic wheel. The signal is sent to the ECB for speed indication and system control.

- Two single coil speed sensors (the coil surrounds a magnetic core) • Phonic wheel-speed sensor gap: 0.5 mm (0.018 inch); gap not adjustable - The two sensors are connected to the ECB • Frequency signal at 100 %: 19720 Hz (49300 RPM)

The ECB will calculate the average signal of the two speed sensors. In the event a signal difference of 5% or more occurs, the ECB will select the sensor indicating the highest value. APU speed indication is displayed on the lower ECAM when the APU system page is selected.

• Frequency signal range: 0 to 24 KHz; 0 to 50 volts.

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ROTATION SPEED INDICATION SYSTEM - DESCRIPTION - OPERATION HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 7.6

EGT INDICATION SYSTEM - GENERAL Function

Main Components

The EGT signal is used for:

- Two thermocouples

- Indication

- Harness

- Load compressor control

- ECB.

- Sequences


- Control functions.

The two thermocouples are located in the power section exhaust housing.

Main Features The system uses K type chromel-alumel thermocouples and has a cold junction compensation built into the ECB. Interfaces The ECB provides the EGT information to the ECAM display system.

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HSPS CT/NOV.. 2006

EGT INDICATION SYSTEM - GENERAL HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 7.8

EGT INDICATION SYSTEM - DESCRIPTION AND OPERATION Functional Description Each thermocouple is secured into the exhaust housing by a bolt. They are connected separately to the ECB. Operation The thermocouple generates a millivolt signal to the ECB that is used for engine control and indication (EGT) The voltage value is of approximately 1 millivolt per 24°C (43°F). The ECB compensates automatically the cold junction effect and calculates the average EGT value. An EGT system failure is declared if: - EGT is lower than 120°C (250°F) - EGT is higher than 1200°C (2200°F). The ECU will calculate the average signal of the two thermocouples. In the event a signal difference of 121°C (250°F) or more occurs, the ECB will select the thermocouple indicating the highest value. APU exhaust gas temperature indication is displayed on the lower ECAM when the APU system page is selected. HSPS CT/NOV.. 2006


HSPS CT/NOV.. 2006

EGT INDICATION SYSTEM - DESCRIPTION - OPERATION HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 7.10

ENGINE IDENTIFICATION MODULE Function


To provide the engine serial number to the ECB.

The ID module uses resistors located on a printed circuit board.

Location

The board is housed in an electrical plug and is connected to the ECB by means of 4 electrical wires.

The module is installed on the ignition exciter support bracket (APU left side). Main Features

There are 3 voltage lines V1, V2, V3 and a return line. The engine ID number is read, validated and stored during the power up phase of the ECB.

The ID module consists of a printed circuit board. In case of ID module failure, the APU history data will be associated with the last valid ID number. When a new engine ID number occurs, it is used without erasing the previously recorded historical data.

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ENGINE IDENTIFICATION MODULE HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 7.12

MONITORING SYSTEM - GENERAL General

Warning, caution and indicating lights

This system gives information about the APU actual status, for operation and maintenance.

MASTER WARNING, MASTER CAUTION and annunciator lights provide visual warning indications.

Description

A FAULT light is incorporated in the APU master switch button, APU GEN button and APU BLEED button.

Indication of operating parameters There are also the following lights: The APU operating parameters are displayed on the lower Electronic Centralized Aircraft Monitoring (ECAM) when the APU system page is selected.

- APU "ON" light in the APU master switch - APU "START / ON" and APU "AVAILABLE" light in the APU start button

Maintenance and fault isolation The ECB provides maintenance and fault information to the aircraft Centralized Fault Display System (CFDS). This information is displayed on the Multi-function Control and Display Unit (MCDU) in the flight deck.

- APU GEN "OFF" light in the APU GEN button - APU BLEED "ON" light in the APU BLEED button - APU fire lights on the external control panel and in the flight deck.

Warning messages APU warning messages are displayed on the upper ECAM and the APU system page appears on the lower ECAM.

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MONITORING SYSTEM - GENERAL HSPS CT/NOV.. 2006





SECTION 8 STARTING SYSTEM

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STARTING SYSTEM - GENERAL Function

Starting System Components

The starting system allows the APU to be started on the ground and in flight.

- Starter motor for cranking - Ignition exciter and igniters for ignition

Starting requires: - Fuel system - The cranking of the rotor assembly - Control components (Electronic Control Box, APU Master Switch, External Control Panel, Fire Extinguishing Panel).

- The fuel supply - The ignition of the air-fuel mixture - The automatic control of starting sequences. Starting Requirements - Starting envelope. Normal start throughout the operating envelope: minus 300 m to 11900 m (minus 1000 ft to 39000 ft) - Starting time from zero speed to governed speed: less than 80 seconds - Starting attempts: 3 consecutive starts and cooling for 1 hour.

HSPS CT/NOV. 2006


STARTING SYSTEM - GENERAL HSPS CT/NOV. 2006


STARTING SYSTEM - DESCRIPTION The components involved are the starter-motor, the ignition exciter, the igniters and components of the fuel system and control system.

Ignitor Cables There are two igniter ignitor cables (one for each ignitor plug) that delivers high voltage from the exciter to the ignitors.

Starter-Motor The electric starter motor drives the APU rotor assembly through a sprag clutch. The starter motor is mounted on the gearbox and aligned by a locating pin. A V-band clamp is used to secure the starter to the drive pad. A brush wear indicator pin and a starter low voltage sensing connector are located on the front of the starter.

Ignitor Plugs Two ignitor plugs are used to ignite the fuel in the combustor chamber. The ignitors are threaded into the combustor housing. Control System - Start switch and master switches - Electronic Control Box.

When brush wear reaches 75%, an indicator pin will appear in the plastic viewing window. (See Page 8.8) Starter low voltage is sensed by the ECB through the low voltage sensing connector. Ignition Exciter The ignition exciter is located on the left side of the APU. The exciter is a capacitor-discharge unit that uses 28V DC to provide an intermittent high voltage output to the two ignitor plugs.

HSPS CT/NOV. 2006


ECB

STARTING SYSTEM- DESCRIPTION HSPS CT/NOV. 2006


STARTING SYSTEM - OPERATION Start Selection

APU starting is controlled by the electronic control box.

Starting is selected from the aircraft control panel:

The main phases are:

- Master switch "on"

- Initial phase (cranking, fuel supply and ignition)

- APU system page on lower ECAM annunciates ...

- Self-sustaining speed (de-energize the starter motor and ignition exciter)

- Start button. - 100% speed (speed governing and loading). Starting Operation Shutdown Sequence - Cranking APU shut-down can be activated automatically or manually: Energize the starter motor. - Manually from the APU master switch, from the fire control panel or from the external control panel

- Fuel supply Fuel servo valve and 3 way solenoid valve energized open. - Ignition Ignition exciter energized to provide ignition to the two ignitor plugs.

- Automatically by the ECB fault shut-down system. The ECB controls the fuel control unit 3 way solenoid valve. When the APU is shut down manually or automatically the 3 way solenoid valve is de-energized closed. The closed valve shuts off the fuel to the fuel injectors.

Starting Cycle

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HSPS CT/NOV. 2006

STARTING SYSTEM - OPERATION HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 8.6

STARTER MOTOR - GENERAL Function

Main Components

The electric starter motor cranks the APU during the starting state.

- The starter motor assembly

Location

- The V-band clamp for attachment

The starter-motor is mounted by a V-band clamp on the gearbox starter drive pad.

- Positive and negative terminals - Visual brushwear indicator

Main Features - Starter low voltage connector. - Motor type: Interfaces - Weight: 4.22 kg (9.3 lbs) - Voltage: 24 VDC (max. 28 VDC)

- Electrical power to the starter motor is provided by the aircraft battery system through two start contactors (backup and main)

- Max current: 830 A.

- Starter low voltage sensing - Starter motor clutch.

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(See Page 8.3) (See Page 8.3)

STARTER MOTOR - GENERAL HSPS CT/NOV. 2006


STARTER MOTOR CLUTCH General

Operation

Function

Two operating phases are considered : starter motor engaged and starter motor disengaged.

The function of the clutch is to disengage the starter motor when the APU reaches self-sustaining speed.

Starter Motor Engaged When the starter motor is operating, the sprag pawls make contact with the starter motor shaft and the gear assembly.

Description The clutch is a Line Replaceable Unit. It is necessary to remove the starter motor and the bearing support assembly to extract the clutch. The clutch assembly consists of two gears, a starter motor drive shaft, 4 bearings and a sprag clutch.

Starter Motor Disengaged At 55% speed the starter motor is de-energized by the ECB. As the starter gear speed increases, centrifugal force moves the sprag pawls away from the starter motor shaft. The starter motor shaft is disconnected from the sprag pawls, this prevents the APU from driving the starter motor mechanically.

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OIL SUPPLY STARTER MOTOR CLUTCH - OPERATION HSPS CT/NOV. 2006


IGNITION EXCITER - GENERAL

IGNITION EXCITER - DESCRIPTION

Function

The ignition exciter is a sealed metal box assembly with a mounting bracket.

The ignition exciter transforms low DC voltage into intermittent high voltage supply to the ignitor plugs.

The main components are:

Location

- An input circuit with a connector and a DC/AC converter

The ignition exciter is mounted on the left side of the APU.

- A high voltage transformer

Main Features

- A high voltage output circuit with a rectifier, two capacitors and a triggering device.

- Voltage range: 10 VDC to 30 VDC - Energy: 0.22 Joules per spark

The ignition exciter DC input voltage is sensed by the ECB for fault detection.

- Spark duration: 15 microseconds - Spark rate: 2 Hz at voltage above 10 VDC.

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IGNITION EXCITER - GENERAL - DESCRIPTION HSPS CT/NOV. 2006


IGNITORS AND IGNITOR CABLES Function There are two ignitor plugs used to ignite the fuel in the combustor chamber during start up of the APU. They are connected to the ignition exciter by two shielded ignitor cables. Location The two ignitor plugs are located on the combustor housing: - One at 5 'o'clock - One at 9 'o'clock. Note:

Location is looking at the combustor housing rear view.

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IGNITOR CABLES

IGNITORS HSPS CT/NOV. 2006


APS 3200 AUXILIARY POWER UNIT HSPS CT/NOV.2006



SECTION 9 ELECTRICAL SYSTEM

HSPS CT/NOV.. 2006


ELECTRICAL SYSTEM Functions To operate the electrical accessories by control signals from the ECB. To supply AC power from the APU generator to the aircraft electrical system. Main Features - DC power - AC power. Main Components - The electrical accessories - The ECB - The electrical harness.

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ELECTRICAL SYSTEM HSPS CT/NOV. 2006


AIRCRAFT/APU HARNESS (1) Description ECB connectors

Aircraft harness

The ECB has 2 connectors:

- DC power to ECB and start contactors

- An ARINC 600-2 connector with 3 inserts (A, B, C)

- ARINC 429 data link

- A RS 232 C connector.

- AC generator control

The ARINC 600 connector is installed at the rear of the ECB and plugs into a shelf mounted aircraft connector.

- AC generator excitation control - RS 232 C connector.

The ARINC 600 connector carries all inputs/outputs of the ECB plus the ARINC 429 data link.

There are three firewall connectors that connect the ECB to the engine harness. They are identified as (J-1, J-2 and J-3).

The RS 232 connector can be accessed through the front and the rear connectors for maintenance purposes.

HSPS CT/NOV. 2006


ECB CONNECTORS - AIRCRAFT HARNESS AIRCRAFT/APU HARNESS (1) HSPS CT/NOV. 2006


AIRCRAFT/APU HARNESS (2) Description (continued) APU engine harness The engine harness is connected to three firewall connectors, they are identified as (P-1, P-2 and P-3). P1 connector: - PMG - 3 way solenoid valve - Ignition exciter - Starter Motor (low voltage sense signal) - Bleed Control Valve LVDT - Gearbox de-oiling valve - Oil filter switch indicators - Low oil pressure switch - Oil level sensor - Low fuel pressure switch - Generator high oil temperature sensor - AC generator current transformers.

P2 connector: - Load compressor discharge pressure sensors - IGV actuator (servo valve and LVDT) - BCV actuator (servo valve) - Fuel servo valve - Speeds sensor 1 and 2 - Oil temperature sensor - EGT sensor 1 and 2 - Engine ID module - Air inlet pressure and temperature sensor. P3 connector: - AC generator PMG - AC generator excitation control.

HSPS CT/NOV. 2006


APU HARNESS AIRCRAFT/APU HARNESS (2) HSPS CT/NOV. 2006


AIRCRAFT/APU HARNESS (3) Description (continued) Starter motor electrical power supply cables

AC generator harness

The starter motor DC power supply is provided by the aircraft batteries or the Transformer Rectifier Unit (TRU).

The AC generator connector P-4 is part of the engine harness. The connector provides the following signals:

The supply is controlled by two contactors in series (backup and main start contactors). The power cables link the start contactors directly to the starter motor (+ and -cables).

- AC generator oil temperature and control signals through the P-1 engine harness connector - AC generator PMG signal and exciter field control through the P-3 engine harness connector. The four AC generator cables are connected to the aircraft electrical buss system. Three of the cables provide AC power and the fourth cable is a neutral.

HSPS CT/NOV. 2006


STARTER MOTOR CABLES - AC GENERATOR HARNESS HSPS CT/NOV. 2006

AIRCRAFT/APU HARNESS (3) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 9.8

AC GENERATOR - GENERAL Function The AC generator (Alternating Current Generator) provides electrical power to the aircraft systems. Location The AC generator is mounted on the front face of the gearbox. Type - Brushless - 3 phases - Oil cooled. Main Features - Nominal power: 90 kVA - Output: 115 V, 400 Hz - Rotation speed: 24 034 RPM at 100 % APU speed - Direction of rotation: Clockwise viewing the pad - Weight: approx. 22.7 kg (50 lbs).

Interfaces - Oil system (lubrication, cooling) - Generator Control Unit (GCU) - Electronic Control Box (ECB). Main Components - Permanent Magnet Generator - Current transformers - High oil temperature sensor (HOT).

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AC GENERATOR - GENERAL HSPS CT/NOV. 2006


ELECTRICAL SYSTEM INTERFACES The APU AC generator is connected to the aircraft electrical systems through the APU line contactor. The lower ECAM, APU system page displays the AC generator parameters: - The percent of load - The output voltage (115 V) - The output frequency (400 Hz).

HSPS CT/NOV. 2006


ELECTRICAL SYSTEM INTERFACES HSPS CT/NOV. 2006


APS 3200 AUXILIARY POWER UNIT HSPS CT/NOV..2006

Page 9.13 HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the Restriction on the title page of this document


SECTION 10 APU INSTALLATION

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APU COMPARTMENT The APU compartment is located inside the aircraft tail cone. The compartment is fire proof using firewalls made of titanium alloy. Two longitudinally-hinged access doors provide access to the APU compartment. The air inlet duct assembly is attached to the right access door and provides a ducted airflow to the APU air inlet plenum. The APU compartment has a fire extinguishing bottle located in a separate compartment, forward of the firewall. Cooling and ventilation of the compartment is provided by the APU cooling fan. The fan provides air flow to the oil cooler and the APU compartment.

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AMBIENT AIR COMPRESSED AIR EXHAUST GAS

APU COMPARTMENT

HSPS CT/NOV. 2006


APU ATTACHMENT The APU is attached to the aircraft tail cone structure by three struts. The struts are connected to the APU through vibration isolators. The two forward struts are attached to mounts on each side of the gearbox. The rear strut is attached to the power section impeller containment shield. A lifting eye is also provided for installation and removal of the APU.

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HSPS CT/NOV. 2006

APU ATTACHMENT HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 10.4

AIR INLET SYSTEM The Diverter directs ambient air flow into the air inlet when the aircraft is operating at high airspeeds.

Function The air inlet system provides ambient air to the APU air inlet plenum. Location

The Air Inlet has a flap that is opened and closed by an electric actuator. The actuator is controlled by the ECB.

The air inlet is located on the underside of the tail section.

The Diffuser slows the airflow delivery to the APU.

System Components

The Elbow is attached to the diffuser and directs the ambient airflow into the APU air inlet plenum.

The air inlet system includes: - The diverter

The air inlet duct assembly is secured to the right access door and can be removed to provide better accessibility to the APU.

- The air inlet - The diffuser - The elbow - The interface with the APU inlet plenum.

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AMBIENT AIR

AIR INLET SYSTEM HSPS CT/NOV. 2006


EXHAUST SYSTEM Function The exhaust system directs the APU exhaust gasses overboard. Location The system is installed in the tail cone between the APU exhaust and the end of the tail cone. System Components - The exhaust pipe - The exhaust muffler - The insulation - The sealing ring. The exhaust pipe is mounted on rails that are attached to the inside of the tail cone. This allows the exhaust pipe to be disconnected from the APU and moved rearward to provide additional clearance during removal and installation of the APU.

HSPS CT/NOV. 2006


EXHAUST GAS

EXHAUST SYSTEM HSPS CT/NOV. 2006


DRAIN SYSTEM (1) Function

- Flow Divider Purge Drain (To exhaust)

The APU drain system provides drains from various components. The fluids are collected and drained overboard through the drain mast.

- Gearbox Vent

(To exhaust).

The fuel control unit, BCV actuator and IGV actuator use a common drain to the aircraft drain tank. Fluids are siphoned from the drain tank, into the drain mast and then discharged overboard when the aircraft is in flight. The other common and single drains flow directly into the drain mast and then discharge overboard. APU Drains and Vent - Combustor Drain - Air Bypass Plenum Drain - Exhaust Pipe Drain - Front Bearing Seal Drain - Fuel Control Unit Drain - BCV Actuator Seal Drain - IGV Actuator Seal Drain HSPS CT/NOV. 2006


SIPHON TUBE

COLLECTOR TANK

DRAIN FLUID

HSPS CT/NOV. 2006

DRAIN SYSTEM (1) HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 10.10

FIRE PROTECTION APU fire protection consists of a detection system and an extinguishing system. The systems are supplied by the aircraft manufacturer.

Operation The APU fire control panel is located in the flight deck overhead panel.

Fire Detection and Extinguishing The detection system uses two continuous sensing elements installed on the APU compartment walls. One fire bottle is available for fire extinguishing. The bottle is installed on the forward side of the APU compartment firewall.

Pushing the fire switch will immediately shut down the APU and arm the fire extinguishing system. In the event of an APU fire on the ground, the APU will automatically shutdown and discharge the extinguishing system.

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FIRE PROTECTION HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 10.12




SECTION 11 MAINTENANCE

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INSPECTION AND CHECKS Visual Inspections

Borescope Inspection

Opening the APU compartment for corrective maintenance or servicing provides the opportunity to visually inspect the APU for security, leaks, and warning indicators. The following are recommended inspection items:

The APU internal components may be inspected by using a flexible borescope. To rotate the APU internal components, the cooling fan inlet duct may be removed to allow manual rotation of the fan impeller.

- Engine mounts

The following components can be inspected with the APU installed in the aircraft.

- Engine Components and Fluid lines - Load compressor impeller and guide vanes - Oil Quantity and Magnetic Drain plug - Power section impeller - Oil and Fuel Filter impending blockage Indicators - Combustor, viewed through the ignitor and fuel injector bosses - Electrical harness and Connectors - First stage turbine wheel - Engine Air Inlet Plenum - Second stage turbine wheel. - Engine Combustor Housing and Exhaust System. Refer to the Aircraft Maintenance Manual for borescope procedures.

HSPS CT/NOV.. 2006


VISUAL INSPECTIONS - BORESCOPE INSPECTION HSPS CT/NOV. 2006

INSPECTION AND CHECKS HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 11.2

LINE REPLACEABLE UNITS The following Line Replaceable Units (LRU's) can be removed and replaced without removing the APU from the aircraft: Electronic Control Box Engine Harness Identification Module Starter Motor Clutch Assembly Ignition Exciter Ignitor Cables Ignitor Plugs Speed Sensors Thermocouples Air Inlet Pressure And Temperature Sensor Oil Filter Elements Switch Indicators Magnetic Drain Plug De-Oiling Valve Low Oil Pressure Switch Oil Temperature Sensor Oil Level Sensor Oil Pressure Relief Valve Oil Cooler Fuel Control Unit Fuel Filter Element Flow Divider Assembly Pilot Manifold Assembly Main Manifold Assembly

Pilot Fuel Injectors Main Fuel Injectors Inlet Guide Vane Actuator Bleed Control Valve Compressor Discharge Sensor Cooling Fan Assembly AC Generator Pad Fuel and Oil Pipes Combustor Chamber Drain Valve

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OIL COOLER STARTER

IGNITION EXCITER ENGINE HARNESS

IDENTIFICATION MODULE

FUEL CONTROL UNIT

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DE-OILING VALVE LEFT FRONT-TOP VIEW HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 11.4


BLEED CONTROL VALVE

COMPRESSOR DISCHARGE SENSOR

AC GENERATOR MOUNTING PAD OIL LEVEL SENSOR

SPEED SENSOR RIGHT FRONT TOP VIEW HSPS CT/NOV. 2006


SWITCH INDICATORS

GENERATOR SCAVENGE FILTER

LUBRICATION FILTER MAGNETIC DRAIN PLUG

HSPS CT/NOV. 2006

RIGHT FRONT BOTTOM VIEW HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

OIL PRESSURE REIEF VALVE

Page 11.6

IGNITOR FUEL FLOW DIVIDER ASSEMBLY PILOT MANIFOLD ASSEMBLY MAIN MANIFOLD ASSEMBLY FUEL FILTER THERMOCOUPLE IGNITOR CABLES

SPEED SENSOR OIL TEMPERATURE SENSOR LEFT REAR BOTTOM VIEW HSPS CT/NOV. 2006


AIR INLET AND TEMPERATURE SENSOR

LOW OIL PRESSURE SWITCH NOTE: (The switch may also be Located on the lower right side of the gearbox)

HSPS CT/NOV. 2006

RIGHT REAR TOP VIEW HAMILTON SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 11.8

THEMOCOUPLE IGNITOR MAIN FUEL INJECTOR

COMBUSTOR DRAIN CHECK CHECK VALVE

PILOT FUEL INJECTOR

AIR INLET AND TEMPERATURE SENSOR RIGHT REAR BOTTOM VIEW

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SECTION 12 FAULT ISOLATION VERSION 6.0

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GENERAL DESCRIPTION

CFDIU/PRINTER INTERFACE

The centralized fault display system (CFDS) provides electronic system fault detection, fault storage, fault displays, operational testing and troubleshooting from the flight deck multi-purpose control and display unit (MCDU).

The CFDIU sends MCDU screen information and print commands to the optional printer automatically or on request.

CENTRALIZED FAULT DISPLAY AND INTERFACE UNIT

The CFDIU sends fault information to the optional ACARS for downlinking when selected manually by the MCDU operator or when an uplink request is received from a ground station via the ACARS management unit.

The CFDIU provides the interface between the APU electronic control box (ECB) and the MCDU for screen display of APU fault information.

CFDIU/ACARS INTERFACE

MULTIPURPOSE CONTROL AND DISPLAY UNITS The Multipurpose Control and Display Unit (MCDU) is a display unit and a keyboard used by the CFDS to display and interrogate faults and to initiate system tests. Both MCDU's (Multipurpose Control and Display Unit) are connected to the CFDS. Only one MCDU can be used when interrogating the CFDS.

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MCDU - 2

MCDU - 1

CENTRALIZED FAULT DISPLAY SYSTEM HSPS CT/NOV. 2006


APU FAULT WARNINGS Flight Deck Fault Warnings are identified as Class 1, 2 and 3. Class 1 faults are further identified as Level 3, 2 and 1. CLASS 1 - Level 3 - This level corresponds to warnings needing immediate action. - Level 3 warnings are associated with: - Repetitive chime - Warning message on upper ECAM display - Master Warning Light flashing Red - APU systems page on lower ECAM display - Level 2 - This level corresponds to abnormal situations needing immediate awareness but not immediate action. Level 2 warnings are associated with: - Single chime - Master caution steady Amber light - Warning messages on upper ECAM display - APU system page on lower ECAM display Level 1 - This level corresponds to reduced bleed air performance - It is associated with low or zero duct pressure - Low or zero duct pressure is visible (lower ECAM display) on the engine system page during MES or on the APU system page.

CLASS 2 - These failures are indicated on the STATUS page, under the title of MAINTENANCE. - They are also accessible through the CFDS. STS

indicates that the STATUS page is not empty and flashes in flight phase 10 on the upper ECAM display.

CLASS 3 - These failures are only accessible through the CFDS. No APU fault warnings are displayed.

HSPS CT/NOV. 2006


APU FAULT WARNINGS HSPS CT/NOV. 2006


APU FAULT WARNINGS STATUS STATUS (STS) indication is an "attention getter" on the upper ECAM display. STATUS (STS) indicates that a status message (class 1 or class 2 fault) is present and further maintenance action may be required. A flashing STS indication occurs after the second engine shutdown in Flight Phase 10. It is necessary to press the STS key on the ECAM control panel for the STATUS page to appear on the lower ECAM display.

HSPS CT/NOV. 2006


UPPER ECAM ADVISORY AND STATUS DISPLAY HSPS CT/NOV. 2006


APU FAULT WARNINGS ECAM CONTROL PANEL The control panel allows selection of the aircraft system page including APU. Pressing the Status (STS) key presents the STATUS page on the lower ECAM display. The STATUS page will indicate the faulty aircraft systems under the INOP SYS (Class 1 Fault) and MAINTENANCE (Class 2 Fault) titles.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


MULTIPURPOSE CONTROL AND DISPLAY UNITS

APU FAULT OPERATION

The Multipurpose Control and Display Unit (MCDU) is a display unit and a keyboard used by the CFDS to display and interrogate faults and to initiate system tests. Both MCDU's (Multipurpose Control and Display Unit) are connected to the CFDS.

SYSTEM SELECTION

Only one MCDU can be used when interrogating the CFDS.

Selecting the CFDS line select key will then display CFDS menu.

Pressing the MCDU MENU key, the MCDU menu page is displayed, and any one of the systems connected to the MCDU can be selected.

Pressing the SYSTEM REPORT/TEST line select key displays the SYSTEM REPORT TEST menu.

The MCDU MENU page is displayed when the MCDU MENU key is pushed.

A multiple page display is indicated by an arrow (∇) in the right upper corner of the screen. In this case the NEXT PAGE key must be used to provide access to the various pages of the display. The NEXT PAGE key can be used as long as the arrow is displayed. Twelve line select keys, six on the left and six on the right, provide access to a page or a function. The line select keys permit access to a page or a function when these prompt symbols appear (>, <). They are identified as 1L to 6L on the left, and 1R to 6R on the right. If a flight deck printer is installed and operational, the current MCDU display screen may be printed by pushing the PRINT line select key.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006

MULTIPURPOSE CONTROL AND DISPLAY UNIT HAMILTO SUNDSTRAND PROPRIETARY Use or disclosure of this data is subject to the restriction on the title page of this document.

Page 12.10

APU FAULT OPERATION SYSTEM REPORT/TEST

APU

When SYSTEM REPORT/TEST is selected while on the ground, a systems menu is displayed. The APU selection is located on the second page of the menu. Pushing the NEXT PAGE key will display APU.

There are two APU menu pages available. The first page displays the following information:

Selection of the RETURN line select key on the first page will display MCDU MENU.

LASTLEGREPORT PREVIOUSLEGREPORT LRUIDENTIFICATION

Selection of the RETURN line select key on the second page will display the first page of SYSTEM REPORT/ TEST.

SYSTEMSELF-TEST SHUTDOWNS The second page of the APU menu when selected by the NEXTPAGE key, displays the following information: APUDATA/OIL CLASS3FAULTS Selection of the RETURN line select key on the First Page will display the Second Page of SYSTEM REPORT/TEST. Selection of the RETURN line select key on the (Second Page) will display the (First Page) of APU menu.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


APU FAULT OPERATION APU LAST LEG REPORT


The Last Leg Report displays fault information delivered by the CFDS system. It can store up to 40 failures during the Last Leg. The Last LEG Report displays only class 1 and 2 faults and contains the identity of each LRU, its corresponding Date, GMT, ATA chapter and Fault Code Number (FCN) for each fault occurrence. The Functional Identification Number (FIN) appears after each LRU. In the case of multiple failures, the failures will be displayed in chronological order with two failures per page. A maximum count of four intermittent faults will only be displayed in the same flight leg. Prompts (>) at the end of each LRU message indicate the line select key to display the APU FAULT CONDITIONS screen. All of the Last Leg Report is printed when the PRINT line select key is pushed, even if it contains several pages.

The Last Leg Report contents are transferred into the Previous Leg Report with each new flight leg. The report can store up to 200 failures over the last 63 flight legs. Each LRU is identified along with the Aircraft identification, Leg number, Date, GMT, ATA chapter and Fault Code Number (FCN) for each fault occurrence. The Functional Identification Number (FIN) appears after each LRU. In the case of multiple failures, the failures will be displayed in reverse chronological order with two failures per page. Prompts (>) at the end of each LRU message indicate the line select key to display the APU FAULT CONDITIONS screen. Only the PREVIOUS LEGS REPORT displayed page will be printed when the PRINT line select key is pushed.



HSPS CT/NOV. 2006


APU LAST LEG REPORT


HSPS CT/NOV. 2006


APU FAULT OPERATION APU LRU IDENTIFICATION

APU SYSTEM SELF TEST

The LRU Identification page displays the ECB Part Number, ECB Serial Number and the ECB Software Version.

A self test of LRU's may be initiated through the CFDS. The test can only be accomplished when the APU is not running and the Master Switch is ON. In case of no failures or when the test is in progress, or lack of availability of the test function, the message of TEST OK, IN PROGRESS and NOT AVAILABLE will be displayed respectively. Detected failures will be displayed with their ATA Chapter and Fault Code Number (FCN). The Functional Identification Number (FIN) appears after each LRU. In the case of multiple failures, the failures will be displayed in chronological order with two failures per page. Only the SYSTEM SELF TEST displayed page will be printed when the PRINT line select key is pushed.

The ECB part number is adjustable and is stored in the NVM. The built letter (H) following the part number is adjustable from A to Z. Selection of the RETURN line select key will display APU menu, (First Page).


HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


APU FAULT OPERATION APU SHUTDOWNS

APU DATA/OIL

The Shutdowns page contains its corresponding Date, GMT, Fault Code Number (FCN), shutdown message and the identity of the LRU. The Shutdowns will be displayed in reverse chronological order with only one shutdown per page. Prompts (>) at the end of each LRU message indicate the line select key to display the APU FAULT CONDITIONS screen.

APU Data/Oil page contains the Date, APU Serial Number (S/N), Hours, Start Attempts, Start Cycles and Oil level status. Prompts (>) at the end of the message indicate the line select key to display the "Update APU Data" screen. Selection of the RETURN line select key will display APU menu, (Second Page).

In case there are no shutdowns, the message of NO SHUTDOWNS will be displayed. Only the SHUTDOWNS displayed page will be printed when the PRINT line select key is pushed. Selection of the RETURN line select key will display APU menu, (First Page).

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


APU FAULT OPERATION APU CLASS 3 FAULTS Class 3 Faults can be stored up to 200 failures over the last 63 flight legs. Each LRU is identified along with the Aircraft identification, Leg number, GMT, ATA chapter and Fault Code Number (FCN) for each fault occurrence. The Functional Identification Number (FIN) appears after each LRU. In the case of multiple failures, the failures will be displayed in reverse chronological order with two failures per page. Prompts (>) at the end of each LRU message indicate the line select key to display the APU FAULT CONDITIONS screen. In case there are NO CLASS 3 FAULTS detected, the message NO FAULTS will be displayed. Only the CLASS 3 FAULTS displayed page will be printed when the PRINT line select key is pushed. Selection of the RETURN line select key will display APU menu, (Second Page).

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


APU FAULT OPERATION UPDATE APU DATA Selection of this screen allows the operator to update the APU hours and cycles when the ECB or the APU is changed. The Update APU Data screen is only accessible by prompts (>) from the APU Data/Oil Screen. The Update APU Data screen displays the APU Serial Number (S/N), and current values of Hours and Cycles. The new values of hours and cycles can be entered by use of MCDU keyboard. After line key 3L is pressed (Prompt <) the screen will display the new values for APU hours and cycles when the ECB or APU is changed. The HOURS and CYCLES will be printed when the PRINT line select key is pushed. Selection of the RETURN line select key will display the APU DATA/OIL screen.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


APU FAULT OPERATION FAULT CONDITIONS The Fault Conditions screens are only available by the line select keys indicated by prompt (>) on the Last Leg Report, Previous Legs Report, Shutdown and Class 3 fault screens. Selection will display the Fault Conditions screen-1 or screen-2. Each screen will display the APU S/N, Date, GMT and the identity of the LRU. The Functional Identification Number (FIN) appears after the LRU. Engine data from the fault data stored in the Electronic Control Box non-volatile memory will also appear on each screen. (See Screen-1 and Screen-2 Parameters on page 12-24). One screen at a time is displayed. To select screen-2 when screen-1 is displayed or select screen-1 when screen-2 is displayed it is necessary to press the NEXT PAGE key on the Multipurpose Control and Display Unit (MCDU). Only the screen that is displayed (Screen-1 or Screen-2) will be printed when the PRINT line select key is pushed. Selection of the RETURN line select key will display the screen that was shown preceding selection of the Fault Selection Screens.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


FLIGHT DECK PRINTER The Printer provides onboard printouts concerning various aircraft systems, one at a time. MANUAL PRINT In manual mode, prints of the MCDU screen display are printed when the PRINT line select key is pushed. AUTOMATIC PRINT In flight phase 10, the Post Flight Report will be automatically printed. The Post Flight Report is the sum of the LAST LEG REPORT and the LAST LEG ECAM REPORT. A list of ECAM Warnings and Fault Messages with the associated time and ATA chapter references are provided on the printed tape.

HSPS CT/NOV. 2006


FLIGHT DECK PRINTER HSPS CT/NOV. 2006


FAULT CHARTS

SYSTEM SEVERITY LEVEL

The following Fault Charts provide the information that will be sent to the CFDS by the ECB in the event of a fault. The information appears in the Fault Chart columns located under the following headings:

System Severity Levels are not sent to the CFDS. It is presented here only as information.

Version 5.0 MCDU LRU Message MCDU Shutdown Message Fault Code Fault Class LRU ID ATA Chapter System Severity level

Once a fault has been identified with a switch or a sensor that component will no longer be used for further fault detection, isolation or control until the fault is no longer present. Detected faults can be cleared and a restart may be possible once the master switch is cycled. SYSTEM SEVERITY LEVEL

ECB ACTION

ECB MESSAGE

1

SHUTDOWN


2

SHUTDOWN


3

SHUTDOWN IF REDUNDANT SOURCE NOT AVAILABLE


4

CONTINUE TO OPERATE


X

NOT APPLICABLE

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE


0

1

13

495112

4

4

4

4

4

4

4

4


1

1

13

495112

4

4

4

4

4

4

4

4


2

1

53

495253

X

X

X

4

4

4

4

X


3

1

13

495112

4

4

4

4

4

4

4

4


4

1

29

492317

4

4

4

4

4

4

4

4


5

1

29

492317

4

4

4

4

4

4

4

4


6

1

29

492317

4

4

4

4

4

4

4

4

(BLANK)

7


8

1

29

492317

4

4

4

4

4

4

4

4


9

1

29

492317

4

4

4

4

4

4

4

4

GENERATOR (8XS)

10

3

25

242351

3

3

3

3

3

3

3

3

GENERATOR (8XS)

11

3

25

242351

3

3

3

3

3

3

3

3


12

3

38

499151

3

3

3

3

3

3

3

3


13

3

38

499151

3

3

3

3

3

3

3

3

ECB (59KD)

14

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

15

3

14

496134

4

4

4

4

4

4

4

4


16

3

12

499149

4

X

X

4

X

X

4

4

CONTACTOR (5KA)

17

1

59

494255

X

X

X

4

X

X

X

X

CONTACTOR (10KA)

18

1

10

494255

X

X

X

4

X

X

X

X

HSPS CT/ NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL WRG: ECB PIN AB-H9

19

3

45

496100

X

X

X

4

X

X

X

X

WRG: ECB PIN AB-J6

20

3

3

496100

X

X

X

X

4

4

X

X


21

1

21

493211

4

X

X

4

4

4

X

4

WRG: ECB PIN AB-H8

22

2

6

496100

X

X

X

X

4

X

X

X

EXCITER SHORTED

23

1

26

494138

X

X

X

4

X

X

X

X

ECB (59KD)

24

2

14

496134

4

4

4

4

4

4

X

4


25

2

2

491651

4

4

X

X

X

X

4

4


26

2

2

491651

4

4

X

X

X

X

4

4

ECB (59KD)

27

3

14

496134

4

4

X

X

X

X

4

4

ECB (59KD)

28

3

14

496134

3

3

3

3

3

3

3

3


29

3

40

497113

X

X

3

3

3

3

3

X

ECB (59KD)

30

3

14

496134

X

X

X

3

3

3

X

X

ECB (59KD)

31

3

14

496134

3

3

3

3

3

3

3

3


32

3

42

497113

X

X

3

3

3

3

3

X

33

1

44

497113

1

1

1

1

1

1

1

1

34

3

NO TEXT

4

4

4

4

4

4

4

4

EGT TC1 (8075KM1)

35

3

15

497215

X

X

X

3

3

3

X

X

EGT TC1 (8057KM1)

36

3

15

497215

3

3

3

3

3

3

3

3

SPEED SNSR1 (8060KM1) AND SPEED SNSR2 (8060KM2)

LOSS OF SPEED

(SPEED SENSORS DO NOT MATCH - NO TEXT)

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL EGT TC2 (8057KM2)

37

3

18

497215

X

X

X

3

3

3

X

X

EGT TC2 (8057KM2)

38

3

18

497215

3

3

3

3

3

3

3

3

GEN SCAN FILTER (8069KM) AND LUB FILTER (8076KM)

39

2

7

499141

4

4

4

4

4

4

4

X

40

1

-

-

X

X

X

1

1

1

X

X

41

3

39

497331

4

X

X

X

X

X

X

4

-

LOSS OF DC POWER

SERIAL NUMBER ENCODER (8061KM) IGNITION UNIT (8030KM)

NO FLAME

42

1

26

494138

X

X

X

1

X

X

X

X

ECB (59KD)

NO FLAME

42

1

14

496134

X

X

X

1

X

X

X

X

FUEL CONTROL UNIT (8022KM)

NO FLAME

42

1

21

493211

X

X

X

1

X

X

X

X


NO FLAME

42

1

70

282200

X

X

X

1

X

X

X

X

IGNITION UNIT (8030KM) FUEL CONTROL (8022KM)

NO FLAME

42

1

27

494138

X

X

X

1

X

X

X

X

43

2

36

499414

4

4

X

X

X

X

X

4

OIL PRESS SW (8091KM) CHECK OIL LEAKAGE/OIL PRESS SW (8091KM)

LOW OIL PRESSURE

44

1

37

499100

X

X

X

2

2

2

X

X

CHECK OIL LEAKAGE/OIL PRESS SW (8091KM)

LOW OIL PRESSURE

45

1

37

499100

X

X

X

2

2

2

X

X

CHECK OIL COOLER ASSY

HIGH OIL TEMPERATURE

46

1

9

499144

X

X

X

2

2

2

X

X

CHECK OIL SYSTEM/GENERATOR (8XS)

GEN HIGH OIL TEMP

47

1

24

499100

X

X

X

2

2

2

X

X

LOW OIL LEVEL

48

2

32

499300

4

4

X

X

X

X

X

4


49

2

35

499317

4

4

X

X

X

X

X

4


50

2

35

499317

4

4

X

X

X

X

X

4

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL ACFT BAT NOT SELECTED/CONTACTOR (5KA)

NO ACCELERATION

51

1

11

243800

X

X

X

1

X

X

X

X

CONTACTOR (5KA)

NO ACCELERATION

51

1

59

494255

X

X

X

1

X

X

X

X

CONTACTOR (10KA)

NO ACCELERATION

51

1

10

494255

X

X

X

1

X

X

X

X


NO ACCELERATION

51

1

51

494200

X

X

X

1

X

X

X

X

STATOR MOTOR (8KA)/STARTERCLUTCH (8033KM)

NO ACCELERATION

51

1

46

494251

X

X

X

1

X

X

X

X

ECB (59KD)

NO ACCELERATION

52

1

14

496134

X

X

X

1

X

X

X

X


NO ACCELERATION

52

1

21

493211

X

X

X

1

X

X

X

X


NO ACCELERATION

52

1

70

282200

X

X

X

1

X

X

X

X

FUEL CTL UNIT (8022KM)/FLOW DIVIDER (8024KM)

NO ACCELERATION

52

1

23

493211

X

X

X

1

X

X

X

X


NO ACCELERATION

53

1

21

493211

X

X

X

2

X

X

X

X

ECB (59KD)

NO ACCELERATION

53

1

14

496134

X

X

X

2

X

X

X

X


NO ACCELERATION

53

1

12

499149

X

X

X

2

X

X

X

X

IGV ACTR (8014KM)

NO ACCELERATION

53

1

28

492351

X

X

X

2

X

X

X

X

STARTER MOTOR (8KA)/BLD CTL VLV (8051KM)

NO ACCELERATION

53

1

46

494251

X

X

X

2

X

X

X

X

FLOW DIVIDER (8024KM)

NO ACCELERATION

53

1

68

493213

X

X

X

2

X

X

X

X

FLOW CTL UNIT (8022KM)

NO ACCELERATION

53

1

21

493211

X

X

X

2

X

X

X

X

ECB (59KD)

54

3

14

496134

4

X

X

X

X

X

X

4

ECB (59KD)

55

3

14

496134

4

X

X

X

X

X

X

4

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE


56

3

14

496134

4

X

X

X

X

X

X

4


57

2

2

491651

4

4

4

4

4

4

4

4


58

2

2

491651

X

4

4

4

X

X

4

4


59

1

21

493211

4

X

X

X

X

X

X

4


60

1

21

493211

4

X

X

X

X

X

X

4

61

1

14

496134

X

X

X

2

2

2

X

X

62

1

28

492351

X

X

X

X

4

X

X

X

ECB (59KD)

ECB FAILURE

IGV ACTR (8014KM) IGV ACTR (8014KM)

63

1

28

492351

X

X

X

X

4

X

X

X

ECB (59KD)

64

2

14

496134

X

X

X

X

4

X

X

X

66

2

14

496134

X

X

X

X

4

X

X

X

(BLANK)

65


UNDERSPEED

67

1

14

496134

X

X

X

X

1

1

X

X


UNDERSPEED

67

1

70

282200

X

X

X

X

1

1

X

X


UNDERSPEED

67

1

21

493211

X

X

X

X

1

1

X

X


OVERSPEED

68

1

44

497113

X

X

X

1

1

1

X

X

ECB (59KD)

OVERSPEED

68

1

14

496134

X

X

X

1

1

1

X

X


OVERSPEED

68

1

21

493211

X

X

X

1

1

1

X

X

69

1

5

495153

X

X

X

X

4

X

X

X


HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL BLEED CTL VLV (8051KM)

70

1

5

495153

X

X

X

X

4

X

X

X

ECB (59KD)

71

1

14

496134

X

X

X

X

4

X

X

X

73

2

14

496134

X

X

X

X

4

X

X

X

74

1

14

496134

1

X

X

X

X

X

X

X

ECB (59KD)

75

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

76

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

77

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

78

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

79

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

80

3

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

81

3

14

496134

4

X

4

4

4

4

X

4

ECB (59KD)

82

2

14

496134

4

4

4

4

4

4

4

4

ECB (59KD)

83

3

14

496134

4

4

4

4

4

4

4

4


84

3

12

499149

4

X

X

4

X

X

4

4

ACFT BAT NOT SELECTED/ CONTACTOR (5KA)

85

1

11

243800

X

X

X

4

X

X

X

X

CONTACTOR (10KA)

86

1

10

494255

X

X

X

4

X

X

X

X

WRG: ECB PIN AB-H9

87

3

45

496100

X

X

X

4

X

X

X

X

(BLANK)

72


ECB FAILURE

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL WRG: ECB PIN AB-J6

88

3

3

496100

X

X

X

X

4

4

X

X


89

1

21

493211

4

X

X

4

4

4

X

4

WRG: ECB PIN AB-H8

90

2

6

496100

X

X

X

X

4

X

X

X

IGNITION UNIT (8030KM)

91

1

26

494138

X

X

X

4

X

X

X

X


92

3

40

497113

3

3

3

3

3

3

3

3


93

3

40

497113

3

3

3

3

3

3

3

X


94

3

42

497113

3

3

3

3

3

3

3

3


95

3

42

497113

3

3

3

3

3

3

3

X


96

1

5

495153

X

X

X

X

4

4

X

X


SURGE/REVERSE FLOW

97

1

5

495153

X

X

X

X

2

2

X

X

IGV ACTR (8014KM)

OVERTEMPERATURE

98

1

28

492351

X

X

X

2

2

2

X

X

EGT TC1 (8057KM1)

OVERTEMPERATURE

98

1

15

497215

X

X

X

2

2

2

X

X

EGT TC2 (8057KM2)

OVERTEMPERATURE

98

1

18

497215

X

X

X

2

2

2

X

X


OVERTEMPERATURE

98

1

21

493211

X

X

X

2

2

2

X

X


99

1

21

493211

X

X

X

X

X

X

1

X

ECB (59KD)

100

2

14

496134

3

X

X

X

X

X

X

3

ECB (59KD)

101

2

14

496134

3

X

X

X

X

X

X

3

102

1

16

497215

2

2

2

2

2

2

2

2

EGT TC1 (8057KM1) AND EGT TC2 (8057KM2)

SENSOR FAILURE

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE


103

1

13

495112

4

4

4

4

4

4

4

4

ECB (59KD)

ECB FAILURE

104

1

14

496134

1

1

1

1

1

1

1

1

ECB (59KD)

ECB FAILURE

105

1

14

496134

1

1

1

1

1

1

1

1

NO DATA FROM ECS

106

3

34

216334

X

X

X

X

4

X

X

X

ECB (59KD)

107

2

14

496134

X

4

4

4

4

4

4

4

ECB (59KD)

ECB FAILURE

108

1

14

496134

X

1

1

1

1

1

1

1

ECB (59KD)

ECB FAILURE

109

1

14

496134

X

1

1

1

1

1

1

1

ECB (59KD)

ECB FAILURE

110

1

14

496134

X

1

1

1

1

1

1

1

ECB (59KD)

ECB FAILURE

111

1

14

496134

X

1

1

1

1

1

1

1

112

2

31

282214

X

X

X

4

4

4

X

X

113

1

NO TEXT

-

1

1

1

1

1

1

1

1

FUEL LOW PRESS/LOW FUEL PRESS SW (5030QM) -

EMERGENCY STOP


SENSOR FAILURE

114

1

53

495253

X

X

X

1

X

X

X

X

ECB (59KD)

BACKUP OVERSPEED

115

1

14

496134

X

1

1

1

1

1

1

1


BACKUP OVERSPEED

115

1

44

497113

X

1

1

1

1

1

1

1


BACKUP OVERSPEED

115

1

21

493211

X

1

1

1

1

1

1

1


BACKUP OVERSPEED

115

1

53

495253

X

1

1

1

1

1

1

1

ECB (59KD)

BACKUP OVERSPEED CIRCUIT FAILURE

116

1

14

496134

1

X

X

X

X

X

X

X

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE


117

1

14

496134

4

X

X

X

X

X

X

4


118

1

70

282200

X

X

X

X

4

4

4

X

IGV ACTR (8014KM)

118

1

28

492351

X

X

X

X

4

4

4

X


119

1

70

282200

X

X

X

X

4

4

4

X


119

1

5

495153

X

X

X

X

4

4

4

X


120

2

2

491651

X

X

X

X

X

X

4

X


AIR INTAKE NOT OPEN

121

1

2

491651

X

1

1

X

X

X

X

1

OIL TEMP SNSR (8084KM) AND GENERATOR (8XS)`

SENSOR FAILURE

122

1

50

499151

2

2

2

2

2

2

2

2

ECB (59KD)/APU HARNESS (8001KM)

123

1

8

496134

4

4

4

4

4

4

4

4

WRG: ACFT TYPE PIN/FCB (59KD)

124

3

47

496100

4

X

X

X

X

X

X

X

WRG: ECB PIN AB-H5

125

3

4

496100

4

4

4

4

4

4

4

4


126

1

51

494200

X

X

X

4

X

X

X

X

CONTACTOR (10KA)

127

3

10

494255

X

X

X

4

X

X

X

X

CONTACTOR (5KA)

128

1

59

494255

X

X

X

4

X

X

X

X

CONTACTOR (5KA)

129

3

59

494255

X

X

X

4

X

X

X

X

SERIAL NUMBER ENCODER (8061KM)

130

3

39

497331

4

X

X

X

X

X

X

4

1

14

496134

1

X

X

X

X

X

X

1

(BLANK) ECB (59KD)

131

ECB FAILURE

132

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL FIRE EMERG-STOP RELAY (6WF)

133

3

54

262200

X

X

X

X

X

X

4

X

FIRE EMER STOP RELAY (6WF)

134

3

54

262200

X

X

X

X

X

X

4

X

ECB (59KD)

135

3

14

496134

X

4

4

4

4

4

4

X

(EMERGENCY STOP TEST - NO TEXT)

136

3

NO TEXT

-

4

4

X

X

X

X

X

X

(BLANK)

137


138

1

5

495153

X

X

X

4

X

X

X

X

IGV ACTR (8014KM)

139

1

28

492351

X

X

X

4

X

X

X

X

OIL PRESS SW (8091KM) AND OIL LVL SNSR (8089KM)

SENSOR FAILURE

140

1

55

499414

2

2

X

X

X

X

X

2

OIL PRESS SW (8091KM) AND LOW OIL LEVEL

SENSOR FAILURE

141

1

56

499414

2

2

X

X

X

X

X

2

ECB (59KD)

LOSS OF SPEED

142

1

14

496134

1

1

1

1

1

1

1

1


SURGE/REVERSE FLOW

143

1

5

495153

X

X

X

X

2

2

X

X


SENSOR FAILURE

144

1

53

495253

X

X

X

1

X

X

X

X


LOSS OF SPEED

145

1

41

497133

1

1

1

1

1

1

1

1


LOSS OF SPEED

146

1

43

497113

1

1

1

1

1

1

1

1

149

1

13

499112

X

X

X

4

4

4

4

X

150

1

14

496134

X

1

1

1

1

1

1

X

(BLANK)

147

(BLANK)

148

BLD FLOW XDCR (8039KM) ECB (59KD)

ECB FAILURE

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE


ECB FAILURE

151

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

152

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

153

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

154

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

155

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

156

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

157

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

158

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

159

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

160

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

161

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

162

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

163

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

ECB FAILURE

164

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

165

3

14

496134

4

4

4

4

4

4

4

X

ECB (59KD)

166

3

14

496134

X

4

4

4

4

4

4

X

ECB (59KD)

ECB FAILURE

167

1

14

496134

X

1

1

1

1

1

1

X

ECB (59KD)

APU FUEL VALVE FAILED OPEN

168

1

14

496134

X

1

X

X

X

X

1

X

HSPS CT/NOV. 2006


SELF TEST

SHUTDOWN

COOLDOWN

ATA CHAPTER

RUN

LRU ID

STARTING

FAULT CLASS

START PREP

FAULT CODE

WATCH


POWER UP

MCDU LRU MESSAGE

SYSTEM SEVERITY LEVEL BLD FLOW XDCR (8039KM)/ BLD CTL VLV (8051KM)

169

1

48

495112

X

X

X

X

4

4

X

X


170

1

29

492317

4

4

4

4

4

4

4

4


170

1

13

495112

4

4

4

4

4

4

4

4


171

1

13

495112

X

X

X

X

4

X

X

X


172

1

5

495153

X

X

X

X

4

4

X

X

173

1

14

496134

X

1

1

1

1

1

1

1

174

1

69

495153

X

X

X

X

4

X

X

X

ECB (59KD) BLEED CTL VLV (8051KM)/ FUEL CTL UNIT (8022KM)

ECB FAILURE

HSPS CT/NOV. 2006



SECTION 13 TROUBLESHOOTING

HSPS CT/NOV. 2006


TROUBLESHOOTING GENERAL

REQUIRED HARDWARE

The troubleshooting system is designed to provide additional information to aid in the maintenance and repair of the Auxiliary Power Unit (APU) by downloading the Electronic Control Box (ECB) located in the aircraft aft cargo compartment. Maintenance information is stored in the nonvolatile memory of the ECB and can be retrieved and analyzed by downloading into a laptop computer. The computer displays information and recommended actions from the following stored data:

Downloading of the ECB requires the following equipment: Laptop computer or Personal Computer (PC) with at least 3MB of free hard disc space, a modem and a Windows 95 or later operating system. A special interface cable is required to connect the Computer to the ECB. The interface cable (P/N AGE 70021) is available by contacting Hamilton Sundstrand.

CONDITIONING MONITORING DATA This data consists of engine parameters taken at each engine start and shutdown. Data is provided for the last twelve engine run cycles. FAULT DATA The data consists of maintenance and fault messages for class 1, class 2 faults and class 3 faults.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


TROUBLESHOOTING ECB TROUBLESHOOTING AID To download and diagnose fault data, refer to APIC SIL APS320049-47 for in-depth instructions. Basic Steps: • Connect the interface cable from the computer to the ECB. • Power-up computer. • Select Diagnose on the tool bar. • Enter operators name on the Setup screen. • APU master switch ON (APU not running.) • Select Continue on the Setup screen.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


TROUBLESHOOTING ECB TROUBLESHOOTING AID ECB TROUBLESHOOTING AID (Fault Information) The computer screen displays Class 1, Class 2 faults and Class 3 faults. The screen will download and provide a file automatically for review. (See example on page 13.6.) Select the Most Recent scroll bar on the screen to scroll through the various faults. Each fault or fault combination is provided with a fault description and recommended action.

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


TROUBLESHOOTING ECB TROUBLESHOOTING AID REAL-TIME DATA MONITORING With the Real-Time Data monitoring screen displayed, select Analog I/O, Speed/Temp, or Discreet Inputs. Each selection displays a screen that provides real time data. The data is viewed at the bottom of the screen when a data box is selected. Note:

The more data boxes selected the longer it takes for the information to appear. Select data that is related to the specific fault for a faster response time.

BASIC STEPS: • Connect the interface cable from the computer to the ECB. • Power-up computer. • Start and run APU. • Select data box. • Select Start Monitoring. • Select Stop Monitoring after data has been taken. Selecting Save Data at the bottom of the screen and selecting a file name allows the data to be saved. (See page 13.9 and example on page 13.10.)

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006


TROUBLESHOOTING ECB TROUBLESHOOTING AID SNAPSHOT VIEW BASIC STEPS: • • • •

Select Snapshot with the APU operating Select Analog Inputs. Select Discrete Inputs. Click on Take Snapshot. (This will provide one quick view of data)

HSPS CT/NOV. 2006


HSPS CT/NOV. 2006




Aps 3200 Training

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