APU

HONEYWELL
This is an unpublished work protected under the copyright laws of

the United States and other countries. Should publication occur,
then the following notice shall apply: COPYRIGHT 2000 Honeywell
International Inc.
This document and all information and expression contained

herein are the property of Honeywell International Inc. are loaned
in confidence, and may not, in whole or in part, be used, dupli-
cated, or disclosed for any purpose without prior permission of
Honeywell International Inc. These commodities may require an
export license for shipment outside the United States. Export
without an appropriate export license is contrary to U.S.law.
All rights reserved
Page i
131-9B Line Maintenance - Trainng Manual
FOREWORD Some aircraft manufacturers will assimilate Honeywell Interna-

tional Inc. manuals into their own publications, while other manu-
facturers may simply refer the owner/operator to Honeywell
International Inc. published manuals.
Information contained herein is intended as a general description
THIS TRAINING MANUAL HAS NO OFFICIAL STATUS. IN ALL
of operation which will permit maintenance and systematic trou-
INSTANCES, INFORMATION CONTAINED IN OFFICIAL PUBLICA-
bleshooting of the subject system or components described
TIONS SHALL GOVERN.
herein.
It is not the intent of the Honeywell International Inc. that this Course Goal
training study guide be used as a supplement to, or in lieu of, any This course is designed to provide maintenance personnel with
official publication. Contents herein are subject to change without the training required to service, inspect, operate, and perform
notice and are not exposed to the benefits of constant revision or line maintenance activities on the 131-9B Auxilaiary Powre Unit
update. following the procedures outlined in the applicable tehnical man-
ula.
The reader of this manual is reminded that all values of pressure,
temperature, speed, power, etc., are chosen for their illustrative
meaning only, and are not necessarily representative of actual
values of any engine configuration. For actual values the applica- Notes:
ble maintenance manual must be consulted.
The official publications pertaining to operating procedures, lim-

its, and capabilities of the engine are the responsibility of the air-
frame manufacturer.
The airframe manufacturer installs the engine in its airframe,

designs, and/or manufacturers the electrical and mechanical con-
trols, selects the instruments, and flight tests the aircraft.
The airframe manufacturer determines how, and under what limi-

tations, the engine will be operated for all modes of aircraft oper-
ation.
Honeywell International Inc. may suggest and advise -- but not

dictate -- the operational and maintenance practices it feels are
best for the engine.
Page ii
131-9B Line Maintenance Training Manual
Table of Contents
Chapter 1— Protective Shutdown .............................................................................................2-34
Introduction and Description Summary .........................................................................................................................2-36
Objectives ......................................................................................................................... 1-1 Chapter 3—Electronic Control Unit Operation and Interrogation
Overview .......................................................................................................................... 1-2
LRU Location .................................................................................................................. 1-4 Objectives ......................................................................................................................... 3-1
Right View ................................................................................................................ 1-4 overview ........................................................................................................................... 3-2
Forward view ........................................................................................................... 1-6 ECU Interface .................................................................................................................. 3-4
Left View .................................................................................................................. 1-8 ECU Functions ................................................................................................................ 3-6
Operating Specifications .............................................................................................. 1-10 Control Display Unit (CDU) ......................................................................................... 3-8
APU Design and Function .......................................................................................... 1-12 Current Status Page ...............................................................................................3-10
Operating Envelope ...................................................................................................... 1-14 Fault History Page .................................................................................................3-12
Summary ......................................................................................................................... 1-16 Maintenance History Page ...................................................................................3-14
Input Monitoring Page .........................................................................................3-16
IDENT/CONFIG Page ......................................................................................3-18
Chapter 2—Installation and Interface
Oil Quantity ............................................................................................................3-20
Objectives ......................................................................................................................... 2-1 Summary .........................................................................................................................3-22
Overview .......................................................................................................................... 2-2
APU Location .................................................................................................................. 2-4 Chapter 4—Theory of Operation & Construction
APU Installation .............................................................................................................. 2-6
APU Drain Manifold .............................................................................................. 2-8 Objectives ......................................................................................................................... 4-1
Aircraft Control/Display Interface ............................................................................ 2-10 Overview ........................................................................................................................... 4-2
Electronic Control Unit ....................................................................................... 2-12 Main APU Engine Sections ........................................................................................... 4-4
APU Master Switch .............................................................................................. 2-14 Basic Operating Cycle ..................................................................................................... 4-6
APU Indication Panel ........................................................................................... 2-16 Load Compressor Operation ......................................................................................... 4-8
APU Bleed Valve Switch ..................................................................................... 2-18 Surge Protection ............................................................................................................4-10
APU Generator Switches ..................................................................................... 2-20 Generator and Accessories ...........................................................................................4-12
APU Ground Control Panel ............................................................................... 2-22 APU Temperature Control ..........................................................................................4-14
APU Fire Handle Switch ..................................................................................... 2-24 Summary .........................................................................................................................4-16
APU Start Sequence ...................................................................................................... 2-26
Ready to Load (RTL) ............................................................................................ 2-28 Chapter 5—Lubrication System
Environmental Control System Mode (ECS) .............................................. 2-30
Main Engine Start (MES) .................................................................................... 2-30 Objectives ......................................................................................................................... 5-1
APU Shutdown .............................................................................................................. 2-32 Overview ........................................................................................................................... 5-2
Normal Shutdown ................................................................................................ 2-32 Power Section Turbine Bearing Cavity ........................................................................ 5-4
Table of Contents Page iii

Forward Bearing and Seal .............................................................................................. 5-6 Fuel System Flow ...........................................................................................................6-26
Lubrication System Components ................................................................................. 5-8 Summary .........................................................................................................................6-28
Lubrication Module .............................................................................................. 5-10
Lube Supply Filter ........................................................................................ 5-12 Chapter 7—Pneumatic System
Generator Scavenge Filter ........................................................................... 5-12
High Oil Temperature Sensor .................................................................... 5-14 Objectives ......................................................................................................................... 7-1
Oil Cooler ............................................................................................................... 5-16 Overview ........................................................................................................................... 7-2
Gearbox / Oil Sump ............................................................................................ 5-18 Pneumatic System Components .................................................................................... 7-4
Low Oil Quantity Switch ..................................................................................... 5-20 Surge Control Valve (SCV) .................................................................................... 7-6
Magnetic Chip Collector and Drain Plug .......................................................... 5-22 Flow Sensor Assembly ............................................................................................ 7-8
Temperature Control Valve ................................................................................. 5-24 Inlet Temperature Sensor (T2) ............................................................................7-12
Low Oil Pressure (LOP) Switch ......................................................................... 5-26 Bleed Air Valve (BAV) .........................................................................................7-14
Air-Oil Separator ................................................................................................... 5-28 Inlet Guide Vane (IGV) Assembly .............................................................................7-16
Oil Servicing Provisions ............................................................................................... 5-30 Summary .........................................................................................................................7-18
Lubrication System Flow ............................................................................................. 5-32
Summary ......................................................................................................................... 5-34 Chapter 8—Electrical Accessories
Chapter 6— Fuel System Objectives ......................................................................................................................... 8-1

Overview ........................................................................................................................... 8-2
Objectives ......................................................................................................................... 6-1 Electrical Accessories Components .............................................................................. 8-4
Fuel System Overview .................................................................................................... 6-2 Start Power Unit (SPU) .......................................................................................... 8-6
Fuel System Components .............................................................................................. 6-4 Start Converter Unit (SCU) ................................................................................... 8-8
Fuel Control Unit (FCU) ....................................................................................... 6-6 Starter-Generator ...................................................................................................8-12
Fuel Filters ............................................................................................................. 6-10 Ignition Unit ...........................................................................................................8-14
Fuel Metering Assembly ...................................................................................... 6-12 EGT Thermocouples ............................................................................................8-16
fuel Flow Divider & flow divider solenoid ....................................................... 6-14 Speed Sensor ..........................................................................................................8-18
Fuel Manifolds & Fuel Nozzles .......................................................................... 6-16 Data Memory Module (DMM) ............................................................................8-20
Fuel Shutoff Solenoid ........................................................................................... 6-18 Summary .........................................................................................................................8-22
IGV Actuator Pressure Regulating Valve ......................................................... 6-20
Plenum Drain Valve ............................................................................................. 6-22 Chapter 9—Glossary
APU Drain Manifold ............................................................................................ 6-24
Table of Contents Page iv

CHAPTER 1—
INTRODUCTION AND
DESCRIPTION
OBJECTIVES
Upon completion of this chapter, you will be able to:
• List the main functions of the 131-9B APU
• Show the location of the APU line replaceable units (LRU)
• Describe the operating specifications and operating
envelope for the APU
Notes:
Introduction and Description Objectives Page 1-1

OVERVIEW Power Section
The power section creates mechanical energy to turn the APU’s
main shaft. The power section drives the load compressor and
The 131-9B APU is a self-contained power unit used in the Boeing accessory gearbox, providing a high-pressure ratio, high-power-
737-600/-700/-800 airplanes. It is designed to function as a com- density design that minimizes weight, volume, and fuel consump-
bination shaft and pneumatic power source. The APU is controlled tion. Features are:
by a system of electronic, hydraulic, and electro-mechanical con- • a single-stage, 8:1 pressure-ratio centrifugal compressor,
trols. Power output is ready for use while the airplane is on the a reverse-flow annular combustor, and a two-stage axial
ground or in the air. turbine.
• a single main shaft that ties the engine compressor and
The APU provides the 737-600/-700/-800 airplane with: turbine to the load compressor. The shaft is supported by
- Pneumatic power for airplane main engine starting two bearings, a duplex ball bearing located forward of the
(MES) L/C impeller and a roller bearing located aft of the second-
- Pneumatic power for cabin air conditioning (up to stage turbine.
17,000 feet altitude.) • Carbon seals used in the front and rear bearing cavities.
- Electric power up to 41,000 feet for the airplane • a first-stage turbine stator that is compressor air cooled.
The APU is comprised of three major sections:
Notes:
- Gearbox
- Load Compressor
- Power Section
Gearbox
The accessory gearbox provides gear reduction for the high speed
torque of the power section. The gearbox also serves as the oil
reservoir. Accessories mounted to the gearbox include the oil
cooler, starter/generator, and the oil pump.
Load Compressor
The load compressor section supplies air pressure to the aircraft
bleed air manifold. It is mounted on a common shaft with the
power section rotating group and shares a common inlet with the
power section compressor.
Introduction and Description Overview Page 1-2

131-9B Overview
ATM717-001
131-9B Overview
ATM717.001
09/02
Introduction and Description Overview Page 1-3

LRU LOCATION
RIGHT VIEW
Components include:
• Starter Generator
• Bleed Air Valve
• Inlet Guide Vane Actuator
• Surge Control Valve
• Ignition Unit
• Gearbox Vent Line
Notes:
Introduction and Description LRU Location Page 1-4

Right Side View
Gearbox
Vent Line
Starter/Generator
ATM717-089
Right Side View
Bleed Air
Ignition Valve
Unit Surge Control
Valve Inlet Guide
Vane Actuator
ATM717.089
11/02

FORWARD VIEW
Components include:
• Air/Oil Separator
• Oil Fill Port
• Generator Scavenge Filter
• Bypass Pressure Differential Switch
• Lube Filter
• Magnetic Drain Plug
Notes:

Forward View
Air/Oil
Separator
Oil Fill
Port
ATM717-080
Forward View
Generator
Magnetic Scavenge
Drain Plug Filter
Lube Bypass Pressure

Filter Differential
Switch
ATM717.080
09/02

LEFT VIEW
Components include:
• Temperature Regulating Valve
• Oil Cooler
• Ignition Unit
• Fuel Flow Divider Solenoid
• Data Memory Module
• Oil Quantity Switch
• Fuel Control Unit
Notes:

Left Side View
Oil Cooler
Temperature
Regulating
Valve
ATM717-081
Left Side View
Ignition Unit
Fuel Control Data Memory Fuel Flow

Unit Module Divider Solenoid
Oil Quantity
Switch
ATM717.081
09/02

OPERATING SPECIFICATIONS
The physical and operational characteristics of the APU are listed
below. For more data on the specific model, refer to the appropri-
ate maintenance manual.
Notes:
Introduction and Description Operating Specifications Page 1-10

Operating Specifications
Rated Output Shaft Speed: Maximum Oil Consumption Rate:
48,800 RPM (100%) 8cc/hour
Maximum Allowable Speed: Oil Pressure Limits:
51,728 RPM (106%) 67.5±7.5 psig (466±52 KPA)
Maximum Turbine EGT: Oil Capacity:
1175°F (635°C) at sea level 8.7 quarts (8.3 ltrs).
Rated Output Shaft Power:
Oil "ADD"message:
129 SHP Maximum 2.5 quarts from full
90 KVA < 32,000 feet
66 KVA < 41,000 feet
Total APU weight: ATM717-075 Oil Quantity to LOP shutdown:
4.5 quarts from full
398.2 lbs (180.62 KG) with Generator.
Fuel Inlet Pressure:

10 psig
Operating Specifications Frequency of Oil Change
No oil change required
Frequency of Oil Filter Change

Fuel Filter Replacement: At Filter Delta-P Indication
3500 hours or 3 years
Oil Type:
APU Supply Power Unit (SPU): MIL-L-23699 Type II
28 vdc/500 amps MIL-L-7808 Type I
200 va, 3 phase, 400Hz, 30 amps. max. See Maintenance Manual for specific brands
APU Start Converter Unit (SCU):
28 vdc, 8 amps max
ECU Power Supply:
28 vdc, 8 amps max
ATM717.075
09/02
Introduction and Description Operating Specifications Page 1-11

APU DESIGN AND FUNCTION
The 131-9B APU is designed for ground and airborne operation.
This makes it possible to use remote airfields that may not have
ground power.
The APU provides the 737-600/-700/-800 airplane with:

• pneumatic power for airplane main engine starting (MES).
• pneumatic power for cabin air conditioning (up to 17,000
feet altitude.)
• electric power up to 41,000 feet
The APU is temperature limited. If loads on the APU become

excessive (resulting in high EGT), “load shedding” is accom-
plished. The ECB automatically cuts back the electric or pneu-
matic output, depending on aircraft mode.
Notes:
NOTE: Electrical power (#1 priority) can be provided

independently of, or in combination with pneumatic power.
Introduction and Description APU Design and Function Page 1-12

APU Design & Function
Pressure
Transducer
Pneumatic
Isolation Ground Service
Valve Connection
M
M M
Wing
Anti-Ice
Valve Precooler
Control
Valve
S S
Precooler
ATM717-006 R Pack
APU Design & Function

L Pack Valve
S Valve S
Check
Valve
Relief
Valve
Pressure
Regulator High
and Shutoff Check Stage
Valve Valve APU Valve
S Bleed
Valve
ATM717.006
09/02
Introduction and Description APU Design and Function Page 1-13

OPERATING ENVELOPE
The APU is designed to meet the following Boeing requirements:
• Starting is allowed up to 41,000 feet.
• Bleed and shaft power combination up to 17,000 feet
(5,183 meters).
• Electrical power up to 41,000 feet (12,500 meters).
• 90 KVA up to 32,000 feet (10,366 meters)
• 66 KVA up to 41,000 feet (12,500 meters.)
NOTE: The limiting parameters are governed by ambient

temperature and pressure altitude.
Notes:
Introduction and Description Operating Envelope Page 1-14

Operating Envelope
41,000
- Inflight Starting up to 41K
- Electrical up to 41K
- 90 KVA up to 32K
- 66 KVA up to 41K
ATM717-008
Altitude x 1,000 (Feet)
Combination:
Bleed & Shaft loads up to17K
17,000
Operating Envelope
0
-65 10 75 130
Inlet Temperature (F˚)
ATM717.008
09/02
Introduction and Description Operating Envelope Page 1-15

SUMMARY • 90 KVA up to 32,000 feet (10,366 meters)
• 66 KVA up to 41,000 feet (12,500 meters)
Now that you have completed this section, you should be able to:
• List the main functions of the 131-9B APU.
• Show the location of the APU line replaceable units (LRU)
• Describe the operating specifications and operating
envelope for the APU
To make certain, ask yourself the following questions:
What are the functions of the APU?

The 131-9B provides:
• pneumatic power for airplane main engine starting (MES).
• pneumatic power for cabin air conditioning (up to 17,000
feet altitude.)
• electric power up to 41,000 feet Notes:
Where is each LRU located?

Refer to the engine views located in this chapter.
What are the operating specifications for the APU?

The physical and operational characteristics of the 131-9B are
listed in this chapter. The data reflected is general in nature and
must be considered such. Refer to the maintenance manual.
What is the operating envelope for the APU?

The operating limiting parameters are governed by the ambient
temperature and pressure altitude.
• Starting is allowed up to 41,000 feet
• Bleed and shaft power combination up to 17,000 feet
(5,183 meters)
• Electrical power up to 41,000 feet (12,500 meters)
Introduction and Description Summary Page 1-16

CHAPTER 2—INSTALLATION
AND INTERFACE
OBJECTIVES
• Explain the installation of the APU.
• Explain the location of purpose of each APU interface
component (ECU and related panels) that control the APU.
• Explain the conditions for Ready-to-Load, Duct
Pressurization Mode, Environmental Control System Mode,
and Main Engine Start.
• Explain the start sequence of events for the APU. Notes:
• Explain the normal shutdown sequence of events.
• Explain the conditions that would cause a protection
shutdown.
Installation and Interface Objectives Page 2-1

OVERVIEW
The APU installation provides mounting, line replacement unit
(LRU) component accessibility, inlet and exhaust passages, enclo-
sure cooling, oil cooling, drainage, bleed air extraction and fire
protection.
Installation components include:

• Access Door
• APU Inlet Door
• Eductor Inlet
• Exhaust Pipe
• Fuel Line
• Bleed Air Duct
• Fire Detection Loop
Notes:
Installation and Interface Overview Page 2-2

Overview
• Access Door
• APU Inlet Door
• Eductor Inlet
ATM717-009
• Exhaust Pipe
Overview
• Fuel Line
• Bleed Air Duct
• Fire Detection Loop
ATM717.009
09/02
Installation and Interface Overview Page 2-3

APU LOCATION
The APU is suspended in the tail cone. Access to the APU is
through a large door beneath the APU. The enclosure provides
mounting points, line replaceable unit (LRU) access, and fire pro-
tection.
Notes:
Installation and Interface APU Location Page 2-4

APU Location
ATM717-090
APU Location
ATM-717.090
09/02
Installation and Interface APU Location Page 2-5

APU INSTALLATION Drains
The APU has a drain manifold consisting of a forward, middle, aft
drain. This system provides a means for draining fluid overboard.
LocationLocation
The APU is mounted in a fireproof compartment located in the aft
end of the fuselage. NOTE: The fire loop assembly does not have to be removed prior
to APU removal.
Access Doors
The APU access door on the bottom of the APU compartment per-
mits servicing and maintenance. Releasing three latches on the
left side opens the access door to the right on two hinges. A rod
holds the door open safely.
Mount Struts
The APU is mounted with support struts. That provide vertical and
horizontal stability and vibration isolation.
APU Removal/Installation
Notes:
Fish poles are used to remove the APU. The fish poles are
attached to the top of the APU compartment with fish pole cables
attached to the APU. The weight of the APU is held up by the fish
pole while the APU struts are disconnected. Once the APU struts
are removed, the APU is lowered by slowly releasing the fish pole
cables.
APU Inlet Air

Air supply to the APU is through an aircraft mounted inlet door
and plenum chamber.
Fire Detection
The fire loop is attached to the airframe. This loop detects a fire
condition and sends the information to the aircraft fire warning
system. The aircraft system reports this condition to the APU ECU
for immediate shutdown.
Installation and Interface APU Installation Page 2-6

APU Installation
Inlet Vortex
Generator
APU Inlet
Door
APU Compartment
ATM717-104
Inlet Air
Eductor Inlet
(cooling air)
Inlet Door Actuator APU Air
& Position Switch SCV
APU Installation
Output BAV
Gen.
APU Compartment EXHAUST MIXED FLOW
FCU
Fuel Pump
Fuel Tank Exhaust
APU SOV Pipe
Oil
Cooler
Door Latches
ATM717.104
09/02

APU DRAIN MANIFOLD
The drain manifold consisting of a forward, middle, aft drain. to
allow for the draining of fluid overboard.
The forward drain is used for detecting degraded seal perfor-

mance in the:
• fuel control,
• inlet guide vane actuator, and
• surge control valve.
The middle drain is used for detecting degraded seal performance

in the load compressor main shaft seal.
The aft drain is used for disposing of excess fuel in the event of an
aborted start and also a means of draining the aircraft exhaust
muffler. During normal APU operation, no fuel is discharged from
the aft drain. Notes:
The leakage limits shown are acceptable after 5 minutes of opera-

tion.
Table 2-1:
Fuel Control Leakage Limits 3 drops per minute
Inlet Guide VAne Actuator 3 drops per minute
Surge Control Valve 3 drops per minute
Oil Consumption 8 cc per hour
NOTE: The APU inlet plenum has a drain which flows into the APU
compartment.

APU Drain Manifold
Inlet
Guide Vane
Actuator
Gearbox Vent
Starter/Generator
Fuel
ATM717-020
Lube
Control Module
APU Drain Manifold

Check
Valve
Gearbox
Tell-Tale Air Surge
Port Flow Control
Valve
Tell-Tale
Port
Combustor Case,
Edustor Muffler,
Fuel Control, Surge Control Valve, & Drain Mast
& Inlet Guide Vane Actuator Load Compressor
Seal Drain ATM717.020
09/02

AIRCRAFT CONTROL/DISPLAY
INTERFACE
The APU control system consists of the Electronic Control Unit
(primary control) along with other airplane panels located in the
cockpit. The APU control system consists of the following:
• Full Authority Digital Electronic Controls (ECU)
• APU Master Switch (APU and main engine control)
• APU Bleed Valve Switch (air conditioning and pneumatics)
• APU Generator Switches (electrical controls)
• APU Remote Control Panel (fire protection panel -
external)
• APU Fire Handle Switch (external)
• APU Indication Panel
Notes:
Installation and Interface Aircraft Control/Display Interface Page 2-10

Aircraft Control & Displays
OFF OFF
APU
ON BLEED ON 2
1
APU Bleed Valve Switch
(P5-10)
ATM717-011
APU GEN
OFF BUS
OFF OFF
ON APU GEN ON
Aircraft Control & Displays APU Generator Switches

(P5-3)
APU
FIRE
CONTROL
1. PULL HANDLE DOWN
2. DISCHARGE BOTTLE
BOTTLE HORN
DISCHARGE CUTOUT
APU DISCH
OFF
ON
APU Remote Control
START Panel (P28) Right
Wheel Well
APU Master Switch APU Fire Handle M1709 Electronic Control Unit
(P5-4) Switch (P8-1) (Aft Cargo Compartment)
ATM717.011
09/02

ELECTRONIC CONTROL UNIT
Identification and Location
The ECU is a full-authority, digital electronic control, located in
the aft cargo compartment, next to the aft cargo door.
Purpose and Interface

The ECU functions include:
• Pre-Start Built-In-Test-Equipment
• Automatic Start Control
• Speed Control within 1 percent rpm
• Protective Shutdown capability
• Start Inhibit capability
• Fault storage
• Fault reporting to the Control Display Unit (CDU)
Notes:

Electronic Control Unit (ECU)
ATM717-010
Electronic Control Unit

(Aft Cargo Compartment)
ATM717.010
09/02

APU MASTER SWITCH
The APU master switch is located on the overhead panel (P5-4). It
contains a start switch.

The APU master switch:
• initiates APU Start and Stop sequences
• controls the airplane inlet door,
• controls the fuel boost pump (optional),
• controls the APU fuel valve
Notes:

APU Master Switch
APU
OFF
ATM717-091
ON
APU Master
START
Switch
APU Master Switch

(P5-4)
ATM717.091
09/02

APU INDICATION PANEL
The APU indication panel is located on the overhead panel (P5-4).

The APU indication panel has four lights to indicate a problem to
the operator for the following:
• maintenance
• low oil pressure
• fault
• overspeed
The panel also has an EGT indicator for APU temperature read-
ings.
Notes:

APU Indication Panel
LOW OIL OVER

MAINT PRESSURE
FAULT SPEED
L WIPER
ATM717-096
10
8 EGT
PARK
INT
APU Indication Panel

6 LOW
4 2
HIGH
P5-4 PANEL
ATM717.096
09/02

APU BLEED VALVE SWITCH
The APU bleed valve switch is located on the overhead panel (P5-
10). It is a two position switch; OFF and ON.

The bleed valve switch provides a signal to the ECU. The ECU
energizes the APU bleed valve solenoid to open the bleed valve.
Notes:

APU Bleed Valve Switch
ATM717-092
OFF OFF
APU
ON BLEED ON 2
1
APU Bleed Valve Switch APU Bleed Valve Switch

(P5-10)
ATM717.092
09/02

APU GENERATOR SWITCHES
The APU generator switches are located on the overhead panel
(P5-3).

The APU generator switches give manual control for APU genera-
tor power source selection. There are two switches because there
are two bus tie breakers (BTBs).
The blue APU GEN OFF Bus Light comes on when the APU is ready
to supply electrical power.
Notes:

APU Generator Switches
APU GEN
OFF BUS
OFF OFF
ATM717-093ON
ON APU GEN
(P5-3)
ATM717.093
09/02

APU GROUND CONTROL PANEL
The APU ground control panel (P28) and Fire Alarm Horn are
located in the right wheel well, on the AFT bulkhead.

The APU ground control panel allows the operator to stop the APU
from outside the airplane.
• Pull the handle down to shut down the APU and arm the
fire bottle discharge switch.
• Push the toggle switch to discharge the APU fire bottle.
APU fire alarm causes the following to occur:

• The APU fire warning light to flash.
• The APU fire warning horn to sound (on ground only).
Notes:

APU Ground Control Panel
APU
FIRE
CONTROL
1. PULL HANDLE DOWN
2. DISCHARGE BOTTLE
ATM717-094
APU Ground Control Panel
BOTTLE HORN
DISCHARGE CUTOUT
APU Remote Control

Panel (P28) Right
Wheel Well
ATM717.094
09/02

APU FIRE HANDLE SWITCH
The APU fire handle switch is located on the electronic control
panel (P8).

The APU fire handle switch allows the operator to discharge the
APU fire bottle.
APU fire alarms cause the following to occur:

• Automatic APU shutdown
• The master fire warning lights come on.
• The APU fire switch light comes on.
• The APU fire switch unlocks.
• The flight deck fire bell rings.
Notes:
Lifting and turning the fire handle will discharge the fire bottle.

APU Fire Handle Switch
DISCH
ATM717-095
APU Fire Handle Switch
APU Fire Handle
Switch (P8-1)
ATM717.095
09/02

APU START SEQUENCE • 95% + 2 seconds, the APU can supply electrical and
pneumatic power.
• 100% speed, full speed
You can start the APU up to an altitude of 41,000 feet (12,500 - >106%, overspeed shutdown is initiated.
meters). The ECU controls the following components during start:
• APU inlet door
• APU fuel shutoff valve NOTE: Maximum altitude for shaft loading is 41,000 feet and
pneumatic loading is 17,000 feet.
• APU fuel
• Ignition
• APU start system
Pre-start
• The battery switch must be on before you can start and
operate the APU.
• If AC power is available, turn the aft number 1 fuel boost
pump on. This gives pressurized fuel to the APU.
Pressurized fuel makes the APU start better. Notes:
APU Start Sequence

• Move the APU master switch to the START position and
release it. The switch moves back to the ON position.
Sending a signal to the ECU.
• The ECU opens the APU fuel shut-off valve and the APU
inlet door. When the air inlet door is fully open, the door
switch closes. The door switch sends a “door fully open”
signal to the ECU.
• 0% speed, the ECU energizes the starter-generator and
ignition circuit.
• 7% speed, the fuel solenoid valve opens.
• 34% speed, the low oil pressure light (P5) goes out.
• 60% speed, the ignition unit de-energizes
• 70% speed, the starter-generator de-energizes
Installation and Interface APU Start Sequence Page 2-26

APU Start Sequence
106% Maximum speed

100% 100% Governed speed
95% Electrical & Pneumatic
APU Switch (P5) Loading are Available
APU
OFF ATM717-012
70% Starter/Generator de-energized
ON
START APU Start Sequence
60% Ignition unit de-energized
- Battery Switch "ON"

- APU Switch to the "Start" 34% Low Oil Pressure light "off"
Position & Release t o"ON"
- APU Fuel SOV open
Air Inlet Door open
- Starter/Generator Energized 7% Fuel solenoid valve opens
0% Ignition unit energized

60 Second start time to 100%
ATM717.012
09/02

READY TO LOAD (RTL) DUCT PRESSURIZATION MODE
In the Ready to Load mode of operation, the conditions are: In the Duct Pressurization mode of operation, the conditions are:
• Speed >95% plus 2 seconds • Speed >95% plus 2 seconds
• Bleed Air switch is OFF. • Bleed Air switch ON
• LMES, RMES, LECS and RECS signals are false
At 95% +2 seconds, the ECU sends the APU Ready-to-Load (RTL) • Altitude <17,000 feet
signal to the aircraft which indicates that the generator and pneu-
matic power are available. The IGVs are set as a function of P2 to provide at least 10 psig
bleed pressure to the aircraft.
NOTE: It should be noted that Boeing recommends 2 minute warm

up before loading the APU. This allows the internal
temperature to stabilize.
NOTE: The Surge Control Valve (SCV) is modulating open and

Generator loading is available. Notes:

Ready-to-Load (RTL)
• Speed is >95 plus 2 seconds

• Bleed Air Switch in "OFF"
DuctATM717-070
Pressurization Mode
Ready-to-Load (RTL)
• Bleed Air Switch in "ON"
• LMES, RMES, LECS, & RECS signals
are false
• Altitude <17,000 feet
ATM717.070
09/02

ENVIRONMENTAL CONTROL SYSTEM • 75° / 0.0°F
• 82° / 30°F
MODE (ECS) • 90° / 90°F
• 90° / 130°F
In the Environmental Control System (ECS) mode, the conditions
are:
• Speed is >95% plus 2 seconds. NOTE: In MES mode, the pneumatic power has priority over
• Bleed Air Switch ON. electrical. If the APU EGT trim limit is obtained, the APU
• LMES and RMES signals are false. electrical load is reduced to prevent an overtemperature
condition.
• LECS and RECS signal signals (2 pack) are true
When the left or right ECS packs are set to “ON”, the ECU sets the
APU IGVs to a pre-determined position.
MAIN ENGINE START (MES)

Notes:
MES mode of operation conditions are met when:

• Speed >95% plus 2 seconds.
• Bleed air switch is ON
• Either LMES or RMES is true
When the left or right MES switches are set to “ON”, the IGVs are
set at 90° (full open) and the surge control system is active (fully
closed).
The inlet guide vane (IGV) maximum position will vary during
MES mode. The IGV positions are determined by using inlet tem-
perature. The MES positions are:
• 68° / -65°F
• 71° / -40°F

Environmental Control System Mode (ECS)
• LMES and RMES signals are false
• LECS and RECS signals (2 pack) are
true
ATM717-072
Environmental Control System Mode

Main Engine Start (MES)
(ECS)
• LMES or RMES signals are true
ATM717.072
09/02

APU SHUTDOWN NOTE: The APU fuel shutoff valve and air inlet door close for both
the normal and protective shutdown.
The ECU controls the APU shutdown. Their are two types of shut-
down conditions, normal and protective. NOTE: A protective shutdown has no cool down cycle.
NORMAL SHUTDOWN CAUTION: DO NOT USE A BATTERY SWITCH OR FIRE SWITCH TO

BEGIN A NORMAL APU SHUTDOWN. IF THE FUEL
SHUTOFF VALVE DOES NOT CLOSE IN THE REQUIRED
The normal shutdown sequence is as follows: TIME, THE APU FAULT LIGHT WILL COME ON AND STAY
• APU switch placed to ‘OFF’ position ON UNTIL THE APU IS STARTED AGAIN OR THE
BATTERY SWITCH IS PUT IN THE OFF POSITION.
- 28 vdc ON signal removed from ECU
- ECU receives the OFF signal
- RTL signal is removed
- 60 second cool-down period starts
• At 30% speed, the APU air inlet door starts to close (closes
immediately for APU fire). Notes:
• At less than 7% speed, an APU restart can be initiated.
Cool Down Cycle

The cool down period prevents oil coke at the turbine bearing and
fuel nozzles. During cool down, the ECU:
• Removes the ready-to-load signal
• Closes the bleed air valve
• Closes the inlet guide vanes (22 degrees)
• Opens the surge control valve
• De-energizes the starter generator
• Starts the 60 second timer
Installation and Interface APU Shutdown Page 2-32

APU Normal Shutdown Sequence
OFF APU switch placed to "Off"

- 28 vdc "ON" signal removed from ECU
ON - ECU recieves the "OFF" signal
- The Ready-to-load signal is removed
START - 60 second cool-down period starts
100%
ATM717-013
APU Operating 60 second cool down
APU Normal Shutdown Sequence

30% APU fuel shutoff valve
and inlet door start to close
7% An APU restart can be

initiated
0%
ATM717.013
09/02

PROTECTIVE SHUTDOWN Maintenance Light ON
• Failed oil quantity switch
The hardware and software circuits inside the ECU control auto- • Low oil quantity
matic protective shutdowns of the APU. The cause for a protective • Start generator shorted rotating diode
shutdown displays on the CDU located on the P9 panel.
Protective Shutdowns: (Fault Light ON)

• APU fire
• Fuel shutoff valve not in commanded position
• Critical ECU failure
• High oil temperature
• Inlet door not in commanded position
• Loss of DC power
• Loss of both EGT signals
• No acceleration
• No flame Notes:
• No speed signal
• Sensor Failure
• Overtemperature
• Reverse flow (load compressor)
• Under speed
• APU inlet overheat
• Generator filter clogged.
Overspeed Light ON
• Fuel control unit solenoid failure
• Loss of overspeed protection
• Overspeed of more than 106% rpm
Low Oil Pressure Light ON

• Low oil pressure

Protective Shutdowns
LOW OIL OVER

MAINT PRESS FAULT SPEED APU INDICATOR PANEL (P5)
OVER
FAULT SPEED
- APU FIRE * - FUEL CONTROL UNIT SOLENOID FAILURE
ATM717-065
- FUEL SOV NOT IN COMMAND POSITION
- CRITICAL ECU FAILURE *
- LOSS OF OVERSPEED PROTECTION
- OVERSPEED OF MORE THAN 106% RPM
- HIGH OIL TEMPERATURE
- LOSS OF DC POWER Protective Shutdowns

- INLET DOOR NOT IN COMMAND POSITION *
- LOSS OF EGT SENSING - BOTH SIGNALS *

LOW OIL
PRESS
- NO ACCELERATION - LOW OIL PRESSURE
- NO FLAME
- NO SPEED SIGNAL
- OVERTEMPERATURE
- REVERSE FLOW (LOAD COMPRESSOR) MAINT
- UNDERSPEED
- FAULT OF OIL QUANTITY SWITCH
- APU INLET OVERHEAT - LOW OIL QUANTITY
- GENERATOR FILTER CLOGGED
- START/GEN. SHORTED ROTATING DIODE
* Start inhibit
- Sensor Failure
ATM717.065
09/02

SUMMARY • APU Master Switch - is located on the overhead panel (P5-
4). The APU master switch initiates APU Start and Stop
sequences, controls the airplane inlet door, controls the
Now that you have completed this section, you should be able to: fuel boost pump (optional), and controls the APU fuel
valve.
• Explain the installation of the APU. • APU Indication Panel - located on the overhead panel (P5-
• Explain the location of purpose of each APU interface 4). It has four lights to indicate a problem to the operator
component (ECU and related panels) that control the APU. for maintenance, low oil pressure, fault and overspeed.
• Explain the conditions for Ready-to-Load, Duct • APU Bleed Valve Switch - located on the overhead panel
Pressurization Mode, Environmental Control System Mode, (P5-10). It contains a two position switch; Off & On.
and Main Engine Start. • APU Generator Switches - located on the overhead panel
• Explain the start sequence of events for the APU. (P5-3). The switches give manual control for APU
• Explain the normal shutdown sequence of events. generator power source selection.
• Explain the conditions that would cause a protection • APU Ground Control Panel - located in the right wheel well,
shutdown. on the aft bulkhead, allows the operator to stop the SPU
from outside the airplane.
Describe the APU installation.
• The APU access door on the bottom of the APU Notes:
compartment permits servicing and maintenance.
• The APU is mounted with support struts. That provide
vertical and horizontal stability and vibration isolation.
• Fish poles are used to remove the APU.
• Air supply to the APU is through an aircraft mounted inlet
door and plenum chamber.
• The fire loop is attached to the airframe provides for fire
protection.
• A drain manifold consisting of a forward, middle, aft drain.
provides a means for draining fluid overboard.
What is the location and purpose of the ECU and panels

that control the APU?
• ECU - a full-authority, digital electronic control, located in
the aft cargo compartment, next to the aft cargo door.
Installation and Interface Summary Page 2-36

• APU Fire Handle Switch - located on the aft electrical panel • 34% speed, the low oil pressure light (P5) goes out
(P8). It allows the operator to discharge the APU fire • 60% speed, the ignition unit de-energizes
bottle.
• 70% speed, the starter-generator de-energizes
What are the conditions for the Ready-to-Load, Duct • 95% + 2 seconds, the APU can supply electrical and
Pressurization, Environmental Control System, and Main pneumatic power
Engine Start Modes? • 100% speed, full speed
Ready to Load mode: - >106%, overspeed shutdown is initiated
- Speed >95% plus 2 seconds What is the normal shutdown sequence of events?
- Bleed Air switch is OFF. Explain the cooldown cycle.
Duct Pressurization mode: • APU switch placed to ‘OFF’ position
- 28 vdc ON signal removed from ECU
- Speed >95% plus 2 seconds - ECU receives the OFF signal
- Bleed Air switch ON - RTL signal is removed
- LMES, RMES, LECS and RECS signals are false - 60 second cool-down period starts
- Altitude <17,000 feet • At 30% speed, the APU air inlet door starts to close (closes
Environmental Control System (ECS) mode: immediately for APU fire).
• At less than 7% speed, an APU restart can be initiated.
- Speed is >95% plus 2 seconds.
Notes:
- Bleed Air Switch ON.
- LMES and RMES signals are false.
- LECS and RECS signal signals (2 pack) are true
- Altitude <17,000 feet
MES mode of operation conditions:
- Speed >95% plus 2 seconds.

- Bleed air switch is ON
- Either LMES or RMES is true
- Altitude <17,000 feet
What is the start sequence of events for the APU?

• Battery switch ON
• APU switch to the Start position
• 0% speed, the ECU energizes the starter-generator and
ignition circuit
• 7% speed, the fuel solenoid valve opens

During cool down, the ECU: Low Oil Pressure Light ON
• Removes the ready-to-load signal and closes the bleed air • Low oil pressure;
valve
• Closes the inlet guide vanes (22 degrees) Maintenance light ON
• Opens the surge control valve and de-energizes the starter Failed oil quantity switch; Low oil quantity; Start generator
generator shorted rotating diode
• Starts the 60 second timer
What are the conditions that would cause a protective

shutdown?
Protective Shutdowns: (Fault Light ON)

• APU fire
• Fuel shutoff valve not in commanded position
• Critical ECU failure
• High oil temperature
• Inlet door not in commanded position Notes:
• Loss of DC power
• Loss of both EGT signals
• No acceleration; No flame
• No speed signal
• Oil temperature or inlet air temperature sensor failure
(Need to included in graphic?)
• Overtemperature
• Reverse flow (load compressor)
• Under speed
• APU inlet overheat and Generator filter clogged
Overspeed Light ON
• Fuel control unit solenoid failure; Loss of overspeed
protection; Overspeed of more than 106% rpm

CHAPTER 3—ELECTRONIC
CONTROL UNIT OPERATION
AND INTERROGATION
OBJECTIVES
After completing classroom discussion, you should be able to:
• Identify the inputs and outputs to the ECU.
• Explain the main functions of the electronic control unit
(ECU): start sequencing, speed governing, load
sequencing, shutdown sequencing.
• Describe the purpose of each APU menu page. Notes:
Electronic Control Unit Operation and Interrogation Objectives Page 3-1

OVERVIEW
The 131-9B APU uses a computer based electronic control unit
(ECU) designed to control and provide an interface with the air-
craft and subsystems.
The ECU incorporates a built-in-test-equipment (BITE) feature

that ensures safe operation of the APU. The ECB interface to the
aircraft includes hardware discrete signals and a Aeronautical
Radio. Inc. (ARINC) 429 communication system.
Inputs to the ECU are:

• ARINC 429 Low-Speed Receiver Environmental Control
System (ECS)
• ARINC 429 Low-Speed Receiver Generator Control Unit
(GCU)
• ARINC 429 Low-Speed Receiver Central Fault Display Notes:
System
• Data memory module (DMM)
• Line replaceable units (LRU)
Electronic Control Unit Operation and Interrogation overview Page 3-2

ATM717-010
Electronic Control Unit

(Aft Cargo Compartment)
ATM717.010
09/02
Electronic Control Unit Operation and Interrogation overview Page 3-3

ECU INTERFACE
The ECU input/output diagram shows the discrete and analog
input command signals received by the ECU from the aircraft and
the discrete and analog output signals produced by the ECU.
Input Signals
Input signals represent the commands from the flight deck con-
trol panels, ECU essential pin, inlet door switches, and aircraft
sensors and switches.
Output Signals
Output signals are produced by the ECU and are used to control
the operation of aircraft indicators.
Notes:
Electronic Control Unit Operation and Interrogation ECU Interface Page 3-4
ECU Interface
READY-TO-LOAD (RTL) RS 422 PERSONAL
READY-TO-LOAD (RTL) COMPUTER
V
APU FUEL S0V/AIR INLET DOOR OPEN A
LVDT SECONDARY
APU FUEL SHUTOFF VALVE/AIR INLET DOOR CLOSE
SCV LVDT PRIMARY
AIR INLET DOOR POSITION SWITCH POWER
FIRE (COCKPIT)
E SCV T/M
FIRE (REMOTE) L INLET TEMPERATURE (T2) SENSOR

BLEED AIR VALVE POSITION SWITCH
FIRE (AUTOMATIC DETECTORS) E BLEED AIR VALVE OPEN CMD
BLEED-AIR-SWITCH C DELTA PRESSURE SENSOR
AIRPLANE SIGNATURE #1 T TOTAL PRESSURE SENSOR
AIRPLANE SIGNATURE #2 R DATA MEMORY MODULE
AIR/GROUND
L ECS PACK VALVE COMMAND
O SPEED SENSOR 1
ATM717-060 N SPEED SENSOR 2

R ECS PACK VALVE COMMAND
LOP SWITCH
LEFT MES COMMAND I OIL LEVEL “ADD”
RIGHT MES COMMAND
ESSENTIAL/NON ESSENTIAL
C OIL LEVEL “LOQ”
ECU Interface
AIR INLET DOOR OPEN OIL TEMP SENSOR
AIR INLET DOOR NOT OPEN C RESOLVER EXC
O OFF RESOLVER SINE
FROM ON
MAIN
OFF
ON
N RESOLVER COSINE
START FCU T/M
BATTERY START T FUEL SHUTOFF VALVE
R FUEL TEMPERATURE
LOAD SHED O INLET PRESS. (P2 ) SENSOR
LOP
FAULT
L IGV T/M
IGV LVDT PRIMARY
EGT METER
OVERSPEED
U V MA LVDT SECONDARY
MAINTENANCE N IGNITION
EGT #1 AND #2
I SCU BITE #1
CONTROL DISPLAY
UNIT (CDU)
ARINC 429
T SCU BITE #2
SCU BITE #3
28-VOLT POWER
SCU BITE #4
ATM717.060
09/02
Electronic Control Unit Operation and Interrogation ECU Interface Page 3-5
ECU FUNCTIONS The ECU has the authority to shut down the APU when BITE indi-
cates that continued APU operation might cause damage. Upon
request, the ECU reports all APU fault data to the CDU. This
The ECU inputs are used to control the following: allows troubleshooting of APU fault data.
• Start sequence
• Speed governing
• Load sequencing
• Shutdown sequence
Start Sequence
The APU starts automatically after placing the APU Master switch
to “START”. The ECU controls the ignition and fuel automatically
as required for ambient conditions.
During pre-start Built-In-Test-Equipment (BITE), if a failure is

detected that would critically affect APU operation, the ECU inhib-
its starting of the APU until the failure is resolved. The failure is
stored in the ECU and the APU FAULT indicator is illuminated on Notes:
the APU control panel.
Speed Governing
Exhaust gas temperature and engine speed are continuously
monitored by the ECU. Once on-speed, the ECU maintains engine
speed at 48,800 RPM (±1.0%).
Load Sequencing
The ECU regulates the APU pneumatic output by sensing the APU
EGT and comparing this to a predetermined schedule within the
ECU. Bleed extraction is reduced to prevent an overtemperature
condition.
Shutdown
The ECU shuts down the APU if engine speed exceeds 106% or
EGT exceeds 1175F (635C).
Electronic Control Unit Operation and Interrogation ECU Functions Page 3-6
ECU Functions
• Pre-Start Built-In-Test-Equipment
• Automatic Start Control
ATM717-069
• Speed Control within 1 percent rpm
• Protective Shutdown capability
•
ECU Functions
Start Inhibit capability
• Fault storage
• Fault reporting to the Control
Display Unit (CDU)
ATM717.069
09/02
Electronic Control Unit Operation and Interrogation ECU Functions Page 3-7
CONTROL DISPLAY UNIT (CDU) Returning to the Main Menu
Push the INDEX button to return to the Main Menu page from any
of the APU menu pages.
The APU indicating data can be viewed on the Control Display Unit
(CDU), of which there are two (2) on the forward electronics
panel of the cockpit, if 115v ac power is available on the aircraft.
Accessing CDU Information

• On IDENT page, push line select key 6L (INDEX). The
INIT/REF/INDEX page displays.
• Press key 6R (MAINT) and the MAINT BITE INDEX page
displays.
• Press key 2R (APU) and the APU BITE MAIN MENU page
displays.
Selecting the APU Menu Pages

From the APU BITE TEST MAIN MENU you can select one of six
APU menu pages: Notes:
• Current status: shows currently active maintenance faults
• Fault history: shows faults that cause the APU to shutdown
or abort a start.
• Maintenance history: shows faults that turn on the MAINT
light on the P5 panel and faults that have no flight
compartment indication.
• Ident/Config (DMM data included): shows APU serial
number, hours of operation, number of starts, ECU part
and serial number, ECU software version.
• Input monitoring: shows APU operating parameters to
assist in fault isolation.
• Oil quantity: shows the APU oil level as either FULL, LOW
or ADD.
Electronic Control Unit Operation and Interrogation Control Display Unit (CDU) Page 3-8
Control Display Unit (CDU)
IDENT 1/2 INT / REF INDEX 1/1

MODEL ENG RATING
737-700 < IDENT NAV DATA >
18.5K
NAV DATA ACTIVE < POS MSG RECALL >
UAL 6820401
MAR18APR17/97 < PERF ALTN DEST >
APR18MAY17/97
SUPP DATA < TAKE OFF
OP PROGRAM
548849-001 APR 17/97 < APPROACH IRS NAV >
< INDEX POS INIT > < OFFSET MAINT >
1 2
ATM717-051
Select: < INDEX Select: MAINT >
Control Display Unit

MAINT BITE INDEX 1/1
APU BITE TEST
MAIN MENU
1/1
< FMCS ENGINES > < CURRENT STATUS

< DFCS APU > < FAULT HISTORY
3
< A/T FQIS > MAINTENANCE HISTORY >
< ADIRS < IDENT/CONFIG
< CDS < INPUT MONITORING
< INDEX FMC DOWN LOAD > < INDEX OIL QUANTITY >
Select: APU > Main Menu page

ATM717.051
09/02
CURRENT STATUS PAGE
Purpose
The Current Status page displays currently active APU mainte-
nance faults.
Description
There are approximately 200 different APU faults. When the APU
ECU detects a maintenance fault, the active fault is stored in the
ECU memory. Each fault has an assigned maintenance message
code. The maintenance message code is used with the Boeing
maintenance manual for corrective actions.
Notes:
Current Status Page
Press to see APU BITE TEST 1/1
MAINT BITE INDEX 1/1
APU menu MAIN MENU
< FMCS ENGINES > screen < CURRENT STATUS
< DFCS APU >
2
< FAULT HISTORY
1
< A/T FQIS > MAINTENANCE HISTORY >
Press to see
< ADIRS < IDENT/CONFIG
Current Status
< CDS screen < INPUT MONITORING
< INDEX FMC DOWN LOAD > < INDEX OIL QUANTITY >
Select APU
ATM717-052 Current Status Interrogation
A P U B I T E T E S T
Current Status Page
1 / 1
A A P U B I T E T E S T
CURRENT STATUS Displayed if no

CURRENT STATUS
UNKNOWN FLT DECK EFFECT other occurrences
UNKNOWN FLT DECK EFFECT
MAINT MSG 49-71146
MAINT MSG 49-71146 have happened
EGT 1 THERMOCOUPLE B
EGT 1 THERMOCOUPLE
DISAGREE WITH EGT 2
DISAGREE WITH EGT 2
OTHER OCCURRENCES/STARTS CURRENT STATUS
RUN APU AND SELECT BLEED
1 2 11 31 99 200 UNKNOWN FLT DECK EFFECT
AIR TO CONFIRM REPAIR 456 801 999 MAINT MSG 49-71146
OTHER
OCCURRENCES > < INDEX EGT 1 THERMOCOUPLE
< INDEX
3 DISAGREE WITH EGT 2
Displayed if other
occurrences NO OTHER OCCURRENCES
Press for have happened < INDEX
Current Status Page
Other Occurrences
screen
ATM717.052
09/02
FAULT HISTORY PAGE
Purpose
The Fault History page displays faults that cause the APU to shut-
down.
Description
One fault displays per page. Each fault has an assigned mainte-
nance message code. The maintenance message code is used
with the Boeing maintenance manual for corrective actions.
A maximum of 99 shutdowns can be stored in Fault History. To

view the faults, push the NEXT PAGE button on the CDU.
Notes:
Fault History Page
APU BITE TEST 1/1
MAIN MENU
< CURRENT STATUS
Press to View < FAULT HISTORY
Fault History 1
MAINTENANCE HISTORY >
Screen/Displays
< IDENT/CONFIG
< INPUT MONITORING
< INDEX OIL QUANTITY > NOTE:
To move between pages,
use the PREV/NEXT key
on the CDU
ATM717-053 Main Menu Page
Fault History Page

A P U B I T E T E S T 1 / 1 1
A P U B I T E T E S T 2/ 1 1
< FAULT HISTORY < FAULT HISTORY

FAULT LIGHT FAULT LIGHT
MAINT MSG 49-41011 MAINT MSG 49-71146
SEE FAULT ISOLATION EGT 1 THERMOCOUPLE
MANUAL MAINT MSG 49-71146
NO FLAME SHUTDOWN EGT 2 THERMOCOUPLE
DATE GMT STARTS OLD LOSS OF EGT SHUTDOWN
APR 13 1149 1 DATE GMT STARTS OLD
APR 10 1027 11
CURRENT STATUS > CURRENT STATUS >
OTHER OCCURENCES > OTHER OCCURENCES >
2
Fault History Page 1 of 11 Fault History Page 2 of 11
ATM717.053
09/02
MAINTENANCE HISTORY PAGE
Purpose
This Maintenance History page displays faults that either
• turn on the MAINT light located on the APU panel, or
• have no flight deck indication.
Description
One fault displays per page. To view additional faults, push the
NEXT PAGE button on the CDU. Each fault has an assigned main-
tenance message code. The maintenance message code is used
with the Boeing maintenance manual for corrective actions.
Notes:
Maintenance History Page
APU BITE TEST 1/1

1/
MAIN MENU
< CURRENT STATUS
< FAULT HISTORY

MAINTENANCE HISTORY> Press to View
1 Maintenance
< IDENT/CONFIG
History Pages
< INPUT MONITORING
< INDEX OIL QUANTITY >
ATM717-054 Main Menu Page
Maintenance History Page

APU BITE TEST 1/20 APU BITE TEST 1/20
MAINTENANCE MESSAGE MAINTENANCE MESSAGE

UNKNOWN FLT DECK EFFECT UNKNOWN FLT DECK EFFECT
MAINT MSG 49-71146 MAINT MSG 49-71146
EGT 1 THERMOCOUPLE EGT 1 THERMOCOUPLE
DISAGREES WITH EGT 2 DISAGREES WITH EGT 2
DATE GMT STARTS OLD OTHER OCCURRENCES/STARTS
APR 13 1101 1 1 2 11 31 99 200
CURRENT S
STATUS>
< INDEX OTHER OCCURRENCES> < INDEX

2
Press to view
Other Occurrences
Maintenance History Page Other Occurrences Page
ATM717.054
09/02
INPUT MONITORING PAGE
Purpose
The Input Monitoring pages display the APU parameters.
Description
This menu displays APU operating parameters in real time to
assist the operator in APU fault isolation.
To display the next page of information, push the NEXT PAGE but-
ton on the CDU.
Maintenance Tip
• The parameters displayed on the Input Monitoring page
can be used to assess the APU health.
• The basic parameters, EGT, speed, and inlet temperature
are readily available for reference.
Notes:
• This information is only available when the aircraft is on
the ground.
Input Monitoring Page
APU BITE TEST 1/1

MAIN MENU A P U B I T E T E S T 1/4
< CURRENT STATUS INPUT MONITORING
SPEED 100.0%
< FAULT HISTORY EGT 440 C
Press to view MAINTENANCE HISTORY > IGV POSITION 45.8 DEG
Input Monitoring SCV POSITION 89.5 DEG
< IDENT/CONFIG
Pages DELTA PRESS 4.9 PSID
< INPUT MONITORING TOTAL PRESS 38.3 PSIA
1 INLET PRESS 14.4 PSIA
INLET TEMP 10.2 C
ATM717-055
FUEL TMC 148 MA
FUEL FLOW 231 PPH
< I N D E X
Main Menu Page Input Monitoring Page 1/4
INPUT MONITORING
Input Monitoring Page
A P U B I T E T E S T 2/4 A P U B I T E T E S T 3/4
INPUT MONITORING
A P U B I T E T E S T 4/4
INPUT MONITORING
OIL TEMP 77 C BLEED COMMAND SW ON READY TO LOAD YES
FUEL TEMP 50 C INLET DOOR OPEN YES START COMMAND NO
GENERATOR LOAD 54.0 KW DOOR NOT FULL OPEN NO LOAD SHED COMMAND NO
START SWITCH YES FIRE COCKPIT NO IGNITION COMMAND NO
APU ON SWITCH YES FIRE REMOTE HANDLE NO FUEL SOL COMMAND YES
APU OFF SWITCH NO FIRE DETECTION NO BLEED SOL COMMAND YES
MES SWITCH(S) OFF AIRPLANE MODEL 700 OVERSPD INDICATOR NO
AIR/GROUND OFF BLEED AIR VALVE OPEN FAULT INDICATOR NO
LEFT PACK LOW FUEL VALVE CLOSED NO LOP INDICATOR NO
RIGHT PACK LOW FUEL VALVE OPEN YES MAINT INDICATOR NO
< I N D E X < I N D E X < I N D E X
Input Monitoring Page 2/4 Input Monitoring Page 3/4 Input Monitoring Page 4/4
ATM717.055
09/02
IDENT/CONFIG PAGE
Data Memory Module (DMM)
The Ident/Config page displays all data in the data memory mod-
ule.
To display the Ident/Config data, press the NEXT PAGE button on

the CDU.
This menu shows the following items:

• APU serial number
• Hours of operation
• Number of starts
• ECU part number and serial number
• ECU software version.
Notes:
IDENT/CONFIG Page
APU BITE TEST 1/1

MAIN MENU
< CURRENT STATUS
< FAULT HISTORY

MAINTENANCE HISTORY >
Press to view < IDENT/CONFIG
IDENT/CONFIG 1
screens < INPUT MONITORING
ATM717-056
IDENT/CONFIG BITE Interrogation
IDENT/CONFIG Page
APU BITE TEST
IDENT/CONIG 1/2
APU BITE TEST
IDENT/CONIG 2/2
APU S/N P-001 Page 1

APU HOURS 3552.4 ECU HW P/N 2118966-03
APU CYCLES 4296 ECU S/N 166B00001
Note: PREV/NEXT
HOURS SINCE Press the ECU OPERATIONAL SW P/N
INSTALLATION keys on the CDU for 4900-TUS-A00-01
ON AIRPLANE 3552.4 additional pages
Page 2
DATA MEMORY
< INDEX INSTALLATION > MODULE >
< INDEX
ATM717.056
09/02
OIL QUANTITY
Purpose
The Oil Quantity page displays the APU oil level. It shows either
FULL, LOW or ADD.
Description
ADD oil means approximately two quarts low.
LOW oil means there are two quarts left in the gearbox. The
MAINT light will illuminate when the low oil level is reached.
Notes:
Oil Quantity
(INPUT/MONITORING MENU)
APU BITE TEST

OIL QUANTITY REPORT
OIL LEVEL AD D
ACTIVE FOR 2.5 HOURS
ATM717-103
Oil Quantity CDU
Low Oil
Quantity
Switch
ATM717.103
09/02
SUMMARY ECU. Bleed extraction is reduced to prevent an overtemperature
condition.
Now that you have completed this section, you should be able to: Shutdown
The ECU shuts down the APU if engine speed exceeds 106% or
• Identify the inputs and outputs to the ECU. EGT exceeds 1175F (635C).
• Explain the main functions of the electronic control unit
(ECU): start sequencing, speed governing, load The ECU has the authority to shut down the APU when BITE indi-
sequencing, shutdown sequencing. cates that continued APU operation might cause damage. Upon
• Describe the purpose of each APU menu page. request, the ECU reports all APU fault data to the CDU. This
allows troubleshooting of APU fault data.
What are the inputs and outputs to the ECU?
Refer to the diagram on page 3-5.
What are the main functions of the electronic control

unit?
Start Sequence
The APU starts automatically after placing the APU Master switch Notes:
to “START”. The ECU controls the ignition and fuel automatically
as required for ambient conditions.
During pre-start Built-In-Test-Equipment (BITE), if a failure is

detected that would critically affect APU operation, the ECU inhib-
its starting of the APU until the failure is resolved. The failure is
stored in the ECU and the APU FAULT indicator is illuminated on
the APU control panel.
Speed Governing
Exhaust gas temperature and engine speed are continuously
monitored by the ECU. Once on-speed, the ECU maintains engine
speed at 48,800 RPM (±1.0%).
Load Sequencing
The ECU regulates the APU pneumatic output by sensing the APU
EGT and comparing this to a predetermined schedule within the
Electronic Control Unit Operation and Interrogation Summary Page 3-22

What is the purpose of each of the six APU menu pages?
• Current status: shows currently active maintenance faults
• Fault history: shows faults that cause the APU to shutdown
or abort a start.
• Maintenance history: shows faults that turn on the MAINT
light on the P5 panel and faults that have no flight
compartment indication.
• Ident/Config (DMM data included): shows APU serial
number, hours of operation, number of starts, ECU part
and serial number, ECU software version.
• Input monitoring: shows APU operating parameters to
assist in fault isolation.
• Oil quantity: shows the APU oil level as either FULL, LOW
or ADD.
Notes:

Notes:

CHAPTER 4—THEORY OF
OPERATION &
CONSTRUCTION
OBJECTIVES
• Identify the major APU Sections.
• Explain the basic operating cycle of the turbine engine.
• Explain the effect of load compression on engine
operation.
• Explain the effect of a surge on engine operation. Notes:
• Explain the effect of a generator load on engine operation.
• Explain how APU Temperature controls effects engine
operation.
Theory of Operation & Construction Objectives Page 4-1

OVERVIEW
Construction
The APU is divided into three major sections:
• Power section
• Load compressor section
• Accessory gearbox section
Theory Of Operation
The APU is designed to provide:
• pneumatic power for main engine start (MES), and the
environmental control system (ECS),
• shaft power to drive a customer furnished generator for
the aircraft electrical system.
Both shaft and bleed loads are placed upon the APU during opera- Notes:
tion. Temperature control is accomplished through sensor input
to the ECB.
Theory of Operation & Construction Overview Page 4-2

Main APU Engine Sections
ATM717-002
Gearbox Load Compressor Power Section

ATM717.002
09/02
Theory of Operation & Construction Overview Page 4-3

MAIN APU ENGINE SECTIONS
The basic APU is comprised of three major sections:
• Power section
Power Section
The power section drives the load compressor and accessory
gearbox. It consists of a shaft with a single centrifugal impeller
and a two-stage axial turbine all protected by a containment
structure. There are also 10 fuel nozzles and a reverse flow annu-
lar combustor.
Load Compressor
The load compressor consists of a single centrifugal impeller and
a diffuser. Inlet air to the load compressor is controlled by inlet Notes:
guide vanes. The power section and load compressor impellers
share the same inlet plenum duct.
Accessory Gearbox
The accessory gearbox is driven through a quill shaft by the high
speed torque of the power section. The gearbox contains a series
of spur gears to drive the APU accessories. Accessories installed
on the gearbox are the oil cooled generator, oil pump/fuel control,
cooling fan and starter motor. The gearbox also serves as a reser-
voir for the lubrication system.
Theory of Operation & Construction Main APU Engine Sections Page 4-4
ATM717-002
Gearbox Load Compressor Power Section

ATM717.002
09/02
Theory of Operation & Construction Main APU Engine Sections Page 4-5
BASIC OPERATING CYCLE
At the heart of the APU is a turbine engine that is similar in oper-
ation to a jet engine, but it produces no thrust. The compressor
and turbine are mounted on a common shaft. Initially turned by a
starter, using electrical power, the compressor draws air through
the air inlet raising its pressure, then passes it into the combustor
where fuel is injected. The burning within the combustor raises
the energy level of the air. The hot gases then pass through the
turbine, which extracts as much energy as possible from the gas
flow. The turbine converts the gas energy to rotational energy to
drive the compressor. Even with no load applied, it is necessary to
inject heat energy into the combustor by burning fuel to over-
come the losses that occur within the compressor turbine, and
other mechanical/aerodynamic drag.
The amount of fuel which the unit burns and the heat which is
expelled from the exhaust are indicators of engine health. As Notes:
components wear or malfunctions occur, a rise in exhaust gas
temperature and an increase in fuel consumption can occur.
Theory of Operation & Construction Basic Operating Cycle Page 4-6

Basic Operating Cycle
Combustor
Compressor Turbine
Inlet
ATM717-102
Air
Basic Operating Cycle
Fuel
ATM-717.102
(07/02)
Theory of Operation & Construction Basic Operating Cycle Page 4-7

LOAD COMPRESSOR OPERATION
The APU supplies compressed air for air conditioning, and main
engine starting. This air is obtained by a second compressor
called the load, or driven compressor. It is driven from an exten-
sion of the power section compressor turbine shaft.
The load compressor takes air from the same inlet as the power
section compressor. It compresses it and supplies it to the aircraft
through a load control valve. The load control valve shuts off the
air flow from the load compressor when there is no demand
placed on the APU by the aircraft control system. The energy
required to drive the load compressor is obtained from the turbine
by burning more fuel in the combustor. As air is extracted from
the load compressor, fuel flow and exhaust gas temperature rise.
The load compressor must provide the maximum amount of air

flow that the aircraft will require. If there were no control over Notes:
airflow, it would impose full load on the turbine and require a very
high fuel flow, whether or not the aircraft demanded air. Inlet
guide vanes between the compressor and the air inlet match
compressor flow to the demand. Inlet guide vane position is con-
trolled by the electronic control box in response to aircraft
demand. When there is no demand, the ECB closes the IGV's to
the lowest possible setting, so the load compressor imposes min-
imum load on the power section. In this condition, the load con-
trol valve is closed and all air is redirected through the surge
control valve. When the IGV's are at the minimum closed posi-
tion, the unit is “ready-to-load”, which means the APU is run-
ning on-speed, with bleed de-activated and the generator off.
Theory of Operation & Construction Load Compressor Operation Page 4-8

Load Compressor Operation
Bleed Air
Valve Compressor Turbine
Load
Compressor
ATM717-097
Load Compressor Operation
I
G
V Air Intake
A
Combustor
Aircraft
ECU Fuel
Demands
ATM-717-097
(09/02)
Theory of Operation & Construction Load Compressor Operation Page 4-9

SURGE PROTECTION
Although the air conditioning system may be turned on in the air-
plane, it may not be using as much air as the load compressor
can deliver. If the airflow from the compressor falls too far below
the rate at which it enters through the IGV's, a back pressure
condition known as compressor stall can occur. A significant back
pressure of the compressor results in a surge.
A surge control valve spills air that the compressor wants to

deliver but the airplane cannot use, to protect the load compres-
sor from a stall/surge condition. For any opening in the inlet guide
vanes, there is a minimum amount of air that must be allowed to
flow through the compressor. Actual flow is sensed by the flow
sensor which through the ECB controls the position of a surge
control valve.
Notes:
Theory of Operation & Construction Surge Protection Page 4-10

Surge Protection
Aircraft
Duct
Fuel
Supply
Surge
ATM717-098
Control EHSV
Valve L
V
DP
Surge Protection
D Diffuser
T Load Compressor
PT
Flow
Sensors
Exhaust
SCV Control ECU Pneumatic System Demands

and Feedback IGV Position
Signals Air Inlet Temperature
ATM-717-098
(09/02)
Theory of Operation & Construction Surge Protection Page 4-11

GENERATOR AND ACCESSORIES
The APU drives the electrical generator mounted on the gearbox
assembly. The gearbox in turn is driven from the power section
through the common shaft as shown in the figure. Whether the
APU is bleeding air from the load compressor or taking electrical
power from the generator, each will impose a load on the power
section. As load is applied, the power section tends to slow down.
The electronic control box senses the speed drop and provides
more fuel to the combustor. This results in an increase in the
power to match the load which helps maintain a constant speed.
Notes:
Theory of Operation & Construction Generator and Accessories Page 4-12

Generator And Accessories
Surge
Bleed Air Valve PT Control
Valve
DP
Gen
G
Starter
e
a
r
b
ATM717-099
Generator and Accessories
o
x
I
Lube and
G
Fuel
V
Clusters
A
Speed
GCU ECU
Fuel
ATM-717-099
(09/02)
Theory of Operation & Construction Generator and Accessories Page 4-13

APU TEMPERATURE CONTROL
As the combined loads of the generator and the load compressor
are imposed on the power section, the speed governing function
of the ECB responds by increasing fuel flow. Under some
extremely high combination loads or with significant deterioration
of the power section, the turbine trim temperatures limit will be
reached. The trim limit is set below the maximum temperature
limit of the turbines temperature to ensure long life.
The ECB monitors turbine temperature through a pair of dual

thermocouples located in the turbine exhaust. When a load
change results in a temperature higher than its setpoint, the ECB
moves the IGV’s toward a more closed position, reducing load
compressor airflow, and thus reducing the load and its resulting
turbine temperature.
Notes:
Theory of Operation & Construction APU Temperature Control Page 4-14

APU Temperature Control
Surge
Bleed Air PT Control
Valve Valve
DP
Gen G
ATM717-100
e
a
Starter r
b Exhaust
o
Lube and
Fuel
APU Temperature Control
x
I
G
V
Clusters A
Speed
ECU Fuel
EGT
ATM-717-100
(09/02)
Theory of Operation & Construction APU Temperature Control Page 4-15

SUMMARY trolled by the electronic control box in response to aircraft
demand. As the IGVVs open, the load comp0ressor imposes a
load on the power section which causes the APU to slow down.
Now that you have completed this section, you should be able to: The ECB senses the speed drop and provides more fuel to bring
the APU up to 100% speed.
• Identify the major APU Sections.
• Explain the basic operating cycle of the turbine engine. What is the effect of generator load on engine
• Explain the effect of load compression on the engine operation?
operation. The APU drives the electrical generator mounted on the gearbox
• Explain the effect of a surge on the engine operation. assembly. The gearbox in turn is driven from the power section
through the common shaft as shown in the figure. Whether the
• Explain the effect of a generator load on engine operation.
APU is bleeding air from the load compressor or taking electrical
• Explain how APU Temperature controls effects engine power from the generator, each will impose a load on the power
operation. section. As load is applied, the power section tends to slow down.
The electronic control box senses the speed drop and provides
What are the major APU sections? more fuel to the combustor. This results in an increase in the
• Power section power to match the load which helps maintain a constant speed.
Notes:
What is the basic operating cycle of the turbine engine?

The compressor draws air through the air inlet raising its pres-
sure, then passes it into the combustor where fuel is injected. The
burning within the combustor raises the energy level of the air.
The hot gases then pass through the turbine, which extracts as
much energy as possible from the gas flow. The turbine converts
the gas energy to rotational energy to drive the compressor.
What is the effect of load compression on engine

operation?
The load compressor must provide the maximum amount of air
flow that the aircraft will require. If there were no control over
airflow, it would impose full load on the turbine and require a very
high fuel flow, whether or not the aircraft demanded air. Inlet
guide vanes between the compressor and the air inlet match
compressor flow to the demand. Inlet guide vane position is con-
Theory of Operation & Construction Summary Page 4-16

How does APU Temperature control effects engine
operation?
The ECB monitors turbine temperature through a pair of dual
thermocouples located in the turbine exhaust. When a load
change results in a temperature higher than its setpoint, the ECB
moves the IGV’s toward a more closed position, reducing load
compressor airflow, and thus reducing the load and its resulting
turbine temperature.
Notes:

Notes:

CHAPTER 5—LUBRICATION
SYSTEM
OBJECTIVES
Upon completion of this training section, you will be able to:
• Locate and identify lubrication system LRUs.
• Identify the purpose and operation of the lubrication
system components.
• Trace the flow of oil through the lubrication system.
• Identify possible malfunctions related to the lubrication
system.
Notes:
Lubrication System Objectives Page 5-1

OVERVIEW
The lubrication system provides oil to lubricate, clean, and cool
the gears, bearings and shafts of the power section, load com-
pressor and gearbox. The system consists of the supply, scav-
enge, pressure, temperature and vent systems.
There are two main areas in the APU that require lubrication. At
the front is the accessory gearbox that houses gears, shafts and
the duplex ball bearing that supports the front end of the rotating
group. The other area is the roller bearing on the turbine power
section.
Notes:
Lubrication System Overview Page 5-2

Lubrication System Overview
Gearbox
Vent Line
Gearbox
Oil
Jets
For
Air/Oil Gear-
Separator box
Bear-
ings
ATM717-101
Generator
Power
Section
Exhaust
Lubrication System Overview

Scavenge
Lube Returns to
Module Gearbox
Oil Level
Inlet Scavenge
Screen Pump
Return
Screen
Bypass Oil
Valve Cooler
ATM-717-101
(09/02)
Lubrication System Overview Page 5-3

POWER SECTION TURBINE BEARING
CAVITY
The flow of oil through the power section turbine bearing cavity is
as follows:
• The lubricating oil enters the rear turbine cavity through a
tube to lubricate the rear turbine roller-bearing.
• When the oil has reached the bearing cavity, it circulates
and migrates down into the lower part of the cavity.
• In the lower cavity, it is picked up by the scavenge tube
and drawn back by a scavenge pump into the gearbox.
Fault Indication:
Scavenge pump failure will leave oil in the turbine cavity longer
than intended. This will result in black oil and possible oil temper-
ature auto-shutdowns. Notes:
Smoke out of the APU exhaust could indicate that the aft gasket
has failed on the turbine cover.
Lubrication System Power Section Turbine Bearing Cavity Page 5-4

Power Section Turbine Seal Cavity
Oil In
Carbon Seal Port
Metal
Rotor Seal
ATM717-035
Power Section Turbine Seal Cavity
Turbine
Roller
Bearing
Scavenge
Out Port
ATM717.035
09/02
Lubrication System Power Section Turbine Bearing Cavity Page 5-5

FORWARD BEARING AND SEAL
Air discharged from the load compressor is fed into the cabin and
various pneumatic components. This requires that extra protec-
tion for oil leakage be incorporated for the forward bearing.
• At the forward end of the rotating group, the duplex ball
bearing is separated from the load compressor by a carbon
face seal.
• The carbon face seal is backed up with an air buffered
labyrinth seal.
• This extra protection for oil leakage is required because
Compressor discharge air is fed into the area between the
carbon face seal and the labyrinth seal through covered
passages.
• If any oil should get past the carbon face seal, it would be
forced back toward the gearbox rather than entering the
load compressor. Notes:
Maintenance Tip
A seal leakage witness port is located on the lower part of the
load compressor to check if the seal is in fact leaking.
If the APU is suspected of being the source of odors, mainte-

nance personnel should troubleshoot for a reason.
Lubrication System Forward Bearing and Seal Page 5-6

Forward Bearing and Seal
Compressor Scroll
Duplex
Ball
Bearing
ATM717-036
Forward Bearing and Seal
Load
Seal Compressor
Witness Impeller
Test Port
ATM717.036
09/02
Lubrication System Forward Bearing and Seal Page 5-7

LUBRICATION SYSTEM COMPONENTS
The lubrication system components include the following:
• Lubrication Module
- Lube Supply Filter
- Generator Scavenge Filter
- High Oil Temperature Sensor
• Oil Cooler
• Gearbox/Oil Sump
• Low Oil Quantity Switch
• Magnetic Chip Collector/Drain Plug
• Temperature Control Valve
• Low Oil Pressure Switch
Notes:
Lubrication System Lubrication System Components Page 5-8

Lubrication System Components
• Lubrication Module
• Lube Supply Filter
• Generator Scavenge Filter
• High Oil Temperature Sensor
ATM717-082
• Oil Cooler
• Gearbox / Oil Sump
Lubrication System Components
ATM-717.082
(09/02)

LUBRICATION MODULE Ultimate Relief Valve Assembly
The ultimate relief valve assembly (240±40 psi) is located
inside the lube module. It’s responsibility is to prevent over pres-
Identification and Location surization of the oil system.
The lubrication module mounts directly to the gearcase.
The Lubrication Module is an LRU.
The lubrication module is a self-contained unit, that provides
lubrication and scavenge functions to the starter/generator, gear-
box, and main shaft bearings.
Functional Description
The lubrication module incorporates a three-element ge-rotor
pressure pump, a three-element ge-rotor scavenge pump for
clearing oil from the generator, and a single element ge-rotor
scavenge pump, 7 in all, for clearing oil from the APU turbine
bearing cavity.
To enhance cold starting, ceramic ge-rotor rings are used in Notes:

the 131-9[B] configuration. The ceramic rings have a lower ther-
mal coefficient of expansion than that of the steel ge-rotor ele-
ments. This allows a larger cold clearance between the ge-rotor
and ring to minimize cold temperature viscous drag without
sacrificing performance when operating with hot oil.
The filters, and indicators are accessible with the lube module
installed on the APU and are removed and installed with standard
tools.
The module incorporates a seal plate to provide sealing features

at each oil passageway. This eliminates the need for external
tubes at the lube module.
Pressure Regulator
A pressure regulator (67.5±7 psi) maintains a constant lube
supply pressure to the engine and starter/generator which is
installed on the lube module.

Lubrication Module
Oil Pressure
Test Port
Captive Bolts
LUBE
SCAV
ATM717-030
Lubrication Module
ATM717.030
09/02

LUBE SUPPLY FILTER When the bypass switch activates, a signal is sent to the ECU.
There are three conditions that must be met before the
ECU will shutdown the APU:
The oil filter elements are throw-away types contained in a
houseing that is screwed into the Lube Module housing. The 2 fil- 1. Oil temperature >100°F
ters are rated at 10 micron nominal and 25 microns absolute. 2. For >5 seconds
The collapse pressure of the filter exceeds 350 psid. 3. Aircraft must be on ground

The oil filter elements remove contaminants from the oil as it NOTE: If a signal is generated in flight, the ECU will log a
returns to the oil storage area. maintenance fault to the APU maintenance page of the
CDU.
The Lube filter housing is equipped with a DP indicator but-
ton. Should the lube filter become contaminated, the differential
pressure (DP) indicator pops out at 35±5 psid.
If additional contamination buildup occurs, the filter bypass valve

allows unfiltered oil to bypass the filter at a differential pressure
Notes:
of 60±10 psid.
A thermal lockout feature is incorporated in the assembly so the

DP feature is inoperative when oil temperature is less than 70°F.
GENERATOR SCAVENGE FILTER

The generator scavenge filter and filter bypass valve are
identical to but entirely separate from the lubrication oil filter.
This part of the lube system contains an electrical impending
bypass switch.
The purpose of the generator switch is to eliminate and mini-

mize damage to the APU if the starter/generator should malfunc-
tion by shutting down the APU before generator debris can
circulate in the lubrication system.

Oil Filter Elements
Lube Module
SCAV
LUBE Starter/Generator
Scavenge
ATM717-031
Filter Element
Oil Filter Elements

Lube
Reservoir
Filter Element
Retaining
Ring Groove Bypass
Switch
ATM717.031
09/02

HIGH OIL TEMPERATURE SENSOR
The high oil temperature sensor is located in the lubrication
module.
The high oil temperature sensor is used for high oil temperature
indication/protection.
• Normal operating oil temperature is approximately 200-
210°F on a standard sea level day.
• A high oil temperature shutdown will occur when APU
speed is >95%, oil temperature is >290°F, plus 10
seconds.
• The sensor is checked during Pre-start, Monitor and Self-
test.
The high oil temperature sensor is an LRU. Notes:
Fault Indication: Oil Temp shutdowns

• Sensor failure results in the APU would not have HOT
protection
• Low oil quantity
• Dirty oil cooler assembly
• Thermostatic bypass valve failure
• Lube pump failure (pressure and scavenge)

High Oil Temperature Sensor
ATM717-034
High Oil Temperature Sensor
High Oil
Temperature
Sensor
Lube Module
ATM717.034
09/02

OIL COOLER
The oil cooler is a aluminum air/oil heat exchanger of the two-
pass-folded crossflow type with the oil flowing perpendicular to
the direction of airflow twice.

The oil cooler removes the waste heat in the lubrication oil and
carries it away from the APU and the starter/generator.
Cooling air for the oil cooler is supplied by the cooling educator
duct from the tail of the airplane. The high speed exhaust flow
from the APU forms a low pressure area. This low pressure area
pulls cooler air from outside through the eductor duct to the APU
compartment. This low pressure area also pulls air continuously
from the compartment through the oil cooler and out through the Notes:
exhaust.
Maintenance Tip
The cooler air side is easily cleaned of ingested contaminants with
commonly available shop equipment.
NOTE: This new design has eliminated the need for a oil cooling
fan on the 131-9B APU.

Oil Cooler
Cooler
Supply
Tube
Cooler Return
Tube
Oil Cooler
ATM717-076
Oil Cooler APU Compartment
Airflow Exit
Captive
Bolt
Heat Shield
ATM717.076
(09/02)

GEARBOX / OIL SUMP NOTE: Maximum oil consumption allowed is approximately 8 cc’s
per hour.

The gearbox/oil sump is mounted to the front of the load com- Fault Indication:
pressor housing. A plugged vent line will cause oil pressure to increase, oil con-
sumption, gearbox cracking, and oil being pushed through the
All accessories are mounted on the front of the gearbox assembly seals.
to maximize maintainability.
Smoke out the APU exhaust and smells in bleed air will be
Purpose and Interface noticed.
The gearbox/oil sump drives the APU accessories, including the
Starter/Generator. It is also the reservoir for the lubrication sys- The gearbox assembly is a Shop Replaceable Unit (SRU).
tem.
The gearbox is designed as a module and is removable from the
APU, leaving all gears, bearings, and seals in place.
Notes:
The gearbox is considered a HOT gearbox, because the oil in it
comes from the working APU before oil cooling occurs.
Oil capacity is 8.8 quarts (8.4 liters), and the ADD point is 4.0
quarts. The G/B holds approx. 5.7 quarts, while the lines and
cooler hold approx. 3.8 quarts.
Maintenance Tip
Periodically check the end of the vent tube (turbine exhaust) for
carbon buildup.

Gearbox/Oil Sump
Air/Oil
Separator
Oil Fill
Port
ATM717-027
Gearbox/Oil Sump
Generator
Magnetic Scavenge
Drain Plug Filter
Lube Bypass Pressure

Filter Differential
Switch
ATM717.027
09/02

LOW OIL QUANTITY SWITCH
The low oil quantity switch is located on the gearbox next to the
oil fill port.

The low oil quantity switch indicates when a low oil condition
occurs and sends a signal to the CDU.
• The low oil quantity switch uses four reed -switches (one
full, two add, and one low) to ensure reliable nuisance-free
indication. The quantity indicated is not dynamic, it is
checked upon start-up.
• The low quantity switches are actuated by a
float/samarium cobalt magnet combination that moves
depending on oil level. The float has strategically placed Notes:
slots to prevent trapping of air by the float.
• The CDU displays the APU oil quantity with a FULL, ADD,
or LOW indication, under the “input monitoring” screen.
NOTE: Approximately 70 hours (maximum allowed oil

consumption) of APU operation remain once the ADD
indication is seen on the CDU.

Low Oil Quantity Switch
(INPUT/MONITORING MENU)
APU BITE TEST

OIL QUANTITY REPORT
OIL LEVEL AD D
ACTIVE FOR 2.5 HOURS
ATM717-028
Low Oil Quantity Switch CDU
Low Oil
Quantity
Switch
ATM717.028
09/02

MAGNETIC CHIP COLLECTOR AND DRAIN
PLUG
The magnetic chip collector is a threaded metal plug, with
wrenching flats on one end, and a magnet on the opposite end.

The magnetic chip collector detects metallic particles in the oil.
The check valve on the drain plug prevents oil loss when inspect-
ing the chip collector.
The magnetic chip collector and drain plug assembly are an LRU.
Maintenance Tip
Refer to applicable maintenance manual for the meaning and
maintenance action for particles that may appear. Notes:
If any of the filters or chip detector is contaminated, change the
contaminated oil, filter element(s) and recheck after 15 minutes
of APU operation. If further contamination is seen, refer to appro-
priate maintenance manual for disposition.
NOTE: If you see metal particles on the magnetic element,

examine the engine to find the cause and quantity of the
damage.

Magnetic Chip Collector/Drain Plug
ATM717-029
Magnetic
Chip Collector
Magnetic Chip Collector/Drain Plug Gearbox

Magnet
Check Valve
Retaining Oil Fill Cap
Clamp
Oil Filler Housing
with Strainer
Plug
ATM717.029R1
09/02

TEMPERATURE CONTROL VALVE
The temperature control valve is remotely located on the gearbox
and is attached by a seal plate.

The temperature control valve allows the flow of oil to either flow
through or bypass the cooler, depending on oil temperature.
The control valve allows oil to bypass the oil cooler at tempera-
tures less than 140°F. Oil flows through the cooler when temper-
atures are greater than 170°F.
The valve opens to allow oil to bypass the oil cooler when:
• it is internally restrictive to oil flow.
Notes:
• the oil temperature is less then 140° F.
• there is a differential pressure of (50 psid) across the oil
cooler assembly.
If the temperature control valve fails to close, H.O.T. shutdowns

would most likely occur.
NOTE: This feature helps the cold APU start by not putting an
extra strain on the APU starter system.

Temperature Control Valve
Oil Cooler
Supply Tube
Oil Cooler
Return Tube
Thermostatic
Bypass
Valve
ATM717-032 Oil Oil

In Out
Temperature Control Valve Temperature

Sensitive
Compound
Diaghragm
Poppet Valve
Expansion
Element
To From
Oil Oil
Cooler Cooler ATM717.032
09/02

LOW OIL PRESSURE (LOP) SWITCH FAULT INDICATION: LOP AUTO-SHUTDOWN
Possible causes:
Identification and Location • Oil filters clogged.
The oil pressure switch is located in the gearcase, in the oil flow • Insufficient oil quantity.
to the engine bearings. • Over servicing of the oil.
• Mixing of incompatible oils.
The LOP switch is a normally closed electrical, open-with-pres-
• Sludge buildup in APU internal cored passageways.
sure switch.

The low oil pressure switch provides protection against low oil
pressure conditions.
A open pressure switch position is checked in Pre-Start and
Self-test ECU modes only and not during APU operation.
On pre-start BIT, the LOP switch has failed if the APU speed is less Notes:
than 7% and the switch is showing electrically open.
An Oil Pressure auto-shutdown will occur if RPM >95%, oil pres-

sure <35±5 psi for 20 seconds.
The APU would start but have no LOP protection if found to

be bad during Pre-Start BIT
The Oil Pressure switch is an LRU.

Low Oil Pressure Switch
ATM717-033
Low Oil Pressure Switch
Low Oil
Pressure Switch
ATM717.033
09/02

AIR-OIL SEPARATOR
The oil-air separator is located right above and to the left of the
lubrication module.

In scavenging the oil from the bearing cavities, some air will be
drawn with it since the scavenge pump capacity is greater than
the oil flow to the turbine cavity. The scavenged air/oil mixture is
saturated with oil mist, and must separated. The gearcase must
be vented to prevent the buildup of pressure.
The air-oil separator removes the air from the oil mist as it
returns to the gearbox reservoir.
Air and oil come into the gearbox from the air buffered seals. Oil Notes:
is then slung to the sides and re-deposited into the sump. The air
then vents overboard through a hard-line tubing going back to
the APU exhaust duct.
Maintenance Tip
• The stationary air-oil carbon seal is removable and
replaceable without gearbox disassembly. The rotor,
however is not.
• The rotating group can be turned by using a 5/16 socket
to turn the air/oil separator, after the cover has been
removed.
The Air-Oil Separator assembly is not an LRU.

Air/Oil Separator (Top View)
Vent to
Exhaust Carbon Face Seal
Pipe
Gearbox Metal Rotor Gearbox

Vent to
Exhaust
Air/Oil
Separator
ATM717-037
Air/Oil Separator (Top View)
Air/Oil Separator
Compound
Idler Gear
Air/Oil
In
ATM717.037
09/02

OIL SERVICING PROVISIONS NOTE: The use of non-approved lubricants or the mixing of brands
and types of lubricants may cause foaming, and “Low Oil
Pressure” auto shutdowns.
The following synthetic lubricants are approved by Honeywell.
Type 1 per MIL-LP7808: NOTE: Information concerning oil change intervals and a table
listing the approved oil brands and type are provided in the
Aeroshell Turbine Oil 390 appropriate maintenance manual.
Brayco 880
BP Aero Turbine Oil 15
Castrol 3C
Castrol 325
Type II per MIL-L-23699:

Castrol 500
Notes:
Exxon or Esso Turbine Oil 2380
Exxon or Esso Turbine Oil 85
Exxon 2197
Hatcol 3611
Mobil Jet Oil II
Mobil Jet Oil 254
Royco 899
Royco or Aeroshell Turbine Oil 500
Royco or Aeroshell Turbine Oil 555
Lubrication System Oil Servicing Provisions Page 5-30

Notes
Lubrication System Oil Servicing Provisions Page 5-31

LUBRICATION SYSTEM FLOW • Servicing provisions are on the reservoir case, as well as a
sight gage.
- There is an oil level sensor that signals the ECU.
The following text describes the flow of oil through the engine. - In the bottom of the gearbox is a magnetic drain plug
• Oil is drawn from the reservoir through a protective screen that collects any metal particles for viewing in case of a
into the 3-element supply pump. After being discharged suspected problem.
from the pump the oil passes through a pressure • Air and oil are separated by an air/oil separator.
regulator/relief valve which maintains constant system • The reservoir is vented to the exhaust section which
pressure throughout APU operation. prevents over-pressurization of the reservoir during APU
• The oil then flows to the thermostatic/pressure relief valve operation.
on the oil cooler.
- If oil is cold, it bypasses the cooler and is distributed to
the engine and components.
- If the oil is hot, it passes through the cooler to remove
excess heat.
• Oil then flow to the lube filter and is distributed to the
bearings, gears, and generator. Oil is distributed through
internal passages and external lines to the various parts of Notes:
the APU.
- As it flows to the turbine bearing, a pressure switch
and temperature sensor monitor system pressure and
temperature. If pressure is too low or temperature is
too high, the APU is shut down.
• The generator is scavenged by elements in the lube
module. Oil returning from the generator first passes
through in-line screens. The pumps discharge oil into a
generator scavenge filter and empties it into the reservoir.
The generator scavenge filter has an impending bypass
switch that causes the APU to shutdown if the filter
becomes restricted.
• Oil from the forward bearings and gearbox returns to the
reservoir by gravity. The turbine bearing area is
scavenged by a single pump element. Oil passes through
an inlet screen, through the pump and into the reservoir.
Lubrication System Lubrication System Flow Page 5-32

Lubrication System Flow
Lube Pump Regulated
Oil Cooler To Turbine Cavity
Lube Pump Inlet
Delta P Gearcase Vent Air
Indicator Delta P
Lube Turbine Scavenge
Impending
Filter Bypass To Tailpipe Scavenge Pump Discharge
Low Oil
Switch Vent Pressure Gen. Scavenge Pump Inlet
Switch High Pressure Discharge
Temperature Oil Generator
Control Valve Temp Scavenge
Sensor Filter
FCU ATM717-026
Pressure
Regulating/
Relief Valve
Lubrication System Flow Bearings
Gen. Scavenge
Elements (3)
Turbine From Turbine Cavity

Scavenge
Element Low Oil
Lube Quantity Switch
Inlet
Screen
Lube Fill
Pump Port
Oil Level
Elements (3) Sight Glass
Magnetic
Drain Plug
ATM717.026
09/02
Lubrication System Lubrication System Flow Page 5-33

SUMMARY • Lube Supply Filter: removes contaminants from the oil as
it returns to the oil storage area.
• Oil Cooler: removes the waste heat in the lubrication oil
Now that you have completed this section, you should be able to: and carries it away from the APU and the
starter/generator.
• Locate and identify lubrication system LRUs
• Gearbox/Oil Sump: drives the APU accessories and is also
• Identify the purpose and operation of the lubrication the reservoir for the lubrication system.
system components.
• Low Oil Quantity Switch: indicates when a low oil
• Trace the flow of oil through the lubrication system. condition occurs and sends a signal to the CDU.
• Explain oil servicing provisions. • Magnetic Chip Collector/Drain Plug: detects metallic
particles in the oil.
What are the lubrication system LRUs?
• Temperature Control Valve: allows the flow of oil to either
• Lubrication Module flow through or bypass the cooler, depending on oil
- Lube Supply Filter temperature.
- Generator Scavenge Filter • High Oil Temperature Sensor: is used for high oil
- High Oil Temperature Sensor temperature indication/protection.
• Oil Cooler
Notes:
• Gearbox/Oil Sump
What is the purpose of each LRU?

• Lubrication Module: provides lubrication and scavenge
functions to the starter/generator, gearbox, and main
shaft bearings.
• Oil Filter Elements: oil filter elements remove
contaminants from the oil as it returns to the oil storage
area.
• Low Oil Pressure Switch: provides protection against low
oil pressure conditions.
Lubrication System Summary Page 5-34

• Air/Oil Separator: removes the air from the oil mist as it • Servicing provisions are on the reservoir case, as well as a
returns to the gearbox reservoir. sight gage.
- There is an oil level sensor that signals the ECU.
What is the flow of oil through the lubrication system?
- In the bottom of the gearbox is a magnetic drain plug
• Oil is drawn from the reservoir through a protective screen that collects any metal particles for viewing in case of a
into the 3-element supply pump. After being discharged suspected problem.
from the pump the oil passes through a pressure
• Air and oil are separated by an air/oil separator.
regulator/relief valve which maintains constant system
pressure throughout APU operation. • The reservoir is vented to the exhaust section which
prevents over-pressurization of the reservoir during APU
• The oil then flows to the thermostatic/pressure relief valve
operation.
on the oil cooler.
- If oil is cold, it bypasses the cooler and is distributed to
the engine and components.
1
- If the oil is hot, it passes through the cooler to remove
excess heat.
• Oil then flow to the lube filter and is distributed to the
bearings, gears, and generator. Oil is distributed through
internal passages and external lines to the various parts of
the APU.
- As it flows to the turbine bearing, a pressure switch
and temperature sensor monitor system pressure and Notes:
temperature. If pressure is too low or temperature is
too high, the APU is shut down.
• The generator is scavenged by elements in the lube
module. Oil returning from the generator first passes
through in-line screens. The pumps discharge oil into a
generator scavenge filter and empties it into the reservoir.
The generator scavenge filter has an impending bypass
switch that causes the APU to shutdown if the filter
becomes restricted.
• Oil from the forward bearings and gearbox returns to the
reservoir by gravity. The turbine bearing area is
scavenged by a single pump element. Oil passes through
an inlet screen, through the pump and into the reservoir.

Notes:

CHAPTER 6— FUEL SYSTEM
OBJECTIVES
• Locate and identify fuel system LRUs
• Identify the purpose and operation of the fuel system
components.
• Trace the flow of fuel through the fuel system.
• Identify possible malfunctions related to the fuel system.
Notes:
Fuel System Objectives Page 6-1

FUEL SYSTEM OVERVIEW
The APU fuel system is a fully automatic system controlled by the
ECU.
Starting
During start, the fuel system provides the correct amount of fuel
to support combustion and provides for smooth acceleration of
the engine to full rated speed.
On-Speed
Once rated speed is reached, fuel flow is modulated to meet the
demands of varying pneumatic and electrical loads while main-
taining a constant speed.
Fuel Supply
For proper operation, the aircraft system furnishes a stable Notes:
amount of fuel at a pressure between 0 and 55 PSIG. The sys-
tem also requires 24 VDC (range of 14-30 volts) power.
Shutdown
During shutdown fuel flow is stopped by the fuel shutoff solenoid.
Fuel System Fuel System Overview Page 6-2

Fuel System Overview
Fuel
Manifold
Fuel
Control Unit
ATM717-024
Fuel System Overview
Combustor Fuel Flow

Drain Valve Divider
ATM717.024
09/02
Fuel System Fuel System Overview Page 6-3

FUEL SYSTEM COMPONENTS
The Fuel System consists of the following components:
• Fuel Filters
• Fuel Metering Assembly
• Flow Divider Assembly
- Flow Divider Solenoid
• Fuel Manifolds & Fuel Nozzles
• Fuel Shutoff Solenoid
• IGV Actuator Pressure Regulating Valve
• Plenum Drain Valve
• APU Drain Manifold
Notes:
Fuel System Fuel System Components Page 6-4

Fuel System Components

• Fuel Filters
• Fuel Metering Assembly
• Flow Divider Assembly
ATM717-084
• Flow Divider Solenoid
Fuel System Components
• Fuel Shutoff Solenoid
• IGV Actuator Pressure Regulating Valve
• Plenum Drain Valve
ATM-717-084
(09/02)

FUEL CONTROL UNIT (FCU) Maintenance Tip
Fuel or oil seepage from the drain port is an indication that the
seals are leaking internally. This condition warrants FCU replace-
Identification and Location ment.
The FCU consists of the following:
• a high pressure fuel pump There is no “clogged filter” indicator.
• seals
• filters
• fuel torque motor
• flow meter
• temperature sensor
• fuel shutoff solenoid
The entire pump and control assembly is attached to the lubrica-

tion module by means of a quick release V-band clamp.

Notes:
The fuel control unit supplies metered fuel to the flow divider in
proportion to the signal received from the ECU.
The FCU:
• is driven by an oil lubricated spline drive shaft.
• has a single electrical connector for fuel shutoff solenoid,
fuel torquemotor feedback, and temperature.
• is designed to operate at supply pressures as low as 5 psi
above true vapor pressure.
The gear pump is a positive displacement type.
Protection for the fuel pump system is provided by a safety relief

valve (1150 PSI) (internal) which relieves pump pressure on all
FCU shutdowns.

Fuel Control Unit
Fuel Control
Unit (FCU)
Fuel Supply
Tube Assembly
Lube Module
Alignment Pin
ATM717-014
Fuel Control Unit
ATM717.014
09/02

Fault Indication
FCU performance problems will cause the following protective
shutdowns:
• No Flame
• No Accel
• Overtemperature
• Overspeed
• Underspeed
Starting Fuel Trim Schedule:
Table 1:
RPM Temperature
0 1750°F
10.3 1750°F Notes:
13 1650°F
20 1600°F
41 1520°F
51.2 1425°F
61.5 1425°F
71.7 1320°F
82 1200°F
90.2 1100°F
95 1070°F
98.4 1050°F

Fuel Control Unit
Fuel Control
Unit (FCU)
Fuel Supply
Tube Assembly
Lube Module
Alignment Pin
ATM717-014
Fuel Control Unit
ATM717.014
09/02

FUEL FILTERS NOTE: Recommended filter change is 3,500 APU hours or 3 years,
whichever comes first.

The fuel filters include: NOTE: Fuel filters are designed to trap normal fuel pump wear
• a large capacity, replaceable element located at the inlet debris.
to the FCU (10-micron inlet filter).
• protective metal screens installed at the pump discharge
(high pressure, non-bypassing type), shutoff valve, torque
motor and flow divider valve locations.

The filters trap normal fuel pump wear debris. The entire pump
discharge flow passes through the filter.
The metal screens installed at the pump discharge, shutoff valve,
torque motor and flow divider valve locations are rated at 40
Notes:
microns nominal and 65 microns absolute.
The fuel filter housing and filter element are LRUs.
Maintenance Tip
• The high pressure pump screen is replaceable without
removing the FCU.
• The screens located at the fuel shutoff solenoid and flow
divider are of the same type.
• All seals, filters, and internal components are compatible
with JP-4, JP-8, and Jet A fuels, and applicable additives.

Fuel Filters
ATM717-015
Fuel Filters Filter Element
Filter Cap
ATM717.015
09/02

FUEL METERING ASSEMBLY Torque-Motor Current Versus Fuel Flow:
Table 6-1:
The fuel metering assembly is located internally in the FCU. Milliampere lbs/hr
0 0
The ECU and fuel metering assembly control the APU start and 20 16
acceleration. 35 28
Functional Description 50 50
The fuel metering assembly meters fuel flow using a direct acting 100 140
metering valve (torque-motor). The metered fuel filter is a func-
150 235
tion of ECU supplied current.
200 330
An increase in current increases fuel flow by enlarging the meter-
250 425
ing area. A constant pressure drop across the torque motor is
kept by the differential pressure regulator which senses fuel pres-
sure upstream and downstream of the torque motor and Notes:
bypasses excess fuel back to the pump inlet to maintain the dif-
ferential pressure.
After leaving the torque motor, the metered flow passes through
the integral flow meter and pressurizing valve, which keeps a
minimum pressure down stream of the metering valve and to
feedback the flowrate amount to the ECU.
The fuel then travels through the fuel shutoff solenoid and out to
the fuel flow divider.
NOTE: Whenever a protective shutdown is initiated, the current to

the torque-motor is automatically removed.
The Fuel Control Torque-motor is an integral part of the FCU and

is not line adjustable or replaceable

Fuel Metering (Torque-Motor)
FCU Torquemotor
Metering Valve
ATM717-016
Fuel Metering (Torque-Motor)
Fuel Metering
Outlet Port Clevis
Fuel
Inlet
Port
ATM717.016
11/02

FUEL FLOW DIVIDER & FLOW DIVIDER The flow divider solenoid also improves start capability in cold
weather.
SOLENOID
The ECU uses P2, T2, and speed signals to control the fuel flow
Identification and Location divider solenoid valve.
The fuel flow divider is on the left side of the APU near the com-
The flow divider assembly is considered an LRU.
bustion chamber.
These are the main fuel flow divider components:

Maintenance Tip
If flow divider sequencing is incorrect, No Acceleration, No Flame,
• Ball check valve Overtemperature and Underspeed auto-shutdowns could occur
with NO faulty LRUs in ECU memory.
• Inlet filter
• Flow divider solenoid
Purpose
The fuel flow divider directs fuel to the primary and secondary
manifolds.
Notes:
The fuel flow divider gives fuel to the primary manifold during
start of the APU.
At 25-40 percent speed or approximately 120 psi, the check valve

inside the T fitting opens and supplies fuel to the secondary main-
ifold, unless the flow divider solenoid is closed.
The fuel flow divider solenoid in normally open (de-energized). It

makes sure fuel flows to the secondary manifold at the correct
time.
The ECU energizes the solenoid closed in the following conditions.
• During start from 7 to 30% speed.

• Above 25,000 feet.
• T2 less than 55°F

Fuel Flow Assembly
Flow Divider
Primary Fuel Flow Solenoid
Fuel Flow
Divider Secondary
ATM717-018
Fuel Flow Fuel
Nozzles
Primary
Fuel
Nozzles
Fuel Flow Assembly

Secondary
Fuel Flow
Divider
Combustor
ATM717.018
09/02

FUEL MANIFOLDS & FUEL NOZZLES
The two manifolds (primary and secondary) consist of ten (10)
dual-orifice atomizers equally spaced and mounted on the com-
bustor plenum.

The primary and secondary fuel manifolds (2) route fuel to the
fuel injector nozzles (10 dual orifice nozzles).
The fuel nozzles inject metered fuel into the combustor.
• Fuel for ignition and initial acceleration is supplied by the
primary portion of the atomizers.
• The fuel inlet has a filter screen to prevent contaminants
from entering the spray tip. An indexing pin positions the Notes:
air shroud on the atomizer, and ensures accurate atomizer
assembly in the engine.
• A hard coat is applied to the air shroud where it contacts
the combustor to reduce wear.
• Combustor inlet air is introduced through the shroud to
sweep the face of the spray tip to prevent carbon
formation.
Maintenance Tip
The combustor is bolted down to allow for removal and replace-
ment of all fuel nozzles at the same time.
The inlet screens are removable for cleaning or replacement.

Fuel Manifolds & Fuel Nozzles
Fuel
Nozzle
ATM717-019
Primary Secondary
Fuel Manifolds & Fuel Nozzles

Secondary
Fuel Manifold Screens
Locating Nozzle Tip
Pin
Primary Fuel
Manifold
Air Shroud
ATM717.019
09/02

FUEL SHUTOFF SOLENOID
The fuel shutoff solenoid is a three-way, normally closed, two
position poppet valve. It is an integral part of the FCU and as
such, is not considered an LRU.

The fuel shutoff solenoid directs metered fuel to the fuel flow
divider.
The fuel shutoff solenoid is energized by the ECU.
When the fuel shutoff solenoid is energized by the ECU, metered
fuel is directed through it and to the fuel flow divider.
When the solenoid is de-energized, APU operation is terminated Notes:

(for either a protective or normal shutdown).
NOTE: If the fuel shutoff solenoid fails mechanically to open at

approximately 7% speed, a No Flame auto-shutdown
occurs and NO failed LRUs will be in ECU memory.
NOTE: If the fuel shutoff solenoid leaks fuel to the flow divider
before approximately 7% speed, torching,
NOTE: Overtemperature or No Flame auto-shutdowns will occur

without failed LRUs in ECU memory.

Fuel Shutoff Solenoid
Solenoid
ATM717-021
Fuel Shutoff Solenoid
ATM717.021
11/02

IGV ACTUATOR PRESSURE REGULATING
VALVE
The actuator pressure regulator is an integral part of the FCU.

The pressure regulating valve provides the hydraulic pressure
used to activate the inlet guide vane assembly and the surge con-
trol valve.
The valve maintains a fuel pressure of 250±25 psig to the inlet
of the IGV Actuator and Surge Control valve.
If pressure regulation is low or high, the Inlet Guide Vane Actua-

tor could be faulted because it did not extend or retract to its pro- Notes:
grammed position.
NOTE: The regulator is not line adjustable and is not considered to

be an LRU.

IGVA Pressure Regulator Valve
IGV Actuator/
Surge Valve
Return
IGV Actuator/ Fuel Supply

Surge Valve Tube Assembly
Supply
Actuator
Pressure
Regulator
ATM717-022
IGVA Pressure Regulator Valve LRU Fuel
Drain Tube
Assembly
Lube
Module IGV Return
Tube Assembly
Gearbox
Fuel IGV Supply
Pump Tube Assembly
LEGEND
FUEL IN (LOW PRESSURE)
PUMP DISCHARGE (HIGH PRESSURE)
METERED FUEL
REGULATED PRESSURE
Fuel ACTUATOR RETURN
Supply
ATM717.022
09/02

PLENUM DRAIN VALVE
The plenum drain valve is located at the lowest point in the ple-
num.

A plenum drain valve (orificed) ensures complete drainage of fuel
that may accumulate in the combustor and turbine plenum fol-
lowing an unsuccessful light off attempt (not attributed to fuel).
Draining the excess fuel prevents a possible hot or torching start.
Maintenance Tip
• An arrow on the valve body points in the direction of fuel
flow toward the overboard drain line.
• Check to see if the valve is clean and unobstructed on a
scheduled basis.
Notes:
• Refer to the Boeing maintenance manual for more details.
NOTE: The valve is always open whether the APU is operating or

not.

Plenum Drain Valve
ATM717-023
Plenum Drain Valve
Combustor
Drain Valve
(Orificed Tube)
ATM717.023
09/02

APU DRAIN MANIFOLD • Inlet Guide Vane Actuator: 3 drops/minute allowed at
the IGVA tell-tale witness drain.
• Oil Consumption: 8 cc/hr
• Surge Control Valve (SCV): 3 drops/minute at the tell-
There are four drains on the APU. Three of the drains are over-
tale minute witness drain.
board drains that consist of two fuel drains and one oil drain. The
drains are customer interfaced by the drain mast installed A daily visual inspection check for leakage at the APU drain mani-
beneath the inlet duct. fold should be done by maintenance personnel.
One drain (inlet duct) is internal to the airplane compartment. Leakage more than the limits or a sudden leakage increase, must
be monitored frequently and/or necessary maintenance sched-
Which is the forward, middle and aft drains. uled.

The forward drain detects degraded seal performance in the fuel
control unit (FCU), inlet guide vane (IGV) actuator, and surge
control valve (SCV) actuator.
The middle drain is used for detecting degraded load compres- Notes:
sor main shaft seal performance.
The aft drain is used for disposing of excess fuel in the event of
an aborted start, and is also a means of draining the airplane
muffler.
Maintenance Tip
During normal operations, NO fuel is discharged from the aft
drain.
The leakage rates shown are acceptable for normal engine opera-
tion after a minimum of five minutes at sustained APU speed.
Unit/Item Limit Max. Tolerance/Remarks:

• Fuel/Lube Module cavity: 3 drops per minute allowed at
the FCU/lube moduledrain tell-tale witness drain.

APU Drain Manifold
ATM717-059 Load Compressor

Seal Drain
FWD APU Drain Manifold
Combustor Case/
FCU/SCV/IGVA Eductor, Muffler
Drain Drain
BOTTOM VIEW
ATM717.059
09/02

FUEL SYSTEM FLOW
The aircraft fuel system supplies the APU with low-pressure fuel.
• Fuel is passed through an inlet filter on the fuel control
unit.
• After the filter, the fuel is sent to a two-stage pump and
actuator supply regulator. This fuel is used to operate the
inlet guide vane and surge control valve actuators.
• After passing through the pump, the fuel is sent to a high-
pressure fuel filter and the torque motor (TM). The torque
motor is controlled by signals from the ECU.
• Fuel leaving the TM is now metered fuel which is used to
operate the APU. The metered fuel flows past a
temperature sensor and integral flow divider. The
resulting signals are used to adjust flow rates for starting
the APU in cold conditions and altitude.
• The fuel then flows to the fuel shutoff solenoid. Notes:
- When energized at 7% speed, it allows fuel to flow to
the flow divider and flow divider solenoid.
- When the ECU receives an OFF signal and the APU has
completed a cool-down cycle, the fuel shutoff solenoid
closes and the APU shuts down.
• The flow divider and flow divider solenoid distribute the
fuel between primary flow and secondary fuel manifolds.
- Primary flow is for starting the APU and secondary flow
is for acceleration and on-speed operating conditions.
- The flow divider solenoid is controlled by the ECU.
• Attached to the manifolds are 10 fuel nozzles. The nozzles
inject fuel into the combustion chamber for APU operation.
• On the bottom of the outer combustion case is a plenum
drain valve. It is used to drain the excess fuel from the
combustion chamber in case of a no start condition.
Fuel System Fuel System Flow Page 6-26

Fuel System Flow
Electrical Actuator
Connector Return
P2
Pressure Metering High
Actuator Pressure
Tap Module Supply Fuel Filter
Flowmeter Actuator
Resolver Pressure
Regulator LEGEND
RTD Fuel In (Low Pressure)
Pump Pump Discharge

Relief (High Pressure)
Flowmeter
Pressurizing
Valve
ATM717-017 Valve
Shaft
Metered Fuel
Regulated Pressure
Seals
Fuel System Flow

Actuator Return
3-Way
Shutoff
Solenoid Pump
N.C. Drive
Lube Spline
Module
Metered
Flow
Discharge Seal
Drain
Orifice
Bypass Bleed
(Double Screened) High Pressure
Fuel Pump
Differential
Pressure Fuel Inlet Fuel
Regulator Supply Filter Element
ATM717.017
09/02
Fuel System Fuel System Flow Page 6-27

SUMMARY • Plenum Drain Valve: ensures complete drainage of fuel
that may accumulate in the combustor and turbine plenum
during an unsuccessful start.
Now that you have completed this section, you should be able to: • APU Drain Manifold:
• Locate and identify fuel system LRUs - The forward drain detects degraded seal perfor-
mance in the fuel control unit (FCU), inlet guide vane
• Identify the purpose and operation of the fuel system (IGV) actuator, and surge control valve (SCV) actuator.
components.
- The middle drain is used for detecting degraded load
• Trace the flow of fuel through the fuel system. compressor main shaft seal performance.
• Identify possible malfunctions related to the fuel system. - The aft drain is used for disposing of excess fuel in the
event of an aborted start, and is also a means of drain-
What are the fuel system LRUs? ing the airplane muffler.
• Fuel Filters Describe the flow of fuel through the engine.
• Flow Divider Assembly • Fuel is passed through an inlet filter on the fuel control
unit.
- Flow Divider Solenoid
• After the filter, the fuel is sent to a two-stage pump and
actuator supply regulator. This fuel is used to operate the
• Plenum Drain Valve inlet guide vane and surge control valve actuators.
Notes:
• Fuel Control Unit: supplies metered fuel to the flow
divider in proportion to the signal received from the ECU.
• Fuel Filters: trap normal fuel pump wear debris. The
entire pump discharge flow passes through the filter.
• Fuel Metering Assembly: through the ECU controls APU
start and acceleration.
• Flow Divider Assembly/Flow Divider Solenoid: distributes
the fuel between primary flow and secondary fuel
manifolds.
• Fuel Manifolds & Fuel Nozzles: the manifolds route fuel to
the fuel injector nozzles; the fuel nozzles inject metered
fuel into the combustor.
• Fuel Shutoff Solenoid: directs metered fuel to the fuel
flow divider.
• IGV Actuator Pressure Regulating Valve: provides the
hydraulic pressure used to activate the inlet guide vane
assembly and the surge control valve.
Fuel System Summary Page 6-28

• After passing through the pump, the fuel is sent to a high-
pressure fuel filter and the torque motor (TM). The torque
motor is controlled by signals from the ECU.
• Fuel leaving the TM is now metered fuel which is used to
operate the APU. The metered fuel flows past a
temperature sensor and integral flow divider. The
resulting signals are used to adjust flow rates for starting
the APU in cold conditions and altitude.
• The fuel then flows to the fuel shutoff solenoid.
- When energized at 7% speed, it allows fuel to flow to
the flow divider and flow divider solenoid.
- When the ECU receives an OFF signal and the APU has
completed a cool-down cycle, the fuel shutoff solenoid
closes and the APU shuts down.
• The flow divider and flow divider solenoid distribute the
fuel between primary flow and secondary fuel manifolds.
- Primary flow is for starting the APU and secondary flow
is for acceleration and on-speed operating conditions.
- The flow divider solenoid is controlled by the ECU.
• Attached to the manifolds are 10 fuel nozzles. The nozzles Notes:
inject fuel into the combustion chamber for APU operation.
• On the bottom of the outer combustion case is a plenum
drain valve. It is used to drain the excess fuel from the
combustion chamber in case of a no start condition.

Notes:

CHAPTER 7—PNEUMATIC
SYSTEM
OBJECTIVES
Upon completion of this training section, the student will:
• Locate and identify the pneumatic system LRUs.

• Identify the purpose and operation of the pneumatic
system components.
• Identify possible malfunctions related to the pneumatic
system.
Notes:
Pneumatic System Objectives Page 7-1

OVERVIEW
The pneumatic system provides compressed air to the (under
varying load conditions) to prevent surging of the APU load com-
pressor.
The pneumatic system is comprised of a:

• PT Sensor
• P2 Sensor
• DP Sensor
• Inlet guide vane actuator (IGV)
• Inlet temperature sensor (T2)
Notes:
Pneumatic System Overview Page 7-2

Pneumatic System Schematic
Inlet Temperature
Sensor (T2)
LEGEND
Fuel Fuel
Gearcase Vent Air In Out
Electrical Signal Compartment
Load Compressor To Air
ECU Inlet Pressure
Bleed Air IGVA Sensor (P2) Oil In
APU Compartment Oil
Cooling Air Oil Out
Cooler
APU Inlet Air
Exhaust Air
Load
Compressor
BAV
ATM717-039 Air/Oil
Separator
Pneumatic System Schematic

Solenoid Power
ECU Section
DP Static Pressure
Sensing Ports Inlet Air Flow Exhaust Surge Bleed
Sensor Air Exhaust
Opening Eductor
Piston Close PT Total Pressure
Sensor Probe (PT)
Closing
Spring Open
Air
Flow
C
l Visual
o Position Fuel Out
Open s SCV
Position Indicator
e Fuel In
Switch d LVDT
Closed Open Open
TM
C
l
o To
s ECU
e
d ATM717.039
09/02
Pneumatic System Overview Page 7-3

PNEUMATIC SYSTEM COMPONENTS
The pneumatic system consists of:
• Flow Sensor Assembly
- PT Sensor
- DP Sensor
- P2 Sensor
• Inlet Temperature Sensor
• Bleed Air Valve
• Inlet Guide Vane Assembly
Notes:
Pneumatic System Pneumatic System Components Page 7-4

Pneumatic System Components

• PT Sensor
• DP Sensor
ATM717-085
• P2 Sensor
• Flow Sensor Probes
Pneumatic System Components
• Inlet Temperature Sensor
• Bleed Air Valve
ATM717.085
(09/02)

SURGE CONTROL VALVE (SCV) • Air/ground
Air that flows through the surge control valve goes overboard
Identification and Location through the exhaust duct.
The surge control valve (SCV) is a butterfly type valve. The SCV
actuator is on the top of the valve. A two-stage servo valve con-
trols the actuator. A visual indicator on the valve gives the posi-
tion of the valve.
The SCV is located in the surge bleed duct on the right side of the
APU.

The ECU controls a torque motor on the servo valve. This motor
sends high pressure fuel from the APU fuel system to open or
close the surge control valve. The valve moves between 10
degrees (open) and 90 degrees (closed). A linear variable differ-
ential transformer (LVDT) supplies valve position feedback to the
ECU. Notes:
The surge control valve (SCV) releases air from the load compres-
sor. The SCV makes sure there is a minimum flow of air through
the load compressor. This prevents a surge. If a surge does
occur, the SCV opens to help the load compressor recover.
The surge margin set point is the minimum quantity of corrected

air that should flow through the load compressor to prevent load
compressor surge. The ECU calculates the corrected airflow and
the surge margin set point. The corrected airflow is the quantity
of air that flows through the load compressor. The ECU uses total
pressure (PT) and differential pressure (DP) to calculate the cor-
rected airflow. The ECU uses the following inputs to calculate the
surge margin set point:
• Inlet temperature (T2)
• IGV position
• Bleed mode

Surge Control Valve
ATM717-040
Surge Control Valve
Surge Control
Valve
ATM717.040
11/02

FLOW SENSOR ASSEMBLY
The flow sensor assembly (P2, PT and DP) consists of static
pressure taps located in the load compressor diffuser and a total
pressure probe (basically a shaped tube) in the duct between the
diffuser and bleed air valve.

All 3 pressure sensors (transducers) (P2, PT, and DP) change
pressure into an electrical signal and transmit these values to the
ECU to control:
• fuel scheduling during APU starts

• surge control valve operations
• inlet guide vane positions
The total pressure sensor (PT) measures load compressor dis- Notes:
charge pressure.
The delta pressure sensor (DP) measures the difference between

total and static pressures.
The ambient pressure sensor (P2) measures inlet pressure.
NOTE: The flow sensors real-time data can be viewed on the

flightdeck CDU panel, under APU BITE TEST.
NOTE: The ECU compensates for any possible drift in the Delta P
sensor zero point by adding or subtracting a compensating
offset if a non zero Delta P is detected in Pre-Start BIT.

Flow Sensor Assembly
ATM717-042
Flow Sensor Assembly CDU
APU BITE TEST

REAL TIME PARAMETERS 1/4
SPEED 000.0 %
EGT 20.5 C
Pressure Ambient IGV POSITION
SCV POSITION
00.0 DEG
10.0 DEG
Sensor (P2) DELTA PRESS 0.0 PSID
TOTAL PRESS 14.7 PSIA
INLET PRESS 14.7 PSIA
INLET TEMP 20.5 C
FUEL TMC 0.0 MA
Pressure Total FUEL FLOW
<INDEX
00.0 PPH
Sensor (PT)
Delta Pressure
Sensor ( ∆P)
ATM717.042
09/02

• The P2 and PT sensing probes sample the air
pressure developed by the load compressor and
route to the electrical sensors. The sensors translate the
pressure input into an electrical signal that is
transmitted to the ECU.
• The ECU interprets the signals from the PT and DP
transducers, as well as the altitude input (P2) and inlet
guide vane position (LVDT).
• After interpreting these parameters, the ECU
provides the correct command signal to the Surge
Control valve to modulate it more open or closed in order
to provide a constant airflow through the compressor
during all loading conditions.
PT and P2 signals are sent to the flow sensor manifold
which directs the pressure to the total and differential pressure
sensors.
Notes:
In the event of a failure, the ECU allows safe electric-load opera-
tion by holding the SCV open and the IGVs closed. This gives pri-
ority to electric (shaft load) operation at the expense of bleed load
in the event of a surge system malfunction.

Flow Sensor Schematic
One-way PT Transducer
To Aircraft
Check Bleed Duct
Valve
Bleed DP Transducer
Air Pressure
Valve Total
Probe
Pressure
ATM717-077 Static
Probe
Load
Compressor
Diffuser
Flow Sensor Schematic

Load Compressor
Discharge Air
APU Bite Test
SPEED 000.0 %
EGT 20.5 C
IGV POSITION 00.0 DEG
SCV POSITION 10.0 DEG
DELTA PRESS 0.0 PSID
Surge (LVDT) TOTAL PRESS 14.7 PSIA
Control TM INLET TEMP 20.5 C
Valve 5R FUEL TMC 0.0 MA
FUEL FLOW 00.0 PPH
<INDEX
To APU
Exhaust
Pipe
CDU
ATM717.077
09/02

INLET TEMPERATURE SENSOR (T2)
The inlet temperature sensor (T2) is a resistance temperature
type detector located on the bottom of the APU compressor ple-
num.

The inlet temperature sensor supplies inlet air temperature data
(T2) to the ECU. This data is used for:
• Fuel Control (during APU starting)
• IGV Control (during bleed air usage)
• SCV Control (>95% APU speed)
• EGT trim schedule (ECS and MES modes)
• When air temperature into the APU inlet compressor Notes:
changes, the resistance changes in the sensor.
• The ECU senses this change in resistance and adjusts the
APU operation due to that temperature change.
NOTE: The ECU also sends the temperature to the control display
unit (CDU) in the flight compartment where it can be
viewed by the operator.
The Inlet Temperature Sensor is an LRU.

Inlet Temperature Sensor (T2)
CDU
APU B ITE TEST

SPEED 100.0 %
EGT 650 C
INLET TEMP 20.5 C
FUEL TMC 139 MA
249 PPH
ATM717-044
FUEL FLOW
<INDEX
Inlet Temperature Sensor (T2)
T2 Sensor
(Temperature Ambient) ECU
ATM717.044
09/02

BLEED AIR VALVE (BAV)
The bleed air valve is a pneumatically actuated, open and closed
butterfly valve located between the bleed air duct and compressor
discharge duct.
Purpose
The Bleed Air Valve (BAV) controls bleed airflow to the airplane.
• The BAV is normally in the closed position. Load
compressor bleed air, controlled by a solenoid, provides
the power for valve opening.
• The ECU energizes the solenoid mechanism to open the
valve when the APU bleed switch (P5 Pneumatic Control
Panel) is in the ON position and the APU speed is greater
than 95 percent. Notes:

Bleed Air Valve
ATM717-043
Bleed Air Valve
OPEN
Mechanical
CLOSED Position
OPEN
Indicator
Bleed Air
Valve
ATM717.043
11/02

INLET GUIDE VANE (IGV) ASSEMBLY NOTE: IGV position is a function of P2, T2 and load demand, and
is controlled by the ECU.

The IGV assembly consists of 16 vanes located radially at the load
IGV Actuator
compressor inlet. The IGV actuator regulates the load compressor discharge air by
positioning the vanes in response to an electrical signal from the
Purpose and Interface ECU.
The IGV assembly controls the air flow to the load compressor.
LVDT
The IGV consists of the:
The Linear Variable Differential Transformer (LVDT) provides con-
• IGV Actuator tinuous IGV actuator position during APU operation. The LVDT is
• Linear Variable Differential Transformer (LVDT) internally mounted to the IGV actuator and is powered by the
ECU.
Functional Description • The IGV position is seen on the CDU/APU Input Monitoring
The vanes are supported at one end and are driven by gear seg- page.
ments attached to each vane. The gear segments mesh with a
cylindrical rack to synchronize vane position.
Notes:
During an APU start, the IGVs are held at 22 degrees for altitudes
above 25,000 feet. If altitude is below 15,000 feet, the IGVs are
held at 15 degrees up to 60 percent speed and then opened to 22
degrees.
Bleed Air Demands:

• No bleed
• Duct Pressurization
• Main Engine Start
• Air Conditioning System
Pneumatic System Inlet Guide Vane (IGV) Assembly Page 7-16

Inlet Guide Vane (IGV) Assembly
L/C Boroscope
Port
IGV Access
Cover
ATM717-004
Inlet Guide Vane (IGV) Assembly
Vanes (16)
Linkage
IGV Actuator
Bolts (3)
Attachment
Bolt
ATM717.004
09/02
Pneumatic System Inlet Guide Vane (IGV) Assembly Page 7-17

SUMMARY • Bleed Air Valve: controls bleed airflow to the airplane.
• Inlet Guide Vane Assembly: controls air flow to the load
compressor.
Now that you have completed this section, you should be able to:
• Locate and identify pneumatic system LRUs
• Identify the purpose and operation of the pneumatic
system components.
• Identify possible malfunctions related to the pneumatic
system.
What are the pneumatic system LRUs?

- PT Sensor
- DP Sensor
- P2 Sensor
• Inlet Temperature Sensor Notes:
• Bleed Air Valve

• Surge Control Valve: prevents a surge by releasing air
from the load compressor to ensure there is a minimum
flow of air through the load compressor.
- PT Sensor: measures load compressor discharge pres-
sure.
- DP Sensor: measures the difference between total and
static pressures.
- P2 Sensor: measures inlet pressure.
• Inlet Temperature Sensor: supplies inlet air temperature
data to the ECU.
Pneumatic System Summary Page 7-18

CHAPTER 8—ELECTRICAL
ACCESSORIES
OBJECTIVES
• Locate and identify the electrical accessory LRUs.
• Explain the purpose of each electrical accessory
component.
• Identify possible causes of electrical accessory
malfunctions.
Notes:
Electrical Accessories Objectives Page 8-1

OVERVIEW
The APU electrical control system consists of electrical accessories
that work in conjunction with the ECU. Together the electrical
accessories and ECU sense and control the functions required to
safely and reliably start and monitor the APU.
Notes:
Electrical Accessories Overview Page 8-2

ATM717-
Electrical Accessories Overview
Electrical Accessories Overview Page 8-3

ELECTRICAL ACCESSORIES
COMPONENTS
Electrical accessories components include:
• Start Power Unit
• Start Converter Unit (SCU)
• Electronic Control Unit (See Chapter 3)
• APU Starter-Generator
• Ignition Unit
• EGT Thermocouples
• Speed Sensor
• Data Memory Module (DMM)
Notes:
Electrical Accessories Electrical Accessories Components Page 8-4

Electrical Accessory Components
• Start Power Unit

• Start Converter Unit
• Electronic Control Unit
ATM717-086
• Starter-Generator
• Ignition Unit
Electrical Accessory Components
• EGT Thermocouple Rakes
• Speed Sensor (Monopole)
• Data Memory Module (DMM)
ATM717-086
(09/02)

START POWER UNIT (SPU)
The start power unit (SPU) is located in the EE compartment on
the E2-2 shelf.

The start power unit changes 28 VDC or 115 VAC electrical power
to 270 VDC power for the start converter unit (SCU). The
switched hot battery bus or the transfer bus number 1 supplies
power to the SPU.
The operational flow is as follows:
• The ECU sends a signal to the SCU when the air inlet door
is fully open.
• The Start Converter Unit (SCU) tells the SPU to supply 270
Notes:
VDC power.
• The SCU then changes the 270 VDC to AC power for the
operation of the starter-generator.
• At 70% speed, the ECU removes the start signal from the
SCU. With the start signal off, the SCU and SPU remove
power from the starter-generator.
NOTE: The maximum duty cycle for the SPU and SCU is three
starts, one after the other, followed by a 15 minute cool
down period. More starts are possible after the SCU and
SPU are cool.

Start Power Unit
ATM717-066 115 VAC Transfer Bus 1

Or Switched Hot
Battery Bus
Start Power Unit
EE Compartment (Looking Aft)
Start Power Unit (E2-2)

ATM717.066
09/02

START CONVERTER UNIT (SCU) NOTE: The maximum duty cycle for the SPU and SCU is three
starts, one after the other, followed by a 15 minute cool
down period. More starts are possible after the SCU and
Identification and Locations SPU cool.
The start converter unit (SCU) is located on the E2 rack in the EE
compartment.

The SCU:
• operates with the APU generator control unit (AGCU) to

control and regulate APU starter-generator power.
• makes the starter-generator function like a motor to turn
the APU during starting.
• Changes 270 VDC from the SPU to AC power to energize
the starter-generator during starting (through the SCU
internal contactor)
• Sends fault data to the APU ECU
Notes:
The APU generator control relay (AGCR) and the starter-genera-
tor voltage regulator are inside the SCU.
The operational flow is as follows:
• The ECU sends a signal to the SCU when the air inlet door
is fully open.
• The SCU tells the SPU to supply 270 VDC power.
• The SCU then changes the 270 VDC to AC power for the
operation of the starter-generator.
• At 70% speed, the ECU removes the start signal from the
SCU.
• With the start signal off, the SCU and SPU remove power
from the starter-generator.

Start Converter Unit
ATM717-078
Start Converter Unit (SCU)
ECU (Aft Cargo)
EE Compartment (Looking Aft)
Start Converter Unit (E2-2)

ATM717.078
09/02

Operation
The voltage regulator and the APU generator control relay (AGCR)
give excitation to the starter-generator. The voltage regulator
controls the amount of excitation and frequency of excitation to
control generator output voltage. The AGCR completes or opens
the circuit for excitation power.
The APU generator control unit (AGCU) controls the operation

(on/off) of the voltage regulator and AGCR position. The AGCU
sends a “voltage- regulator- enable signal” (turn on signal) to the
SCU when you put an APU generator switch to the on position if
the APU is ready to load. The AGCR also closes.
The starter-generator permanent magnet generator (PMG) is the

power source for the voltage regulator. The AGCU protection cir-
cuits use the PMG output to monitor starter-generator frequency
output.
The voltage regulator and the AGCU monitor the voltage of each Notes:
phase at point between the starter-generator and the auxiliary
power breaker (APB). The voltage regulator uses this information
to control excitation. The AGCU uses this information for system
protection purposes.
Protection
The AGCU removes the “voltage-regulator-enable signal” and
opens the AGCR when the AGCU protection circuits find an electri-
cal parameter not within limits.
The AGCU sends a fault signal to the SCU if a starter-generator

high voltage or low voltage condition happens.
The SCU sends this data to the APU ECU. This data is displayed on
the control display unit (CDU) in the flight compartment.

SCU Interface
To AGCU
DC To AC Cont
Converter
SPU To
BTB1,
28 VDC BTB2
SW Hot Voltage Stator LCT APB
Bat. Bus Sense Main Gen
APU
Cont NCT
ATM717-067
P6 Main Gen
To AGCU Rotor
PWR
Supply
APU Start
SW (P5) Voltage
Regulator
SCU Interface Rotor
Exciter
and AGCR Rotor

PMG
Enable/Close Fault PMG
Data Stator
SCU Starter-
Generator
Control Protection
Circuits Circuits
AGCU APU ECU CDU (2)

ATM717.067
09/02

STARTER-GENERATOR
The brushless AC starter-generator (which weighs 54.5 lbs.) is a
salient-pole synchronous type incorporating three devices: a per-
manent-magnet generator, exciter generator, and a main AC gen-
erator. They share a common shaft and housing.
It is located on the upper right side of the APU gearbox and is

attached with eight bolts.

The starter-generator supplies the initial rotation of the APU dur-
ing the start cycle. It also supplies 90 KVA, AC electrical power to
the aircraft while on the ground or in flight.
The starter-generator functions are controlled by the SCU, which

receives 270 volts from the SPU and becomes operational in Notes:
response to the start command (start relay signal) from the APU
ECU.
During the generate mode, the PMG power from the APU starter-
generator is used to supply power to the starter-generator volt-
age regulator.
The Starter-Generator is considered an LRU.
Maintenance Tip
• If oil is leaking out from bottom of starter/generator, the
seal plate needs replacing.
• There is an o-ring installed on the generator shaft. If the
O-ring is missing or cut, excessive heat accumulation to
the generator will result.

Starter-Generator
ATM717-047
Starter-Generator
Starter/ Generator
ATM717.047
09/02

IGNITION UNIT
The ignition unit is a single-output, dc powered unit. The output is
a high-tension oscillatory-type ignition pulsing 2 to 11 times a
second.
The ignition unit bolts to the lower part of the turbine plenum.

The ignition unit provides the APU with 1.0 joules delivered
energy at 18K volts to the igniter at a minimum spark rate of 2
sparks per second.
The ignition system operates on voltages from 14-36 VDC, alti-

tudes from sea level to 41,000 feet.
The ignition unit, cable and plug are LRUs. Notes:
CAUTION: VOLTAGE PRODUCED BY THE IGNITION SYSTEM IS

LETHAL. CAUTION SHOULD BE OBSERVED WHEN
WORKING WITH THE SYSTEM.
NOTE: Ignition system problems not detected by the ECU will give
the operator No Acceleration or No Flame auto-shutdowns.
NOTE: The ignition unit is energized in the 0-60% RPM range.

Ignition Unit System
Igniter Plug
ATM717-048
Igniter
Ignition Unit System Plug Lead
Ignition Unit
ATM717.048
09/02

EGT THERMOCOUPLES NOTE: The actual temperature of the APU can be viewed on the
flightdeck CDU panel, under APU BITE TEST.

The EGT thermocouples are 2 closed-beaded, dual element,
chromel-alumel (K-type) thermocouples, located in the APU
exhaust duct.

The EGT thermocouples provide EGT temperature input to the
ECU. Input signals control fuel flow based on acceleration to pre-
vent over-temperature conditions.
Each thermocouple is separately sensed and conditioned by the
ECU. The ECU selects the highest reading of both rakes, so that
the loss of one rake will not influence APU operation. This defers
maintenance action and increases dispatch reliability.
Notes:
BITE circuitry allows detection of an open thermocouple during
prestart checks.
• If both thermocouple rakes fail, a start is inhibited.
• If both thermocouple rakes fail open, or both
thermocouple measurement channels fail, while the APU is
active, a shutdown is initiated.
• If one of the two thermocouples fail, the APU will start and
run normally; an EGT TC1 (or EGT TC2)
LRU failure is stored in the ECU.
Maintenance Tip
The individual thermocouples may be changed separately without
disturbing the system.

EGT Thermocouples
CDU
APU BITE TEST

SPEED 000.0 %
EGT 20.5 C
TOTAL SPRES 14.7 PSIA
INLET TEMP 20.5 C
FUEL TMC 0.0 MA
FUEL FLOW 00.0 PPH
<INDEX
ATM717-045
EGT Thermocouples
(OR)
LOW OIL OVER

MAINT PRESSURE
FAULT SPEED
L WIPER
10 PARK
8 EGT INT
6 LOW
4 2
Exhaust Gas Temperature HIGH
Thermocouples (2)
P5-4 Panel ATM717.045
09/02

SPEED SENSOR NOTE: When the overspeed light comes on, the master caution
and APU annunciator light on the P7 panel also comes ON.

The speed sensor is a magnetic, non-contact, variable-reluctance NOTE: The master caution and APU annunciator lights tell the
sensor located near a gear inside of the gearbox. pilot/ground crew that the APU has a problem.

The speed sensor monitors mechanical motion, and sends an
electronic signal to the ECU proportional to the motion sensed.
The speed sensor senses the gear tooth passage as the APU shaft
rotates. Frequency is used by the ECU to compute APU speed.
The air gap between the stationary sensor and the moving teeth
of the gear will be fixed at a gap of 0.015±0.010 inch.
Its dual-coil design provides two independent speed signal to the Notes:
ECU for redundancy.
The speed sensor is an LRU.
Maintenance Tip
The speed sensor can be removed and replaced, without measur-
ing. No shimming is required.
If the APU has an overspeed condition (>106%), an amber over-

speed light illuminates on the P5 flightdeck panel.

Speed Sensor
CDU

SPEED 000.0 %
EGT 20.5 C
SCV POSITIO N 10.0 DEG
INLET PRESS 14.7 PSI A
INLET TEMP 20.5 C
ATM717-046
FUEL TMC 0.0 M A
FUEL FLO W 00.0 PPH
<INDEX
Speed Sensor
Speed Sensor (Monopole) ATM717.046

09/02

DATA MEMORY MODULE (DMM) DMM Replacement
The the ECU is replaced, the DMM retains all the APU data and
automatically re-initializes the new ECU with the old accumulated
Identification and Location APU data.
The Data Memory Module (DMM) is an engine mounted (left side
Once recognized, the ECU records in memory that a DMM change
of inlet plenum), non-volatile memory device.
has occurred. The new DMM is then loaded with all the totaled
APU data that is stored in the ECU. The recent DMM change mes-
sage is retained until the ECU is interrogated and message erased
The DMM stores information regarding the health monitoring and via command from the ARINC 429 data bus.
life usage of the APU and is powered from the aircraft battery bus
via the ECU.
NOTE: Replacement DMMs are delivered with all zeros stored in
The DMM interfaces with the ECU via a serial link and stores the their memory, hence, they are easily recognizable by the
following information: ECU as new or recycled units.
• APU serial number and model number
• APU operating hours and starts
• APU LCF (Low Cycle Fatigue) and creep life
• APU accumulated aborted starts Notes:
The CDU “menu” handling is according to the Boeing SCD with all
communication via an ARINC 429 low-speed data bus.
The DMM comes with the APU serial number programmed.
At power-up, the software reads the DMM test pattern and per-
forms the following:
• If numbers agree, power-up initialization is continued
• If different, the ECU record is updated from the DMM.
• Upon completion of an APU cool down cycle, the DMM is
automatically updated from the ECU.
APU data is also stored in the ECU in case of DMM failure.

Data Memory
Module (DMM)
ATM717-049
ATM717.049
09/02

SUMMARY • Start Converter Unit:
- operates with the APU generator control unit (AGCU) to
control and regulate APU starter-generator power.
Now that you have completed this section, you should be able to: - makes the starter-generator function like a motor to
• Identify and locate the electrical accessory LRUs. turn the APU during starting.
• Explain the purpose of each electrical accessory - Changes 270 VDC from the SPU to AC power to ener-
component. gize the starter-generator during starting (through the
SCU internal contactor)
• Identify possible causes of electrical system malfunctions.
- Sends fault data to the APU ECU
What are the electrical Accessory Components? • Electronic Control Unit (See Chapter 3)
The electrical accessories components are: • APU Starter-Generator: supplies the initial rotation of the
• Start Power Unit (located in the EE compartment on the APU during the start cycle. It also supplies 90 KVA, AC
E2-2 shelf) electrical power to the aircraft while on the ground or in-
flight.
• Start Converter Unit (located on the E2 rack in the EE
compartment)
• Electronic Control Unit (See Chapter 3)
• Starter-Generator (located on the upper right side of the Notes:
APU gearbox)
• Ignition Unit (bolts to the lower part of the turbine
plenum)
• EGT Thermocouples (located in the APU exhaust duct)
• Speed Sensor (located near a gear inside of the gearbox)
• Data Memory Module (located on the left side of inlet
plenum)
What is the purpose of each electrical accessory component?

• Start Power Unit: changes 28 VDC or 115 VAC electrical
power to 270 VDC power for the start converter unit
Electrical Accessories Summary Page 8-22

• Ignition Unit: provides the APU with 1.0 joules delivered
energy at 18K volts to the igniter at a minimum spark rate
of 2 sparks per second
• EGT Thermocouples: provide EGT temperature input to
the ECU
• Speed Sensor: monitors mechanical motion, and sends an
electronic signal to the ECU proportional to the motion
sensed
• Data Memory Module: stores information regarding the
health monitoring and life usage of the APU and is
powered from the aircraft battery bus via the ECU.
Notes:

Notes:

CHAPTER 9—GLOSSARY DCU - Data collection unit

D
DMM - Data memory module

A
ACSC - Air conditioning system controller E
ADP - Air driven pump ECS - Environmental control system
APB - Auxiliary power breaker ECU - Electronic control unit
APU - Auxiliary power unit EEPROMS- Electronically erasable programmable read only memory
system
ARINC - Aeronautical radio incorporated
EGT - Exhaust gas temperature
ATS - Air turbine starter
EICAS - Engine information crew alerting system
ATSCV -Air turbine starter control valve
B Notes:
BAT - Battery
BAV - Bleed Air Valve
BITE - Built in test equipment
BLV - Bleed load valve
BPCU - Bus power control unit
C
C - Centigrade
CFDS - Centralized fault display system
CDU - Control display unit
Glossary Page 9-1

F LRU - Line replaceable unit
F - Fahrenheit LVDT - Linear variable differential transformer
FCU - Fuel control unit
FSM - Field service monitor M
MDC - Maintenance data computer
G MFD - Mulyifunction display

GCU - Generator control unit MES - Main engine start
MMEL - Master minimum equipment list
H
HOT - High oil temperature
N
NVM - Non volatile memory
I
IDD - Interface data dictionary
Notes:
I/O - Input/output
IOC - Input output generator
IOC LA - Input output generator left channel A
IOC RA- Input output generator right channel A
IGV - Inlet guide vane
IGVA - Inlet guide vane actuator
IOT - In operation tests
J/K/L
L/C - Load compressor
LCV - Load control valve
LOP - Low oil pressure
Glossary Page 9-2

O/P U/V/W
PBA - Push button annunciator WOW - Weight on wheels
Pcd - Compressor pressure discharge
PSI - Pounds square inch X/Y/Z
PSIA - Pounds square inch absolute
PSID - Pounds square inch differential
PSIG - Pounds square inch gauge
PUT - Power up test
Q/R
ROM - Read only memory
RPM - Revolutions per minute
RTD - Resistance temperature device
RTL - Reset to load
RVDT - Rotary variable differential transformer
S
SCV - Surge control valve
SOV - Shut off valve
SRU - Shop replaceable unit
STS - Status
T
TM - Torque motor
Glossary Page 9-3

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HONEYWELL

This is an unpublished work protected under the copyright laws of

This document and all information and expression contained

All rights reserved

FOREWORD Some aircraft manufacturers will assimilate Honeywell Interna-

The official publications pertaining to operating procedures, lim-

The airframe manufacturer installs the engine in its airframe,

The airframe manufacturer determines how, and under what limi-

Honeywell International Inc. may suggest and advise -- but not

Table of Contents Page iii

Chapter 6— Fuel System Objectives ......................................................................................................................... 8-1

Table of Contents Page iv

Introduction and Description Objectives Page 1-1

Introduction and Description Overview Page 1-2

Introduction and Description Overview Page 1-3

Introduction and Description LRU Location Page 1-4

Introduction and Description LRU Location Page 1-5

Introduction and Description LRU Location Page 1-6

Lube Bypass Pressure

Introduction and Description LRU Location Page 1-7

Introduction and Description LRU Location Page 1-8

Fuel Control Data Memory Fuel Flow

Introduction and Description LRU Location Page 1-9

Introduction and Description Operating Specifications Page 1-10

Fuel Inlet Pressure:

Frequency of Oil Filter Change

Introduction and Description Operating Specifications Page 1-11

The APU provides the 737-600/-700/-800 airplane with:

The APU is temperature limited. If loads on the APU become

NOTE: Electrical power (#1 priority) can be provided

Introduction and Description APU Design and Function Page 1-12

APU Design & Function

Introduction and Description APU Design and Function Page 1-13

NOTE: The limiting parameters are governed by ambient

Introduction and Description Operating Envelope Page 1-14

Introduction and Description Operating Envelope Page 1-15

To make certain, ask yourself the following questions:

What are the functions of the APU?

Where is each LRU located?

What are the operating specifications for the APU?

What is the operating envelope for the APU?

Introduction and Description Summary Page 1-16

Installation and Interface Objectives Page 2-1

Installation components include:

Installation and Interface Overview Page 2-2

Installation and Interface Overview Page 2-3

Installation and Interface APU Location Page 2-4

Installation and Interface APU Location Page 2-5

APU Inlet Air

Installation and Interface APU Installation Page 2-6

APU Compartment EXHAUST MIXED FLOW

Installation and Interface APU Installation Page 2-7

The forward drain is used for detecting degraded seal perfor-

The middle drain is used for detecting degraded seal performance

The leakage limits shown are acceptable after 5 minutes of opera-

Fuel Control Leakage Limits 3 drops per minute

Inlet Guide VAne Actuator 3 drops per minute

Surge Control Valve 3 drops per minute

Oil Consumption 8 cc per hour

Installation and Interface APU Installation Page 2-8