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Training Manual

B 737-300/400/500
ATA 49
APS 2000
ATA 104 Level 3

Book No:

B737-3 49 L3 E APS

Lufthansa
Technical Training GmbH
Lufthansa Base

For Training Purposes Only


Lufthansa

For training purposes and internal use only.


Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:

Lufthansa Technical Training GmbH


Lufthansa Base Frankfurt
D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg
Weg beim Jger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46

TABLE OF CONTENTS
ATA 49 APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APS 2000 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . .
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR INLET DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .
APU AIR INLET ADJUSTMENTS . . . . . . . . . . . . . . . . . . . .
BOROSCOPE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . .
APU LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . .
OIL TANK DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OIL TANK SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL SYSTEM SCHEMATIC DESCRIPTION . . . . . . . . . . .
APU FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . .
FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELECTRONIC FUEL CONTROL AND PUMP ASSEMBLY
START PURGE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DRY MOTOR THE APU . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WET MOTOR THE APU . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOW PRESSURE BLEED . . . . . . . . . . . . . . . . . . . . . . . . . .
APU AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU BLEED BLEED AIR VALVE . . . . . . . . . . . . . . . . . . . . .
BLEED AIR VALVE OPERATION . . . . . . . . . . . . . . . . . . . .
APU COOLING AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . .
APU COOLING AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COOLING FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IGNITION AND START SYSTEM . . . . . . . . . . . . . . . . . . . .
IGNITION COMPONENT DESCRIPTION . . . . . . . . . . . . .
STARTING COMPONENT DESCRIPTION . . . . . . . . . . . .
STARTING COMPONENT DESCRIPTION . . . . . . . . . . . .
APU CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU CONTROL UNIT/FADEC DESCRIPTION . . . . . . . .

1
2
4
6
8
10
12
14
16
18
20
22
24
26
28
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68

FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AMBIENT PRESSURE TRANSDUCER . . . . . . . . . . . . . . .
SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU START SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU SHUT DOWNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
E. G. T. INDICATING SYSTEM. . . . . . . . . . . . . . . . . . . . . .
THERMOCOUPLES ( 2 ) . . . . . . . . . . . . . . . . . . . . . . . . . . .
EGT BALANCING RESISTOR . . . . . . . . . . . . . . . . . . . . . . .
ID-MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC BITE CODES AND LIGHTS. . . . . . . . . . . . . . . . . .
MCDU, APU DATA PAGES. . . . . . . . . . . . . . . . . . . . . . . . . .
TROUBLE SHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU OPERATION LIMITS AND PARAMETERS . . . . . . .
APU OPERATION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . .

70
72
74
76
78
80
82
86
88
90
92
94
97
98

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TABLE OF FIGURES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
Figure 20
Figure 21
Figure 22
Figure 23
Figure 24
Figure 25
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
Figure 31
Figure 32
Figure 33
Figure 34
Figure 35

APS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Access Door and Shroud. . . . . . . . . . . . . . . . . . . . . . .
Shroud Drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Air Inlet Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . .
Boroscope Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication System Components . . . . . . . . . . . . . . . . . . . .
Lubrication System Components . . . . . . . . . . . . . . . . . . .
Oil Tank Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Servicing System Schematic . . . . . . . . . . . . . . . . . . . .
Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel Shutoff Valve and DC Fuel Boost Pump . . . .
APU Fuel Shutoff Valve Control . . . . . . . . . . . . . . . . . . . .
DC Fuel Boost Pump Control . . . . . . . . . . . . . . . . . . . . . .
Fuel Heater and Flow Control Valve . . . . . . . . . . . . . . . .
Fuel Control and Pump Assembly . . . . . . . . . . . . . . . . . .
Fuel System Components . . . . . . . . . . . . . . . . . . . . . . . . .
APU-MAX. EGT CHART . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Dry Motoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Wet Motoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Pressure Bleed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed Air Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Bleed Air Components . . . . . . . . . . . . . . . . . . . . . . .
APU Bleed Air Valve Schematic . . . . . . . . . . . . . . . . . . . .
APU Cooling Air Schematic . . . . . . . . . . . . . . . . . . . . . . . .
Cooling Air Components . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling Air Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition / Starting Schematic . . . . . . . . . . . . . . . . . . . . . . .
Ignition Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Start Relay Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Motor and Shaft Assembly . . . . . . . . . . . . . . . . . .
APU Control Sytem Schematic . . . . . . . . . . . . . . . . . . . . .
APU Control Unit and FADEC Component . . . . . . . . . . .

3
5
7
9
11
13
15
17
19
21
23
25
27
29
30
31
33
35
37
39
41
43
45
47
49
51
53
55
57
59
61
63
65
67
69

Figure 36
Figure 37
Figure 38
Figure 39
Figure 40
Figure 41
Figure 42
Figure 43
Figure 44
Figure 45
Figure 46
Figure 47
Figure 48
Figure 49

FADEC Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amb. Press. Transducer and Amb. Temp. Sensor . . . .
Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Start Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal/Auto Shut Down . . . . . . . . . . . . . . . . . . . . . . . . . .
EGT Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thermocouples and Event Monitoring Unit. . . . . . . . . . .
APU E. G. T . System Schematic . . . . . . . . . . . . . . . . . .
EGT Balancing Resistor and Indicator . . . . . . . . . . . . . .
ID-Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOP FADEC Bite Code Indication. . . . . . . . . . . . . . . . . . .
MCDU APU DATA Display . . . . . . . . . . . . . . . . . . . . . . . .
LOP FADEC BITE Code Shown . . . . . . . . . . . . . . . . . . . .
LOP FADEC BITE Code Shown . . . . . . . . . . . . . . . . . . . .

71
73
75
77
79
81
83
85
87
89
91
93
95
96

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Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


GENERAL

B737-300/400/500
49

ATA 49 APU
FWD

For Training Purposes Only

APS 2000

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AIRBORNE AUXILIARY POWER


GENERAL

49-00
APS 2000 INTRODUCTION
The APS 2000 auxillary power unit (APU) supplies electrical and pneumatic
power to other airplane systems. This permits these airplane systems to operate without the use of ground power sources or the engines. The APU can also
supply electrical and pneumatic power in the air.
Altitude Operational Limits
The APU can supply:
S 55 KVA electrical power on ground
S 45 KVA electrical power up to 37,000 feet (11,277 meters)
S Electrical and pneumatic power is available at the same time up to 10,000
feet (3,048 meters).
S Pneumatic power alone is available up to 17,000 feet (5,183 meters).
S The APU can be started at 37,000 feet or below.
Model Designation:
S Manufacturer: Sundstrand Power System, San Diego, USA.

For Training Purposes Only

B737-300/400/500

Ratings at SL:
S ROTOR SPEED
S OVERSPEED
S OUTPUT SPEED
S BLEED AIR FLOW
S BLEED AIR PRESSURE
S BLEED AIR TEMP
S FUEL FLOW
S MAX CONTINUOUS EGT
S Max EGT

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45,225 RPM steady state


105% / 47,486
6000 RPM at Generator Drive
193 lbs/min at no electrical load
45 PSIG
209_C
200 kg/h during max load at standard day
702C
730C

Abreviations and Acronyms


APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auxilary Power Unit
ARINC . . . . . . . . . . . . . . . . . . . . . . . Aeronautical Radio Inc.
BATT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Battery
BITE . . . . . . . . . . . . . . . . . . . . . . . . . Built in Test Equipment
_C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Degrees/Celsius
CB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Circuit Breaker
DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direct Current
DMU . . . . . . . . . . . . . . . . . . . . . . . . . Data Managment Unit
EGT . . . . . . . . . . . . . . . . . . . . . . Exhaust Gas Temperature
EMU . . . . . . . . . . . . . . . . . . . . . . . . . . Event Monitoring Unit
FADEC . . . . . . Full Authority Digital Electronic Controller
LBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pounds
HZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hertz
KG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Kilogram
KVA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Kilo Volt Ampere
KW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Kilowatt
LCD . . . . . . . . . . . . . . . . . . . . . . . . . . Liquid Crystal Display
LRU . . . . . . . . . . . . . . . . . . . . . . . . . . Line Replaceable Unit
MCDU . . . . . . . . . . . . . Multi Purpose Control Display Unit
PPH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pounds Per Hour
PSI . . . . . . . . . . . . . . . . . . . . . . . . . Punds Per Square Inch
PSIA . . . . . . . . . . . . . . . Punds Per Square Inch Absolute
PSID . . . . . . . . . . . . . Punds Per Square Inch Differential
PSIG . . . . . . . . . . . . . . . . . . Punds Per Square Inch Gage
RPM . . . . . . . . . . . . . . . . . . . . . . . . . Revolutions Per Minute
RTD . . . . . . . . . . . . . . . . . Resistive Temperature Detector
SHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft Horsepower
SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Switch
V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Volts

Page: 2

B737-300/400/500
49-00

For Training Purposes Only

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


GENERAL

Figure 1
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APS 2000
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AIRBORNE AUXILIARY POWER


GENERAL

B737-300/400/500
49-00

PANEL DESCRIPTION
MAINTENANCE LIGHT ( blue )
ON- Identifies an APU Warning. An Electrical fault has occured , or an APU Oil
Servicing is required . See MCDU Multi purpuse Control Display Unit or
FADEC Fault Display for Maintenance Light Reason.

APU BLEED AIR SWITCH


S ON -Opens the APU Bleed Air Valve if the APU is Operating.
S OFF- Closes the APU Bleed Air Valve.

LOW OIL PRESSURE LIGHT (amber)


S ON- APU oil pressure is low, causing the APU to initiate an automatic shutdown (after the start cycle is complete).
S Light is illuminated during start until APU oil pressure is normal.
S Light is armed only when APU switch is not in OFF.
FAULT LIGHT (amber)
S ON- Identifies an Automatic Shutdown of the APU. See MCDU Multi purpuse Control Display Unit or FADEC Fault Display for Fault Light Reason.APU oil temperature is excessive, causing APU to initiate an automatic
shutdown.
S Light is armed only when APU switch is not in OFF.
OVERSPEED LIGHT (amber)
S ON - APU speed excessive causing APU to initiate an automatic shutdown.
Note: MASTER CAUTION light and the APU annunciator will illuminate together
with any of the above described amber caution lights (Exception: Low oil
pressure light during APU start)

For Training Purposes Only

APU GENERATOR AC AMMETER


S Display APU generator load current.
APU MASTER CONTROL SWITCH
S OFF- Normal position when APU is not running.
S OFF- when APU is running initiates normal shutdown.
S ON - Normal position with APU running.
S START (Momentary) - When APU switch is moved from OFF to START
and released to ON, causes automatic start sequence to be initiated.
EXHAUST TEMPERATURE INDICATOR
S Displays APU exhaust gas temperature.
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AIRBORNE AUXILIARY POWER


GENERAL

B737-300/400/500
49-00

MAINTENANCE LIGHT

LOW OIL PRESSURE LIGHT


FAULT LIGHT

OVERSPEED LIGHT
RECIRC FAN
OFF

DUCT PRESSURE
INDICATOR

NORMAL
40

60
OVHT
80
PSI
TEST

L PACK
OFF
AUTO
HIGH

FORWARD OVERHEAD PANEL, P5

APU

WING
ANTI
ICE

For Training Purposes Only

OFF

100

APU GENERATOR AC METER

ISOLATION
VALVE
CLOSE

OFF
AUTO
AUTO HIGH

PACK
TRIP OFF

OPEN

WING-BODY
OVERHEAT

APU MASTER CONTOL SWITCH

R PACK

TRIP

WING
ANTI
ICE

PACK
TRIP OFF
WING-BODY
OVERHEAT
BLEED
TRIP OFF

BLEED
TRIP OFF

APU
BLEED AIR
SWITCH

RESET

ON
OFF

OFF

ON

START

ON
APU

2
BLEED

APU EXHAUST GAS TEMPERATURE INDICATOR

FORWARD OVERHEAD PANEL, P5

Figure 2
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APU Panel
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POWER PLANT

737-300/400/500
49-10

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

For Training Purposes Only

SHROUD
The APU shroud is a titanium compartment that fully protects the APU power
plant. The APU shroud gives the protection from an APU fire and decrease the
noise from the APU power plant. The APU shroud includes the upper shroud
and the lower shroud. The upper shroud attaches to the airplane structure and
holds the forward end of the APU exhaust duct. The upper shroud and the
lower shroud connect to one another with the shroud latches on the lower
shroud.
Upper Shroud
The upper shroud is installed in the APU compartment. When the APU is removed from the airplane, the upper shroud will stay in the APU compartment.
The upper shroud has openings for the fuel lines, air inlet ducts and bleed
air duct. Three mounting brackets for the APU engine attach to the shroud
rings.
Lower Shroud
The lower shroud attaches to the upper shroud with ten shroud latches. The
lower shroud has the openings to the filler port for the oil tank and to the overboard exhaust for the APU cooling air. Also, there is an access panel that is
removed to read the elapsed time indicator. When the lower shroud is removed, you can get access to do maintenance on the APU.

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AIRBORNE AUXILIARY POWER


POWER PLANT

737-300/400/500
49-10

EXHAUST DUCT

UPPER
SHROUD

For Training Purposes Only

APU DOOR HINGE


( 2 LOCATIONS )

DRAIN
SEAL PLATES

APU SHROUD LATCH


( 10 LOCATIONS )

DOOR SUPPORT RODS


(STOWED POSITION)

DRAIN
HOLES

FWD

DRAIN LINE

COOLING AIR EXHAUST

LOWER SHROUD

APU ACCESS DOOR


APU COOLING AIR
EXHAUST DUCT

TO DRAIN MAST

APU DOOR LATCH


(3 PLACES)

Figure 3
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FWD

DRAIN FITTING

APU Access Door and Shroud.


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AIRBORNE AUXILIARY POWER


APU POWER PLANT

B737-330/430/530
49-10

APU DRAINS
The APU drains provide means for draining unburned fuel from the engine and
for draining fuel or oil from the shroud in event of leakage inside the shroud.
At the aft end of the shroud, a drain cup with stand-pipe picks up unburned
fuel discharged through the turbine exhaust port. Two fuel drain lines are
manifolded into a fitting on the engine. This fitting mates with a drain cup in the
drain line. The drain line terminates at a fitting at the forward end of the shroud.
Adjacent to the drain line terminal end fitting is another fitting. Through this fitting fuel or oil is drained from the shroud. Both fittings at the forward end of the
shroud mate with drain cups in the APU compartment access door. The drain
cups in the access door are connected to a drain mast.

For Training Purposes Only

Drain Valve
The drain valve is a spring- loaded ball device. The drain valve permits fuel that
collects in the combustor to flow to the APU drain mast.
The drain valve is located at the lowest point in the combustor plenum. This
permits complete drainage prior to another attempted start.
The drain valve is spring-Ioaded open until the APU reaches approximately 15
percent RPM. At 15 % RPM APU combustor pressure closes the drain valve.

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AIRBORNE AUXILIARY POWER


APU POWER PLANT

B737-330/430/530
49-10

APU
ENGINE

FWD
TURBINE EXHAUST END DRAIN

DRAIN CHECK VALVE


LOWER SHROUD
DRAIN
RESERVIOR

TURBINE EXHAUST
END DRAIN CUP

SHROUD DRAIN
SHROUD
DRAIN CUP

For Training Purposes Only

DRAIN CUP

APU ACCESS DOOR

APU DRAIN MAST

A09673

Figure 4
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91061

Shroud Drains.
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AIRBORNE AUXILIARY POWER


APU AIR INLET

B737-300/400/500
49-15

AIR INLET DESCRIPTION


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

For Training Purposes Only

Operation
When the actuator is powered, the pushrods move the door to the open position. Movement of the door deflects the flap on the vortex generator for improvement of air flow into the inlet. When the door is fully open, the door switch
operates. The switch actuation is part of the APU start cycle.

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AIRBORNE AUXILIARY POWER


APU AIR INLET

B737-300/400/500
49-15
APU COMPARTMENT STRUCTURE

TORQUE BOX

AIR DIFFUSER
DUCT
VORTEX
GENERATOR
COMPRESSOR
AIR DUCT
COOLING
AIR DUCT

AIR INLET
DOOR

FWD

AIR INLET DOOR


AIR DIFFUSER DUCT

For Training Purposes Only

INLET DOOR
POSITION
SWITCH

AIR
INLET DOOR
ACTUATOR

FWD

ACTUATOR
ARM

767244
767245

Figure 5
FRA US/T hs

11.4.96

APU Air Inlet


Page: 11

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AIRBORNE AUXILIARY POWER


APU AIR INLET

B737-300/400/500
49-15

APU AIR INLET ADJUSTMENTS


Maintenance Practices
The APU air inlet has three adjustments:

 Air Inlet Door Adjustment .


Door alignment. Adjustment is made by varying the length of the two actuator
push rods.

 Air Inlet Door Position Switch Adjustment.


Door open switch, door full open position. Adjustment is made by two nuts on
the switch.

 Vortex Generator

Flap Adjustment .

For Training Purposes Only

Flap deflection with door open. Adjustment is made by varying the length of the
control rod and the adjustable flap stop.

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AIRBORNE AUXILIARY POWER


APU AIR INLET

B737-300/400/500
49-15

AIR INLET DOOR


(CLOSED POSITION)

AIR INLET DOOR


(OPEN POSITION)
SET SCREW
(DOOR OPEN)

VORTEX GENERATOR FLAP

VORTEX GENERATOR

FLAP STOP
(DOOR CLOSED POSITION)

FLAP STOP
(DOOR OPEN POSITION)

PUSHROD
FWD

INBD
DOOR
CLOSE

BARREL
FITTING

NUT NO. 1
NUT NO. 2
AIR INLET DOOR - CLOSED POSITION

For Training Purposes Only

DOOR
OPEN
AIR INLET
DOOR ACTUATOR

AIR INLET DOOR

PUSHROD
BEARING END

AIR DIFFUSER DUCT

NUT

Figure 6
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DOOR POSITION SWITCH

APU Air Inlet Adjustments


Page: 13

B737-300/400/500
49-20

BOROSCOPE INSPECTION
The following components of the turbine assembly may be inspected by the
use of a boroscope: Turbine Blade Tips Combustion Chamber Turbine Nozzle
Vanes Turbine Wheel Blades Compressor Wheel Blades Compressor Diffuser
Legend:
4. BLADES OF THE COMPRESSOR WHEEL
5. LEADlNG EDGE OF THE COMPRESSOR WHEEL
6. EXHAUST SECTlON
7. BLADES AND VANES OF THE TURBlNE WHEEL
8. LEADlNG EDGE OF THE TURBlNE WHEEL (3 LOCATlONS)
9. COMBUSTION CHAMBER (4 LOCATlONS)
10.HAND-CRANK PROVlSlONS (LOCATED ON THE COOLlNG FAN)

For Training Purposes Only

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AIRBORNE AUXILIARY POWER


ENGINE

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AIRBORNE AUXILIARY POWER


ENGINE

B737-300/400/500
49-20

946555

TURBINE
NOZZLE

COMPRESSOR
WHEEL

FWD

FWD

3
4

BOROSCOPE
PLUG

COVER
PLATE

COMPRESSOR
PLENUM

IGNITER
PLUG
6
5

1
2

COMPRESSOR
DIFFUSER

HAND-CRANK
PROVISIONS

TURBINE
WHEEL

COMBUSTION
CHAMBER

LEGEND:
______

For Training Purposes Only

COVER

BOLT

COOLING
AIR FAN

BLADES OF THE COMPRESSOR WHEEL

LEADING EDGE OF THE COMPRESSOR WHEEL

EXHAUST SECTION

BLADES AND VANES OF THE TURBINE WHEEL

LEADING EDGE OF THE TURBINE WHEEL (3 LOCATIONS)

COMBUSTION

MANUAL DRIVE

945054

CHAMBER

833716

Figure 7
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Boroscope Inspection
Page: 15

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OIL

B737-300/400/500
49-90

APU LUBRICATION SYSTEM


The APS 2000 is lubricated by a self-contained, wet sump system that is integral with the gearbox. The oil system provides a pressurized supply of oil that
lubricates and cools all the gears and bearings in the gearbox and engine rotor
assembly.

For Training Purposes Only

Operation
Before the APU is started, the de-prime valve is energized to the open position. This stops the supply of oil to the oil pump. When the APU accelerates to
55% service speed, the de-prime valve is de-energized to the closed position.
The oil pump pulls the oil from the oil tank and sends the oil to the oil filter element. If the oil filter element is clogged, the bypass valve opens to permit the
oil fiow to continue. From the oil filter element, the oil goes through the oil
cooler. If the oil cooler is clogged, the bypass valve for the oil cooler opens.
From the oil cooler, the oil goes to the gearbox assembly and the gears and
bearings of the APU engine. In the gears and bearings of the APU engine, an
airloil mixture is made. The air/oil mixture is divided when the gearshaft turns.
The air is sent to the turbine exhaust port through a gearbox case vent. The oil
returns to the oil tank by gravity.
The Iube service panel replenishes the oil tank with the oil. The ADD Iight (amber Iight) on the Iube service panei comes on when the oil quantity in the oil
tank is 1 .6 U,S quarts (l .5 Iiters). When the ADD Iight is on, a solenoid valve
opens to Iet the oil enter the oil tank from the pressure fiII connection. The
FULL Iight (green Iight) comes on when the oil quantity in the oil tank is 2.6 U.S
quarts (2.5 Iiters). The solenoid valve wiII close when the FULL Iight is on. The
solenoid valve closes so the oil tank wiII receive the correct amount of oil.
Gearbox oil distribution
Oil is drawn from the gearbox sump by the oil pump mounted on the front of
the gearbox. The oil is filtered prior to leaving the pump and then fiows through
the oil cooler. The cooled oil is returned to the gearbox oil passages and jets to
provide Iubrication and cooling of the gears, shafts and bearings.
During operation of the gear system, an oil/air mist is created inside the gearbox. The oil and air are separated by the action of a mechanical separator that
is part of the generator gear shaft. Oil is returned by gravity to the gearbox oil
sump and the air is vented to the APU exhaust through the gearbox vent system.

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OIL

B737-300/400/500
49-90

GEARBOX LUBE

OIL PRESSURE
SWITCH

OIL TANK VENT LINE


TO APU EXHAUST

< 20 PSI ON
> 26 PSI OFF

ROTOR
ASSEMBLY

RELIEF
VALVE

45 PSID

OIL COOLER
BYPASS VALVE
25-45 PSID

OIL
COOLER

COOLING
AIR FAN

AIR/OIL MIST

TURBINE ASSEMBLY

FORWARD OVERHEAD PANEL, P5

HIGH OIL
TEMP. SW.

OIL FILTER AND


PUMP ASSEMBLY

135 _ C

FADEC
AFT
CARGO
CPTM

GEARBOX

OIL FILTER
BYPASS
VALVE 40-45 PSID

DE-PRIME
VALVE
FROM FADEC
S

FILLER CAP

SIGHT GLASS

FULL

For Training Purposes Only

ADD

APU
OIL TANK

APU
OIL
QTY
MODULE

OIL PUMP

TO DE-PRIME
VALVE

< 55 % OPEN
> 55% CLOSE

60 PSI

OIL FILTER
OIL FILTER
CLOGGING IND. 30-35 PSID

OILTANK

OIL LEVEL
SENSOR

MAGNETIC
DRAIN PLUG

OIL TYPE

FILL

WHEN AMBER
LIGHT IS ON

OIL TANK
SOLENOID VALVE

LEGEND

OIL SUCTION

LUBE
SERVICING PANEL

PRESS. FILL
CONNECTION

OIL PRESSURE

OIL PRESS. FILLING

833776

795131

Figure 8

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22.06.99

OIL TANK VENT LINE

830931

Lubrication Schematic

Page: 17

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OIL

B737-300/400/500
49-90

OIL TANK DESCRIPTION


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

For Training Purposes Only

Oil Level Sensor


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

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OIL

B737-300/400/500
49-90

FWD

FILLER PORT FOR


THE OIL TANK

For Training Purposes Only

OIL
FILLER CAP
MAGNETIC
DRAIN
PLUG
CHECK
VALVE

OIL LEVEL
SIGHT GLASS
FWD

OIL LEVEL
SENSOR
GEARBOX
(WITH INTEGRATED
OIL TANK
OILTANK)
PRESSURE
FILL LINE

803803

DIPSTICK

833776

Figure 9
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Lubrication System Components


Page: 19

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For Training Purposes Only

AIRBORNE AUXILIARY POWER


OIL

B737-300/400/500
49-90

COMPONENT DESCRIPTION
Oil Cooler
The oiI cooler is installed on the APU below the APU electrical generator. The
oiI cooler is a rectangular unit made of aiuminum tubes. The oiI cooler receives
the oil from the oiI pump. In the oil cooler the oil moves through the tubes
where it is cooled by air from the cooling tan assembly. The oil tIows from the
oil cooler to the gearbox assembly and the gears and bearings ot the APU engine. The oil cooler has a bypass valve that opens if the oil cooler is clogged.
The bypass valve opens when the differentia! pressure across the oii cooler is
25 to 35 psig . The bypass valve is tu!Iy open when the differential pressure is
45 psig .

Oil Pressure Relief Valve


The pressure relief valve is installed in the lower part of the gearbox housing.
The pressure relief valve keeps the oil pump pressure below 40 to 45 psig. If
the pressure relief valve opens, the oil wilI flow back to the oil tank.

Oil Pump and Filter Assembly


The oil pump and filter assembly is installed on the gearbox assembly. The oil
pump and filter assembly has the oil pump, oil filter element, filter bypass valve,
differential pressure indicator, oil temperature switch and de-prime valve. A
shaft that connects to the gearbox assembly drives the oil pump and filter assembly.
The oil pump gets the oil from the oil tank. The oil pump moves the oil under
pressure through the oil cooler to the gears and bearings of the APU. The oil
filter assembly has an oil filter element. The oil filter element keeps alI unwanted material in the oil out of the oil pump. The oil filter element is a 2O micron fiIter that can not be cleaned. The oil filter element must be replaced. The
oil filter element is installed on the oil pump and filter assembly.
The filter bypass valve opens at 40-45 psig when the oil filter element is
clogged this permits unfiltered oil to enter the oil pump. A filter clogging indicator (red ) extends when the differential pressure across the oil filter element is
30 to 35 psig .

High Oil Temperature Switch


The oil temperature switch is found on the front of the oil pump and filter assembly. The oil temperature switch automatically stops the APU when the APU
oil temperature is greater than 135 +/- 5_C The signal from the oil temperature
switch is monitored by the FADEC and the airplane electronics in the control
cabin.

OiI Pressure Switch


The oil pressure switch is installed on the gearbox assembly or on the oil cooler
The oil pressure switch stops the APU when the APU oil pressure decreases to
20+/-2 psig . The signal from the oil pressure switch is monitored by the FADEC and the airplane electronics in the control cabin.

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

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OIL

B737-300/400/500
49-90
COOLING AIR FAN
FLAME ARRESTOR

GENERATOR

GEARBOX OIL VENT


TO APU EXHAUST
OIL COOLER

OIL PRESSURE SWITCH


FWD
FWD
OIL PUMP
AND FILTER ASSEMBLY
DE-PRIME
VALVE
OIL FILTER
BYPASS VALVE

For Training Purposes Only

OIL FILTER
CLOGGING IND.
(RED)

OIL PRESSURE
RELIEF VALVE
HIGH OIL
TEMP. SWITCH

WHITNESS
PORT
DO NOT PLUG

GEARBOX
OIL FILTER

997146

803403

Figure 10
FRA US/E gz

CARBON SEAL
DRAIN

22.06.99

830947

Lubrication System Components


Page: 21

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AIRBORNE AUXILIARY POWER


OIL

B737-300/400/500
49-90

OIL TANK SERVICING


Servicing of the oil sump is accomplished by opening the APU access door.
The oil level is checked by removing the filIer cap and using the dipstick. If the
oil level is below the FULL mark, add oil until the Ievel is at the FULL mark on
the dipstick. To assist in observing the servicing during the addition of oil, a Iine
of sight access door is used. The Ievel of oil can be observed through this access during servicing. A hole drilled through the fiIler tube prevents overfilIing
of the sump by allowing excess oil to drain out of the fill tube and into the APU
lower shroud.
REMOTE OIL SERVICING
The external service panel provides a means of replenishing the oil supply for
the APU oil tank.
Power
Power for the system is 28 volts dc from the battery bus,switched hot bat bus
or APU G.C.U.

For Training Purposes Only

Maintenance Practices
The oil tank is replenished by connecting the oil supply to the pressure fill connection and pumping oil into the tank until the green light ilIuminates. Required
oil supply pressure is 35 psi.

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Page: 22

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AIRBORNE AUXILIARY POWER


OIL

B737-300/400/500
49-90

FULL

GREEN LIGHT

ADD

AMBER LIGHT

STABILIZER
COMPARTMENT
ACCESS DOOR

OIL
TANK
SOLENOID
VALVE

APU OIL
QTY MODULE
M 925

PRESSURE
FILL LINE
TO OIL TANK

APU
OIL TANK

DOOR
OPEN
SWITCH

OIL TYPE
FWD

STABILIZER
COMPARTMENT

FILL

BULKHEAD

PRESSURE
FILL
CONNECTION

WHEN AMBER

For Training Purposes Only

LIGHT IS ON
LUBE
SERVICE
ACCESS
DOOR
DOOR OPEN SWITCH
ACTUATING MAGNET

LUBE SERVICE PANEL

991803

Figure 11
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Oil Tank Servicing


Page: 23

B737-300/400/500
49-90

OIL SYSTEM SCHEMATIC DESCRIPTION


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

For Training Purposes Only

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AIRBORNE AUXILIARY POWER


OIL

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OIL

B737-300/400/500
49-90

TO
APU
CONT

LOW OIL QUANTITY


MCDU

OFF

BITE CODE

LOQ

ON
START
APU PANEL

TO
APU
CONT

MAINT

ADD
B

< 5% RPM

APU MASTER CONTR. SW. (P5)


FADEC
AFT CARGO CPTM

CLOSE
FULL
G
OPEN
DOOR OPEN
SWITCH

APU CONTROL UNIT M280


( E3-3 )

WHEN OIL LEVELADD


ADD

SIGNAL TO FADEC DURING


APU START AND SHUTDOWN.

28V DC
SWITCHED
HOT BAT BUS

APU
CONT

For Training Purposes Only

CIRCUIT BREAKER
PANEL ( P6 -5 )

FULL
OIL TANK
SOLENOID VALVE

ADD

28V DC

OIL QTY RELAY


R 253

SWITCHED

OIL LEVEL
SENSOR

HOT BAT BUS


M 925 APU OIL QTY MODULE

APU OIL TANK

APU GENERATOR
CONTROL UNIT ( P6 )

Figure 12
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Oil Servicing System Schematic


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ENGINE FUEL AND CONTROL

49-30
APU FUEL SYSTEM
Purpose
The APU fuel system receives fuel from the airplane wing tanks through a
shrouded line. The system then pressurizes, filters, and meters fuel for combustion. The primary components are the fuel control and pump assembly. low
and high pressure filters, a start fuel purge solenoid valve, start and main fuel
manifolds, and nozzles. The APU is a constant speed engine. Speed control is
accomplished automatically by the FADEC through torquemotor inputs to the
fuel control and pump assembly, resulting in fuel flow regulation.
Fuel Control and Pump Assembly
This assembly accomplishes all pressurizing, filtering, and metering for the
APU. Electrical connections include the servo valve, the start fuel solenoid
valve, and the main fuel solenoid valve.
SYSTEM OPERATION

For Training Purposes Only

B737-300/400/500

Starting
Placing the APU switch to START and ON, opens the APU fuel shutoff valve
and the inlet door begins to open. When the inlet door is full open,the FADEC
activates the starter and energizes the start fuel solenoid valve to open. The
start fuel solenoid valve is located on the fuel control and pump assembly.
The APU fuel control and pump assembly then receives fuel from the airplane
tanks through the APU fuel line. A low pressure centrifugal pump pressurizes
the fuel and delivers it to the high pressure gear pump through the external low
pressure fuel fitter. Unmetered fuel flows through the start fuel solenoid valve,
through the start manifold and through the 4 start nozzles into the combustor.
The FADEC energizes the ignition exciter one second after the starter is energized. The FADEC energizes the main fuel solenoid valve to open when the
APU reaches 5% RPM with an increase of 28_ C EGT. This permits metered
fuel to flow through the in-line filter, through the check valve to the 14 main fuel
nozzles. When the APU reaches 55% RPM, the FADEC deenergizes the starter and ignition exciter. At 70% RPM the FADEC de-energizes the start fuel
solenoid valve to the close position and energizes the start purge solenoid
valve to the open position for 60 seconds. This removes fuel from the start fuel
manifold and nozzles.
The FADEC monitors APU the EGT during starting. The FADEC sends electrical control signals to the servo valve to meter the fuel flow.
FRA US/E gz

10.06.99

Running (APU RPM Above 98 Percent)


The FADEC receives APU RPM, EGT, inlet temperature and inlet pressure signals from APU sensors. The FADEC sends electrical control signals to the
servo valve to meter fuel flow to the main fuel nozzles. This keeps the APU at
a constant speed with the APU supplying electrical and/or pneumatic loads or
with the APU unloaded.
Shutdown
Placing the APU switch to off position :
The fuel shutoff valve closed.
The air inlet door closed.
The main fuel solenoid valve de-energized to the close position.
The fuel servo valve deenergized.
The start purge valve energized to the open position for 30 seconds.
Remaining fuel in the APU combustor drains through a drain valve into the lower shroud drain Iine.
The de-prime valve energized to the open position.
The anti-surge bleed valve energized to the closed position.
The hour meter and start counter off.

Page: 26

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ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

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

OPEN: AFTER STARTER CUT IN OR (>2% RPM) CLOSED: RPM >70%

FROM
APU

FADEC MODULATED POSITION

FILTER

OPEN: RPM 5% AND EGT RISE >28_ C

START
PURGE
VALVE S

FADEC

APU FUEL DC
BOOST PUMP

APU FUEL FUEL HEATER


SHUTOFF CHECK VALVE
VALVE
FUEL
M
HEATER
FUEL
SHROUD

DRAIN

AC FUEL BOOST PUMP


FUEL TANK 1

MAIN FUEL
SOLENOID
VALVE
S

LP-FUEL
PUMP

40
PSI

LOW FUEL PRESSURE

START FUEL MANIFOLD

OIL TANK
VENT LINE

GEARBOX

FLAME
ARRESTOR
IGNITOR
(2)

FUEL SERVO
VALVE

RELIEF
VALVE

DIFF.
PRESS
VALVE

640 PSID

FUEL

EXHAUST

HP
FUEL
PUMP

600 PSI

200 PSID

CONTROL / PUMP ASSEMBLY


SEAL DRAIN

APU BLEED
AIR

BYPASS
VALVE

LEGEND

TO DRAIN
CHECK VALVE

COMBUSTER

FLOW CONTROL
VALVE <18 o C
APU BLEED AIR
CHECK VALVE

MAIN FUEL
MANIFOLD

NOZZLES

START FUEL
SOLENOID
VALVE
S

...

For Training Purposes Only

APU BLEED
AIR DUCT

MAIN CHECK
VALVE

EXH. DRAIN

SPEED
SENSOR (2)

DRAIN CHECK
VALVE

T AMB
P AMB

10 PSID

FILTER

HIGH FUEL PRESSURE

EGT PROBE (2)


FROM
START
PURGE
VALVE

TO DRAIN MAST

FILTER CLOGGING
INDICATOR 6 PSID

REGULATED FUEL PRESSURE


APU BLEED AIR

TO FADEC

OIL TANK VENT AIR


55700 946555

Figure 13
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10.06.99

Fuel System Schematic


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ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

APU FUEL SHUTOFF VALVE


The valve allows fuel supply from the tank to the APU engine.
Physical Description
The valve consists of an actuator assembly and valve body assembly. The actuator is motor operated with a manual override.
Power
The valve motor utilizes 28 volt dc power.
Control
The valve operation is controlled by the APU switch on P5 panel and by protection circuits in module M280, APU control unit.
The valve is installed on the rear spar of No.1 fuel tank in the Ieft main wheel
welI.
Operation.
The valve is opened by placing the APU switch to the ON position. The valve
can be closed by the switch placed to the OFF position or automaticalIy by fire
detection or operation of fire handle. The valve can be operated manually without electrical power by the override handle.

Physical Description
The pump consists of a motor driven vanes, bypass valve, inlet and outlet
ports. It is held in position by four boats through fianges on pump body.
Power
The pump utilizes 28 volt dc power.
Control
The pump operation is controlled by the APU switch and main tank No. 1 boost
pump switches on P5 panel.
The pump is mounted on the wing bottom skin aft of the rear spar.
Operation
The pump operates only during APU start if:
S the APU Master Switch is in ON and
S Boost Pump relays from tank #1 are OFF and
S APU RPM is below 98%.
When the APU reaches 98% RPM during the start cycle, the APU pump is automatically de-energized.

For Training Purposes Only

Maintenance Practices
The valve actuator assembly can be removed separately from the valve body.
The removal of the valve body requires No. 1 tank entry.

APU FUEL DC BOOST PUMP


The pump supplies pressurized fuel during starting of the APU.

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ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

LEFT REAR WING SPAR

APU DC
BOOST PUMP

For Training Purposes Only

FUEL
OUTLET

APU FUEL
SHUTOFF
VALVE
FUEL INLET
MANUAL OVERRIDE LEVER
FWD

INBD
LEFT LOWER
INBOARD TRAILING
EDGE PANEL

FWD

ATA28.190608

997665

Figure 14
FRA US/E gz

INBD

10.06.99

APU Fuel Shutoff Valve and DC Fuel Boost Pump


Page: 29

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AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

START

APU START
CIRCUIT

NC

ON
NORMAL
SHUTDOWN

OFF

APU AIR INLET DOOR

APU MASTER CONTR. SW. (P5)


28V DC
NORM
DISCH

FIRE

CLOSE

CLOSE
APU
FIRE
HANDLE

OPEN

NORM

OPEN

FULL
OPEN

NC

FIRE

APU FUEL SHUTOFF


VALVE

APU
REMOTE
CONTROL
PANEL

For Training Purposes Only

DOOR
NOT
FULLY
OPEN

NC

APU AIR INLET DOOR


ACTUATOR

FIRE
RELAY
FIRE
DETECTION
MODULE
M 279

DOOR
OPEN
SWITCH

28V DC

28V DC
SWITCHED
HOT BAT BUS

APU MONITOR

APU GENERATOR CONTROL UNIT ( P6 )


APU SHUTDOWN SIGNAL
28V DC
SWITCHED
HOT BAT BUS

POWER SUPPLY
APU
CONT

APU CONTROL UNIT

M 280

CIRCUIT BREAKER PANEL ( P6 -5 )

FADEC M 3056

Figure 15
FRA TS82 hs

06.12.97

APU Fuel Shutoff Valve Control

FADEC

AFT CARGO CPTM

Page: 30

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

START

BAT BUS

NC
APU FUEL
BOOST PUMP

CIRCUIT
BREAKER
PANEL ( P6 )

ON

APU FUEL

BOOST PUMP

NC

OFF

R 155 APU FUEL


BOOST PUMP RELAY

APU MASTER CONTROL SWITCH


APU SPEED > 98% RPM
NC

R 18 TANK 1 AFT FUEL


BOOST PUMP RELAY

R 191 BOOST PUMP


SHUT-OFF RELAY

NC
R 19 TANK 1 FWD FUEL
BOOST PUMP RELAY

For Training Purposes Only

P 6 LOAD CONTROL CENTER - R


28V DC
SWITCHED
HOT BAT BUS

APU MONITOR

APU GCU ( P6 )

28V DC

POWER SUPPLY
APU CONT
APU CONTROL UNIT M280

28V DC
SWITCHED
HOT BAT BUS

( E3-3 )
CIRCUIT BREAKER PANEL ( P6 )

FADEC M 3056 AFT CARGO CPTM

Figure 16
FRA TS82 hs

06.12.97

DC Fuel Boost Pump Control


Page: 31

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

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

For Training Purposes Only

FIow Control Check Valve


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

FRA US/E gz

22.06.99

Page: 32

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

FUEL HEATER
CHECK VALVE

UPPER
SHROUD
FUEL HEATER

OVERBOARD
DUMP LINE
FOR THE
BLEED AIR

FLOW CONTROL VALVE

For Training Purposes Only

INLET LINE FOR THE


BLEED AIR

PRESSURE LINE
TO PNEUMATIC
ACTUATOR

FWD

FUEL INLET LINE


FLOW CONTROL
CHECK VALVE

FUEL HOSE

APU BLEED AIR DUCT


997661

Figure 17
FRA US/E gz

22.06.99

Fuel Heater and Flow Control Valve


Page: 33

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

ELECTRONIC FUEL CONTROL AND PUMP ASSEMBLY


The fuel control and pump assembly supplies high pressure fuel to the start
fuel manifold and high pressure, metered fuel to the main fuel manifold. It is
mounted to the front face of the accessory gearbox with a quick attach/detach
clamp. The fuel control and pump assembly consists of the following components:
S Centrifugal Pump
S Gear Pump
S High Pressure Relief Valve
S Start Fuel Solenoid Valve
S Main Fuel Solenoid Valve
S Differential Pressure Valve
S Fuel Servo Valve
Centrifugal Pump
S rise up the Fuel Pressure to 40 PSIG.
S Protects the Gear Pump against cavitation.
Gear Pump
S rise up the fuel pressure (100% RPM) to 600 PSID with a fuel flow of max
646 kg/h

Main Fuel Solenoid Valve


The main fuel solenoid valve permits metered fuel to flow through the main fuel
manifold to the main fuel nozzles.
It is energized open during APU start, if
S RPM > 5% and
S EGT rise >28_ C.
It closes during APU shutdown.
Differential Pressure Valve
The differetial pressure valve holds a constant differential pressure of 200 PSID
across the fuel servo valve. This differential pressure creates a linear relationship between fuel flow and torquemotor current.
Fuel Servo Valve
The servo valve controls the fuel flow output from the fuel control and pump
assembly. The servo valve is a torquemotor operated flapper type valve. The
valves position is electrically controlled by the FADEC and has a regulating
range from 7 to 250 kg/h. The servo valve current is a function of APU speed,
inlet temperature and pressure; and is EGT limited.

For Training Purposes Only

High Pressure Relief Valve


The high pressure relief valve protects the fuel system against overpressurization. It has a crack point pressure of 640 psid.
Start Fuel Solenoid Valve
The start fuel solenoid gets a signal from the FADEC to permits unmetered fuel
flow through the start fuel nozzles.
S opens, after start circuit aktivation. Software Conf.15 or
S opens, if RPM > 2%
Software Conf.16 ( FF ca 10 kg/h)
S closes, if RPM > 70%.

FRA US/E gz

22.06.99

Page: 34

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

GEARBOX

FWD

START FUEL
SOLENOID
VALVE

FUEL PUMP

FUEL SERVO
VALVE

For Training Purposes Only

MAIN FUEL
SOLENOID VALVE
FUEL CONTROL AND
PUMP ASSEMBLY

FUEL DRAIN
TUBE

FWD
DIFFERENTIAL
PRESSURE VALVE

Figure 18
FRA US/E gz

22.06.99

Fuel Control and Pump Assembly


Page: 35

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

START PURGE VALVE


The start fuel purge solenoid va!ve allows APU compressor discharge air to
remove remaining fuel in the start fuel manifold and nozzles. This prevents coking of the start fuel nozzles.
The start fuel purge solenoid valve is a normally closed shutoff valve. The FADEC energizes the solenoid for 60 seconds to open when the APU reaches
70% RPM. This permits compressor discharge air to purge the start manifold
and nozzles of remaining fuel.
When the APU Master switch is placed to OFF; the start fuel purge solenoid
valve is energized to the open position for 30 seconds and then deenergized to
the closed position,
The start fuel purge solenoid valve is Iocated on the left side of the APU just aft
of the ignition exciter. it is located in the high pressure start fuel Iine between
the fuel control and pump assembly and the start fuel nozzles.
Start Fuel Manifold
The start fuel manifold and four start nozzles along with the main fuel manifold
and fourteen fuel nozzles deliver fuel to the combustion chamber for APU operation.
Start Fuel Nozzles ( 4 )
four start nozzles deliver fuel to the combustion chamber for APU operation.

Filter Clogging Indicator


S Filter Clogging Indicator ( Red ) , is shown at 6 PSID. Indicates a clogged
fuel filter. is resettable.
Fuel Filter Fitting
S protects the 14 Main Fuel Nozzles against contamination.
Main Check Valve
S closes when APU is Shutdown.
Drain Check Valve
S opens after APU Shutdown, drains the unburned fuel of the Combustion
Chamber, connects the Drain Lines to the Drain Mast .
S closes when the Combustion Discharge Presssure ( CDP ) increases (15%
APU RPM )
S drains fuel from Start Fuel Nozzles and Start Fuel Manifold during
- APU Start > 70% APU RPM and
- during every APU Shutdown when the Start Purge Valve opens,
S drains fuel to the Drain Mast (13 ccm Drain Fuel ).

For Training Purposes Only

Main Fuel Manifold


The main fuel manifold attaches to the main fuel nozzles ( 14 ). The main fuel
nozzles bolt to the combustor housing. Air in the combustor atomizes the fuel
through a slot in the fuel nozzles.
Main Fuel Nozzles ( 14 )
Fourteen fuel nozzles deliver fuel to the combustion chamber for APU operation.The main fuel nozzles supply fuel to the combustor at 550 pph.Air in the
combustor atomizes the fuel through a slot in the fuel nozzles.
besteht aus:
Fuel Filter
S protects the fuel Gear Stage against contamination.
Filter Bypass
S Filter Bypass, opens at 10 PSID .
FRA US/E gz

22.06.99

Page: 36

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

START FUEL MANIFOLD


IGNITOR
MAIN FUEL MANIFOLD
MAIN FUEL NOZZLE ( 14 )
COMBUSTION CHAMBER

FWD

START FUEL NOZZLE ( 4 )

START PURGE VALVE

START FUEL MANIFOLD


DRAIN LINE TO
DRAIN CHECK VALVE

FILTER CLOGGING
INDICATOR

For Training Purposes Only

FUEL FILTER
ASSEMBLY
FUEL FILTER
803431

DRAIN CHECK VALVE


FUEL FILTER FITTING

MAIN CHECK VALVE

MAIN FUEL MANIFOLD

Figure 19
FRA US/E gz

22.06.99

COMBUSTION
CHAMBER
DRAIN LINE

997645

Fuel System Components


Page: 37

Lufthansa Technical Training


For Training Purposes Only

AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

FUEL SYSTEM OPERATION


Starting
The APU start sequence is controlled by the FADEC.
S After the start relay is energized (Software version 15) or
S After 3% RPM (Software version 16), the fuel solenoid energizes and
opens. (At 2% RPM ignition is activated)
Unregulated fuel from the high pressure fuel pump is supplied to the start fuel
manifold. It enters the combustion chamber via 4 start nozzles. After 1 second
ignition is activated (Software version 15).
S At a speed of 5% RPM and a minor of 28_ C EGT rise, the main fuel solenoid valve opens. The fuel servo valve starts controlling the fuel flow. The
magnitude of the regulating fuel flow depends upon RPM, EGT, T-amb and
P-amb. Control is provided by the temperature control circuit within the
FADEC. At this point the fuel flow is approximately 25 kg/h and will continuosly increase. Regulated high-pressure fuel goes into the main fuel manifold, from where it leaves through 14 main fuel nozzles for combustion.
S At 55% RPM ignition is deenergized.
S At 70% RPM the start fuel solenoid valve closes and the start purge valve
energized open for 60 sec. CDP air enters the 4 start fuel nozzles in order
to blow out the remaining fuel from the start fuel manifold.
S At 80% RPM the temperature control circuit is turned off and the speed control circuit will now control the fuel flow.

Shutdown
When the APU Master Control Switch is put to OFF following fuel valves will
close:
S Main Fuel Solenoid Valve
S Fuel Servo Valve and
S APU Fuel Shutoff Valve
S Start Purge Valve opens for 30 sec. and closes again.

Running Speed > 98%


2 sec after 98% RPM load can be applied. The fuel servo valve, controlled by
the FADEC, coverns the fuel flow to keep the APU-speed at 100% at all normal
loads.
The max. load factor is limited by the EGT-set point. The EGT-set point is variable and is computed by the FADEC. The set point depends upon T-amb and
P-amb (see EGT-Chart).
The max. EGT is slightly higher than the EGT-set point. An exceedance of
max. EGT will cause an APU Auto Shut Down.

FRA US/E gz

24.06.99

Page: 38

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-300/400/500
49-30

49

AMBIENT TEMPERATURE OF ( C )

38

27

16

-7

-18

For Training Purposes Only

-29

-40
710

715

720

725

730

735

740

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

Figure 20
FRA US/E gz

24.06.99

APU-MAX. EGT CHART


Page: 39

Lufthansa Technical Training


For Training Purposes Only

AIRBORNE AUXILIARY POWER


POWER PLANT

B737-330/430/530
49-10

DRY MOTOR THE APU


General:
You dry motor the APU to operate the APU without fuel to the start fuel
nozzles.
Procedure
Set the switch and the circuit breaker:
S Set the APU master switch on the P5 forward overhead panel to the OFF
position and attach a DO-NOT-OPERATE tag.
S Open this circuit breaker and attach a DO-NOT-CLOSE tag:
S APU Control Unit, E3-3 Electrical Shelf,
S Put the container below the start fuel manifold.
S Disconnect the fuel line for the start fuel manifold from the start purge valve.
S Connect the fuel hose to the start purge valve.
S Put the end of the fuel hose into the container.
S Set these circuit breakers and these switches:
S Remove the DO-NOT-CLOSE tag and close this circuit breaker:
S APU Control Unit, E3-3 Electrical Shelf,
S Remove the DO-NOT-OPERATE tag from the APU master switch on
the P5 forward overhead panel.
S Set the BAT switch on the P5 forward overhead panel to the ON position.
Make sure this circuit breaker is closed:
S DC BOOST PUMP. on the P6-5 Load Control Center Assembly.
S Set the APU master switch on the P5 forward overhead panel to the START
position and release it to the ON position.
S Permit the APU engine to motor until the APU has an automatic shutdown.
Make sure the FAULT light comes on.
NOTE: The FAULT light is on the P5 forward overhead panel.
S Make sure the FADEC has a LITE BITE code shown.
S Set the APU master switch on the P5 forward overhead panel to the OFF
position and attach a DO-NOT-OPERATE tag.

FRA TS82 hs

15.4.94

Page: 40

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


POWER PLANT

B737-330/430/530
49-10

START PURGE VALVE


FUEL LINE
FOR START FUEL
MANIFOLD
ON

P5
FWD
OVERHEAD
PANEL

OFF

IGNITION
EXCITER

APU MASTER CONTROL SWITCH

FUEL HOSE

FWD

CIRCUIT
BREAKER

APU CONTROL UNIT


E3-3

FAULT
DISPLAY SWITCH

APU CONTROL UNIT

ON
BAT

TR
NO.3

CONTAINER

FAULT DISPLAY

APU
FUEL
BAT BOOST
BUS PUMP

50

LITE

For Training Purposes Only

OFF
CIRCUIT
BREAKER

P6-5
P 5 FWD
OVERHEADPANEL

P 5 FWD
OVERHEADPANEL
CIRCUIT
BREAKER

START
ON

APU MASTER CONTROL SWITCH


FADEC

769273

995421

991836

Figure 21
FRA TS82 hs

15.4.94

992794

APU Dry Motoring


Page: 41

Lufthansa Technical Training


For Training Purposes Only

AIRBORNE AUXILIARY POWER


POWER PLANT

B737-330/430/530
49-10

WET MOTOR THE APU


General:
You wet motor the APU to operate the APU without ignition.
Procedure
Set the switch and the circuit breaker:
S Set the APU master switch on the P5 forward overhead panel to the OFF
position and attach a DO-NOT-OPERATE tag.
S Open this circuit breaker and attach a DO-NOT-CLOSE tag:
S APU Control Unit, E3-3 Electrical Shelf.
S Put the container below the combustor drain.
WARNING: DO NOT TOUCH THE IGNITION COMPONENTS UNTIL YOU
DO THESE STEPS. THESE STEPS WILL RELEASE THE HIGH VOLTAGE
FROM THE IGNITION EXCITER. IF YOU DO NOT OBEY THIS PROCEDURE, INJURY TO PERSONS CAN OCCUR.
Do these steps to release the high voltage from the ignition exiter:
S Make sure 5 minutes have gone by since the last APU start.
S Disconnect the igniter cables from the igniter plugs.
S Ground the igniter cables to the APU.
S Disconnect the electrical connector from the ignition exciter.
S Set these circuit breakers and these switches:
Remove the DO-NOT-CLOSE tag and close this circuit breaker:
S APU Control Unit, E3-3 Electrical Shelf.
S Remove the DO-NOT-OPERATE tag from the APU master switch on
the P5 forward overhead panel.
S Set the BAT switch on the P5 forward overhead panel to the ON position.
Make sure this circuit breaker is closed:
S DC BOOST PUMP, P6-5 Load Control Center Assembly.
S Set the APU master switch on the P5 forward overhead panel to the START
position and release it to the ON position.
S Permit the APU engine to motor until the APU has an automatic Shutdown.
S Make sure the FAULT light comes on.
NOTE: The FAULT light is on the P5 forward overhead panel.
FRA TS82 hs

15.4.94

S Make sure the FADEC has a LITE BITE code shown.


S Set the APU master switch on the P5 forward overhead panel to the OFF
position and attach a DO-NOT-OPERATE tag.

Page: 42

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


POWER PLANT

B737-330/430/530
49-10

ON

P5
FWD
OVERHEAD
PANEL

OFF

ELECTRICAL
CONNECTOR
CIRCUIT
BREAKER

IGNITION
EXCITER

APU MASTER CONTROL SWITCH

APU CONTROL UNIT


E3-3

FUEL FILTER

ON
BAT

For Training Purposes Only

FAULT DISPLAY

FAULT
DISPLAY SWITCH

APU CONTROL UNIT

TR
NO.3

APU
FUEL
BAT BOOST
BUS PUMP

50

OFF
CIRCUIT
BREAKER

P 5 FWD
OVERHEADPANEL

LITE

5
P6-5

CIRCUIT BREAKER

P 5 FWD
OVERHEADPANEL

START
ON

APU MASTER CONTROL SWITCH


FADEC

769273

995592

991836

Figure 22
FRA TS82 hs

15.4.94

992794

APU Wet Motoring


Page: 43

Lufthansa Technical Training


For Training Purposes Only

AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-330/430/530
49-30

LOW PRESSURE BLEED


The low pressure bleed makes sure the air is removed from the fuel line
to the fuel control and pump assembly.
Procedure
Set the switch and these circuit breakers
S Set the APU master switch on the P5 forward overhead panel to the OFF
position and attach a DO-NOT-OPERATE tag .
Remove the DO-NOT-CLOSE tag and close this circuit breaker:
S DC BOOST PUMP, on the P6-5 Load Control Center Assembly.
S Bleed the fuel supply hose to the fuel control and pump assembly.
S Put the container below the fuel control and pump assembly.
Remove the DO-NOT-CLOSE tag and close this circuit breaker:
S APU Control Unit, E3-3 Electrical Shelf.
Remove the DO-NOT-OPERATE tag from the APU master switch and set the
APU master switch to the ON position.
NOTE: The APU master switch is on the P5 forward overhead panel. Do not
move the APU master switch to the START position. It is not necessary to
start the APU.
S Loosen the fuel supply hose from the inlet fuel tube for the fuel control and
pump assembly.
NOTE: Do not remove the fuel supply hose.
S Permit the fuel in the inlet fuel line to drain into the container.
S Tighten the fuel supply hose to the inlet fuel tube for the fuel control and
pump assembly.
S Set the APU master switch on the P5 forward overhead panel to the OFF
position and attach a DO-NOT-OPERATE tag.
HIGH PRESSURE BLEED
GeneraL
The high pressure bleed makes sure the air is removed from the fuel line
to the start fuel manifold.
Do the APU dry motoring to bleed the fuel line to the start fuel manifold
(AMM 49-11-00/201).

FRA TS82 hs

18.4.94

Page: 44

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AIRBORNE AUXILIARY POWER


ENGINE FUEL AND CONTROL

B737-330/430/530
49-30

APU CONTROL UNIT

TR
NO.3

ON

OFF

P5
FWD
OVERHEAD
PANEL

APU MASTER CONTROL SWITCH

APU
FUEL
BAT BOOST
BUS PUMP
5

50

P6-5
CIRCUIT
BREAKER
CIRCUIT
BREAKER

FUEL SUPPLY HOSE TO THE FUEL CONTROL AND PUMP ASSEMPLY


P 5 FWD
OVERHEADPANEL

P 5 FWD
OVERHEADPANEL
INLET FUEL TUBE

ON

For Training Purposes Only

BAT
OFF

ON

APU MASTER CONTROL SWITCH


FWD

Figure 23
FRA TS82 hs

18.4.94

Low Pressure Bleed


Page: 45

B737-300/400/500
49-50

APU AIR SYSTEM


The bleed air system of the APU supplies compressed air for the air conditioning system, engine start system and other pneumatic components of the airplane. It also stops compressor surge during alI APU starts and during the normal operation of the APU.
The APU Bleed Air System supply air to the
- Air Condition System,
- Engine Start System,
- Wing Anti-Ice System,
- Water and Hydraulic Tank pressurization.
The bleed air system for the APU has a
S bleed air valve
S and a bleed servo valve

For Training Purposes Only

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AIR

FRA US/E gz

23.06.99

Page: 46

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


AIR

B737-300/400/500
49-50

ON

S
BLEED
SERVO
VALVE

OFF
APU
BLEED
28
AIR SWITCH VDC
P 5 FWD
OVERHEAD
M280 APU
PANEL
CONTROL UNIT
E3-2

ACTUATOR
APU BLEED
AIR VALVE

CLOSED

REG

OPEN

VENT

FILTER

APU BLEED
AIR DUCT

M278 MISC
SWITCHING
MODULE E3-2
MAIN ENGINE
START ( GRD )

TO DUAL
BLEED BLEED LIGHT

98% RPM
AND 2 SEC

TO FUEL
HEATER
CHECK
VALVE

AIR
INLET

OPEN SIGNAL
RPM

FILTER

T AMB
P AMB
COOLING AIR
SHUTOFF VALVE

EGT

FADEC
AFT CARGO CPMT

For Training Purposes Only

CHECK
VALVE

ACTUATOR

GENERATOR

LEGEND
COOLING
FAN

GEARBOX

AIR INLET
HOUSING

COMBUSTOR
HOUSING

BLEED AIR SYSTEM

OIL COOLER
COOLING AIR SYSTEM
A56082

Figure 24
FRA US/E gz

23.06.99

Bleed Air Schematic


Page: 47

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AIRBORNE AUXILIARY POWER


AIR

B737-300/400/500
49-50

APU BLEED BLEED AIR VALVE


The bleed air valve is used to control the bleed air flow from the APU to the
airplane pneumatic system.
The valve consists of a butterfly valve, actuator, rate control valve, switcher
valve and solenoid. The valve is solenoid controlled, pneumaticalIy operated,
shutoff and modulating type.
The valve is controlled by the APU bleed valve switch on the P5 panel and the
bleed servo valve. The FADEC controls the bleed servo valve. Valve operating
pressure is supplied from pneumatic duct through a differential air pressure
regulator.
Differential Air Pressure Regulator
The differential air pressure regulator provides constant pressure air supply for
operation of the bleed valve.
The regulator consists of an air inlet, filter, spring- loaded diaphragm assembly,
metering and relief valves. The regulating pressure is set at 19 psig.
The APU compressor discharge pressure is supplied to the regulator. The metering valve restricts the output to 19 psig independent of ambient conditions.

For Training Purposes Only

Bleed Servo Valve


The bleed servo valve changes the control air pressure to the bleed valve. This
permits the bleed valve to modulate. The FADEC controls the bleed servo
valve.
The bleed servo valve is Iocated above and inboard of the oil filler neck on the
APU.
The bleed servo valve is a pneumatic valve that is electrically controlled.
Operation
When the APU is operating above 98% RPM and the APU bleed air switch is
ON, the bleed servo valve changes control pressure to the APU bleed valve.
The FADEC controls the bleed servo valve as a function of APU EGT. When
APU EGT Iimits are approached, the FADEC signals the bleed servo valve to
vent control pressure. This modulates the APU bleed valve closed.

FRA US/E gz

23.06.99

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AIRBORNE AUXILIARY POWER


AIR

B737-300/400/500
49-50

CONTROL AIR LINE TO


BLEED SERVO VALVE

UPPER
SHROUD

BLEED
SERVO
VALVE

APU BLEED
AIR DUCT

ELECTRICAL
CONNECTOR

TURBINE
PLENUM

FWD

FWD

BLEED AIR
VALVE SOLENOID
POSITION SWITCH

CONTROL
AIR LINE

CONTROL AIR PRESSURE


TEST PLUG

For Training Purposes Only

APU
BLEED
AIR DUCT
BLEED
AIR VALVE

INBD

AIR FILTER

FWD

PRESSURE
REGULATOR
833545

Figure 25
FRA US/E gz

23.06.99

APU Bleed Air Components


Page: 49

B737-300/400/500
49-50

BLEED AIR VALVE OPERATION


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

For Training Purposes Only

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AIR

FRA US/E gz

10.06.99

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AIRBORNE AUXILIARY POWER


AIR

B737-300/400/500
49-50

OFF
VENT
ON
SERVO VALVE

APU BLEED
AIR SWITCH
P5-10 AIR COND.
MODULE (P5)
28 V DC

RATE
CONTROL
VALVE

SOLENOID

RATE
ADJUST

A
MAIN
ENGINE
START
( GRD )

SWITCHER
VALVE

VENT
ENGINE
START
RELAY

M280 APU CONTROL


UNIT (E3-3)

VENT
POPPET
VALVE

PNEUMATIC
ACTUATOR

NC
TO PNEUMATIC
SYSTEM

ENGINE START
INTERLOCK RELAY

FILTER

PRESSURE
REGULATOR

M278 MISC SWITCHING


MODULE (E3-2)

OPEN

TO DUAL BLEED
LIGHT CIRCUIT

CLOSED

APU BLEED AIR VALVE


98%
AND

RPM

RPM

AIR
INLET

2 SEC
T AMB

For Training Purposes Only

OPEN SIGNAL
TO BLEED
SERVO VALVE

FILTER
COOLING AIR
SHUTOFF VALVE

P AMB
EGT

GENERATOR

M3056 FADEC
(AFT CARGO CPTM)

COOLING
FAN

AIRPLANES WITH ENGINE


STARTER INTERLOCK
PROTECTION.

10.06.99

GEARBOX

AIR INLET
HOUSING

COMBUSTOR
HOUSING

OIL COOLER

Figure 26
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TO FUEL
HEATER

APU Bleed Air Valve Schematic


Page: 51

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


AIR

B737-300/400/500
49-50

APU COOLING AIR SYSTEM


The Cooling Air System consists:
S Cooling Air Duct
S Cooling Air Pneumatic Actuator
S Cooling Air Shutoff Valve
S Cooling Air Fan
Cooling Air Inlet Duct
The cooling air duct supplies the stable air to the cooling fan when the airplane
is on the ground. When the airplane is in flight, the cooling air duct supplies the
ram air to the cooling fan. The cooling air duct is Iocated between the torque
box and the inlet flange of the cooling fan.
A cooling fan inlet screen attaches to the cooling fan inlet. An inspection tube
and a cap assembly are attached to the cooling air duct for the inspection of
the fan inlet screen. The inspection tube goes through a Iightening hole in the
horizontal web above the upper shroud.

For Training Purposes Only

Pneumatlc Actuator
The pneumatic actuator controls the shutoff valve. The pneumatic actuator has
a cylinder, piston and rod assembly, spring and cap. The pneumatic actuator is
installed on the fIange of the cooling air duct. The pneumatic actuator rod extends when the pneumatic pressure from the bleed air duct is greater than the
spring force. A filter in the pneumatic Iine seals the pneumatic actuator from
contaminants. The filter can be one that is used again or one that is discarded.
Cooling Air Shutoff Valve
The shutoff valve stops the airflow through the cooling air duct when the APU
is stopped. AIso, the shutoff valve wiII keep aII flames inside the APU shroud if
an APU fire occurs. The shutoff valve has a butterfiy mounted on a shaft. The
butterfiy is installed in the cooling air duct. The pneumatic actuator controls the
shutoff valve.

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Page: 52

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


AIR

B737-300/400/500
49-50

APU BLEED AIR DUCT

CONDITION: APU RUNNING.

AIR
INLET

COOLING AIR
SHUTOFF VALVE

CHECK
VALVE

ACTUATOR

FILTER

GENERATOR

COOLING AIR
INLET DUCT

COOLING

For Training Purposes Only

FAN

GEARBOX

AIR INLET

COMBUSTOR

HOUSING

HOUSING

OIL COOLER

Figure 27
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APU Cooling Air Schematic


Page: 53

B737-300/400/500
49-50

APU COOLING AIR

For Training Purposes Only

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


AIR

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Page: 54

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


AIR

B737-300/400/500
49-50

PRESSURE LINE
TO THE PNEUMATIC
ACTUATOR

UPPER
SHROUD
PNEUMATIC LINE FILTER
AND CHECK VALVE

COOLING
AIR INLET
PRESSURE LINE
TO THE PNEUMATIC
ACTUATOR

For Training Purposes Only

CHECK VALVE
(TO FUEL HEATER)

FWD

APU BLEED AIR DUCT


APU BLEED AIR VALVE

767835

Figure 28
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Cooling Air Components


Page: 55

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


AIR

B737-300/400/500
49-50

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

For Training Purposes Only

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

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Page: 56

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


AIR

B737-300/400/500
49-50

COOLING FAN
INLET SCREEN
INSPECTION TUBE
PNEUMATIC
ACTUATOR

COOLING AIR
SHUTOFF VALVE
PNEUMATIC
ACTUATOR

PRESSURE LINE
STABILIZER
COMPARTMENT
AREA

COOLING
AIR
SHUTOFF VALVE

ACTUATOR RETRACTED
COOLING AIR DUCT
COOLING
AIRFLOW

FWD

UPPER
SHROUD

COOLING FAN
INLET SCREEN
PRESSURE LINE
INLET

APU
GEARBOX
DRIVEN

COOLING FAN

For Training Purposes Only

CLOSED POSITION

ACTUATOR EXTENDED

OPEN POSITION
COVER
AND LOCATION
TO MANUALLY
TURN THE APU

COOLING AIRFLOW
TO GENERATOR
AND OIL COOLER

COOLING AIR SHUTOFF VALVE TEST


767825

Figure 29
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767831

767832

Cooling Air Shutoff Valve


Page: 57

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


IGNITION / STARTING

B737-300/400/500
49-40

IGNITION AND START SYSTEM


The APU ignition and starting system provides the means of rotating the APU
engine to starting speed and for igniting the fuel-air mixture in the combustion
chamber.
System Description
The system consists of a starter, start relay, ignition exciter, igniter plug, and
control circuits.
Component Location
The starter, ignition exciter, ignition leads and igniter plugs are located on the
APU engine. The start relay is located in the electronic equipment compartment right outboard side of the E3 rack.
System Interfaces
The start system interfaces with the full authority digital electronic control (FADEC), APU control unit and APU switch.

For Training Purposes Only

Operation
During APU start, the starter is energized and the APU rotates. The ignition
exciter is energized by the action of the FADEC.
The starter and ignition circuits are de-energized by the action of the FADEC
during APU engine acceleration. During normal engine operation, the exciter
remains de-energized.

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Page: 58

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


IGNITION / STARTING

B737-300/400/500
49-40

START RELAY
R5

START

APU

BATTERY
28 V DC

NC

STARTER

ON

OFF

IGNITION
EXCITER

TD 1 SEC

APU MASTER CONTROL SWITCH


( P5 )

IGNITER
PLUG
IGNITER
PLUG

FULL OPEN
AIR INLET DOOR
POSITION SWITCH

>
= 55 % RPM

NO FADEC FAULT SIGNAL

For Training Purposes Only

28V DC
28V DC
SWITCHED
HOT BAT BUS

APU MONITOR

APU GENERATOR CONTROL UNIT( P6 )


28V DC
SWITCHED
HOT BAT BUS

POWER SUPPLY

APU
CONT

APU CONTROL UNIT M280

( E3-3 )

APU GENERATOR CONTROL UNIT ( P6 )

FADEC M 3056 AFT CARGO CPTM

Figure 30
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Ignition / Starting Schematic


Page: 59

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


IGNITION / STARTING

B737-300/400/500
49-40

IGNITION COMPONENT DESCRIPTION


Purpose
The purpose of the ignition system is to provide the spark necessary to ignite
the fuel and air mixture for APU operation.
Ignition Exiter ( 1 )
The ignition exciter supplies the high voltage current necessary to cause the
igniter plugs to make the sparks. The ignition exciter has a transformer, inverter, rectifier, booster coil and capacitors. These components are hermetically sealed in a metal container on the APU. The ignition unit is an LRU.
Igniter Plugs ( 2 )
The ignition system has two igniter plugs, left and right. The igniter plugs have
an outer casing, center electrode and ceramic insulator. The igniters screw into
mounting bosses on the combustor case. The igniters are LRUS.
MAKE SURE YOU REMOVE THE ELECTRICAL POWER
FROM THE IGNITION AND START SYSTEM. LET 5 MINUTES GO BY BEFORE YOU REMOVE THE IGNITER
CABLE. GROUND THE IGNITER CABLE AGAINST THE
SHELL OF THE IGNITER PLUG BEFORE YOU REMOVE
THE IGNITER CABLE. MAKE SURE THAT THE IGNITION
EXITER IS FREE FROM ELECTRICAL POWER BEFORE
YOU REMOVE THE IGNITER CABLE. THE ELECTRICAL
POWER TO THE IGNITION AND START SYSTEM IS AT A
VERY HIGH VOLTAGE. THE ELECTRICAL POWER TO THE
IGNITION AND START SYSTEM CAN CAUSE INJURY TO
OR KILL PERSONS.

For Training Purposes Only

WARNING:

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Page: 60

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


IGNITION / STARTING

B737-300/400/500
49-40

COMBUSTION
CHAMBER
HOUSING

FWD

IGNITER
PLUG

ELECTRICAL
CONNECTOR
IGNITER
CABLE

For Training Purposes Only

IGNITION
EXCITER

IGNITER CABLE S
768571

Figure 31
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Ignition Components
Page: 61

B737-300/400/500
49-40

STARTING COMPONENT DESCRIPTION


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

For Training Purposes Only

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


IGNITION / STARTING

FRA US/E gz

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Page: 62

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


IGNITION / STARTING

B737-300/400/500
49-40

For Training Purposes Only

START
RELAY R5

FWD

803778

Figure 32
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23.06.99

Start Relay Location


Page: 63

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


IGNITION / STARTING

B737-300/400/500
49-40

STARTING COMPONENT DESCRIPTION


Purpose
The starter provides initial power for rotating the APU engine compressor, turbine, and engine-driven accessories to a speed high enough to obtain good
airflow for combustion.
Location
The starter is mounted on the accessory drive section.
Physical Description
The starter consists of an electric motor, a starter motor shaft assembly with an
internal sprag clutch.
Power
The power supply to the starter is 28 volt dc from the battery or external dc
power connection.
Operation
The starter is energized by the action of the APU switch. !t wiIl continue to
drive the APU until 55% RPM. The power supply to the starter is controlled by
the FADEC. The starter brushwear switch is located inside the starter. This
switch is Iocated inside the starter. This switch electrically signals the FADEC
when 75% brushwear occurs.

For Training Purposes Only

Monitor
The starter operation is monitored by the dc ammeter on the P5 panel in the
flight compartment and the FADEC located in the aft cargo compartment.
Starter Motor Duty Cycle
APU Start Mode
3 consecutive starts or tries (Maximum) ( NO EGT Increase during the APU
starts or tries ) (30 minutes cooldown time).

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Page: 64

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


IGNITION / STARTING

B737-300/400/500
49-40

FWD

FWD
GEARBOX
WASHER

V-BAND CLAMP

SCREW
PACKING

APU

SPRAG PAWL
ENGAGED

RETAINING RING
OUTER
RACE
INNER
RACE

STARTER MOTOR
STARTER

For Training Purposes Only

SHAFT ASSEMBLY
( CLUTCH )

CAUTION: THE SHAFT ASSEMBLY MUST BE


PULLED OUT FROM THE GARBOX ASSEMBLY IN A STRAIGHT DIRECTION. DO NOT
TWIST THE SHAFT ASSEMBLY FROM SIDE
TO SIDE. THE SHAFT ASSEMBLY CAN BE DAMAGED OR COME APART.

APU

SPRAG PAWL
DISENGAGED

STARTER

SHAFT ASSEMBLY ( CLUTCH ) OPERATION

Figure 33
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Starter Motor and Shaft Assembly


Page: 65

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

B737-300/400/500
49-60

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

For Training Purposes Only

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

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Page: 66

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

B737-300/400/500
49-60

LOW OIL
PRESS.
SWITCH

HIGH OIL
TEMP.
SWITCH

OIL LEVEL

STARTER

SENSOR

BRUSH IND
APU
CONTROL UNIT
FWD OVERHEAD PANEL P 5

EGT
SENSOR
NO.1 / 2

RPM
SENSOR
NO.1 / 2

AMB.
TEMP.
SENSOR

AMB.
PRESS.
SENSOR

EMU

FLIGHT DATA
AQUSITION UNIT
( FDAU )

AIR /GRD
APU CONTROL

FADEC

28V DC SW. HOT BAT BUS

For Training Purposes Only

MISCELLANE0US
SWITCHING
MODULE

ON

OFF
FWD OVERHEAD
PANEL P5

STARTING

IGNITION

START FUEL
SOLENOID
VALVE

Figure 34
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23.06.99

START
PURGE
VALVE

MAIN FUEL
SOLENOID
VALVE

FUEL
SERVO
VALVE

BLEED AIR
VALVE
SOLENOID

BLEED
SERVO
VALVE

DE-PRIME
VALVE

APU Control Sytem Schematic


Page: 67

Lufthansa Technical Training


For Training Purposes Only

ENGINE CONTROLS
APU CONTROLS

B737-300/400/500
49-60

APU CONTROL UNIT/FADEC DESCRIPTION


APU Control Unit
The APU Control Unit ( M 280 ) is used in conjunction with the FADEC for
Starting, operation, and shutdown of the APU.
The Unit contains switches and relays. On the front is a circuit breaker for overcurrent protection.
The Unit contains a 300sec. time delay relay to switch off the APU Indication
after the APU switch is placed to off.
The power supply is 28 v dc batt bus, APU Generator Control Unit and 28 vdc
switched hot batt. bus.
The APU Control Unit ( M 280 ) location is in the electronic copartment, E3-3.
FADEC ( Full Authority Digital Electronic Controller ).
The Full Authority Digital Electronic Control (FADEC) is a microprocessorbased system.
The FADEC controls the following activities::
S Start Sequence.
S Speed Governing.
S Load Control.
S Shutdown.
S Fault Detection, Protection and Indication.
S Fault History.
Recording of engine operating history and provisions for communicating the
engine functional status, fault assessment, and operating history to the Digital
Flight Data Acquisition Unit. The DFDAU compiles this information and then
sends it to the flight recorder.
The power supply is 28 v dc batt bus, and 28 vdc from the switched hot batt.
bus.
The FADEC location is in the aft cargo compartment .

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START/STOP

START
SEQUENCING
SYSTEM

FIRE
PROTECTION

SPEED
CONTROL
SYSTEM

BLEED VALVE
INTERFACE

AIRFLOW
CONTROL
SYSTEM

COCKPIT
INTERFACE

PROTECTIVE
SHUT DOWN
SYSTEM

FADEC
WIRING
INTERFACE

SELF
TEST

APU CONTROL UNIT M280

FADEC M3056

Page: 68

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

B737-300/400/500
49-60

AFT CARGO
E 3 ELECTRONIC SHELF

DOOR

AFT CARGO

For Training Purposes Only

COMPARTMENT

CIRCUIT BREAKER

APU CONTROL UNIT M280

FADEC M3056

769273

Figure 35
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APU Control Unit and FADEC Component


Page: 69

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

49-60
FADEC DESCRIPTION
The FADEC will conduct a self-test and initialization procedure. Following a
successful self-test, the FADEC wilI enter into a watch state in which it monitors APU startup and continuous operation. If a component fails, depending on
the severity of the situation, the FADEC will either shutdown the APU with a
FAULT light displayed on the overhead P5 or illuminate a MAlNT light also on
the P5, but continue to operate.
LED Display
Faults and warnings are displayed on the alpha numeric display on the front of
the FADEC. Faults/warnings are displayed in the order of occurrence with critical faults taking precedence over warnings. This data is just for the present
APU cycle. Historical data can be accessed via the Fault Data switch. The fault
indication will be cleared once the fault condition has been corrected and a new
APU cycle is initiated. It is not until the FADEC senses the fault again, that it
will display it on the LED.
For the situation in which a fault occurs, and power is removed from the airplane (Bat switch is placed to the OFF position), the FADEC will retain the
fault(s).

For Training Purposes Only

B737-300/400/500

FADEC BITE Test Procedure


S Set the APU Master switch to the OFF position.
S Set the BAT switch to the ON position.
S Push the FAULT DISPLAY switch on the FADEC.
The fault display on the FADEC will show firstly the APU Identification Number
( ENID ). Then the fault display will show the FADEC BITE code (s) of the
given faults of the last APU auto shutdown or maintenance data ( first history
record ) or OK if there were no FADEC BITE code (s) found by the FADEC.
Following comes 11 history records (second history records ), a FADEC BITE
code or maintenance data or OK will show for five seconds. After one compled
cycle the FADEC BITE code ( first hystory record ) from the last APU auto
shutdown or maintenance data or OK will show again for 10-15 seconds. After
10-15 seconds the fault display go out of view.
Power Up Self Test.
When you move the APU Master switch from OFF to ON, the FAULT DISPLAY
will show the result of the power-up self-test of the FADEC. lf you move the
APU master switch from ON to OFF and you did not move it to START, the result of the power-up self-test for the FADEC will show for 5 minutes then go out
FRA US/E gz

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of view. You can then push the FAULT DlSPLAY switch on the FADEC and still
see the FADEC BITE code for the last auto shutdown.
Start Prepare Test.
When you move the APU master switch from ON to START then to ON, the
fault display will show the result of the start prepare test. When the APU operates, the fault display will show the condition of the APU system continuously.
If the airplane is on the ground and the APU does not start or has an automatic
shutdown, do not try a subsequent start until you look at the FADEC. When
you move the APU master switch to the OFF position and then to START, the
FADEC BITE code from the last auto shutdown will not show. The problem
from the first start can possibly not occur again on the subsequent start.
You must have the APU Master switch in the OFF position to make the FADEC
BITE code from the last auto shutdown show.
Nonvolatile Memory
Five categories of data will be transmitted to the DFDAU as part of the APU
condition monitoring. These are:
CATEGORY
Life Cycle
Data

PARAMETER
Engine I.D. Number
Hours of Operation
Number of Starts
Real Time
EGT
Operating
Speed
Parameters
Fuel Flow
Inlet Pressure
Inlet Temperature
Real Time
3 Fault Codes
Fault Data
12 History
The ARlNC 429 transmission take place in the continuous broadcast mode
and shall commence when the FADEC is powered up through the APU switch
or the display power switch.

Page: 70

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

B737-300/400/500
49-60

ACCL
ACFT
AMBP
AMBT
ASVL
BLD
ECU
EMU
EXCT
FSRV
GDOV
HOT
LITE
LOP
LOQ
MFVL
OPSW
OTMP
OVSP
PWRF
SFVL
SPD1
SPD2
SPVL
SRVB
STRT
TC1
TC2
UNSP

FAIL TO ACCEL
FIRE/DOOR NOT OPEN/ BATTERY SW OFF
AMBIENT PRESSURE SENSING SYSTEM
AMBIENT TEMP SENSING SYSTEM
ANTI SURGE VALVE SYSTEM
A/C BLEED VALVE SYSTEM
ELECTRONIC CONTROL UNIT SYSTEM
EVENT MONITOR UNIT SYSTEM
IGNITION SYSTEM
FUEL SERVO SYSTEM
GEARBOX DE-OILING VALVE SYSTEM
HIGH OIL TEMPERATURE
FAIL TO LITE
LOW OIL PRESSURE
LOW OIL QUANTITY
MAIN FUEL VALVE SYSTEM
OIL PRESSURE SWITCH SYSTEM
OVERTEMP
OVERSPEED
ELECTRICAL POWER SYSTEM
START FUEL VALVE SYSTEM
SPEED SENSING SYSTEM 1 SYSTEM
SPEED SENSING SYSTEM 2 SYSTEM
START PURGE VALVE SYSTEM
BLEED SERVO SYSTEM
STARTER SYSTEM
EGT SYSTEM 1 SYSTEM
EGT SYSTEM 2 SYSTEM
UNDERSPEED

FAULT DISPLAY

AFT CARGO
DOOR

ENID 1

AFT CARGO
COMPARTMENT

FADEC BITE CODE ( S ) OF


THE GIVEN FAULTS AND
MAINTENANCE DATA OF
THE LAST APU SHUTDOWN
( FIRST HISTORY RECORD ) 2

HIST

FAULT
DISPLAY SWITCH
FAULT
DISPLAY

FIRST FADEC BITE


CODE OF THE FIRST
HISTORY RECORD

RN 11 3

END

RN 10

RN 01

RN 09

RN 02

RN 08

RN 03

RN 07

RN 04

RN 06

RN 05

FADEC BITE CODE DECCODING LABEL

For Training Purposes Only

FADEC
IDENTIFICATION
PLATE
FADEC
DATA
CONNECTOR

FADEC M3056
FADEC DISPLAY SEQENCE WHEN FAULT DISPLAY SWITCH IS PUSHED.
1
2
3
a53173

Figure 36
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THE FAULT DISPLAY WILL SHOW THE LAST FOUR NUMBERS OF THE IDENTIFICATION NUMBER ( ENIT )
THE FAULT DISPLAY WILL SHOW OK WHEN NO FAULTS OR MAINTENANCE DATA ARE IN MEMORY.
THIS IS THE SECOND HISTORY ( RN ) RECORD. UP TO 11 HISTORY RECORDS ARE POSSIBLE. THE FAULT
DISPLAY WILL SHOW N/A WHEN NO HISTORY RECORDS ARE IN MEMORY.

FADEC Component
Page: 71

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

B737-300/400/500
49-60

AMBIENT PRESSURE TRANSDUCER


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

For Training Purposes Only

Ambient Temperature Sensor


The Ambient Temperature Sensor senses air inlet temperature to the compressor.
The temperature sensor is mounted on the left side of the air inlet muff below
the pressure sensor.
The temperature sensor measures inlet air temperature and sends the signal to
the FADEC for fuel flow scheduling.

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Page: 72

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

B737-300/400/500
49-60

MOUNTING FLANGE

FWD

AMBIENT PRESSURE
TRANSDUCER

For Training Purposes Only

MOUNTING FLANGE

AMBIENT
TEMPERATURE
SENSOR

FILLER PORT
FOR THE OIL TANK
FWD

833587

833686

Figure 37
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Amb. Press. Transducer and Amb. Temp. Sensor


Page: 73

B737-300/400/500
49-60

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

For Training Purposes Only

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

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Page: 74

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

B737-300/400/500
49-60

APU AIR INLET HOUSING

PACKING

FWD

SPEED SENSOR PROBE NO. 1

BOLT
ELECTRICAL
CONNECTOR

AIR INLET MUFF

For Training Purposes Only

AIR INLET HOUSING


SPEED SENSOR PROBE

OIL IMPELLER LOBES


SPEED SENSOR PROBE NO. 2
APU COMPRESSOR
AIR INTAKE SCREEN

833716

Figure 38
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Speed Sensor
Page: 75

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

49-60
APU START SEQUENCE
1. BATTERY SWITCH 0N.
2. APU MASTER CONTROL SWITCH TO THE START MOMENTARILY AND
TO THE ON POSITION.
S APU CONTROL UNIT AND FADEC ELECTRICAL POWERED.
S FADEC INITIATES ELECTRICAL POWER FOR SELF TEST INITIALIZATION.
S FADEC SELF TEST INITIALIZATION PROCEDURE COMPLETED, WHEN
NO FAULTS, FADEC GOES TO WATCH STATE.
S TIME DELAY RELAY ACTIVATES EGT AND FADEC FAULT DISPLAY.
S DE-PRIME VALVE OPEN.
S DC FUEL PUMP ON.
S LOW OIL PRESSURE LIGHT ON.
S APU FUEL SHUT OFF VALVE OPENS, WHEN OPEN:
S APU AIR INLET DOOR OPENS ( CA 15 SEC, MAX ALLOWABLE 30 SEC)
NOTE:

For Training Purposes Only

B737/300/400/500

3.
S
S
S
4.
S
S
S
S
S

IF APU MASTER CONTROL SWITCH IS PLACED TO THE ON


POSITION : SAME ACTIONS AS ABOVE. THE APU MASTER
CONTROL SWITCH THEN SELECTED TO START :
APU START SEQUENCE CONTINIUE
WHEN APU AIR INLET DOOR FULL OPEN APU ENGINE STARTS:
STARTER RELAY ENERGIZED
START FUEL SOLENOID VALVE OPEN.
+ TD1 SEC. IGNITION EXCITER ENERGIZED.
APU ENGINE AT 5% SPEED
MAIN FUEL VALVE OPENS WHEN EGT RISE > 28_ C.
FUEL SERVO VALVE MODULATES.
FADEC ACTIVATES TEMPERATURE CONTROL CIRCUIT.
HOUR METER ON.
START COUNTER PULSE.

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5.
S
S
S
6.
S
S
S
7.
S
S
8.
S
S
S
S
9.
S

APU ENGINE AT 55% SPEED


STARTER RELAY DE-ENERGIZED
IGNITION EXCITER DE-ENERGIZED.
DE-PRIME VALVE CLOSE.
APU ENGINE AT 70% SPEED
START FUEL SHUT OFF VALVE DE-ENERGIZED TO CLOSE.
START PURGE VALVE ENERGIZED TO OPEN FOR 60 SEC.
LOW OIL PRESSURE LIGHT OFF, WHEN OIL PRESS. > 26 PSI.
APU ENGINE AT 80% SPEED
FADEC: DE- ACTIVATES TEMPERATURE CONTROL CIRCUIT.
FADEC: ACTIVATES SPEED SPEED CONTROL CIRCUIT.
APU ENGINE AT 98% SPEED
DC FUEL PUMP OFF.
+ TD 2 SEC, READY TO LOAD ( RTL ) SIGNAL, FOR APU BLEED AIR
VALVE,
GEN. BUS OFF LIGHT ILLUMINATES.
LOW OIL PRESS. AUTO SHUTDOWN CIRCUIT ACTIVATED.
APU ENGINE AT 100% SPEED
FADEC SPEED CONTOLLED. NORMAL RUNNING SPEED.

Page: 76

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

B737/300/400/500
49-60

100%

98%

90%
80%

70%

60%

APU
MOTOR
RPM%

55%

50%
40%
30%
20%

For Training Purposes Only

10%
4

5%

TIME

83952

Figure 39
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APU Start Sequence


Page: 77

Lufthansa Technical Training


For Training Purposes Only

ENGINE CONTROLS
APU CONTROLS

B737/300/400/500
49-60

APU SHUT DOWNS


APU NORMAL SHUTDOWN DESCRIPTION
1. "APU MASTER CONTROL SWITCH TO OFF POSITION.
S REMOVES READY TO LOAD SIGNAL, DISABLE BLEED AIR VALVE,
GEN BUS OFF.
S MAIN FUEL SOLENOID VALVE DE-ENERGIZED TO CLOSE
S MAIN FUEL SERVO VALVE DE-ENERGIZED
S START PURGE VALVE ENERGIZED TO THE OPEN POSITION FOR 30
SEC ,THEN DE-ENERGIZED TO THE CLOSE POSITION.
S DE-PRIME VALVE ENERGIZED TO THE OPEN POSITION.
S APU FUEL SHUT OFF VALVE CLOSE
S APU AIR INLET DOOR CLOSE.
S HOUR METER OFF.
APU AUTO SHUTDOWN DESCRIPTION
2. "AUTO SHUTDOWN ACTIVATED.
S REMOVES READY TO LOAD SIGNAL, DISABLE BLEED AIR VALVE,
GEN BUS OFF.
S MAIN FUEL SOLENOID VALVE DE-ENERGIZED TO CLOSE
S MAIN FUEL SERVO VALVE DE-ENERGIZED
S START PURGE VALVE ENERGIZED TO THE OPEN POSITION FOR 30
SEC ,THEN DE-ENERGIZED TO THE CLOSE POSITION.
S DE-PRIME VALVE ENERGIZED TO THE OPEN POSITION.
S START FUEL SOLENOID VALVE DE-ENERGIZED( DEPENDS ON RPM )
S STARTER RELAY DE-ENERGIZED( DEPENDS ON RPM )
S APU FUEL SHUT OFF VALVE CLOSE.( ONLY WHEN : FIRE DETECTION.)
S APU AIR INLET DOOR CLOSE. ( ONLY WHEN : FIRE DETECTION ).
S HOUR METER OFF
APU MASTER CONTROL SWITCH TO OFF POSITION + 5 MINUTES.
S TIME DELAY RELAY SWITCHES OFF EGT INDICATION AND FADEC
FAULT DISPLAY.

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Page: 78

Lufthansa Technical Training

ENGINE CONTROLS
APU CONTROLS

B737/300/400/500
49-60

100%

MASTER CONTROL SWITCH OFF


OR AUTO SHUT DOWN

98%
90%
80%
70%
60%

APU
MOTOR
RPM%

55%
50%
40%
30%
20%
10%

For Training Purposes Only

5%
2
TIME

83952

Figure 40
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Normal/Auto Shut Down


Page: 79

B737-300/400/500
49-70

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

For Training Purposes Only

Lufthansa Technical Training

INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM

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Page: 80

Lufthansa Technical Training

INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM

B737-300/400/500
49-70

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

BALANCING
RESISTOR
COCKPIT

APU
EXHAUST

EGT THERMOCOUPLE SIGNALS 1/2


TO APU START COUNTER
AND APU HOUR METER

For Training Purposes Only

EVENT MONITORING UNIT ( EMU )

EGT THERMOCOUPLE 2

FADEC

Figure 41
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EGT Schematic
Page: 81

Lufthansa Technical Training

INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM

B737-300/400/500
49-70

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

For Training Purposes Only

FADEC
EGT input to the FADEC affects fuel scheduling. The EGT signal is also provided through a balancing resistor to the flight deck.

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Page: 82

Lufthansa Technical Training

INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM

B737-300/400/500
49-70

FWD

FWD

For Training Purposes Only

COOLING
AIR
DUCT

EVENT
MONITORING
UNIT

THERMOCOUPLES

833726

Figure 42
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01901

03688

STARTS

HOURS

803964

Thermocouples and Event Monitoring Unit.


Page: 83

Lufthansa Technical Training

INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM

B737-300/400/500
49-70

For Training Purposes Only

THIS PAGE INTENTIONALLY LEFT BLANK

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Page: 84

Lufthansa Technical Training

INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM

B737-300/400/500
49-70

P5 FORWARD OVERHEAD PANEL

CONSTANTAN

EGT INDICATOR PLUG


SPRING

COPPER

ARMATURE COIL
SPRING

CALIBRATING
RESISTOR

0.05Q

EGT INDICATOR

0.05Q
7

A9
SPOOOL
0.05Q
0.15Q

0.15Q

0.15Q

0.15Q

B8

B9

18

D1

39

C1
D2

20

38

12

C2

22

D3

40

C3

21

THERMOCOUPLE
CH

2
E1

AL

EGT RESISTOR

THERMOCOUPLE

STATION 851

AIRPLANE
WIRING

CH

EVENT
MONITORING
UNIT

FADEC

For Training Purposes Only

3
2

AL

APU ENGINE HARNESS

795321

Figure 43
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APU E. G. T . System Schematic


Page: 85

Lufthansa Technical Training

INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM

B737-300/400/500
49-70

EGT BALANCING RESISTOR


S
S
S
S

receive the EGT Signal from the FADEC


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

For Training Purposes Only

EGT Indicator
S shows the APU Exhaust Gas Temperature in _ Celsius
S compensates and correct cockpit temperature changes.
S is located in the Cockpit P5 Overhead Panel

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Page: 86

Lufthansa Technical Training

INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM

B737-300/400/500
49-70

FLIGHT COMPARTMENT

APU EGT
BALANCING
RESISTOR

FWD

For Training Purposes Only

RESISTANCE
WIRE

SPARE
SPOOL

EGT RESISTOR
(WITH THE COVER
REMOVED)

RESISTANCE
WIRE SPOOL

VERNIER ADJUST
B3
.05 /STEPS

COARSE ADJUST
.15 /STEPS
A3

B2

A4

A2

A5
B1

A1

INCREASE

INCREASE
AIRPLANE LEADS

VERNIER
ADJUSTMENT
TERMINAL

Figure 44
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COURSE
ADJUSTMENT
TERMINAL

APU
EGT
INDICATOR

EGT

EGT Balancing Resistor and Indicator


Page: 87

Lufthansa Technical Training

INDICATING
ID-MODULE

B737-300/400/500
49-70

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

For Training Purposes Only

Location
The Engine Identification Module is installed on the left side of the APU below
the ignition exciter.
Example
The engine identification number can be represented from 0 to 2047 by physically cutting the appropriate copper clad circuits.
The values are as follows:
S W1
=1
S W2
=2
S W3
=4
S W4
=8
S W5
=16
S W6
=32
S W7
=64
S W8
=128
S W9
=256
S W10
=512
S W11
=1024
APU SN Nr. 296 is installed
S Cut
W9 = 256
S Cut
W6 = 32
S Cut
W4 = 8

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Page: 88

Lufthansa Technical Training

INDICATING
ID-MODULE

B737-300/400/500
49-70
ELECTRICAL
CONNECTOR
PRINTED
WIRING
BOARD
PAD

REMOVABLE
PROTECTOR
COVER

CUT ZONE

For Training Purposes Only

ELECTRICAL
CONNECTOR

Figure 45
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ID-Module
Page: 89

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


INDICATING

49-70
FADEC BITE CODES AND LIGHTS.
Auto Shut Down with FAULT Light IIlumination.
Fadec Bite Code:
S ACCL
S ACFT
S ECU
S FSRV
S HOT
S LITE
S MFVL ( ELECTRICAL FAULT )
S OPSW
S OTMP
S OTSP
S PWRF
S STRT
S UNSP
Auto Shut Down with OVERSPEED Light Illumination.
Fadec Bite Code:
S ECU ( = FADEC )
S OVSP
Auto Shut Down with LOW OIL PRESSURE LIght Illumination.

For Training Purposes Only

B737-300/400/500

Fadec Bite Code:


S LOP

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No Auto Shut Down. Illumination of the MAINT Light.


Fadec Bite Code:
S ECU ( FADEC SPEED CHANNEL 1 OR 2 FAULT )
S LOQ
S MFVL ( MECHANICAL FAULT )
S SPD 1
S SPD 2
S TC 1
S TC2
No Auto Shut Down, No Light Illumination .
Fadec Bite Code:
S AMBP
S AMPT
S ASVL
S BLD
S EMU
S EXCT
S GDOV
S SFVL
S SPVL
S SRVB
S STRT

Page: 90

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


INDICATING

B737-300/400/500
49-70

RELATED APU INDICATING LIGHT

TROUBLE SHOOTING FAULT INDEX AMM 49-00-00 PAGE 108 TABLE 101
FADEC
BITE
CODE

MCDU DISPLAY

APU DATA
APU ACTUAL BITE
LOW OIL PRESSURE

DATE FLIGHTMODE
UTC
01
13MAY96
094656

A/C BLEED FAIL

BLD

FADEC FAILURE

ECU

EMU FAIL
EXCITER FAILURE
FUEL SERVO VALVE
GBX DE-OILING VALVE FAIL
HIGH OIL TEMPERATURE
FAIL TO LIGHT

PRINT >

< RETURN

ACCL
ACFT
AMBP
AMBT
ASVL

FAIL TO ACCELERATE
A/C FAULT
P1 SENSOR FAIL
T1 SENSOR FAIL
ANTI SURGE VALVE FAIL

2/5

MCDU DISPLAY

EMU
EXCT
FSRV
GDOV
HOT
LITE

LOW OIL PRESSURE


FAULT DISPLAY
FADEC
BITE
DECODING
LABEL

OIL PRESSURE SWITCH FAIL


OVER TEMPERATURE
OVER TEMPERATURE AT START

For Training Purposes Only

FADEC

OVERSPEED
ELECTRICAL POWER FAULT
START FUEL SOV FAIL
N SENSOR 1 FAIL
N SENSOR 2 FAIL
START PURGE SOV FAIL
BLEED SERVO VALVE FAIL
STARTER WARNING OR
FAIL TO START
EGT PROBE 1 FAIL
EGT PROBE 2 FAIL
UNDERSPEED
*(1) IF BOTH SPD1 AND SPD2 ARE SET,
THE FAULT LIGHT WILL SHOW.
MCDU DISPLAY: BOTH N SENSORS FAIL

Figure 46
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LOP

LOW OIL QUANTITY


MAIN FUEL VALVE FAILURE

LOP

24.06.99

RELATED APU
INDICATING
LIGHT

LOQ
MFVL
OPSW
OTMP
OTST

CORRECTIVE
ACTION

FAULT

See Fig. 101

FAULT

FAULT or
OVERSPEED

See Fig. 102


See Fig. 103
See Fig. 104
See Fig. 105
See Fig. 106
REPLACE THE FADEC
Ref MM 49-61-12/401 *(3)

MAINT
FAULT
FAULT

See Fig. 107


See Fig. 108
See Fig. 109
See Fig. 110
See Fig. 111
See Fig. 112

LOW OIL
PRESSURE
MAINT
FAULT or MAINT
FAULT
FAULT
FAULT

See Fig. 113


See Fig. 114
See Fig. 115
See Fig. 116
See Fig. 117
See Fig. 117 A

OVSP
PWRF
SFVL
SPD1
SPD2
SPVL
SRVB

OVERSPEED
FAULT

STRT

FAULT

See Fig. 125

TC1
TC2
UNSP

MAINT*(2)
MAINT*(2)
FAULT

See Fig. 126


See Fig. 127
See Fig. 128

MAINT*(1)
MAINT*(1)

*(2) IF BOTH TC1 AND TC2 ARE SET,


THE FAULT LIGHT WILL SHOW.
MCDU DISPLAY: BOTH TC FAIL.

See Fig. 118


See Fig. 119
See Fig. 120
See Fig. 121
See Fig. 122
See Fig. 123
See Fig. 124

*(3) IF ECU SHOWS AFTER REPLACEMENT OF THE FADEC, DO THESE


PROCEDURE SPD 1( FIG 121) AND
SPD 2 ( FIG 122 ).

LOP FADEC Bite Code Indication.


Page: 91

Lufthansa Technical Training

INSTRUMENTS
INDICATING (MCDU)

31-10
MCDU, APU DATA PAGES.
APU DATA Pages.
are monitored and stored by the FADEC . This data are displayed by the
MCDU.
S These are the DATA pages:
- APU DATA
- ACTUAL APU BITE
- APU BITE HISTORY
All DATA can be displayed and print.
APU DATA Page
S for indication push the following keys:
- MENU
- LINE SELECT KEY 3: ACMS
- LINE SELECT KEY 1: APU DATA
S With the APU Master Control Switch in ON, the display shows actual APU
Data. These are the data:
- EGT _ C
- INLET _ C
- INLET PRESS. PSIA
- SPEED %
- GEN LOAD. KVA.

For Training Purposes Only

B737-300/400/500

A Current Transformer measures the Gen. Load. The wires are routed
via a solid state circuit (installed in the Misc. Switching Unit) to the
MCDU.
ACTUAL APU BITE
S 7 aktuell APU BITE Codes can be displayed. With the APU Master Switch
in ON and a given AUTO SHUTDOWN the MCDU shows the reason.
S When you move the APU Master Switch to OFF the FAULT changes to
the APU BITE HISTORY
S < shows a HELP Page for additional information.

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APU BITE HISTORY


S 12 APU BITE HISTORY Codes can be displayed.

LINE
SELECT
KEYS
LEFT

DATA SCREEN

1L
2L
3L
4L
5L
6L

1R
2R
3R
4R
5R
6R

LINE
SELECT
KEYS
RIGHT

BRT

INIT REF KEY

D
S
P
Y

NEXT PAGE KEY


F
A
I
L A

INIT
REF

RTE

CLB

CRZ

DES

MENU

LEGS

DEP
ARR

HOLD

PROG

N1
LIMIT

FIX

PREV
PAGE

NEXT
PAGE

EXEC

M
S
G
W

+/-

DEL

CLR

Multi purpose Control Display Unit ( MCDU )

Page: 92

Lufthansa Technical Training

INSTRUMENTS
INDICATING (MCDU)

B737-300/400/500
31-10

MENU

LINE SELECT KEYS


LEFT

1L
2L
3L

< FMC

1/5

APU DATA

MENU
< ACT >

1R

< ACARS

2R

< ACMS

4L

INLET TEMP

EGT

1L

020 DEG C

321 DEG C

INLET PRES

N1- APU

2L
3L

4R

4L

FUEL FLOW

GEN LOAD
0.37 KVA

156 KG/H

ACTUAL APU BITE

5L

5R

5L

6L

6R

6L

2R

13 PSIA

100 %

3R

1R

3R
4R

HELP

5R

< LOW OIL PRESSURE


------------------------< RETURN

PRINT >

6R

NEXT
PAGE

APU DATA

For Training Purposes Only

ACMS
1L

< APU DATA

1R

1L

2L

< ACMS MENU

2R

2L

3L

< FREE REPORT

3R

3L

4L

4R

4L

5L

5R

5L

6L

6R

Figure 47
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2/5

APU BITE HISTORY

FAIL TO ACCELERATE
DATE FLIGHTMODE
03JUN96
01

1R

UTC
120429

2R

A / C FAULT

6L

DATE FLIGHTMODE
01
01JUN96

UTC
094656

3R
4R

LOW OIL QUANTITY


DATE FLIGHTMODE
01
01JUN96

------------------------< RETURN

UTC
164546

5R
PRINT >

6R

MCDU APU DATA Display


Page: 93

Lufthansa Technical Training


For Training Purposes Only

AIRBORNE AUXILIARY POWER


TROUBLE SHOOTING

B737-300/400/500
49-00

TROUBLE SHOOTING.
S A This section gives the troubleshooting tips and the procedures to correct
problems of the APU.
S B. The troubleshooting tips give the data that can help to identify and to
isolate a problem. The troubleshooting tips also has the cautions
and the warnings that must be obeyed during the troubleshooting
procedures.
S C. The fault index gives the APU operation problems and the corrective
action for the problems.
(1) The fault index has six groups of APU problems:
(a) APU indication problems before the start
(b) APU start problems
(c) APU automatic shutdown
(d) APU indication problems during APU operation
(e) APU bleed air problems
(f) Other APU problems.
(2) The fault index can refer you to a figure or a table in this section to
correct the problem.
( a) The FADEC BITE codes are on Table 101. Table 101 gives the
corrective action or the figure number for each FADEC BITE code.
( b) Each figure has a troubleshooting procedure.
The troubleshooting procedure has three sections:
1) Description.
a) The description has the data about the problem. For the FADEC
BITE codes, the description tells what makes the code show.
2) Possible Causes.
a) The list of possible causes can be used if there is not much time. The
possible causes are given in a sequence with the most possible and
easiest causes at the top. The least possible and most difficult causes
are at the bottom.

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24.06.99

3) Fault Isolation
a) The fault isolation is a diagram which gives the procedure to find the
problem.

Page: 94

Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


TROUBLE SHOOTING

B737-300/400/500
49-00
PREREQUISITES

LOP FADEC BITE


CODE SHOWN

MAKE SURE THIS SYSTEM WILL OPERATE:


APU (AMM 49-11-00/201)

DESCRIPTION:
___________
THE CIRCUIT FOR THE LOW OIL PRESSURE WAS OPEN (THE SWITCH FOR THE LOW OIL PRESSURE OPENED) WHEN THE APU
SPEED WAS MORE THAN 98% FOR 10 SECONDS. THIS USUALLY OCCURS WHEN THE OIL PRESSURE DECREASES TO LESS THAN
20-22 PSIG.
POSSIBLE CAUSES:
_______________
1.
2.
3.
4.
5.
6.

LOW OIL QUANTITY (AMM 12-13-31/301)


CLOGGED OIL PRESSURE RELIEF VALVE (AMM 49-91-21/401)
OIL PRESSURE SWITCH PROBLEM (AMM 49-94-22/401)
OIL FILTER AND PUMP ASSEMBLY PROBLEM (AMM 49-91-11/401)
DE-PRIME VALVE PROBLEM (AMM 49-91-91/401)
FADEC, M3056, PROBLEM (AMM 49-61-12/401).

FAULT ISOLATION:
_______________

1 EXAMINE THE MAGNETIC DRAIN


PLUG (AMM 49-91-81/601).
ARE METAL PARTICLES FOUND
THAT ARE NOT PERMITTED?

YES

51 REPLACE THE APU


(AMM 49-11-00/401).

YES

52 SERVICE THE APU OIL TANK


(AMM 12-13-31/301).

YES

53 REPLACE THE OIL PRESSURE


RELIEF VALVE
(AMM 49-91-21/401).

NO

For Training Purposes Only

2 LOOK AT THE OIL SIGHT


GLASS ON THE LOWER, FRONT SIDE
OF THE GEARBOX HOUSING.
IS THE OIL LEVEL BELOW THE
ADD MARK?
NO
3 EXAMINE THE OIL PRESSURE
RELIEF VALVE.
IS IT CLOGGED OR STUCK IN
THE OPEN POSITION?
NO
SEE SHEET 2
(BLOCK 4)

Figure 113 (Sheet 1)

Figure 48
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Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


TROUBLE SHOOTING

B737-300/400/500
49-00

FROM SHEET 1
(BLOCK 3)
NO
NO
4 REMOVE THE OIL PRESSURE
SWITCH (AMM 49-94-22/401).
DISCONNECT THE CONNECTOR P5
FROM THE DE-PRIME VALVE.
INSTALL A T-FITTING IN THE
GEARBOX PORT FOR THE OIL PRESSURE SWITCH. INSTALL THE OIL
PRESSURE SWITCH AND A 0-50 PSI
(0-300 KPA) PRESSURE GAGE ON
THE T-FITTING. CONNECT AN
OHMMETER TO PINS 1 AND 2 OF
THE OIL PRESSURE SWITCH.
START THE APU
(AMM 49-11-00/201). LOOK FOR
THE OIL PRESSURE SWITCH TO
CLOSE WITH AN INCREASE IN OIL
PRESSURE.
DID THE OIL PRESSURE
INCREASE TO ABOVE 26 PSI
(179 KPA)?

21 REPLACE THE DE-PRIME VALVE


(AMM 49-91-91/401).
START THE APU
(AMM 49-11-00/201).
DOES THE PROBLEM CONTINUE?

YES

54 REPLACE THE OIL FILTER AND


PUMP ASSEMBLY (AMM 49-91-11/
401).

NO
55

THE SYSTEM IS OK.

YES
NO
5 DID THE OIL PRESSURE
SWITCH CLOSE AT APPROXIMATELY
26 PSI (179 KPA)?

56 REPLACE THE OIL PRESSURE


SWITCH (AMM 49-94-22/401).

YES

YES

For Training Purposes Only

22 EXAMINE THE CIRCUITS FROM


THE FADEC, M3056, CONNECTOR
D10432A, PINS C10,B11, TO THE
OIL PRESSURE SWITCH, S2, CONNECTOR P14, PINS 1,2
(WDM 49-61-11).
IS THERE AN OPEN CIRCUIT?

57 REPAIR THE PROBLEMS THAT


YOU FIND.

NO
58 REPLACE THE FADEC, M3056
(AMM 49-61-12/401).

Figure 113 (Sheet 2)

Figure 49
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Lufthansa Technical Training

AIRBORNE AUXILIARY POWER


POWER PLANT

49-10
APU OPERATION LIMITS AND PARAMETERS
(1) The APU operation limits and parameters are used when you operate or
motor the APU. If the APU does not operate in the specified limits, damage to
the APU can occur.
(2) The APU operation limits and parameters are shown in the table that follows:

Condition
Oil Temperature
Maximum EGT
Exhaust Gas Temperature
(-108 FADEC and Amb.
Temp: > -18 _ C.)

For Training Purposes Only

B737-300/400/500

Operation Mode
Overtemperature Shutdown

Limit
135 _ C max.

APU Speed -Up to 60%


1100_ C max.
APU Speed - 60% to 98%
899_ C max.
APU Speed More than 98%
See Fig.201, MM49-11-00/204
Fuel Temperature
Any Operation Mode
-40_ C to 57_ C.
Oil Consumption:
10.0 cc each hour.
Oil Pressure:
Maximum at Gearbox
40-45 psig.
Low Oil Pressure Shutdown 20-22 psig.
Fuel Quantity:
APU Start Mode (Minimum) 159 kg.
(No. 1 Fuel Tank)
Cont. Operation (Minimum) 159 kg./ h.
Fuel Pressure
Any Operation Mode
10-55 psig
Engine Speed: (Cont. Ops.) ECS and MES and Idle
100 0.25%
Maximum Allowable
105 0.25%
(Overspeed Shutdown)
Minimum Allowable
97%
(Automatic Shutdown)

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Condition

Operation Mode

Limit

AC Frequency Meter:
with No Load Condition
AC Frequency Meter:

Continuous Operation

395-405 Hz

Continuous Operation
with Fully Loaded Condition
(Maximum Fluctuation)
APU Bleed Valve CLOSED
APU Bleed Valve OPEN

375-417 Hz

2-4 Hz
Bleed Duct Pressure:
0 psig
(No Load Condition)
465 psig
(Minimum)
30 psig
(Fully Loaded Condition)
APU Bleed Valve OPEN
21-5 psig
See Fig.201, MM49-11-00/204
NOTE: A Fully Loaded Condition for the APU has the two air
conditioning packs on HIGH and an electrical load of 100 amps.
Battery:
APU Start Mode
(Without AC Power)
22-28 VDC
(With AC Power)
26-28 VDC
Starter Motor:
APU Start Mode
3 consecutive
Duty Cycle
starts or tries
(Maximum)
( 30 minutes cooldown time )

Page: 97

Lufthansa Technical Training


For Training Purposes Only

AIRBORNE AUXILIARY POWER


POWER PLANT

B737-300/400/500
49-10

APU OPERATION TEST


Procedure
(1) Start the APU (AMM 49-11-00/201).
(2) Look at the FREQ meter.
NOTE: With no load applied to the APU, the FREQ meter should become
stable at 400 15 CPS.
(3) Apply the load to the APU:
- a) Put an electrical load of 100 amps on the APU electrical generator.
- (b) Set these switches on the P5 forward overhead panel:
1) Set the ISOLATION VALVE switch to the OPEN position.
2) Make sure the engines 1 and /or 2 BLEED switches on the P5 forward
overhead panel are in the OFF position.
3) Set the APU BLEED switch to the ON position.
4) Set the switches for the cabin temperature controls to the AUTO position.
- (c) Set the L PACK and R PACK switches to AUTO.
- (d) Let the EGT become stable in 1 to 2 minutes.
- (e) Set the L PACK and R PACK switches to HIGH.
- (f) Let the EGT become stable in 1 to 2 minutes.
(4) Look at the FREQ meter:
NOTE: With the APU fully loaded, the FREQ meter must become stable bet
ween 397-417 CPS.
(5) Remove the load from the APU:
- a) Set the L PACK and R PACK switches to OFF.
- (b) Set these switches on the P5 forward overhead panel:
1) Set the switches for the cabin temperature controls to the OFF position.
2) Set the APU BLEED switch to the OFF position.
3) Set the ISOLATION VALVE switch to the CLOSE position.
4) Remove the electrical load from the APU electrical generator.
- (c) Let the APU operate in the no load condition for a minimum of
1 minute.
(6) Make sure the MAINT light for the APU did not come on.
(7) Do the APU usual shutdown (AMM 49-11-00/201).

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