Aps 3200 Training

APS 3200 AUXILIARY POWER UNIT
TRAINING COURSE
(ECB SOFTWARE VERSION 6.0)
LINE MAINTENANCE AND FAULT ISOLATION

THIS HANDBOOK IS FOR REFERENCE PURPOSES ONLY.
IF FAULT ISOLATION OR MAINTENANCE IS REQUIRED, REFER
TO THE APPLICABLE MANUFACTURERS TECHNICAL MANUAL
FOR SPECIFIC PROCEDURES
Hamilton Sundstrand reserves the right to make changes in specifications
and other information contained in this publication without prior notice
NOTICE
THIS TRAINING MANUAL IS TO BE USED FOR TRAINING PUPOSES ONLY
This training manual was prepared by Hamilton Sundstrand for training purposes only.
Some information contained herein is proprietary and/or copyrighted information of
Hamilton Sundstrand.
As a condition of, and as consideration for receiving this
document, the recipient agrees that this document and the information contained
therein shall not be disclosed outside the recipient or duplicated or used for any
purpose without Hamilton Sundstrands prior written consent.
HSPS CT/ NOV. 2006
2006 Hamilton Sundstrand Corporation
HSPS CT/NOV. 2006

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

HSPS CT/NOV. 2006
APS 3200 Auxiliary Power Unit

Front Matter
HSPS CT/NOV. 2006
Page i
restriction on the title page of this document.
TABLE OF CONTENTS
SUBJECT
PAGE
SUBJECT
SECTION
Preface ............................................................................................iii
Introduction...................................................................................... 1
Abbreviations ................................................................................. v
Power Unit....................................................................................... 2
APU Leading Particulars ............................................................... viii
Oil System ....................................................................................... 3

Fuel System .................................................................................... 4
Air System ....................................................................................... 5
Control System................................................................................ 6
Indicating System ............................................................................ 7
Starting System ............................................................................... 8
Electrical System............................................................................. 9
APU Installation............................................................................. 10
Maintenance.................................................................................. 11
Fault Isolation ................................................................................ 12
Troubleshooting............................................................................. 13
HSPS CT/NOV. 2006
Page ii
PREFACE
FAA AND AIRCRAFT MANUFACTURER APPROVED
PUBLICATIONS
GENERAL DESCRIPTION
The APS 3200 Auxiliary Power Unit Maintenance Training Course,
developed by the Customer Service Training Group of Hamilton
Sundstrand Power Systems, is designed to give the student an
understanding of the various components of the Auxiliary Power Unit
(APU) and their functions. This course also provides routine
maintenance and troubleshooting.
The Airline is provided a variety of FAA and Aircraft Manufacturer

approved publications for the APS 3200 APU. These publications
are:
Aircraft Flight Crew Manuals
STUDENT WORKBOOK
Aircraft Maintenance Manuals
This workbook is intended for the limited purpose of providing

component familiarization, general data, and support information for
this maintenance course.
Engine and Component Maintenance Manuals
This is an uncontrolled document and will not be updated or revised

on a regular basis. Specific values given in this document such as
speed, temperature, and pressure are provided for the purpose of
illustration and are not necessarily representative of the true values
of the APS 3200 APU.
Service Bulletins
Chapter 49 of the aircraft maintenance manual presents detailed
APU and LRU removal and installation procedures plus maintenance
and servicing techniques that can be accomplished at the flight-line.
Careful study of Chapter 49 will add to the student's expertise in
troubleshooting and maintaining the Hamilton Sundstrand APS 3200
APU.
HSPS CT/ NOV. 2006
Page iii
AIRCRAFT APPLICATIONS
The information presented in this course applies to the following
aircraft:
AIRBUS 318, 319, 320, 321
HSPS CT/NOV. 2006
Page iv
LIST OF ABBREVIATIONS
The abbreviations/symbols shown below are used in this manual:
A/D
Analog/Digital
A/C
Aircraft
AC
Alternating Current
D/A
Digital/Analog
Aircraft Communication Addressing and Reporting System
DC
Direct Current
ACARS
CMM
CPU
Components Maintenance Manual

Central Processor Unit
ACMS
Aircraft Condition Monitoring System
ECAM
Electronic Centralized Aircraft Monitoring
ADIRU
Air Data Inertial Reference Unit
EC dB
Decibel
AIDS
Aircraft Integrated Data System
Electronic Control Box
Auxiliary Power International Corp.
ECS
Environmental Control System
APS
Auxiliary Power System
EGT
Exhaust Gas Temperature
APU
Auxiliary Power Unit
EMI
Electro-Magnetic Interference
APIC
ARINC
Aeronautical Radio Inc.
EPLD
Erasable Programmable Logic Device
Air Transport Association
ETOPS
Extended Twin Engine Operations
AVAIL
APU Available
FADEC
Full Authority Digital Electronic Controller
BATT
Battery
FAR
Bleed Control Valve
FCU
Fuel Control Unit
BITE
Built-In Test Equipment
FET
Field Effect Transistor
BMC
Bleed Monitor Computer
FOD
Foreign Object Damage
ATA
BCV
CB
cc/h
CFDS
CLR
Circuit Breaker
ft
Federal Airworthiness Regulation
Feet
Cubic centimeters per hour
FWD
Forward
Centralized Fault Display System
GBX
Gearbox
Clear
HSPS CT/NOV. 2006
Page v
GCU
Generator Control Unit
GMT
Greenwich Mean Time
l/h
Liters Per Hour
GPH
Gallons Per Hour
lb
Pound
lbs/hr
HOT
HP
HSPS
Hz
ICAO
ID
High Oil Temperature

Horse Power
Hamilton Sundstrand Power System
Hertz
International Civil Aviation Organization
Identification
IGV
Inlet Guide Vane
IPC
Illustrated Parts Catalogue
ISA
International Standard Atmosphere
JAR
Joint Airworthiness Requirement
kg
Kilogram
kg/m
Kilograms Per Minute
kg/s
Kilograms Per Second
kHz
Kilo Hertz
kPa
Kilopascal
kPaa
Kilopascals Absolute
kPad
Kilopascals Differential
kPag
Kilopascals Gauge
kW
Kilo Watt
lbs/m
lbs/sec.
LC
LOP
LP
LRU
LVDT
m
mA
MAX
MCDU
Liter
Pounds Per Hour

Pounds Per Minute
Pounds Per Second
Load Compressor
Low Oil Pressure
Low Pressure
Line Replaceable Unit
Linear Voltage Differential Transducer
Meter
Milliampere
Maximum
Multi-function Control and Display Unit
MES
Main Engine Start
MHz
Mega Hertz
P Qts
Quarts
MIN
Minimum
mm
Millimeter
MMEL
Master Minimum Equipment List
MTBF
Mean Time Between Failure
HSPS CT/NOV. 2006
Page vi
SIG
MTBUR
mV
N
Pounds Per Square Inch Gauge
THR
Threshold
Mean Time Between Unscheduled Removals
TRU
Transformer Rectifier Unit
TSO
Technical Standard Order
Millivolt
Rotation Speed
US G
US Gallon
NGV
Nozzle Guide Vane
NVM
Non Volatile Memory
VAC
Volts, Alternating Current
OAP
Outside Air Pressure
VDC
Volts, Direct Current
OAT
Outside Air Temperature
Degrees Celsius
On Board Replaceable Memory
Degrees Fahrenheit
OBRM
Part Number
>
Is Greater Than
PCD
Pressure Compressor Discharge
<
Is Less Than
PMG
Permanent Magnet Generator
Plus or Minus
P/N
Power Section
Ohm
PSIA
Pounds Per Square Inch Absolute
PSID
Pounds Per Square Inch Differential
Differential
Percent
RAM
Random Access Memory
ROM
Read Only Memory
RPM
Revolutions Per Minute
RTD
Resistive Temperature Device
PS
S
S/N
SSLC
STS
Seconds
Serial Number
Single Shaft Load Compressor
Status
HSPS CT/NOV. 2006
Page vii
APU LEADING PARTICULARS

WEIGHT
136 Kg (299 lbs) (dry)
OPERATING ALTITUDE
-304.8 M to 11,887 M (-1,000 to 39,000 ft)
SEA LEVEL 15C (59F) STD DAY PERFORMANCE

OUTPUT SHAFT HORSEPOWER
399.7 Kw (536 HP)
ROTOR SPEED
100% (49,300 RPM)
ROTOR OVERSPEED (SHUTDOWN)
105% (51,765 RPM)
BACK UP OVERSPEED (SHUTDOWN)
107% (52,751 RPM)
ROTOR UNDERSPEED (SHUTDOWN)
95% (46,835 RPM)
BLEED AIRFLOW
1.8 kg/SEC (2.6 LBS/SEC)
BLEED AIR PRESSURE
290 kPag (42 PSIG)
FUEL CONSUMPTION
148 kg/HR (178 L/HR) [327 LB/HR (47 GAL/HR)]
HSPS CT/ NOV. 2006
Page viii

EXHAUST GAS TEMPERATURE (SHUTDOWN)
START % SPEED
EXHAUST GAS TEMPERATURE
0%
427C (800F)
10%
788C (1450F)
20%
899C (1650F)
30%
899C (1650F)
50%
853C (1567F)
80%
788C (1450F)
100%
670C (1238F)
RUN % SPEED
100%

722C (1332F)
HSPS CT/NOV. 2006
Page ix

GEARBOX SPEEDS
Input
Generator
Fuel Control
Starter
Cooling Fan
Oil Pump
49,300 RPM
24,034 RPM (output)
10,129 RPM (output)
32,045 RPM (output)
51,965 RPM (output)
4,137 RPM (output)
OIL PRESSURE
241 kPag (35 PSIG) (minimum)

345-414 kPag (50-60 PSIG) (normal)
OIL CAPACITY
3.9 L (4.16 Qts) (add)

5.4 L (5.72 Qts) (full)
OIL TEMPERATURE (SHUT DOWN)
135C (275F) Lubrication system

185C (365F) AC Generator
APPROVED OIL SPECIFICATION:

MIL-PRF-7808
MIL-PRF-23699
CAUTION:
DO NOT MIX OR SUBSTITUTE OIL SPECIFICATIONS. USE ONLY ONE OF THE
APPROVED OILS. IF THE OIL SUPPLY IS LOW AND THE OIL BEING USED IS NOT
AVAILABLE, DRAIN THE OIL SUMP AND CHANGE THE OIL FILTER. SERVICE THE
OIL SYSTEM WITH AN APPROVED OIL.
HSPS CT/NOV. 2006
Page x

APPROVED FUELS
Fuel Type
Specification
Temperature Range
Jet A
ATSM D1655 (NATO Code F-35)
-35C (-30F) to +57C (+135F)
Jet A-1
-43C (-45F) to +57C (+135F)
Jet B
-54C (-65F) to +57C (+135F)
JP-4
MIL-T-5624 (NATO Code F-40)
-54C (-65F) to +57C (+135F)
JP-5
-35C (-30F) to +93C (+ 200F)
JP-8
-35C (-30F) to +93C (+ 200F)
HSPS CT/NOV. 2006
Page xi
HSPS CT/NOV. 2006
Page xii
APS 3200
AUXILIARY POWER UNIT
SECTION 1
INTRODUCTION
HSPS CT/NOV. 2006
Page 1.0
APS 3200- GENERAL PRESENTATION

The APU is a single spool gas turbine engine which drives a load
compressor and an AC generator.
Function
The APS 3200 is designed to provide compressed air and electrical
power to the aircraft on the ground and in flight.
The ECB is an electronic controller, FADEC type (Full Authority

Digital Electronic Control).
- Electrical power supply to aircraft systems

Component Location
- Compressed air supply to aircraft systems:
- The APU is installed in the tail section of the aircraft.
Environmental Control System (ECS)
Main Engine Start (MES)
Various systems...
- The ECB is installed in the aft cargo compartment, right side,

forward of the cargo door.
Control and Display
Requirements
Regulations:
- JAR part 25, change 13

- FAR part 25
Certification:
- JAR APU change 2
- On the overhead panel for APU operation and fire control

On the ECAM (Electronic Centralized Aircraft Monitoring) for APU
parameters display
On the external panel, under the nose section, for APU emergency
-shut-down
Main Components
The main components are:
- The Auxiliary Power Unit (APU)
- The Electronic Control Box (ECB)
- The aircraft systems (Pneumatic system, Electrical system, Control
panels).
HSPS CT/NOV.. 2006
Page 1.1
AUXILIARY
POWER UNIT
ELECTRONIC
CONTROL BOX
(AFT CARGO
COMPARTMENT)
CONTROL AND
DISPLAY PANELS
AIRBUS AIRCRAFT
HSPS CT/NOV.. 2006
Page 1.2
APS 3200 - DESCRIPTION (1)

Power Unit
Load Compressor
The APU consists of a gas turbine engine (Power Section) which

drives:
The load compressor is a single stage centrifugal compressor driven

directly by the power section. Variable inlet guide vanes are used for
airflow and exhaust gas temperature control.
- A load compressor
Gearbox
- And an AC generator (alternator) through a gearbox.
- The power section
The gearbox, also driven by the power section, is attached to the

load compressor. The gearbox provides the drive at the correct
speed for the AC generator and the APU mechanically driven
accessories.
- The load compressor
- The gearbox.
The ECB provides control and monitoring of the APU and is located
in the aircraft rear cargo compartment.
The APU is of modular design. It has three modules:
A common air inlet supplies the load compressor, the cooling fan and
the power section.
Power Section
The power section is a single spool gas turbine engine which
consists of:
- A centrifugal compressor
- A reverse flow combustor chamber
- A two stage axial flow turbine.
HSPS CT/NOV. 2006
Page 1.3
COMBUSTOR
AC GENERATOR
GEARBOX
TURBINES
LOAD
COMPRESSOR
IMPELLER
APS 3200 DESCRIPTION (1)

HSPS CT/NOV. 2006
Page 1.4

- The APU air inlet plenum is connected to the aircraft air intake
system.
The APU air inlet plenum has a screen to protect the APU internal
components from foreign object damage.
- The cooling fan assembly is located at the top of the gearbox
front face.
- The starter motor drives the APU rotor assembly during starting.
The air inlet plenum is located between the load compressor and
the power section.
- The ignition exciter supplies high energy electrical power to the
ignitor plugs.
The ignition exciter is mounted on the left side of the air inlet
plenum.
- The oil cooler transfers the heat of the lubricating oil to the cooling
air supplied by the cooling fan assembly.
The starter motor is located on the front face of the gearbox.

- The fuel control unit supplies and meters fuel to the APU. It is
located on the gearbox front face.
- The APU exhaust system delivers the APU exhaust gases to the
aircraft exhaust pipe.
- The load compressor scroll houses the load compressor

impeller.
- The air inlet plenum delivers air to the impellers.
HSPS CT/NOV. 2006
Page 1.5
COOLING FAN
ASSEMBLY
AIR BYPASS
PLENUM
STARTER
MOTOR
OIL COOLER
AIR INLET
PLENUM
EXCITER
FUEL CONTROL
UNIT
APU AIR
INLET
HSPS CT/NOV.. 2006
LOAD COMPRESSOR
SCROLL
Page 1.6


Identification of Components
- The gearbox provides the drive for the AC generator and the
accessories for APU operation.
The gearbox also provides the sump for the oil system.
- The AC generator that provides electrical power for the aircraft
systems.
- The cooling fan assembly for airflow through the oil cooler and
ventilation of the APU compartment.
The cooling fan assembly is located on the gearbox front face.
- The APU drain collector. The collector is installed on the right
side of the gearbox by two struts.
- The air- bleed system that includes a servo valve, an actuator,
and a bleed control valve.
- The inlet guide vane system that includes a servo valve, an
actuator, the inlet guide vanes and their control mechanism.
- The combustor housing that houses the combustor chamber.
- Main and pilot fuel injection system installed on the combustor
housing.
HSPS CT/NOV.. 2006
Page 1.7
MAIN AND PILOT

FUEL INJECTION
SYSTEM
COOLING FAN
ASSEMBLY
INLET
GUIDE VANE
ACTUATOR
BLEED CONTROL
VALVE
AC GENERATOR
MOUNTING PAD
APU DRAIN
COLLECTOR
GEARBOX

HSPS CT/NOV. 2006
Page 1.8
APS 3200 - OPERATION

Power section provides the shaft power to drive the load
compressor and the gearbox.
Power is produced by transforming the energy contained in the
ambient air and the fuel through thermodynamic cycle: compression,
combustion, expansion.
The load compressor supplies compressed air to the aircraft

pneumatic system. The air is compressed by a single stage
centrifugal impeller and uses variable inlet guide vanes to control the
air flow. The compressed air is delivered through a scroll to the bleed
control valve.
- Compression of the air in the single stage centrifugal compressor
The gearbox provides the drive for the AC generator, and

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

chamber
The AC generator that provides electrical power for the aircraft

systems.
- Expansion of the burned gases across the two stage axial flow
turbine to drive:
The Electronic Control Box receives various signals from the

aircraft and the APU to operate and monitor the APU.
The power section impeller
The electronic control box controls the following:
The load compressor impeller
- Rotation speed (N) (fuel flow)
The gearbox.
- Load compressor surge protection (bleed control valve)

- Exhaust Gas Temperature (EGT) (inlet guide vanes).
HSPS CT/NOV. 2006
Page 1.9
TO
AIRCRAFT
TO APU
EXHAUST
BLEED CONTROL
VALVE
POWER SECTION
COMPRESSION
GENERATOR
COMBUSTION
EXPANSION
EXHAUST
GEARBOX
AMBIENT AIR
COMPRESSED AIR
COMBUSTION
EXHAUST
FUEL FLOW
ELECTRICAL SIGNALS
LOAD COMPRESSOR
ECB
IGV ACTUATOR
FUEL CONTROL

HSPS CT/NOV.. 2006
Page 1.10

HSPS CT/NOV. 2006
Page 1.11
APS 3200
SECTION 2
POWER UNIT
HSPS CT/NOV..2006
Page 2.0
POWER UNIT - GENERAL

- Rotation speed .......................49 300 RPM
Function
The APU provides compressed air and electrical power to the aircraft.
- Direction of rotation ................clockwise (view from the rear)

- APU dry weight ......................136 kg (299 lbs).
Location
Main Components
The APU is installed in the aircraft tail section.
- Gearbox (with AC generator and APU accessory drive)
Type
- Load compressor (centrifugal type provided with inlet guide vanes)
Single spool gas turbine engine driving a load compressor and an AC

generator.
Air inlet plenum (air intake and air distribution)
- Power section including:
Main Characteristics
Characteristics at Aero Design Point, installed APU (ISA, sea level) are
given for information only:
- Total power ............................400 kW (536 HP)
A centrifugal impeller
A reverse flow combustor chamber
A two stage axial flow turbine.
- Specific fuel consumption .......0.372 kg/kW.h (0.61 Ib/HP.H)

- Fuel consumption ...................148 kg/HR (178 L/HR)
................................................[327 LB/HR (47 GAL/HR)]
- Electrical power ......................132 kW (177 HP)
- Pneumatic power ...................252 kW (338 HP)
- Bleed air flow .........................1.2 kg/sec. (2.6 lbs/sec.)
- Bleed air pressure ..................390 kPa (42 PSI)
HSPS CT/NOV. 2006
Page 2.1
LOAD
COMPRESSOR
CENTRIFUGAL
COMPRESSOR
AC GENERATOR
GEARBOX
AIR INLET
PLENUM
COMBUSTOR
CHAMBER
TURBINES
ECB

HSPS CT/NOV..2006
Page 2.2
POWER UNIT - DESCRIPTION (1)

The first part of the description deals with the APU rotating assembly
and the second part will consider the modular design of the APU.
The following main components are considered in this description:
gearbox, air intake plenum, load compressor and power section.
Power Section
The power section provides mechanical shaft power to drive the load
The power section comprises:
Gearbox
- A single stage centrifugal impeller
The gearbox located at the front of the APU provides the mechanical
drive for the AC generator and the accessories required for the APU
operation. The oil sump is also part of the gearbox.
- A reverse flow combustion chamber

- A two stage axial flow turbine
Load Compressor
- An exhaust system.
The load compressor is driven by the power section and provides
compressed air to the aircraft pneumatic system. It is a centrifugal
impeller that has variable inlet guide vanes to control the air flow
output.
The main rotor assembly is supported by two bearings: A ball

bearing at the front of the load compressor, a roller bearing at the
rear of the turbine.
Air Inlet Plenum

The plenum is located between the load compressor and the power
section. The plenum directs the air supply to the power section, load
compressor and the oil cooling system.
HSPS CT/NOV. 2006
Page 2.3
DRIVE TRAIN
FOR AC GENERATOR
AND APU ACCESSORIES
FRONT
BEARING
CENTRIFUGAL
IMPELLER
VARIABLE
INLET GUIDE
VANES
CENTRIFUGAL
IMPELLER
COMBUSTION
CHAMBER
EXHAUST
REAR
BEARING
AIR INLET
PLENUM
TURBINES
OIL
SUMP

HSPS CT/NOV. 2006
Page 2.4
POWER UNIT DESCRIPTION (2)

APU Rotating Assembly
Bearings
The APU rotating assembly includes the following components:
The APU rotor assembly is supported by two bearings:
- The load compressor impeller
- Front ball bearing
- The inter shaft which connects the load compressor impeller to the
power section rotor assembly
- Rear roller bearing

Quill Shaft
- The compressor impeller of the power section

The quill shaft is splined into the rotor shaft and provides the
mechanical connection between the APU rotor shaft and the
gearbox.
- The turbine wheels.

The tie-bolt secures the main components of the APU rotor
assembly.
HSPS CT/NOV. 2006
Page 2.5
LOAD COMPRESSOR
IMPELLER
POWER SECTION
IMPELLER
FRONT BALL
BEARING
QUILL
SHAFT
SECURING
NUT
TIE
BOLT
INTER
SHAFT
TURBINES
REAR ROLLER
BEARING
SECURING
NUT

HSPS CT/NOV. 2006
Page 2.6
A320-457a
POWER UNIT - OPERATION

The gases are then expelled overboard through the aircraft exhaust
system.
General
The power section produces mechanical shaft power for APU
operation.
Load Compressor Operation

The load compressor is driven by the power section and produces air
flow to the aircraft pneumatic systems.
This mechanical power is used to drive:

- The load compressor which supplies compressed air
Gearbox Operation
- The AC generator which supplies electrical power
- Accessories required for the operation of the APU.
The gearbox is driven by the power section to operate the APU

accessories and the AC generator.
Power Section Operation
Electronic Control Box (ECB)
The air enters the power section through the aircraft air inlet and the
APU plenum.
The ECB provides control and monitoring of the APU.
In the plenum, this air is divided into two flows; one for the load
compressor and one for the power section.
The power section air is directed to the centrifugal impeller which
increases the air pressure.
The air is then admitted to the combustion chamber, mixed with the
fuel and burned to provide a continuous combustion process. The
gases are expanded across the turbines that transforms the gas
energy into mechanical energy.
HSPS CT/NOV. 2006
Page 2.7
BLEED
CONTROL
VALVE
COMPRESSED
AIR TO AIRCRAFT
COMPRESSED
AIR TO EXHAUST
AC GENERATOR
ECB
AMBIENT AIR
COMPRESSED AIR
COMBUSTION
EXHAUST
HSPS CT/NOV. 2006
Page 2.8
A320-458a
GEARBOX - GENERAL
Location
Gearbox Front Face View
The gearbox is located at the front of the load compressor scroll.
- Oil cooling fan drive pad
Main Features
- AC generator drive pad
- Modular design
- Starter motor drive pad
- Mechanical efficiency: 0.98
- Fuel control unit drive pad
- Weight: 17 kg (37.4 lbs)
- Accessories (oil filters, oil level sensor, de-oiling valve...).
- Oil sump
Gearbox Left Side View
- Gearbox drive power: 148 kW (198 HP)
- Oil sight glass
- AC generator drive power: 132 kW (177 HP)
- Oil fill tube
- Accessories drive power: 16 kW (21 HP)
- High oil temperature sensor
- Material for housing: Aluminum alloy.
- Speed sensor
- Gearbox mounting flange (attachment with the load compressor
scroll)
- APU front left mount.
HSPS CT/NOV. 2006
Page 2.9
COOLING FAN
DRIVE PAD
MOUNTING
FLANGE
AC GENERATOR
DRIVE PAD
APU FRONT
MOUNT
STARTER MOTOR
DRIVE PAD
FUEL CONTROL
UNIT DRIVE PAD
FWD
DE-OILING
VALVE
DE-OILING
VALVE
SPEED
SENSOR
OIL FILL
TUBE
OIL LEVEL
SENSOR
OIL SIGHT
GLASS
OIL
FILTERS
HIGH OIL TEMPERATURE

GEARBOX - GENERAL
HSPS CT/NOV. 2006
Page 2.10
A320-459a
GEARBOX DESCRIPTIO (1)

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

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

Direction of rotation: Anti clockwise.
Note:
Direction of rotation by viewing the front of the gearbox.
Cooling Fan Drive

- Speed: 51965 RPM
- PMG (Permanent Magnet Generator).
HSPS CT/NOV. 2006
Page 2.11
FRONT VIEW
INTERMEDIATE
GEAR
(14349 RPM)
COOLING FAN
DRIVE
(51965 RPM)
STARTER MOTOR
DRIVE
(32045 RPM)
AC GENERATOR
DRIVE
(24034 RPM)
FUEL PUMP
DRIVE
(10129 RPM)
DRIVE
GEAR
(49300 RPM)
GEARBOX - DESCRIPTION (1)
HSPS CT/NOV. 2006
OIL PUMP
DRIVES
(4137 RPM)
Page 2.12

The fuel control unit drive gear
Identification of Gearbox Components

- The gearbox housing which forms the oil sump and provides the
accessories for the oil system (oil filter, oil level sensor, magnetic
plug...).
The oil pump drive gears.
The gearbox housing also provides the mounting pads for:

The oil cooling fan
The AC generator
The starter motor
The fuel control unit
The gearbox housing is attached to the load compressor scroll by
a mounting flange.
- The APU front left and right mounts are located on the sides of
the gearbox.
- The gearbox gear train which includes:
The AC generator drive gear
The intermediate gear, which also forms the air-oil
separator
The starter motor drive gear
HSPS CT/NOV. 2006
Page 2.13
INTERMEDIATE
GEAR
AC GENERATOR
DRIVE GEAR
STARTER MOTOR
DRIVE GEAR
DRIVE
GEAR
FUEL CONTROL
UNIT DRIVE
GEAR
GEARBOX
OIL PUMP
DRIVE GEARS
GEAR TRAIN

HSPS CT/NOV. 2006
Page 2.14
A320-461a
GEARBOX - OPERATION
During Starting
Normal Running Condition
The starter motor is electrically energized and provides the torque to

crank the gear train and the APU rotor assembly.
The power section provides the mechanical power to drive the load
compressor and the gearbox drive gear.
At self-sustaining speed, the electrical supply to the starter is deenergized and the starter is disengaged by the sprag clutch.
The drive gear meshes directly with the AC generator gear.

It also drives an intermediate gear which in turn drives the oil cooler
fan gear, the starter motor gear and the fuel control unit and oil pump
gears
HSPS CT/NOV. 2006
Page 2.15
AC GENERATOR
DRIVE
COOLING
FAN GEAR
DRIVE
GEAR
INTERMEDIATE
GEAR
STARTER
DRIVE GEAR
DRIVEN
GEAR
FUEL CONTROL
UNIT DRIVE GEAR
DRIVE
GEAR
START OPERATION
OIL PUMP
DRIVE GEARS
RUN OPERATION
GEARBOX - OPERATION
HSPS CT/NOV..2006
Page 2.16
A320-461a
AIR INLET PLENUM - GENERAL

Location
Construction
The inlet plenum is located between the load compressor and the
power section.
The plenum is of sandwich construction with a structural envelope,

Nomex and felt metal. The structural envelope and Nomex are fire
proof.
Main Features
Operation
- Acoustically treated part
In the plenum, the air is separated into two flows by the splitter.
- Shop replaceable unit
- One for the power section: 2.2 kg/s (4.8 lbs/sec.)
- Weight: approx. 7.5 kg (16.5 lbs).
- One for the load compressor and cooling fan: 1.2 kg/s (2.6
lbs/sec.).
Main Components
The plenum consists of two parts, upper and lower, which are
connected by quick disconnect latches.
The lower part interfaces with the aircraft air inlet system. The air
inlet to the plenum is provided with a screen made of stainless steel
that protects the APU internal components from foreign object
damage.
The upper part has an outlet for air supply to the oil cooling system
(supply to the oil cooler fan).
HSPS CT/NOV. 2006
Page 2.17
COOLING FAN
AIR SUPPLY
QUICK DISCONNECT
LATCHES
AMBIENT AIR
COMPRESSED AIR
LOAD
COMPRESSOR
IMPELLER
SPLITTER
SCREEN

HSPS CT/NOV. 2006
Page 2.18
A320-463a
AIR INLET PLENUM - DESCRIPTION

Identification of the Air Inlet Plenum Components
- The lower part of the air inlet plenum interfaces with the APU air
inlet system. It has a screen to protect the APU internal
The lower part incorporates noise treatment and a splitter which
separates the air into two flows. It also provides the support for the
following components:
The ambient air pressure and temperature sensors
The differential pressure sensor
The low oil pressure switch
The ignition exciter.
- The upper part of the air inlet plenum is also noise treated.
The upper part has an oval outlet to supply air to the oil cooling
system
- The quick disconnect latches secure the upper part and lower
part of the air inlet plenum.
HSPS CT/NOV. 2006
Page 2.19
COOLING FAN
AIR SUPPLY
PLENUM
UPPER PART
AIR INLET
HOUSING
SPLITTER
PLENUM
LOWER PART
QUICK
DISCONNECT
LATCH
LOCATING
TAB
INLET
SCREEN

HSPS CT/NOV. 2006
Page 2.20
A320-464a
LOAD COMPRESSOR - GENERAL

Location
Main Components
The load compressor is installed between the gearbox and the power
section.
- Rotating components (compressor shaft, impeller, bearing,

bearing seals)
Type
- Stationary components (air inlet housing, variable inlet guide

vanes, impeller shroud, diffuser, and scroll).
High pressure centrifugal impeller provided with inlet guide vanes.

Main Features
- Air flow: 1.2 kg/s (2.6 lbs/sec.)
- Pressure ratio: 4:1
- Max outlet temperature: 232C (450F)
- Rotation speed: 49 300 RPM
- Direction of rotation: clockwise (viewed from the rear of the APU).
HSPS CT/NOV. 2006
Page 2.21
BLEED CONTROL
VALVE
COMPRESSED AIR
TO AIRCRAFT
COMPRESSED
AIR TO
EXHAUST
SCROLL
AMBIENT AIR
COMPRESSED AIR
COMPRESSOR
IMPELLER
INLET GUIDE
VANES

HSPS CT/NOV. 2006
Page 2.22
A320-465a
LOAD COMPRESSOR - DESCRIPTION (1)

The first part of this description deals with the load compressor
components, the second part will consider the inlet guide vanes
control mechanism and the third part the identification of all the
components.
Compressor Diffuser
It consists of 19 cambered vanes made of steel alloy.
Scroll
Air Inlet Housing

The housing allows the passage of air to the load compressor and
supports the inlet guide vanes. It is made of aluminum alloy.
The annular scroll provides the air outlet of the load compressor. It is
cast aluminum.
The scroll housing provides passages for static air pressure to the
load compressor discharge pressure sensor.
Compressor Impeller
The impeller is constructed of titanium alloy. The rear shaft of the
impeller is connected to the rotor intershaft using a curvic coupling.
The front is supported by a ball bearing.
Bearing
A ball thrust bearing supports the front shaft of the load compressor.
It is mounted in the load compressor housing.
Compressor Shroud
Bearing Seals
The shroud houses the impeller and is constructed of steel alloy.
Oil that is used to lubricate the front bearing is prevented from
entering the impeller area by a floating carbon seal and a labyrinth
seal.
HSPS CT/NOV. 2006
Page 2.23
COMPRESSOR
DIFFUSER
DRAIN
SQUEEZE
FILM
THRUST
WASHER
COMPRESSOR
SHROUD
BALL
BEARING
FLOATING
CARBON
SEAL
LABYRINTH
SEAL
AMBIENT AIR
COMPRESSD AIR
COMPRESSOR
IMPELLER
INLET GUIDE
VANE

HSPS CT/NOV. 2006
Page 2.24
A320-450a

Identification of Load Compressor Components
- The IGV assembly includes the variable inlet guide vanes, the
rack and pinion mechanism and the air inlet housing
- The compressor shroud houses the impeller.
- The load compressor impeller has main blades and splitter
blades. The impeller is connected at the rear to the inter shaft by
curvic-coupling. The impeller front shaft is supported by the front
bearing.
- The scroll provides the air outlet of the load compressor. The
scroll also houses the load compressor diffuser.
- The front bearing is a ball bearing that supports the impeller front
shaft
- The labyrinth seal is pressurized with compressed air from the
power section impeller.
- The front bearing nut retains the front bearing and forms the
phonic wheel of the speed sensing system
- The tie-bolt and the securing nut.
HSPS CT/NOV. 2006
Page 2.25
SCROLL
LABYRINTH
SEAL
FRONT
BEARING
INLET GUIDE
VANE ASSEMBLY
FRONT BEARING
JOURNAL
COMPRESSOR
SHROUD
LOAD COMPRESSOR
IMPELLER
SECURING
NUT
TIE
BOLT
FRONT BEARING NUT

(PHONIC WHEEL)

HSPS CT/NOV. 2006
Page 2.26

Inlet Guide Vanes
The Actuator
The Inlet Guide Vanes (IGV) consist of 24 vanes, made of titanium

alloy and mounted in the inlet housing.
The actuator is hydraulically operated. It uses fuel pressure metered

by an electrical signal from the electronic control box.
Each inlet guide vane has a sector gear.
The Control Rod
There are five guide vanes with holes in them. Three are located at
the 6:30 position, one at the ten oclock and one at the two oclock
position. The holes allow a minimum amount of air flow to the load
compressor to prevent surging when the guide vanes are closed and
the APU is operating.
The control rod is mechanically operated by the actuator.

The control rod is connected between the actuator and the inlet
guide vane assembly.
The Inlet Guide Vane Assembly
Control Mechanism
The mechanism controls the position of the vanes. The complete
mechanism consists of:
The inlet guide vane assembly consists of 24 sector gears engaged

into a common ring gear.
The ring gear is connected to the inlet guide vane control rod.
- The actuator
- The control rod
- The rack and pinion mechanism that moves the vanes.
HSPS CT/NOV. 2006
Page 2.27
ACTUATOR
ROD HOUSING
AIR INLET
HOUSING
IGV
POSITION
INDICATOR
INLET GUIDE
VANE
INLET GUIDE
VANE CONTROL
ROD
INLET GUIDE
VANE
ASSEMBLY
RING
GEAR
SECTOR
GEAR
LOAD COMPRESSOR DESCRIPTION (3)

HSPS CT/NOV..2006
Page 2.28
A320-467A
LOAD COMPRESSOR - OPERATION
Air Inlet
Compression
The ambient air enters the APU through the aircraft air inlet and the
APU plenum.
As the air enters the blades of the rotating compressor impeller the
air velocity increases.
The plenum air is separated into three flows:
The air leaves the tip of the blades at high velocity and flows through
the diffuser vanes where velocity is transformed into pressure.
- Air for the power section

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

The air for the load compressor passes through the inlet guide
vanes; the flow of air depends upon the position (the angle) of the
vanes. The air is then directed to the blades of the compressor
impeller.
HSPS CT/NOV. 2006
Page 2.29
COMPRESSED
AIR TO AIRCRAFT
COMPRESSED
AIR TO
EXHAUST
SCROLL
DIFFUSER
VANE
AMBIENT AIR
COMPRESSED AIR
COMPRESSOR
IMPELLER
INLET GUIDE
VANES

HSPS CT/NOV. 2006
Page 2.30
A320-468a
POWER SECTION - GENERAL

Function
Main Components
The power section provides the power to drive the load compressor
and the gearbox.
The main functional components are:

- Single stage centrifugal impeller
Location
- Reverse flow combustion chamber
The power section forms the rear part of the APU.
- Two stage axial flow turbine
Type
- Exhaust.
Single spool gas turbine engine.
HSPS CT/NOV. 2006
Page 2.31
TWO STAGE
AXIAL FLOW
TURBINES
SINGLE STAGE
CENTRIFUGAL
COMPRESSOR
MAIN CHARACTERISTICS
POWER
400 Kw (536 HP)
SPECIFIC FUEL CONSUMPTION
0.372 kg/kW.h (0.61 lb/HP.H)
FUEL CONSUMPTION
327 LB/HR (47GAL/HR)
ROTATION SPEED
49300 RPM
EXHAUST
AIR MASS FLOW

2.2 kg/s (4.8 lbs/sec)
REVERSE FLOW
COMBUSTION
CHAMBER
COMPRESSION RATIO
8:1
HSPS CT/NOV. 2006
Page 2.32
A320-469a
POWER SECTION - COMPRESSOR - GENERAL

Function
Main Components
The impeller supplies the required amount of compressed air to the

combustor chamber.
- The impeller is made of titanium alloy. It has main blades and

splitter blades. The front and rear shaft are integral with the
impeller which is connected at the front to the inter shaft and at the
rear to the turbine shaft by curvic-couplings using a tie-bolt.
Location
The impeller is located at the front of the power section.
- The diffuser assembly is made of stainless steel. It has 19 radial

vanes. The diffuser assembly is secured to the scroll with bolts.
Type
Single stage, high pressure, centrifugal flow impeller.
The impeller shield is treated with an abradable material that

provides a close tolerance clearance between the shield and the
impeller.
Main Features
Compression ratio: 8:1
A containment shield for impeller containment is mounted on the

outside of the combustor housing.
Outlet air temperature: 350C (662F)

Rotation speed: 49 300 RPM.
HSPS CT/NOV. 2006
Page 2.33
IMPELLER
CONTAINMENT
SHIELD
COMPRESSOR
HOUSING
IMPELLER
SHIELD
CURVIC
COUPLING
CURVIC
COUPLING
INTER SHAFT
MAIN BLADES
SPLITTER BLADES

HSPS CT/NOV. 2006
Page 2.34
POWER SECTION - COMPRESSOR - DESCRIPTION

Identification of Compressor Components
- The intermediate shaft is connected to the front of the load
compressor impeller and to the rear of the power section
compressor impeller by curvic-couplings.
- The compressor housing houses the impeller and the
compressor shield.
The compressor housing is attached at the front to the air inlet
housing and at the rear to the diffuser assembly and the combustor
housing.
- The impeller containment shield is mounted to the compressor
housing.
- The impeller has main blades and splitter blades. The impeller is
connected at the front to the intermediate shaft and at the rear to
the turbine by curvic-couplings.
- The diffuser is mounted to the impeller shield.
HSPS CT/NOV. 2006
Page 2.35
COMPRESSOR
HOUSING
IMPELLER
CONTAINMENT
SHIELD
INTERMEDIATE
SHAFT
DIFFUSER

IMPELLER
SHIELD
IMPELLER
POWER SECTION COMPRESSOR - SECTION

HSPS CT/NOV. 2006
Page 2.36
a320-471a
POWER SECTION - COMBUSTOR CHAMBER - GENERAL

Function
Main Components
The combustor chamber burns the air-fuel mixture and delivers the
resulting gas to the turbine.
- The combustor housing is made of steel alloy. It houses the

combustor chamber. It also has bosses for the mounting of fuel
injectors (3 pilot fuel injectors and 6 main fuel injectors) and
igniters. The lower part of the external housing is provided with a
combustor chamber drain valve.
Location
The combustor chamber is located in the middle of the power
section.
Type
Reverse flow, annular combustor chamber.
- The combustor chamber is used for the fuel air mixture

combustion. The combustor chamber and the elbow are made of
heat resistant alloy and is provided with air holes and tubes.
- The heat shield acts as a shield between the bend assembly and
the impeller and directs the combustor gases to the turbines.
Main Features
- Fuel air ratio: 1/45
- Turbine inlet temperature: 1020C (1868F).
HSPS CT/NOV. 2006
Page 2.37
COMBUSTOR
HOUSING
AIR
TUBES
FUEL
INJECTOR
IGNITER
COMBUSTOR
CHAMBER
BEND
ASSEMBLY
HEAT
SHIELD
TURBINE
CONTAINMENT
SHIELD

HSPS CT/NOV. 2006
Page 2.38
A320-472a
POWER SECTION - COMBUSTOR CHAMBER -DESCRIPTION

Identification of Combustor Chamber Components
- The combustor housing houses the combustor chamber. It also
has bosses for the mounting of the fuel injectors, the igniter plugs
and the combustor chamber drain valve.
- The combustor chamber has holes and tubes that allows air used
for combustion and cooling to enter the combustor chamber.
- The bend assembly guides the burned gases from the combustor
chamber to the inlet of the first stage turbine nozzle guide vane.
- The heat shield protects the diffuser holder plate of the power
section impeller.
The heat shield is located between the bend assembly and the
diffuser assembly.
- The combustor chamber drain valve is threaded into the bottom
of the combustor housing, this allows unburned fuel to drain
overboard. The valve is closed by air pressure in the combustor
housing.
HSPS CT/NOV. 2006
Page 2.39
COMBUSTOR
HOUSING
HEAT
SHIELD
COMBUSTOR
CHAMBER DRAIN
VALVE
COMBUSTOR
CHAMBER
FIRST STAGE
TURBINE NOZZLE
COMBUSTOR AIR PRESSURE
BEND
ASSEMBLY
POWER SECTION - COMBUSTOR CHAMBER - DESCRIPTION
HSPS CT/NOV. 2006
Page 2.40
POWER SECTION - TURBINE - GENERAL

Function
Main Components
The turbine extracts the energy from the combustor gases to drive
the impeller, the load compressor and the gearbox.
The two stage axial flow turbine comprises of:

- The first stage nozzle guide vane (22 cooled vanes)
Location
- The first stage turbine wheel (37 fir tree blades inserted into a disc)
The turbine is located at the rear of the power section.
- The second stage nozzle guide vane (26 vanes)
Type
- The second stage turbine wheel (31 fir tree blades inserted into a
disc).
2 stage, axial flow turbine.
The turbine wheels are coupled together by curvic-couplings and

secured by a tie-bolt.
Main Features
Turbine inlet temperature: 1020C (1868F)
A turbine containment shield is located around the turbine wheel.

Turbine outlet temperature: 614C (1137F)
The turbine rear shaft is supported by a roller bearing and is
located in the rear bearing housing.
Rotation speed: 49300 RPM

Direction of rotation: clockwise (viewed from the rear of the
APU).
HSPS CT/NOV. 2006
Page 2.41
FIRST STAGE
TURBINE WHEEL
SECOND STAGE
NOZZLE GUIDE
VANE
FIRST STAGE
NOZZLE GUIDE
VANE
CURVIC
COUPLINGS
SECOND STAGE
TURBINE WHEEL
CONTAINMENT
SHIELD
ROLLER
BEARING
TIE
BOLT

HSPS CT/NOV. 2006
Page 2.42
A320-474a
POWER SECTION - TURBINE - DESCRIPTION

Identification of Turbine Components
- The first stage nozzle guide vane has 22 vanes installed in front
of the first stage turbine wheel
- The first stage turbine wheel has 37 fir tree blades inserted into a
disc and secured by blade locks.
The turbine wheel is connected to the rear of the power section
impeller and to the second stage turbine wheel by curvic-couplings
- The second stage nozzle guide vane has 26 vanes installed in
front of the second stage turbine wheel
- The second stage turbine wheel has 31 fir tree blades inserted
into a disc and secured by blade locks. Vibration dampers are
fitted between the blades.
The turbine wheel is connected to the first stage turbine wheel by a
curvic coupling.
The rear of the second stage turbine wheel is supported by a roller
bearing
- The containment shield is located around the turbine wheels.
- The turbine housing is located between the containment shield
and the turbine.
The turbine housing is connected to the exhaust housing.
HSPS CT/NOV. 2006
Page 2.43
FIR TREE
BLADES
VIBRATION
DAMPER
BLADE
LOCKS
SECOND
STAGE
TURBINE
WHEEL
NOZZLE GUIDE
VANE SUPPORT
SECOND STAGE
NOZZLE GUIDE
VANE
FIRST STAGE
NOZZLE GUIDE
VANE
FIRST STAGE
TURBINE WHEEL
CONTAINMENT
SHIELD
TURBINE
HOUSING

HSPS CT/NOV..2006
Page 2.44
A320-475a
POWER SECTION - EXHAUST - GENERAL

Function
The exhaust directs the exhaust gases to the aircraft exhaust pipe.
Location
The exhaust diffuser is located inside the APU exhaust housing.
Type
One piece, annular exhaust pipe.
Main Components
The exhaust housing is constructed of stainless steel and provides a
passage for the exhaust gases. The housing also contains the rear
bearing and struts that house oil pipes to the rear bearing.
HSPS CT/NOV. 2006
Page 2.45
FLOATING CARBON
SEAL
SQUEEZE
FILM
EXHAUST
HOUSING
DISCHARGE
AIR
STRUT
REAR
BEARING
AIR BYPASS
PLENUM
LABYRINTH
SEAL
ROLLER
BEARING
FLEXIBLE
CAGE

HSPS CT/NOV. 2006
Page 2.46
A320-451a
POWER SECTION - EXHAUST - DESCRIPTION

Identification of Exhaust Components
- The exhaust housing consists of an outer housing and diffuser
cone supported by struts.
- The rear bearing labyrinth seal is installed on the rear shaft of

the second stage turbine wheel.
The inner cone houses the rear bearing assembly and the rear
bearing oil pipes.
The labyrinth seal is pressurized by compressed air from the

power section compressor.
- The air bypass plenum is installed on the exhaust housing and is
provided with a drain connected to the drain system.
- The rear bearing housing:

The rear bearing
The rear end of the tie-bolt
The securing nut.
The rear bearing housing has threaded bosses for the mounting of
the rear bearing oil pipes.
- The rear bearing oil pipes:
The rear bearing oil supply
The rear bearing oil scavenge
The rear bearing oil venting.
- The rear bearing is a roller bearing, it is located inside the rear
bearing cage.
HSPS CT/NOV. 2006
Page 2.47
AIR BYPASS
PLENUM
REAR BEARING
HOUSING
REAR BEARING
VENT PIPE
SECURING
NUT
EXHAUST
HOUSING
LABYRINTH
SEAL
REAR BEARING OIL
SUPPLY PIPE
REAR BEARING
SCAVENGE PIPE
REAR BEARING
CAGE
A320-476a
TIE
BOLT
HSPS CT/NOV..2006
Page 2.48
POWER SECTION - OPERATION (1)

The power section produces the shaft power through the
thermodynamic cycle: compression, combustion, expansion and
exhaust.
Expansion
Expansion of the gases takes place across the two stages of the
turbines, this transforms the gas energy into shaft power.
Compression
Ambient air is directed into the blades of the rotating impeller. The air
then flows through the divergent passages of the diffuser. (The air
velocity is transformed into pressure.)
The gases flow through the nozzle guide vanes which increase the
velocity, then across the turbine blades. The aerodynamic forces
cause the turbine wheels to rotate.
Combustion
During expansion, the velocity of the gases increases and the

pressure and temperature decrease.
The compressed air is divided into two flows:
Exhaust
- A primary flow mixed with the fuel for combustion
The gases are then expelled overboard through the exhaust system.
- A secondary flow (dilution air) to cool the combustor and internal

parts.
As a result of the continuous burning process, the pressure
decreases slightly whereas the velocity and the temperature
increase.
HSPS CT/NOV. 2006
Page 2.49
AMBIENT AIR
COMPRESSED AIR
COMBUSTION
EXHAUST
FUEL
PRESSURE AND
TEMPERATURE
VALUES ARE GIVEN
AT ZERO DESIGN
POINT FOR
INFORMATION
a320-477a
HSPS CT/NOV. 2006
Page 2.50

The power section provides air flow to pressurize the APU labyrinth
seals, to cool internal heated parts and balance rotor forces.
Cooling
To prevent excessive heating of the parts subjected to the
combustion gases, a circulation of cooling air (bled at the outlet of
the power section impeller) is provided through the power section
rotor assembly, and is directed by internal passages to the turbine
wheel faces.
Pressurization
- Pressurization of Labyrinth Seals
Labyrinth seals are supplied with air pressure. A pressure
difference across the seals provide a non contact seal.
- Pressurization of Load Compressor Front Bearing
The pressurized air, bled from the outlet of the power section
impeller, flows through an external pipe to the labyrinth seal of the
load compressor front bearing and the cooling fan labyrinth seal.
Balance of Forces
The shaft, the turbine wheels, and the compressor impellers are
subjected to axial forces resulting from the operation of the rotor
assembly.
To reduce the forces on the bearings, air pressure is used on the
backside of the power section impeller.
- Pressurization of Power Section Rear Bearing

The pressurized air, bled at the outlet of the power section
impeller, flows through the power section rotor assembly to the
rear bearing labyrinth seal.
HSPS CT/NOV. 2006
Page 2.51
EXTERNAL PIPE TO
LOAD LCOMPRESSOR
FRONT BEARING AND
COOLING FAN
LABYRINTH SEALS
AXIAL THRUST
AMIENT AIR
COMPRESSED AIR
EXPELLED SEAL
AND COOLING AIR
FRONT BEARING
LABYRINTH SEAL
AIR
REAR BEARING LABYRINTH

SEAL AIR

HSPS CT/NOV..2006
a320-478a

Page 2.52
APS 3200 AUXILIART POWER UNIT

HSPS CT/NOV. 2006
Page 2.53
APS 3200
SECTION 3
OIL SYSTEM
HSPS CT/NOV. 2006
Page 3.0
OIL SYSTEM - GENERAL

Function
Lubrication and Cooling Requirements
The system is used to lubricate and cool the APU and the AC
generator.
- The APU rear bearing

- The APU front bearing
Location
- The gearbox gears and bearings
The system components are all located on the gearbox except the oil
cooler. The cooler is located on the left side of the APU.
- The AC generator
Main Features
- Cooling Fan
Self contained, full flow system.

- Max oil temperature: 135C (275F)
- Normal oil pressure: 345 - 414 kPa (50 - 60 PSIG)
- Low oil pressure: 241 kPa (35 PSIG)
- Oil quantity: 5.4 liters (5.72 Qts) at FULL mark
HSPS CT/NOV. 2006
Page 3.1
FRONT
BEARING
REAR
BEARING
GEARBOX
GEARS AND
BEARINGS
LUBRICATION
AND
COOLING OF
AC GENERATOR
OIL SYSTEM
MAIN FEATURES
OIL SYSTEM COMPONENTS
ON GEARBOX
(EXCPT OIL COOLER)
MAX OIL TEMPERATURE

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

HSPS CT/NOV.. 2006
Page 3.2
HAMILTON SUNSTRAND PROPRIETARY
OIL SYSTEM - DESCRIPTION

Oil Cooler
Oil Sump
The oil cooler cools the oil and has a by-pass valve.
The oil sump is formed by the lower part of the gearbox.
De-oiling Valve
The gearbox has a fill tube for gravity filling, an overflow drain, a
pressure fill connector and a sight glass.
The de-oiling valve is a solenoid valve located at the inlet of the

pressure pump. When energized open, the valve prevents oil flow
thus reducing the APU starting loads on the starter.
The gearbox intermediate gear also functions as the air/oil separator

and provides air venting of the gearbox.
Monitoring Devices
Oil Pumps
- Low oil pressure switch
One lubrication pump and two scavenge pumps are driven by the
gearbox.

- AC generator high oil temperature sensor
The pressure system is provided with a pressure relief valve located

on the front of the gearbox.
- Oil level sensor
Oil Filters
- Oil level sight glass
There is one filter in the lubrication line and one in the AC generator
scavenge line.
- Oil filter impending blockage switch indicator on each oil filter

assembly
Both filters are the same and each have a filter element impending
blockage switch indicator. They are mounted on the lower front face
of the gearbox. The oil filter by pass valve for each filter is located in
the gearbox and is non adjustable.
- Magnetic drain plug.
HSPS CT/NOV.. 2006
Page 3.3
PRESSURE
RELIEF VALVE
HIGH OIL
TEMPERATURE
SENSOR
LOW OIL
PRESSURE
SWITCH
CHECK
VALVE
OIL COOLER
CHECK VALVE
AC GENERATOR
HIGH OIL
TEMPERATURE
SENSOR
AIR OIL
SEPERATOR
LUBRICATION
PUMP
DE-OILING
VALVE
SCAVENGE
PUMPS
OIL FILTER
BYPASS VALVES
OIL SUMP
OIL PRESSURE
OIL RETURN
AIR-OIL MIST
HSPS CT/NOV.. 2006
OIL LEVEL
SENSOR
OIL FILTERS
OIL LEVEL
SIGHT GLASS
OIL
FILLER
TUBE
MAGNETIC
DRAIN PLUG

Page 3.4
a 320-481a
OIL SYSTEM OPERATION

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

scavenge pumps:
-One for the power section rear bearing that returns the oil directly to
the sump
One for the AC generator that returns the oil to the sump through a
filter.
Note: The front bearing and the gearbox are scavenged by gravity.
Venting
Oil mist in the gearbox is separated by a centrifugal air-oil separator.
The gearbox is vented to the exhaust through an external pipe.
Scavenge Return
scavenge pumps:
- One for the power section rear bearing that returns the oil directly
to the sump
- One for the AC generator that returns the oil to the sump through a
filter.
Monitoring
Low oil pressure switch
-High oil temperature sensor
- Oil filter impending blockage switch indicators
- Oil level sensor
- Magnetic drain plug
HSPS CT/NOV.. 2006
Page 3.5
OIL SYSTEM - OPERATION

OIL SUPPLY
OIL PRESSURE
SCAVENGE RETURN
VENTING
a 320-481 a
HSPS CT/NOV.. 2006
Page 3.6
ENGINE LUBRICATION (1)

Lubrication is required for the AC generator, the gearbox and the
APU bearings.
AC Generator Lubrication and Cooling
Gearbox Lubrication
Oil Supply
Oil Supply
From the lubrication pump and filter, the oil is supplied to the AC
generator:
The oil flowing from the lubrication pump passes through the filter
and then by means of internal lines and jets is sprayed onto the
gears and bearings.
- One flow for cooling

- A second flow to lubricate the generator drive shaft splines.
From the gearbox the oil is also supplied to the cooling fan bearings
and to the rotor assembly front bearing.
Scavenge and Return
Scavenge and Return
The oil from the AC generator is scavenged by a pump and returned

to the gearbox sump through a filter.
After lubrication the oil returns to the gearbox sump by gravity.
HSPS CT/NOV.. 2006
Page 3.7
FROM LUBRICATION
PUMP
FROM LUBRICATION
PUMP
AC GENERATOR
LUBRICATION
AND COOLING
AC GENERATOR
OIL SCAVENGE
DE-OILED
AIR TO
EXHAUST
DE-OILED
AIR TO
EXHAUST
AC GENERATOR
DRIVE SHAFT SPLINE
LUBRICATION
SPRAY
JETS
OIL RETURN
TO SUMP

AC GENERATOR LUBRICATION
TO LUBRICATION
PUMP
TO LUBRICATION
PUMP
OIL SUPPLY
OIL PRESSURE
SCAVENGE RETURN
VENTING
GEARBOX LUBRICATION
HSPS CT/NOV.. 2006
Page 3.8
a 320-482 a

Front Bearing Lubrication
Oil Supply
Sealing
The lubrication for the rotor front bearing is provided by pressurized

oil from the gearbox oil system.
Oil sealing of this assembly is by a floating carbon seal and a

labyrinth seal using air from the power section impeller.
A jet located in the gearbox housing sprays oil between the front end
of the load compressor shaft and the front bearing nut. (Phonic
Wheel)
A drain cavity between the seals is vented overboard, into the APU
drainmast.
The oil runs along the shaft, lubricates the quill shaft splines and
enters the gap through the split inner races to lubricate the bearing.
Oil flow to the bearing is also provided by oil passages between the
gearbox and bearing outer race to provide a squeeze film to dampen
bearing vibration.
Scavenge and Return
After lubrication the oil is returned to the sump by gravity.
HSPS CT/NOV.. 2006
Page 3.9
SQUEEZE
FILM
FLOATING
CARBON
SEAL
AIR FROM
POWER SECTION
IMPELLER
BALL BEARING
LABYRINTH
SEALS
INTERNAL OIL
SUPPLY
OIL PRESSURE SPRAY

COMPRESSED AIR
SEA L AIR VENT
FRONT BEARING
NUT
DRAIN
CAVITY
LOAD
COMPRESSOR
IMPELLER
ENGINE LUBRICATION (2) - FRONT BEARING LUBRICATION

HSPS CT/NOV.. 2006
Page 3.10
a 320-452 a

Rear Bearing Lubrication
Oil Supply
Sealing
The lubrication of the rotor rear bearing is provided by pressurized oil

from the gearbox oil system.
Oil sealing in the bearing area is accomplished by a floating carbon

seal and a rotating labyrinth seal. The seals are pressurized with air
flow from the power section impeller.
The oil is supplied to the rear bearing through an external pipe.

In the bearing area, the oil is directed to the outer race to provide a
squeeze film and an internal line that sprays oil into the rear tie-bolt
area.
Drilled passages in the tie-bolt allow oil circulation for lubrication and
cooling of the roller bearing.
Scavenge and Return
After lubrication, the oil is scavenged back to the sump through an
external pipe by a scavenge pump.
HSPS CT/NOV.. 2006
Page 3.11
OIL SUPPLY
SQUEEZE
FILM
SECOND STAGE
TURBINE WHEEL
AIR FROM
POWER SECTION
IMPELLER
TIE
BOLT
ROLLER
BEARING
ROTATING
LABYRINTH
SEAL
OIL PRESSURE
OIL RETURN
COMPRESSOR AIR
FLOATING
CARBON
SEAL
ENGINE LUBRICATION (3) - REAR BEARING LUBRICATION

a 320-453
a
Page
HSPS CT/NOV. 2006

3.12
OIL SUMP
Function
Main Components
The sump provides a reservoir for the APU lubrication system.
The main components of the oil sump are:
Location
- Oil filler tube
The sump is located in the bottom of the gearbox.
- Oil overflow boss
Main Features
- Oil pressure fill port
- Capacity at the "FULL" mark: 5.4 litters (5.72 Qts)
- Air-oil separator
- Capacity at the "ADD" mark: 3.95 litters (4.16 Qts)

- Pressure relief valve
- Oil level sensor
- Oil level sight glass.
HSPS CT/NOV. 2006
Page 3.13
GEARBOX
OIL FILLER
TUBE
OIL
OVERFLOW
BOSS
OIL LEVEL
SENSOR
OIL
PRESSURE
FILL PORT
MAGNETIC
DRAIN PLUG
PRESSURE
RELIEF VALVE
GEARBOX FRONT VIEW
OIL
LEVEL
SIGHT
GLASS
GEARBOX LEFT SIDE VIEW
OIL SUMP
HSPS CT/NOV.. 2006
Page 3.14
a 320-483 a
AIR-OIL SEPARATOR
Function
Operation
The air-oil separator separates the oil from the air.
An air-oil mist is created in the gearbox when the APU is operating.

The oil is separated from the air by the rotating action of the gearbox
intermediate gear. The oil returns to the gearbox sump by gravity
and the air is vented through a pipe to the APU exhaust.
Location
The air-oil separator is located in the upper part of the gearbox.
Description
The air-oil separator is part of the gearbox intermediate gear.
The gear has a hollow shaft with radial drillings. The rear of the
hollow shaft vents into a passage in the gearbox housing.
HSPS CT/NOV. 2006
Page 3.15
INTERMEDIATE
GEAR
AIR-OIL
SEPERATOR
TO APU
EXHAUST
DE-OILED
AIR
OIL MIST
AIR-OIL SEPARATOR
OIL RETURN
TO SUMP
OIL RETURN
TO SUMP
AIR OIL SEPERATOR

HSPS CT/NOV.. 2006
Page 3.16
OIL PUMPS - GENERAL
OIL PUMPS - DESCRIPTION
Function
Gerotor Type
One pump is used for the lubrication supply and two pumps for
scavenge.
Location
The oil pumps are located inside the gearbox front face.
Main Features
- Lubrication pump
Type: Vane type
Flow: 2160 l/h (570 GPH)
- AC generator scavenge pump
Type: Vane type pump
Flow: 2160 l/h (570 GPH)
- Rear bearing scavenge pump
Type: Gerotor type pump
Flow: 160 l/h (42 GPH)
The gerotor is a positive displacement pumping unit consisting of two

elements: an inner and outer rotor.
The inner rotor has one less tooth than the outer, and has its
centerline positioned at a fixed eccentricity from the centerline of the
outer element.
The inner element is driven by the gearbox.
Vane Type
The vane type pump consisting of a slotted inner rotor equipped with
vanes operating in an eccentric housing.
Operation of the Pressure Relief Valve
The oil pressure relief valve is a non adjustable, spring loaded relief
valve.
The valve will open when oil pressure reaches 345-414 kPag (50-60
PSIG). The oil that is bypassed, returns to the inlet of the lubrication
pump.
HSPS CT/NOV. 2006
Page 3.17
AC GENERATOR
SCAVENGE PUMP
FUEL CONTROL
UNIT DRIVE
OIL SCAVENGE
PUMPS
OIL PUMP
DRIVE GEARS
REAR BEARING
SCAVENGE
PUMP
OIL PRESSURE
PUMP
PRESSURE
RELIEF VALVE
LUBRICATION
PUMP
a 320-485 a
OIL PUMPS - GENERAL - DESCRIPTION

HSPS CT/NOV.. 2006
Page 3.18
DE-OILING VALVE
Function
Operation
The de-oiling valve reduces the APU starting lead during start
conditions.
During the APU start up the de-oiling valve is energized open by the
ECB. When the valve is open the lubrication pump is prevented from
pumping oil into the system. This reduces the starting load of the
APU and allows faster acceleration.
Location
When the APU accelerates to 55% speed, the ECB de-energizes the
de-oiling valve and allows the lubrication pump to produce oil flow.
The valve is located on the left side of the gearbox.

Main Features
During shutdown, the de-oiling valve is again energized by the ECB

when the APU de-accelerates to 90% speed. This allows the oil
remaining in the system to return to the oil sump with the exception
of one quart remaining in the oil cooler.
- Solenoid valve operated by the ECB

- Nominal rating: 28 VDC; 1.0 amps
- Solenoid valve energized open.
Description
The de-oiling valve is a solenoid operated valve directly controlled by
the ECB.
HSPS CT/NOV. 2006
Page 3.19
DE-OILING VALVE
AIR
GEARBOX LEFT SIDE
TO
OIL
COOLER
OIL SUMP
DE-OILING SYSTEM
TO
LUBRICATION
PUMP
ECB
AIR
OIL
FROM
SUMP
DE-OILING VALVE
a 320-486a
DE OILING SYSTEM
HSPS CT/NOV.. 2006
Page 3.20
OIL FILTERS - GENERAL
OIL FILTERS - DESCRIPTION
Function
Each filter system consists of:
The function of the oil filters is to filter the oil.
- A 20 micron disposable cartridge
There are two filters: one for lubrication and one for the AC generator
scavenge. They are the same type of filter.
- An oil filter impending blockage switch indicator

- A by-pass valv
Location
The lubrication filter is located in the pressure line after the oil cooler.
The scavenge filter is located after the AC generator scavenge
pump.
Both filters are installed at the bottom front face of the gearbox.
Main Features
- Filter element: 20 microns
- By-pass valve setting: 345-414 kPad (50-60 PSID)
- Switch indicator setting: 207-241 kPad (30-35 PSID).
HSPS CT/NOV. 2006
Page 3.21
LUBRICATION
FILTER
SWITCH
INDICATOR
AC GENERATOR
SCAVENGE FILTER
LUBRICATION
FILTER
a 320-487 a
OIL FILTERS - GENERAL - DESCRIPTION

HSPS CT/NOV.. 2006
Page 3.22
OIL FILTER - OPERATION

Oil Flow
By-pass
In normal operation the oil is filtered and then flows to the oil system.
When the differential pressure across the filter exceeds 345 to 414
kPad (50 to 60 PSID), the by-pass valve will open and allow
unfiltered oil to flow into the system.
Pre-blockage of the Oil Filters

Should the filter become contaminated, a difference in pressure
across the filter will occur.
The by-pass valve is located in the gearbox and is non-adjustable.
Two switch indicators are mounted on the front of the gearbox near
each oil filter. The switch indicator provides a visual indication when
the oil temperature is 74C (165F) and the oil pressure across the
filter reaches 241 kPad (30-35 PSID). The ECB also monitors each
switch indicator and will store the fault message.
HSPS CT/NOV. 2006
Page 3.23
a 320-488 a

HSPS CT/NOV. 2006
Page 3.24
OIL COOLER - GENERAL
OIL COOLER - DESCRIPTION

The oil cooler is a rectangular unit which includes:
Function
The oil cooler transfers the heat of the lubricating oil to the air
flowing through the cooler.
Location
- An oil cooler housing which consists of an integrally brazed

aluminum heat-exchanger with an aluminum core and a stainless
steel housing.
- A check valve and a by-pass valve to regulate the oil flow and
internal pressure of the oil cooler.A drain plug to drain the
oil cooler
The oil cooler is installed on the left side of the APU.

In the oil system, the cooler is located between the lubrication pump
and the filter.
Main Features
- Oil cooling ability: 2160 l/h (540 GPH)
- Oil cooler by-pass valve setting:
Opening threshold: 207 kPad (30 PSID)
Fully open: 345 kPad (50 PSID).
HSPS CT/NOV.. 2006
Page 3.25
a 320-489 a
HSPS CT/NOV.. 2006
OIL COOLER GENERAL - DESRIPTION

Page 3.26
OIL COOLER - OPERATION

Normal Operation
Air Flow
The oil delivered by the lubrication pump flows through the aluminum
cooling tubes that are cooled by the cooling fan air flow.
The oil cooler uses the airflow from the cooling fan to remove heat
from the oil. The heated air is then discharged overboard through an
air duct located in the left APU compartment service door.
The cooled oil then flows to the various APU lubrication points.
By-pass Operation
When the pressure exceeds 207 kPad (30 PSID), the bypass valve
opens.
The oil flow by-passes the cooler to the lubrication system.
Check Valve Operation
The check valve is an oil pressure operated valve.
When the pressure in the oil system is low (de-oiling during start and
shutdown), the check valve closes and prevents draining of the oil
cooler into the sump.
The check valve traps approximately one quart of oil in the oil cooler
when the APU is not running.
HSPS CT/NOV.. 2006
Page 3.27
COOLING AIR
INLET
COOLING AIR
INLET
CHECK
VALVE
CHECK
VALVE
OIL
OUTLET
OIL
OUTLET
BY-PASS
VALVE CLOSED
OIL FLOW
RESTRICTION
BY-PASS
VALVE OPEN
OIL
INLET
OIL
INLET
OIL FLOW
AIR FLOW
NORMAL
OPERATION
BY-PASS
OPERATION
a 320-490 a

HSPS CT/NOV.. 2006
Page 3.28
MONITORING DEVICES - LOW OIL PRESSURE SWITCH

General
Function
Functional Description
The Low Oil Pressure (LOP) switch senses the pressure

downstream of the filter.
The LOP switch consists of a normally closed switch and is open

when normal oil pressure is present.
The LOP switch initiates automatic APU shut down when the oil
pressure is too low.
The ECB does not check for oil pressure until the APU has reached
a speed of 100% (RTL) plus 10 seconds.
Location
If oil pressure is below 241 kPag (35 PSIG), and the APU is
operating at 100% speed, the APU will shut down after running for
10 seconds.
The LOP switch is mounted on the right side of the air inlet plenum
or on the lower right side of the gearbox
Main Features
- LOP switch setting: 241 kPag (35 PSIG)
- Output signal to ECB: ground signal.
Interfaces
- The ECB
- The APU oil system.
HSPS CT/NOV.. 2006
Page 3.29
LOW OIL PRESSURE SWITCH
MONITORING DEVICES
HSPS CT/NOV.. 2006
Page 3.30

a 320-491 a
MONITORING DEVICES - OIL TEMPERATURE SENSOR

General
Function
The HOT sensor is a Resistive Temperature Device (RTD) supplied

with a constant current of 1 mA (by the ECB). The resistance varies
with the oil temperature and modifies the sensor output voltage.
The Oil Temperature (HOT) sensor senses the temperature of the oil
at the outlet of the oil cooler. When the oil temperature is too high,
the HOT sensor initiates automatic APU shut down.
When the oil temperature reaches a limit value of approximately

135C (275F), the ECB will initiate automatic APU shut down.
Location
Note:
The HOT sensor is installed on the lower rear face of the gearbox.
Main Features
The AC generator also has an integral oil temperature

sensor which causes the APU to shut down when an
excessive temperature is detected (180C; 365F). The
sensor is monitored by the ECB.
- HOT sensor setting: 135 C (275 F)

- Sensor input signal (from ECB): 1 mA
- Sensor output signal (to ECB): variable output voltage
- 100 RTD; 1 mA; 19C to 149C (67F to 300F.)
Interfaces
- The ECB
HSPS CT/NOV.. 2006
Page 3.31
TO AIRCRAFT
RESISTIVE
TEMPERATURE
DEVICE
(135C / 275F)
ECB
3 WAY
SOLENOID VALVE
GEARBOX LEFT SIDE

HOT SENSOR
FROM
OIL
COOLER
OIL SUMP
OIL COOLER
OIL FILTER
TO
OIL
FILTER
HOT SENSOR
a320-491 a
MONITORING DEVICE
HSPS CT/NOV.. 2006
OIL TEMPERATURE SENSOR

Page 3.32
MONITORING DEVICES - OIL LEVEL SENSOR

General
Function
The oil level sensor is a Resistive Temperature Device (RTD) that

the ECB supplies with a constant current of 75 mA.
The oil level sensor measures the quantity of oil in the gearbox
sump.
When the oil level is too low, the sensor provides a flight deck
warning of low oil quantity on the lower ECAM, APU systems page.
The resistance varies with the oil level and changes the sensor
output voltage sensed by the ECB.
At power up, the oil level is checked for a period of 8 seconds and is
determined OK or LOW by the ECB.
Location
The oil level sensor is located on the right side of the gearbox.
If the oil level is low, the ECB will display "OIL QTY LOW" message
on the lower ECAM when the APU system page is selected.
Main Features
- Sensor output signal (to ECB): variable output voltage.
Interfaces
- The ECB
HSPS CT/NOV.. 2006
Page 3.33
GEARBOX FRONT VIEW
MONITORING DEVICES
a320-493a
OIL LEVEL SENSOR

HSPS CT/NOV.. 2006
Page 3.34
MONITORING DEVICES
MAGNETIC DRAIN PLUG
Oil Level Sight Glass
A drain plug is located on the lower front side of the gearbox

housing. Removing the plug allows oil drainage from the sump. The
drain plug embodies a magnetic chip detector that attracts ferrous
metal particles in the oil. The detector can be removed, inspected
and installed without draining the oil sump.
The oil level sight glass is located on the lower left side of the
gearbox housing, close to the oil fill tube.
It provides a visual indication of the oil level in the sump.
Oil level ADD and FULL marks are written on the sight glass.
A self sealing valve in the drain plug housing prevents oil drainage
when the magnetic chip detector is removed.
HSPS CT/NOV. 2006
Page 3.35
GEARBOX
LEFT SIDE
GEARBOX
FRONT VIEW
OIL LEVEL SIGHT GLASS
MAGNETIC DRAIN PLUG
OIL LEVEL SIGHT GLASS - MAGNETIC CHIP DETECTOR

MONITORING DEVICES
HSPS CT/NOV.. 2006
a320-494a
Page 3.36
OIL PIPES
External Pipes
Supply
- From lubrication pump, oil cooler and to the gearbox
- From gearbox to power section rear bearing.
Scavenge
- From power section rear bearing to scavenge pump.
Vent
- From power section rear bearing to air-oil separator
- From air-oil separator to APU exhaust system.
HSPS CT/NOV.. 2006
Page 3.37
OIL PIPES
OIL PRESSURE
OIL SCAVENGE
VENT
a320-495a
OIL PIPES
HSPS CT/NOV.. 2006
Page 3.38

HSPS CT/NOV. 2006
Page 3.39
APS 3200
SECTION 4
FUEL SYSTEM
HSPS CT/NOV..2006
Page 4.0
FUEL SYSTEM - GENERAL

Function
Components Location
The fuel system provides the supply and the control of fuel to the
APU under all operating conditions.
- The fuel control unit is located on the front face of the gearbox
- The flow divider is located on the combustor housing
Systems Involved
- The aircraft fuel system
- The fuel manifolds and injectors are located on the combustor

housing.
- The pneumatic system

- The APU control system
- The APU fuel system.
APU Fuel System Main Components
- Fuel control unit
- Flow divider
- Pilot fuel manifold and injectors
- Main fuel manifold and injectors.
HSPS CT/NOV..2006
Page 4.1
FUEL SUPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
HSPS CT/NOV.. 2006
Page 4.2
FUEL SYSTEM - DESCRIPTION

The system consists of a fuel control unit, a flow divider and fuel
manifolds and injectors.
Fuel Control Unit
Flow Divider
The fuel control unit contains the following injector components:
The flow divider controls the flow to the main and pilot injectors. The
divider also provides pilot purge to the exhaust.
- Low fuel pressure switch (aircraft supplied)

Main Fuel Manifold and Injectors
- Low pressure pump (centrifugal type)
- Manifold to supply fuel to the main injectors
- Filter (filter element, by-pass valve and impending blockage P
indicator)
- Main injectors (six injectors mounted on the combustor housing).
- High pressure pump (gear type pump);
Pilot Fuel Manifold and Injectors
- Servo valve (electrically operated valve that meters the fuel flow in
response to signals from the electronic control box)
- Manifold to supply fuel to the pilot injectors
- Constant P valve (pressure differential valve that controls the

differential pressure across the servo valve)
- Pilot injectors (three injectors mounted on the combustor

housing).
- 3 way solenoid valve (valve operated by the electronic control

box to open and close the fuel supply to the fuel injectors).
- Pressure regulator (fuel pressure supply to the actuators of the
air control system).
HSPS CT/NOV.. 2006
Page 4.3
HIGH
PRESSURE
PUMP
FILTER
PRESSURE
REGULATOR
INLET GUIDE
VANE
ACTUATOR
SERVO
VALVE
PILOT FUEL
MANIFOLD
AND
INJECTORS
FLOW
DIVIDER
PURGE TO
EXHAUST
LOW FUEL
PRESSURE
SWITCH
3 WAY
SOLENOID
VALVE
MAIN FUEL
MANIFOLD
AND
INJECTORS
FUEL
INLET
FUEL SUPPLY
UN-MTERED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
DRAIN
LOW PRESSURE
PUMP
CONSTANT
DELTA-P VALVE
a320-497a

HSPS CT/NOV.. 2006
Page 4.4
FUEL SYSTEM - OPERATION (1)

Starting
During starting, the fuel flow is controlled by the servo valve using
signals from the ECB.
When APU start is selected:

- The starter motor is energized and cranks the APU rotor assembly
- The ignition exciter operates and supplies high voltage spark to the
two igniter plugs
- The 3 way solenoid valve is energized open to provide fuel flow to
the injectors
At self-sustaining speed, the starter and the ignition system are

deactivated and the APU accelerates to 100% speed.
The APU is maintained at 100% speed under all load conditions by
the servo valve controlling fuel flow.
- The servo valve is electrically operated to control the fuel flow.

Fuel from the aircraft fuel system is supplied by the low pressure and
high pressure pumps through the servo valve and the 3 way solenoid
valve.
When the fuel pressure reaches approximately 138 kPad (20 PSID),
the flow divider delivers fuel to the pilot injectors. The fuel injected
into the combustor is ignited by the ignitor plugs.
When the fuel pressure reaches approximately 1380 kPad (200
PSID), the flow divider delivers fuel to the main injectors.
HSPS CT/NOV.. 2006
Page 4.5
IGNITION EXCITER AND

IGNITERS OPERATION
TO PILOT INJECTORS
TO MAIN INJECTORS
BY SERVO VALVE
CONTROLLED BY ECB
STARTING
FUEL SUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
a320-498 a
STARTING
HSPS CT/NOV.. 2006
Page 4.6

Running Condition
Shut-down
- Stabilized condition
When APU shut-down is initiated (manual or automatic), the ECB deenergizes the 3 way solenoid valve. Fuel flow to the fuel injectors is
shut off and bypassed back into the fuel system.
The fuel control unit provides a flow higher than APU fuel flow
requirements. The fuel is metered by the servo valve and is
controlled by the ECB. The excess fuel is returned to the HP pump
inlet through the constant AP valve and the fuel filter.
One second later the ECB de-energizes the fuel servo valve.
Any fuel remaining in the pilot manifold assembly and fuel injectors is
purged into the exhaust by combustor air pressure.
- Transient condition
When the load applied to the power section changes, the rotation
speed changes. The ECB senses the change and implements a
signal to the servo valve. The fuel flow is metered to keep the rotor
speed constant.
HSPS CT/NOV.. 2006
Page 4.7
FUELSUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
a320-499a

HSPS CT/NOV.. 2006
Page 4.8
FUEL CONTROL UNIT - GENERAL

Function
Main Components
The fuel control unit (FCU) supplies and meters fuel to the APU.
- Fuel pumps
The fuel control unit also supplies regulated fuel pressure to the inlet
guide vane and bleed control valve actuators.
- Filter
- Servo valve
Location
- 3 way solenoid valve
The fuel control unit is mounted on the front face of the gearbox by a
v-band clamp.
- Pressure regulator.
Interfaces
- Aircraft fuel system
- Pneumatic system actuators
- Drain system
- Control system.
Main Features
- Fuel supply by a low pressure pump and a high pressure pump
- Fuel filtering for the high pressure pump.
- Fuel metering by an electronic system (servo valve and electronic
control box).
HSPS CT/NOV.. 2006
Page 4.9
FUEL FILTER
FUEL SUPPLY
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
SERVO VALVE
a320-500A

HSPS CT/NOV..2006
Page 4.10
FUEL CONTROL UNIT - DESCRIPTION (1)

Components of the Fuel Control Unit
- A low fuel pressure switch located at the FCU fuel inlet (not
shown)
- A pressure regulator that provides a constant pressure to the air

system actuators:
A fuel outlet port (fuel supply to the actuators)
- Fuel Pumps
A fuel return port (fuel return from the actuators)
A low pressure pump (centrifugal type)

A high pressure pump (gear type) provided with a
pressure relief valve
- A fuel inlet union (connected to the aircraft fuel system)

- An electrical connector (current signals from the electronic
control box to the 3 way solenoid valve and the servo valve).
- A drain line for the pump shaft seal

- A filter which includes a filter element, a by-pass valve and an
impending blockage AP indicator
- A servo valve (electrically operated valve that meters fuel flow in
O-rings
Two O-rings are located on the fuel control. One on the fuel control
mounting flange and one on the drive shaft. Both O-rings must be
properly installed or excessive loss of oil will occur when the APU is
operating.
- A constant P valve (a valve that controls the differential pressure

across the servo valve)
- A 3 way solenoid valve (valve operated by the electronic control
box to open and close fuel flow to the fuel injectors)
HSPS CT/NOV.. 2006
Page 4.11
a320-501a

HSPS CT/NOV.. 2006
Page 4.12

Low Pressure Fuel Pump
High Pressure Fuel Pump
The low pressure fuel pump provides a positive supply to the inlet of
the high pressure pump.
The high pressure fuel pump supplies a fuel flow higher than the
APU requirements. The excess fuel is returned to the pump inlet
through the constant P valve. The pump is also provided with a
pressure relief valve.
The pump is mechanically driven at the same speed as the high

pressure pump by a splined shaft (driven by the gearbox).
Main Features
The splined shaft is provided with a seal and a drain line to the drain
system.
- Type: gear type
Main Features
- Rotation speed: 10129 RPM
- Type: centrifugal
- Pressure: 2068 - 4480 kPad (300 - 650 PSID)
- Flow: 727 kg/h (1600 lbs/hr)
- Relief valve setting: > 4480 kPad (> 650 PSID).
- Flow: 182 kg/h (400 lbs/hr) at 550 kPad (80 PSID).
Note:
- Fuel flow at 7 % N: 20 kg/h (45 lbs/hr)

- Fuel pressure at 7 % N: 1379 kPad (200 PSID).
HSPS CT/NOV.. 2006
Page 4.13
FUEL SUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
a320-502a

HSPS CT/NOV.. 2006
Page 4.14

Fuel Filter
The filter is located at the outlet of the low pressure pump.
The filter includes the following components:
- A filter element to filter the fuel
Filter specification: 10 microns
- An impending blockage P indicator to provide a visual warning
of a restricted filter
Setting: 48 kPad (7 PSID)
- A by-pass valve to allow the fuel supply in the event of filter
blockage
Setting: 324 kPad (46 + - 4 PSID).
O-ring
An O-ring is located inside the fuel filter cavity of the fuel control unit.
The O-ring functions as a seal and a securing device for the filter
bowel. The bowel is not secured by any external locking device.
HSPS CT/NOV.. 2006
Page 4.15
FUEL SUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
a320-503a

HSPS CT/NOV.. 2006
Page 4.16

Servo Valve
3 Way Solenoid Valve
The servo valve meters the fuel during starting and normal operating
conditions.
The valve opens and closes the fuel supply for operation and shut
down of the APU.
The valve consists of a torque motor which operates a fuel metering

valve (clevis type).
The solenoid valve is energized open to supply fuel to the fuel

injectors (control from ECB).
The motor is electrically controlled by the ECB. ECB current

operates the valve to meter fuel flow.
When de-energized, a spring moves the valve to the close position.
During starting, the servo valve meters fuel flow to accelerate the
APU.
In normal operating conditions, the fuel flow is metered to maintain a
constant 100% speed.
The main features of the servo valve are:
- Type: Torque motor
When the valve closes, the fuel is shut off to the injectors and
bypassed back into the fuel system.
During a normal or auto shutdown of the APU the ECB de-energizes
the 3 way solenoid valve, one second later the servo valve is deenergized.
In the event the 3 way solenoid valve does not close, the APU will
shut down when the servo valve is de-energized. If this condition
occurs, the ECB will store a fault message. (APU FUEL VALVE
FAILED OPEN).
- Current: 0 - 100 mA
- Metered flow: 6 - 198 kg/h (13 - 435 lbs/hr).
HSPS CT/NOV.. 2006
Page 4.17
UN-METERED FUEL
METERED FUEL
a320-504a

HSPS CT/NOV.. 2006
Page 4.18

Constant P Valve
Pressure Regulator
The valve maintains a constant pressure differential across the servo

valve.
The pressure regulator provides the fuel pressure supply to the inlet
guide vane actuator and the bleed control valve actuator. The valve
is non adjustable.
The valve senses upstream pressure on one side and downstream

pressure plus the force of a spring on the other side. The valve
position determines the amount of fuel to be returned to the fuel
system.
The pressure regulator is closed from 0 to 60% APU speed. When

the speed is above 60%, the regulator will open and deliver 1724
KPad (250 PSID) of fuel pressure to the actuators.
The P setting of the constant P valve is of 689 kPad (100 PSID)

across the servo valve. The valve is non-adjustable.
HSPS CT/NOV.. 2006
Page 4.19
REGULATED
PRESSURE TO
ACTUATORS
REFERENCE
PRESSURE FROM
LOW PRESSURE
PUMP OUTLET
FUEL RETURN
TO LOW
PRESSURE
PUMP INLET
PRESSURE
FROM HIGH
PRESSURE PUMP
FUEL SUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
a320-505a
HSPS CT/NOV.. 2006
Page 4.20
FLOW DIVIDER - GENERAL

Function
Interfaces
The flow divider distributes fuel from the fuel control unit to the pilot
and main injectors. It also provides purging of the pilot injectors
during APU shut-down.
- Fuel control unit
Location
- Pilot injector manifold
The flow divider is installed on the left side of the combustor housing.
- Exhaust system (purge).
- Main injector manifold
The flow divider is located downstream of the 3 way solenoid valve.

Main Components
The flow divider consists of two valves:
- A pilot injector and purge valve set at approximately 138 kPad (20
PSID) to open.
- A main injector valve set at approximately 1380 kPad (200 PSID)
to open.
HSPS CT/NOV.. 2006
Page 4.21
FUEL
CONTROL
UNIT
UN-METERED FUEL
METERED FUEL
FUEL RETURN
FUEL PURGE
a320-506a
HSPS CT/NOV.. 2006
Page 4.22
FLOW DIVIDER - DESCRIPTION AND OPERATION

Description
Operating
The flow divider consists of:
- Starting
- Two valves:
A pilot injector and purge valve set at approx. 138 kPad
(20 PSID)
A main injector valve set at approx. 1380 kPad (200 PSID)
When the APU is started, the fuel pressure increases to 138 kPad
(20 PSID). The pilot injector valve opens and allows fuel flow to the
pilot injectors.
When the pressure reaches 1380 kPad (200 PSID), the main
injector valve opens allowing fuel flow to the main injectors.
- Normal Running Condition
- A filter screen (located at the fuel inlet)
The two valves remain open to allow fuel flow to the pilot injectors
and the main injectors.
- Fuel inlet/outlet ports:

Fuel inlet from the fuel control unit
- Shut-down
Fuel outlet to the pilot manifold
Fuel outlet to the main manifold
Fuel outlet to the exhaust system (purge).
As the fuel pressure decreases, the two valves close. The fuel
remaining in the pilot injectors is purged into the exhaust by
combustor air pressure. At this time, a momentary puff of smoke
may be viewed coming from the APU exhaust. This is a normal
occurrence.
HSPS CT/NOV.. 2006
Page 4.23
METERED FUEL
FUEL PURGE
HSPS CT/NOV.. 2006
Page 4.24
PILOT FUEL MANIFOLD AND INJECTORS

Function
The pilot manifold delivers fuel from the flow divider to the pilot
injectors during start and normal operation.
It also supplies the pilot fuel injectors with fuel during normal running.
Location
The pilot manifold is mounted around the combustor housing.
Description
The pilot manifold consists of flexible pipes connecting the flow
divider to the three pilot injectors. It is comprised of teflon tubes
encased in a single layer of steel braid that is covered with a rubber
sheath.
HSPS CT/NOV.. 2006
Page 4.25
FUEL SUPPLY
UN METERED FUEL
METERED FUEL
FUEL RETURN
a320-508a
HSPS CT/NOV.. 2006
Page 4.26
PILOT FUEL INJECTORS

Type
Description
Simple jet injectors.
A simple jet injector comprises:
Location
- A pilot injector body and mounting flange
The three pilot injectors are installed on the rear of the combustor
housing:
- A fuel nozzle
- A heat shield
- One at the top (at 12 o'clock)

- Two at the bottom (one at 4 o'clock and one at 8 o'clock)
The injector fits into a heat shield that is provided with two air inlet
holes for cooling.
A gasket between the injector and the combustor housing.
Operation
A continuous flow of fuel is delivered to the combustor by the pilot
injectors and atomized by the fuel nozzles, the fuel is then mixed
with combustor air to maintain the combustion process.
HSPS CT/NOV.. 2006
Page 4.27
METERED FUEL
INLET
GASKET
PILOT FUEL
INJECTOR
COMBUSTOR HOUSING
REAR FACE
a320-509a
METERED FUEL
COMBUSTOR AIR
COMBUSTION
HSPS CT/NOV.. 2006
Page 4.28
MAIN FUEL MANIFOLD AND INJECTORS

Function
The main manifold delivers fuel from the flow divider to the main
injectors.
Location
The main manifold is mounted around the combustor housing.
Description
The main manifold consists of flexible pipes connecting the flow
divider to the six main injectors. It is comprised of teflon tubes
sheath.
HSPS CT/NOV.. 2006
Page 4.29
FUEL SUPPLY
REGULATED FUEL
METERED FUEL
FUEL RETURN
a320-510a
HSPS CT/NOV.. 2006
Page 4.30
MAIN FUEL INJECTORS

Type
Operation
Air blast injectors.
A continuous flow of fuel is delivered to the combustor by the main

injectors. The fuel is atomized by combustor air flowing through the
shrouded air passage. The fuel is then mixed with combustor air to
maintain the combustion process.
Location
The six main injectors are located on the combustor housing.
Description
An air blast injector comprises:
- A main injector body and mounting flange
- A fuel injection tube and a shrouded air passage
- A gasket between the injector and the combustor housing.
HSPS CT/NOV.. 2006
Page 4.31
MAIN INJJECTOR
BODY
GASKET
METERED FUEL
COMBUSTOR AIR
COMBUSTION
FUEL INJECTOR
TUBE
COMBUSTION SWIRL FLOW

a320-511a
MAIN FUEL INJECTORS

HSPS CT/NOV.. 2006
Page 4.32
FUEL PIPES
Fuel supply
Fuel drain (pipe located on the APU left side)
- From the aircraft fuel system to the fuel control unit.
- From the flow divider to the exhaust system.
Fuel distribution (pipes located on the APU left side)
Fuel drain (pipes located on the APU right side)
- From the fuel control unit to the flow divider
- From the fuel control unit to the APU drain collector
- From the fuel flow divider to:
- From the BCV actuator seals to the APU drain collector
The pilot manifold and injectors
- From the IGV actuator seals to the APU drain collector
The main manifold and injectors
- From the combustor housing, air bypass plenum and exhaust pipe
to the APU drain collector.
Fuel distribution (pipes located on the APU right side)

- From the pressure regulator of the fuel control unit to:
The BCV servo valve (fuel supply and return)
The IGV servo valve (fuel supply and return).
HSPS CT/NOV.. 2006
Page 4.33
FUEL FLOW
DIVIDER
FUEL SUPPLY
METERED FUEL
FUEL DRAIN
FUEL PIPES
HSPS CT/NOV.. 2006
Page 4.34
FUEL SYSTEM INTERFACES

The APU fuel system has several interfaces: aircraft fuel system,
pneumatic fuel system, APU control system, APU drain system.
Aircraft Fuel System
The APU is supplied with fuel normally from the aircraft left wing
tank. The aircraft low pressure fuel pump provides fuel to the APU
when the aircraft tank pumps are not operating.
The low pressure valve is controlled by the ECB and is open when
the APU is operating. The valve is closed when the APU is shut
down normally or by the APU fire switch.
HSPS CT/NOV.. 2006
Page 4.35
FUEL SUPPLY
REGULATED FUEL
FUEL DRAIN
a320-513a

HSPS CT/NOV.. 2006
Page 4.36
AIRCRAFT FUEL SYSTEM

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

- A center tank located between the two wings
- A right tank located inside the right wing.
Each tank has electric pumps to supply the engines.
A cross feed valve, located between the tanks, connects the left
and right engine supply lines. In normal operation, the cross feed
valve is closed.
The low pressure valve isolates the APU from the fuel supply.
The valve is open when the APU is running. It closes when the APU
is shutdown or when the FIRE switch is activated.
The APU low pressure fuel pump is controlled by a pressure switch
located in the fuel line to the APU. The switch senses fuel tank pump
pressure. If the pressure is too low or the fuel tank pumps are turned
off, the switch will cause the APU low pressure fuel pump to turn on.
HSPS CT/NOV.. 2006
Page 4.37
APU LOW PRESSURE

FUEL PUMP
a320-514a
LOW FUEL PRESSURE

WARNING SWITCH

HSPS CT/NOV.. 2006
Page 4.38
APS 32OO AUXILIARY POWER UNIT

HSPS CT/NOV..2006
Page 4.39
APS 3200
SECTION 5
AIR SYSTEM
HSPS CT/NOV.. 2006
Page 5.0
AIR SYSTEM - GENERAL

Function
Component Location
The air system provides compressed air to the aircraft on the ground
and in flight.
The inlet guide vane system components are located on the right
upper side of the air inlet housing. The inlet guide vanes are
located in the air inlet housing ahead of the load compressor air inlet.
Main Features
- Flow: 1.2 kg/s (2.6 lbs/sec.)
The air bleed system components are located on the right lower
side of the load compressor scroll outlet.
- Pressure: 289.6 kPag (42 PSIG)
All the sensors are located on the APU.
- Temperature: 232C (450F).
Interfaces
Main Components
- The ECB
Two systems are considered:
- The aircraft pneumatic system
- The inlet guide vane (IGV) system controls the load compressor
airflow and prevents EGT overtemperature of the power section
during load compressor operation. The inlet guide vanes are
controlled by the ECB, servo valve, and the IGV actuator.
- The air bleed system delivers airflow from the load compressor to
the aircraft pneumatic system through a bleed control valve (BCV).
The valve also functions as an anti-surge valve for the load
compressor. The BCV is controlled by the ECB, servo valve, and
the BCV actuator.
HSPS CT/NOV. 2006
Page 5.1
AMBIENT AIR
COMPRESSED AIR
REGULATED FUEL
FUEL RETURN
HSPS CT/NOV.. 2006

Page 5.2
AIR SYSTEM - OPERATION

Control of the System
The ECB uses various control signals from the aircraft and the APU
sensors to control the inlet guide vanes and the bleed control valve.
Indication
The pressure is indicated on the lower ECAM APU system page
display. The pressure is indicated by the load compressor discharge
pressure sensor and transmitted to the indicator through the ECB,
the ADIRU, the BMC computers in PSIG.
Air System Operation
The air system operation chart shows IGV and positions during
various modes of operation
HSPS CT/NOV. 2006
Page 5.3
ENGINE BLEED
PACK
SPEED SWITCH
%
MODE
AIRCRAFT
MODEL
IGV
POSITION
BCV
POSITION
ALL
CLOSED
72
DISCHARGE
( 0)
ALL
CLOSED
82
DISCHARGE
( 0)
OPEN
48
DELIVERY
45 TO 90
100
OFF
CLOSED
100
ON
OPEN
ALL
100
ON
OPEN
ECS
A318
A319
A320
OPEN
48 TO -30
DELIVERY
90
100
ON
OPEN
ECS
A321
OPEN
48 TO -10
DELIVERY
90
100
ON
CLOSED
MES
ALL
OPEN
-5
DELIVERY
90
OPERATION CHART
HSPS CT/NOV.. 2006

Page 5.4
INLET GUIDE VANE SYSTEM - GENERAL

Function
The inlet guide vane system controls the load compressor air flow to
provide the required flow to the aircraft pneumatic systems.
Main Features
Interfaces
Fuel inlet (fuel pressure)
Fuel outlet (fuel return)
- Fuel drain
- Hydraulically operated actuator, controlled by a servo-valve and

the electronic control box.
- Control signal from the ECB to the servo valve
Components Involved
- Position signal from the LVDT (Linear Voltage Differential

Transducer) to the ECB
- The electronic control box (ECB)
- EGT signal from APU exhaust thermocouples to the ECB.
- The inlet guide vane (IGV) system components: servo valve,

actuator, control mechanism and inlet guide vanes
Components Location
- The servo-valve and actuator form an assembly located on the
right upper part of the APU on the air inlet housing.
- The inlet guide vanes and their control mechanism are located in
the air inlet housing.
HSPS CT/NOV. 2006
Page 5.5
REGULATED FUEL
FUEL RETURN
FUEL DRAIN

HSPS CT/NOV. 2006
Page 5.6
INLET GUIDE VANE SYSTEM - DESCRIPTION (1)

The system includes the actuator, the control rod and the IGV
mechanism.
IGV Actuator
Hydraulically operated actuator using fuel supplied by the FCU, it
comprises of a servo valve and an operating piston.
Control Rod
The rod connects the actuator piston to the IGV assembly. It is
connected to the actuator piston by a quick release pin.
IGV Position Indicator
The actuator rod housing has a position indicator cast on the top and
bottom of the housing. The indicator markings range from CLOSED
to OPEN. An external metal tab is attached to the control rod and
functions as a position indicator for the IGVs and used to manually
move the IGVs when the APU is not running. The igvs should be in
the CLOSED position before starting the APU.
HSPS CT/NOV. 2006
Page 5.7
IGV POSITION
INDICATOR
OPEN
CLOSED
ACTUATOR
ROD HOUSING
METAL TAB
a 320-516.1
HSPS CT/NOV. 2006

Page 5.8

Servo Valve
IGV Control Mechanism and Inlet Guide Vanes
The servo valve controls the position of the actuator piston by using
a spill valve that meters the potentiometric jet. The servo valve has a
metered fuel pressure inlet from the actuator and a return outlet to
the fuel control unit. The control current (0-100 MA) to the servo
valve is provided by the ECB.
The inlet guide vanes are part of the IGV assembly. A sector gear is
attached to each inlet guide vane and is driven by a common ring
gear.
Actuator
The actuator consists of a piston that is positioned by fuel pressure
metered by the servo valve. The actuator also uses double dynamic
seals for piston shaft sealing.
The position of the actuator piston is provided by a Linear Voltage
Differential Transducer (LVDT). The position signal is sent to the
ECB for control of the servo valve.
HSPS CT/NOV. 2006
Page 5.9
METRED
FUEL PRESSURE
FUEL PRESSURE
METERED FUEL PRESSURE
FUEL RETURN
FUEL DRAIN
HSPS CT/NOV. 2006

Page 5.10
INLET GUIDE VANE SYSTEM - OPERATION

Principle of Operation
APU Starting
The ECB provides a control signal (0-100 MA) to the servo valve by
using the following input signals.
During start, the inlet guide vanes are in the closed position to
reduce the APU starting loads. The inlet guide vanes are also in the
closed position during APU shutdown.
- APU bleed switch

Operation
- Speed (100%)
During load compressor operation, the position of the guide vanes
are controlled by aircraft ECS computer signals sent to the ECB.
- EGT
In the event APU exhaust gas temperature is too high during load
compressor operation the ECB will signal the IGV actuator to reduce
airflow delivery of the load compressor.
- Air inlet pressure and temperature

- ECS mode
If inlet guide vane control is faulty, the IGV actuator will automatically
position the guide vanes to the closed position.
- MES mode.
The ECB control signal is sent to the servo valve. The servo valve
meters fuel pressure to control the actuator piston movement.
When the actuator moves, the linear voltage differential transducer
(LVDT) sends the actuator position signal back to the ECB.
The actuator piston is maintained in a stabilized position by the ECB
signal (50 MA) to the servo valve.
The actuator piston positions the IGV assembly to control the airflow
delivery of the load compressor.
HSPS CT/NOV. 2006
Page 5.11
AIR INLET
PRESSURE AND
TEMPERATURE
NOTE:
SEE OPERATION
CHART PAGE 5.4 FOR
AIRCRAFT MODEL
AND IGV POSITIONS
FUEL PRESSURE
FUEL RETURN
FUEL DRAIN

HSPS CT/NOV.. 2006
Page 5.12
AIR BLEED SYSTEM - GENERAL

Function
Component Location
The air bleed system provides air delivery to the aircraft pneumatic
system while preventing load compressor surge.
- The servo-valve, the actuator and the bleed control valve form a
complete assembly located on the right lower part of the auxiliary
power unit at the scroll outlet
Main Features
- Two load compressor discharge pressure pipes:
One located in the scroll outlet (high pressure)

One located in the diffuser of the load compressor (low
pressure)
Components Involved
- The Bleed Control Valve (BCV): servo-valve, actuator and valve
Both are connected to the load compressor discharge

pressure sensor to prevent load compressor surge.
- Pressure sensors
Interfaces
- Ducts.
- Fuel inlet
- Fuel outlet
- Fuel drain
- Position signal from the LVDT to the ECB
- Pressure signals to the load compressor discharge pressure
sensor.
HSPS CT/NOV. 2006
Page 5.13
REGULATED FUEL
RETURN FUEL
FUEL DRAIN
HSPS CT/NOV. 2006

Page 5.14
AIR BLEED SYSTEM - DESCRIPTION (1)

The air bleed supply is controlled by a bleed control valve.
APU Bleed Switch
This valve comprises of a housing, a butterfly valve and an actuator.

APU Bleed Switch
When the APU master switch is selected to off during bleed air
operation, the APU will continue to run in a cool down mode for a
maximum time of 2 minutes.
The cooldown time limit can vary from 0 to 2 minutes. The time limit
depends on when the APU bleed switch is turned off prior to
selecting the APU master switch to OFF.
Housing
Low Bleed Air Pressure
The housing is mounted on the load compressor scroll outlet by

means of a v-band clamp.
In the event low bleed air pressure occurs, cycle the APU bleed
switch OFF and then to ON. This may restore the system to normal.
Butterfly Valve
The valve is located in the BCV housing and directs air flow from the
load compressor to the aircraft pneumatic systems, APU exhaust or
both.
The butterfly shaft extends through the top of the BCV housing. The
shaft has a slot machined into it that provides manual positioning of
the valve and also serves as a valve position indicator.
HSPS CT/NOV. 2006
Page 5.15
HSPS CT/NOV. 2006

Page 5.16

Servo Valve
Bleed Control Valve
The bleed control valve (BCV) delivers compressed air to the aircraft,
also the valve functions as an anti-surge valve for the load
compressor.
Actuator
The position of the actuator piston is provided by a linear voltage
differential transducer (LVDT). The position signal is sent to the ECB
for control of the servo valve.
HSPS CT/NOV. 2006
Page 5.17
COMPRESSED AIR
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
HSPS CT/NOV. 2006

Page 5.18
AIR BLEED SYSTEM - OPERATION

APU Starting
The ECB provides a control signal (0-100 MA) to the servo valve
using the following inputs:
During start and shutdown the BCV is in the discharge position.

If the valve control is faulty, the BCV actuator will automatically
position the valve to discharge.
- APU bleed switch

- Speed (100%)
- Air inlet temperature
- Load compressor discharge pressure sensor (P/P).
When the actuator piston moves, the linear voltage differential
transducer (LVDT) sends the actuator position signal back to the
ECB.
The actuator piston positions the BCV to deliver the maximum airflow
to the aircraft pneumatic systems without causing load compressor
surge.
HSPS CT/NOV. 2006
Page 5.19
COMPRESSED AIR
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN

HSPS CT/NOV. 2006
Page 5.20
AIR SYSTEM SENSORS - INLET AIR PRESSURE AND TEMPERATURE SENSOR

Function
- Supply current: 1 mA
The air inlet pressure and temperature signals are used by the ECB
for control purposes.
- Range: -55 to +150C (-62 to 302F)

- Resistance at 0C (0F): 1000 .
Location
The pressure and temperature sensors are in one unit which is
located on the right rear side of the air inlet plenum.
Main Features
Pressure Sensor
- Type: variable resistor device
- Excitation voltage: + 5 and - 5 VDC
- The pressure sensor is made of a bridge of 4 resistors printed on

a flexible support. One of them varies if the support is deformed by
the air pressure. The whole bridge is supplied by a 5 VDC constant
source voltage coming from the ECB. The changes of the variable
resistor cause the output to vary (from 0 to 50 mV).
- The temperature sensor is a resistor which is fed by a constant 1
mA current supplied by the ECB. The output voltage changes from
approximately 0.8 to 1.2 VDC according to the resistance changes
from -55 to +50C (-67 to +122F).
- Output signal: 0 to 50 mV
The ECB detects a sensor failure if:
- Range: 0 to 104 kPaa (0 to 15 PSIA)
- Minimum bridge impedance: 2000 .
Temperature Sensor
- The measured ambient pressure is lower than 3.45 kPaa

(0.5 PSIA) or higher than 110 kPaa (16 PSIA)
- The measured inlet temperature is lower than -62C (-80F) or
higher than 76C (170F)
- Type: resistance temperature device

Normal BCV control will be maintained if either air inlet pressure or
temperature sensor is failed.
HSPS CT/NOV. 2006
Page 5.21
AIR SYSTEM SENSORS

HSPS CT/NOV. 2006
Page 5.22
AIR SYSTEM SENSORS - LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS

General
Description
Function
The two sensors are made of a bridge of 4 resistors.
The load compressor discharge pressure sensors sense load

compressor air pressure (high pressure) and (low pressure).
The resistors are printed on a flexible support and one of them varies
if the support is deformed by the pressure.
The ECB receives signals from the sensors and adjusts the bleed
control valve (BCV) to prevent load compressor surge.
The bridges are supplied by a constant source voltage of 5 VDC

coming from the ECB.
Location
The changes of the variable resistor causes the output voltage to

vary (from 0 to 50 millivolt).
The pressure sensors (P/P) are assembled as one unit. The

sensors are located on the right front side of the air inlet plenum.
Main Features
- The measured pressure is lower than 3.45 kPad (0.5 PSID) or

higher than 172 kPa (25 PSI) or than 690 kPa (100 PSI)
The pressure sensors are variable resistor devices.

Excitation voltage: + 5 and - 5 VDC
The load compressor bleed air pressure is displayed on the lower

ECAM when the APU system page is selected.
Output signal: 0 to 50 mV
Range 0 to 172 kPad (0 to 25 PSID) (P)
0 to 689 kPaa (0 to 100 PSIA) (P)
Minimum bridge impedance: 2000 .
HSPS CT/NOV. 2006
Page 5.23
LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS

HSPS CT/NOV. 2006
AIR SYSTEM SENSORS

Page 5.24
ACCESSORY COOLING - GENERAL

Function
Cooling Fan
The accessory cooling system supplies air for the oil cooler and for
the APU compartment ventilation.
Location
The fan provides cooling air to the oil cooler and to the compartment
cooling duct. The fan assembly incorporates a permanent magnet
generator that is used for APU backup overspeed and to prevent
momentary power interruption of the ECB.
The system components are located on the APU.
Fan Outlet Duct
Main Features
This duct connects the outlet of the cooling fan to the inlet of the oil
cooler.
Cooling by circulation of air taken from the air inlet plenum and
accelerated by the cooling fan.
Oil Cooler Exhaust Duct

This duct connects the oil cooler outlet to the APU compartment door
vent.
Main Components
The main components of the system are the fan inlet duct assembly,
the cooling fan, the fan outlet duct assembly, the oil cooler and the
oil cooler exhaust duct.
Compartment Cooling
Fan Inlet Duct
The APU compartment is ventilated by air ducted from the cooling

fan outlet duct. The air is discharged into the compartment through
the compartment cooling duct.
This duct connects the engine air inlet plenum to the inlet of the
cooling fan.
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Page 5.26
ACCESSORY COOLING - COOLING FAN

General
Main Components
Function
- The cooling fan assembly includes:
The cooling fan (driven by the gearbox) provides air circulation for
the oil cooler and ventilation of the APU compartment.
An axial flow fan

The fan drive gear
The cooling fan incorporates a permanent magnet generator that

provides momentary direct current power, and a backup overspeed
signal to the electronic control box.
2 roller bearings
- Fan inlet and outlet ducts
Location
- A permanent magnet generator and control box.
The cooling fan is located at the top of the gearbox front face and is
secured by a V-band clamp.
Main Features
- Cooling fan rotation speed: 51965 RPM
- Permanent Magnet Generator output: 40 VDC (100% of N)
- Speed signal for back-up of the overspeed protection system:
107%.
HSPS CT/NOV. 2006
Page 5.27
COOLING FAN - GENERAL

ACCESSORY COOLING
HSPS CT/NOV. 2006
Page 5.28

Description
Operation
The cooling fan is mounted on the gearbox and aligned by a locating

pin. The fan mounting flange is secured to the gearbox by a v-band
clamp.
Cooling Fan
The fan is driven by a shaft assembly that is supported by two ball

bearings, the bearings are lubricated by the APU oil system. The
shaft assembly uses a carbon seal and two labyrinth seals
pressurized by the power section impeller air. The oil used for
lubrication of the cooling fan is returned to the oil sump by gravity.
A permanent magnet generator (PMG) and a printed circuit board
are located in the fan housing. The printed circuit board contains the
rectifier components for the PMG electrical power output to the ECB.
The cooling fan accelerates the air flow through the oil cooler.
Cooling air is also used for APU compartment cooling.
PMG
The permanent magnet generator (PMG) is driven by the cooling fan
shaft. The PMG provides momentary (240 msec) of rectified
electrical power to the ECB when the aircraft electrical power is
interrupted during power transfer.
One unrectified PMG output provides a frequency signal to the ECB
that is used for the back up overspeed signal.
The cooling fan can be used to turn the APU rotor assembly during
borescoping. This is accomplished by removing the fan inlet duct and
manually rotate the fan impeller.
HSPS CT/NOV. 2006
Page 5.29
AMBIENT AIR
OIL SUPPLY
OIL DRAIN
PRESSURIZED AIR
COOLING FAN - DESCRIPTION AND OPERATION

ACCESSORY COOLING
HSPS CT/NOV. 2006
Page 5.30
AIRCRAFT PNEUMATIC SYSTEM

The aircraft pneumatic system supplies compressed air to the
following:
- Aircraft air conditioning system
- Water tank pressurization
- Aft cargo heating
- Wing anti-icing system
- Main engine starting system
- Hydraulic reservoir pressurization.
The compressed air, used by the aircraft pneumatic system, can be
supplied by:
- The APU
- Number 1 engine
- Number 2 engine
- Ground air source.
HSPS CT/NOV. 2006
Page 5.31
HOT
AIR
PACK 2
ENG 2
BLEED
PACK 1
X BLEED
ENG. 1
BLEED
GROUND
AIR
SUPPLY
APU
BLEED
VALVE
(BCV)
FAULT LIGHT
OFF LIGHT
APU COMPRESSED AIR

ENGINE FAN COOLING AIR

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Page 5.33
APS 3200
SECTION 6
CONTROL SYSTEM
HSPS CT/NOV.. 2006
Page 6.0
HAMILTON STANDARD PROPRIETARY
APU CONTROL SYSTEM - GENERAL

Functions
Main Components
The functions of the APU Control System are:
The main components of the APU control system are:
- To keep the power unit rotation speed constant to maintain AC

generator frequency
- The APU components (sensors, pressure switches, servo-valve,

actuators ...)
- To protect the power unit from overtemperature
- The electronic control box
- To avoid load compressor surge
- The aircraft control panels.
- To ensure a proper start of the power unit

- To provide a proper start sequence.
- To monitor APU component operation.
- To supply fault information for trouble shooting, engine trend
monitoring and historical data retention.
Main Features
- FADEC (Full Authority Digital Electronic Controller)
- Single computer
- Electrical supply from the aircraft DC system and momentary
power backup from the cooling fan PMG.
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Page 6.1

HSPS CT/NOV.. 2006
Page 6.2
APU CONTROL SYSTEM - DESCRIPTION (1)

General
ECB Outputs
This description considers:
They are the accessories (electro-valves, relays...) and indicating

devices.

ECB Electrical Supply
- The ECB inputs
- 28 VDC supply: from the aircraft electrical system
- The ECB outputs
- The ECB supply
- Momentary supply: from the permanent magnet generator (part of

the cooling fan assembly).
- The electrical harness.
Electrical Harness
ECB
The APU harness connects the APU to the aircraft electrical system.
The ECB is located in the aft cargo compartment.

The unit is made of six printed wiring assemblies using digital
technology components.
ECB Inputs
They are the sensors (rotation speed, temperature, pressure...) and
discrete signals (microswitches and switches).
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HSPS CT/NOV.. 2006
Page 6.4

Control System Components
- Inlet guide vane servo valve
Components of the control system:
- Bleed control valve servo valve
- Fuel servo valve
- Oil filter switch indicators
- Low fuel pressure switch
- Oil level sensor
- Permanent magnet generator
- De-oiling valve
- Engine identification module
- Speed sensors
- Exciter
- EGT sensors
- Starter voltage sensing
- Inlet air pressure sensor
- Centralized Fault Display System (CFDS)
- Inlet air temperature sensor
- Aircraft discrete inputs and outputs.
- Load compressor discharge pressure sensor

- Linear voltage differential transducers (LVDTs)
HSPS CT/NOV.. 2006
Page 6.5

CONTROL SYSTEM COMPONENTS
HSPS CT/NOV.. 2006
Page 6.6
APU CONTROL SYSTEM - OPERATION (1)

Rotation Speed Control
Exhaust Gas Temperature (EGT) Control
General
General
This function meters the fuel flow to maintain a constant rotor speed.
This function protects the power unit against over-temperature.
Components Involved
Components Involved
- Speed sensors
- EGT thermocouples, the speed sensors and the inlet pressure and
temperature signals
- Electronic Control Box (ECB)

- ECB
- Fuel servo-valve.
- IGV actuator.
The ECB compares rotor speed with a nominal speed datum to
control the fuel servo-valve. The servo-valve then provides the
required fuel flow to maintain 100% rotor speed under all APU load
conditions.
The ECB compares the actual EGT with an EGT datum.

The EGT datum is a function of the operating mode (ECS or MES)
and of the ambient air conditions (P1 and T1).
The ECB controls the IGV servo-valve as a function of EGT.
The IGV's are modulated toward close as EGT exceeds the datum.
HSPS CT/NOV.. 2006
Page 6.7
FUEL SUPPLY
UN METERED FUEL
METERED FUEL
FUEL RETURN

ROTATION SPEED CONTROL AND EGT CONTROL
HSPS CT/NOV.. 2006
Page 6.8

Load Compressor Surge Control
Load Compressor Reverse Flow Protection
General
General
This function protects the load compressor from surge.
This function shuts down the APU in case of load compressor surge
(eg. back pressure from the aircraft pneumatic system).
Components Involved
Components Involved
- Load compressor output pressure sensors
- ECB
- Bleed control valve.
- Fuel system and bleed control valve.
The ECB compares the load compressor delivery pressure ratio
(P/P) with a datum pressure ratio. In case of a low airflow condition,
the bleed control valve is modulated to discharge air into the APU
exhaust.
The ECB compares the load compressor delivery pressure ratio with
two datums:
When the first datum is reached, the bleed control valve (BCV) will
move to the discharge position.
When the second datum is reached, the APU will automatically
shutdown.
HSPS CT/NOV.. 2006
Page 6.9
METERED FUEL
FUEL RETURN

LOAD COMPRESSOR SURGE CONTROL AND REVERSE FLOW PROTECTION
HSPS CT/NOV.. 2006
Page 6.10

APU Start Fuel Flow Control
General
This function meters the fuel flow during APU starting.
The fuel flow program has two phases:
Components Involved
- The first phase: EGT rise
- Speed sensors, the EGT thermocouples, the air inlet pressure and
temperature probes
- The second phase: From EGT rise to 95% speed + 2 seconds.

- Fuel servo-valve.
During the first phase, the fuel supply is used to fill the manifold. Fuel
flow is metered as a function of rotor speed only.
During the second phase, fuel flow is scheduled as a function of two
programs (automatically selected):
The first program controls the fuel flow rate after comparing the
actual acceleration with the acceleration rate datum.
The second program controls the fuel flow rate after comparing the
actual EGT with the EGT datum.
HSPS CT/NOV.. 2006
Page 6.11
CONTROL
SYSTEM
(ECB)
FUEL SUPPLY
METERED FUEL
FUEL DRAIN
APU START FUEL FLOW CONTROL

HSPS CT/NOV.. 2006
Page 6.12

APU Fault System
General
The APU is either shut down automatically or a warning is given in
case of a fault.
Components
- The sensors
- The ECB
- The electrical accessories.
Operation
In the event of a fault shutdown of the APU, the supplied electrical
and pneumatic loads are removed.
Warning lights, messages and indicators are displayed in the flight
deck.
Fault messages are available through the Centralized Fault Display
System.
HSPS CT/NOV.. 2006
Page 6.13
APU SAFETY SYSTEM

HSPS CT/NOV.. 2006
Page 6.14

Monitoring
Function
The system provides information about the APU actual status,
operation and maintenance.
The system displays:
- APU parameters
- Events and hours count
- Condition and faults.
Components Involved
- APU control system components
- The ECB
- The flight deck indicating system (CFDS, ECAM, MCDU).
HSPS CT/NOV.. 2006
Page 6.15
HSPS CT/NOV.. 2006
MONITORING
Page 6.16
ELECTRONIC CONTROL BOX - GENERAL

Function
Weight and Dimensions
The Electronic Control Box (ECB) controls and monitors the Auxiliary
Power Unit systems.
Location
Weight: 7.3 kg (16.1 lbs)

Dimensions:
- Width: 159 mm (6.2 inches)
Height: 195.4 mm (7.6 inches)
Depth: 375.4 mm (14.6 inches).
Main Components
The ECB is installed in the aft cargo compartment.

Main Features
Full Authority Digital Electronic Controller (FADEC)
- On Board Replaceable Memory Module (OBRM) for design
flexibility and reduced component count
- Modular design for reliability, maintainability and testability
- No calibration required
- Digital communication links (ARINC 429 and RS 232-C)

- The ECB enclosure which houses Printed Wiring Assemblies
(PWA)
- The ECB front face which includes:
A RS 232-C connector
A front cover door housing the On Board Replaceable
Memory Module (OBRM)
A handle
- The ECB rear face which includes an ARINC 600 connector.
Identification
The electronic control box has an identification plate and a
modification plate, both located on the front face of the ECB.
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Page 6.18
ELECTRONIC CONTROL BOX - DESCRIPTION (1)
The bleed control valve (BCV) command is transmitted to the

ECB by means of an aircraft discrete signal. Upon receipt of this
command, the ECB controls the opening of the BCV to supply
the aircraft pneumatic system.
ECB Inputs
General
This chapter considers the discrete and analog input signals to the
ECB.
Sensors and Discrete Inputs from Aircraft to ECB
Air/ground Configuration Switch (open/ground)
The corresponding signals form part of the ECB Inputs-Outputs

definitions and PIN assignments.
This signal to the ECB is to indicate whether or not the aircraft is inflight operation. Special considerations (i.e. safety systems) apply for
in-flight operation.
APU Stop (ground)
MES Mode (28 V)
The stop signal is transmitted to the ECB by the APU master switch
in the flight deck. Actuating the switch causes a contact closure to
ground.
This signal indicates to the ECB whether or not the aircraft is in Main
Engine Start mode (MES) of operation. The circuit is normally open.
In the MES mode, the aircraft causes the circuit to close and to
supply a 28 V signal to the ECB.
Bleed Control Valve Activation (ground)

Start Contactor Monitor (28 VDC/open/ground)
Emergency Stop (ground for approx. 150 ms)
The emergency stop signal is transmitted to the ECB by means of a
discrete signal created by a contact closure to ground.
This discrete 28 VDC signal tells the ECB whether or not the back-up
start contactor is closed or whether or not it is open.
The start contactor monitor is used exclusively for fault isolation
purposes.
HSPS CT/NOV.. 2006
Page 6.19

SENSORS AND DISCRETE INPUTS FROM AIRCRAFT TO ECB
HSPS CT/NOV.. 2006
Page 6.20

Sensors and Discrete Inputs from Aircraft to ECB (continued)
Low Fuel Pressure Switch (open/ground)
Air Intake Flap Open Position (28 VDC)
The switch closes to ground when the fuel pressure falls below a
given pressure.
When the air intake flap is in the fully open position, a switch is
activated to supply a 28 VDC signal to the ECB.
Air Intake Flap Closed Position (ground)

When the air intake flap is in the fully closed position, a switch is
activated to the closed position and provides a ground signal to the
ECB. The aircraft relay operation is maintained until the flap closed
signal is received.
This signal is used to initiate the start sequence.

JAR Configuration
The ECB is programmed in the JAR mode. This means that all
shutdown faults sensed by the ECB will cause the APU to shutdown
on the ground or in flight.
Air Intake Flap Movement (28 VDC)
Start Command (28 VDC for approx. 150 ms)
During normal APU operation, a 28 VDC signal is transmitted to the

ECB when voltage is being applied to open or close the air intake
flap.
This command is activated by momentarily placing the start button in

the flight deck to "on". This action provides a 28 V signal to the ECB.
Generator Oil Temperature Sensor (100 )

This sensor is mounted in the AC generator. The wiring uses the
generator connector, P4. The sensor is a resistance temperature
device (RTD). It's variable resistance is a function of temperature
and is supplied with a constant current of 1 mA.
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Page 6.21

HSPS CT/NOV.. 2006
Page 6.22

This sensor is a variable resistance device supplied by a constant
source voltage of 5 VDC.
Sensors and Discrete Inputs from APU to ECB

Low Oil Pressure Switch (ground)
The low oil pressure switch is a normally closed contact. The switch
opens and remains open when oil pressure is present.
The output ranges from 0 to 50 mV for a 0 to 15 PSIA range of air

pressure.
Load Compressor Discharge Air Pressure Sensors (P) and (P)
Oil Filter Switch Indicators

This is a differential pressure switch that is normally open. The
contact closes and provides a ground signal in case of filter
restriction.
EGT Sensors
There are two sensors: one to measure the pressure at the load
compressor scroll (P), the other one to measure the differential air
pressure between the diffuser and the scroll (AP). The ratio signal
AP/P is used to prevent load compressor surge.
The two sensors are of variable resistance type supplied by a
constant voltage of 5 VDC.
The EGT is measured by two independent thermocouples. They are

K type (Chromel-Alumel).
The outputs range from 0 to 50 mV for a 0 to 100 PSIA (absolute) or

0 to 25 PSID (differential) ranges of air pressure.
The output is of approx. 1 mV per 24C (43F).

Rotation Speed Sensors
High Oil Temperature Sensor (100 )
There are two independent speed sensors mounted in the gearbox.
The sensor is a Resistance Temperature Device (RTD). The
resistance varies according to the oil temperature and is supplied
with a constant current of 1 mA.
They provide a wave signal as a function of the teeth on the phonetic

wheel (24) and the rotation speed (i.e. 19720 Hz at 100% speed).
Inlet Air Pressure Sensor
HSPS CT/NOV.. 2006
Page 6.23
SENSORS AND DISCRETE INPUTS - FROM APU TO ECB

HSPS CT/NOV.. 2006

Page 6.24

Sensors and Discrete Inputs from APU to ECB (continued)
IGV and Bleed Control Valve LVDTs

(Linear Voltage Differential Transducer)
Inlet Air Temperature Sensor (1000 RTD)

The sensor is a variable resistance temperature device supplied by a
constant source current of 1 mA. Temperature range -55 to 150C
(-67 to 302F).
LVDTs are used to detect the actual displacement of the IGV and
BCV actuators. Their signal is fed back to the ECB for the purpose of
servo control.
Their primary coil is supplied with a constant voltage of 10 VAC.
Their secondary coil provides a variable output voltage.
Engine ID Module
The engine identification (ID) module is resistors that provide the
ECB with 3 voltage lines V 1, V2, V3 matched to the engine ID
number. The engine serial number is the sum of the ID number and
the number 1000.
Upon loss of electrical signal, the IGV will close or the BCV opens to
discharge.
The engine ID number is stored in the ECB NOVRAM memory as

part of the power up initialization. The ID module is considered failed
when all inputs are shorted, one or all inputs are open, a number
greater than 2048 is used, or 3 consecutive readings at power up
initialization are not identical.
The gearbox mounted oil level sensor is a Resistance Temperature

Device (RTD) type. The variable resistance value is provided with a
constant current of 75 mA. The oil level is checked at power up over
a period of 8 seconds and is determined OK or LOW.
Oil Level Sensor (100 A)
HSPS CT/NOV.. 2006
Page 6.25
SENSORS AND DISCRETE INPUTS FROM APU TO ECB

HSPS CT/NOV.. 2006

Page 6.26

Starter Motor Voltage
Permanent Magnet Generator (PMG)
The starter motor is monitored by the ECB for low voltage during
APU start. The low voltage sensing connector is located on the front
face of the starter motor housing.
A Permanent Magnet Generator (PMG) is installed in the cooling fan.

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

APU to shutdown during acceleration.
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Page 6.27

HSPS CT/NOV.. 2006
Page 6.28

ECB Outputs
Bleed Control Valve Open (28 VDC, 0.1 A)
General
This chapter considers the discrete and digital outputs of the ECB.
The ECB transmits a discrete signal to the aircraft indicating system

when the bleed control valve is in the position that allows maximum
flow to the aircraft pneumatic system.
Discrete and Digital Outputs (to the aircraft)
APU Available (28 VDC, 0.4 A)
Backup Start Contactor (28 VDC, 1 A nominal)
The ECB provides a discrete signal to the AVAIL light in the start
switch when the APU has completed the start sequence and is ready
to load.
This contactor is energized by means of a discrete signal. The signal

is supplied through a Field Effect Transistor (FET) in the ECB.
Start in Progress (28 VDC, 0.1 A)

Main Start Contactor (28 VDC, 1 A nominal)
is supplied through a FET device in the ECB.
The ECB transmits a discrete signal to the ON light in the start switch
to indicate a start is in progress.
The light is "ON" from the beginning of the start until the "APU
available" light turns on.
Aircraft Relay (ground, 0.4 A)

The aircraft relay is activated by a closed contact to ground through
the ECB. The aircraft relay is activated when the ECB is energized
and no stop command is present.
Fault (28 VDC, 0.2 A)

The ECB transmits a fault discrete signal to the aircraft for all
shutdowns.
HSPS CT/NOV.. 2006
Page 6.29
DISCRETE AND DIGITAL OUTPUTS (TO THE AIRCRAFT)

HSPS CT/NOV.. 2006

Page 6.30

Discrete and Digital Outputs (to the aircraft) (continued)
Flap Open Command (28 VDC, 3.5 A)
The ECB provides a power output for opening the air intake flap. The
flap open command is emitted through a FET device in the ECB.
ARINC 429 input from ECS: It is used by the ECB to

receive specific data from the Environmental Control
System (i.e. ECS demand signal, ECS valve status word,
etc...)
The ECS demand signal is used in the control of the IGV's.
The ECS valve status word informs the ECB of the number
of air conditioning packs currently supplying air
This output is protected against overload and short circuits.

Flap Closed Command (28 VDC, 3.5 A)
The ECB provides a power output for closing the air intake flap. The
flap closed command is emitted through a FET device in the ECB.
ARINC 429 CFDS output: The ARINC 429 output

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

Data communication is achieved by means of four serial
communication links:
As a maintenance tool
To access the test modes of the ECB
- ARINC 429 CFDS output: Three ARINC 429 serial links (they
operate at low speed - 12.5 K bits/sec)
To change the ECB software characteristics during

development.
ARINC 429 input from CFDS: It is used by the ECB to

receive specific data from the Central Fault Display
System with appropriate ARINC labels
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Page 6.31

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Page 6.32

Discrete and Analog Outputs (to the APU)
IGV and Bleed Control Valve LVDTs (3000 Hz, 10 VAC)
Oil System De-oiling valve (28 VDC, 1 A)
These two separate outputs supply a reference source signal to each

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

shutdown.
IGV, Bleed Control Valve, Fuel Servo (0 - 100 mA)

These three separate outputs supply a variable low intensity signal to
the corresponding servo-valve.
Exciter (28 VDC, 2 A)

This output is activated to supply the exciter during starting.
3 Way Solenoid Valve (28 VDC, 1 A)
This output is activated to operate the valve for start and shutdown.
Oil Level RTD, Oil Filter and LOP switches (Rtn, 1 A)
This output is common to all three items.
Pressure Transducers Excitation (5 VDC, 30 mA)
This output is activated to operate the air pressure transducers with
a stabilized voltage.
HSPS CT/NOV.. 2006
Page 6.33
DISCRETE AND DIGITAL OUTPUTS (TO THE APU)

HSPS CT/NOV.. 2006
Page 6.34

- An On Board Replaceable Memory Module (OBRM) accessible
through a removable front cover door.
Hardware Description
The Electronic Control Box consists of an enclosure which includes
the following components:
The board is equipped with an UVPROM type memory to be used

as the programme memory space for the ECB.
- Six Printed Wiring Assemblies (PWA):

- Two electrical connectors:
A speed and temperature PWA
A RS 232 connector located on the ECB front face
A discrete input-output PWA
An ARINC 600 connector located on the ECB rear face.
A microprocessor PWA
An analog input PWA
An analog output PWA
A power supply PWA
- One printed wiring assembly for Electromagnetic Interference
(EMI) and lightning protection
- PWA guides
- A backplate to interconnect the various PWA
- One High Power Switch FET Module (FET: Field Effect
Transistor)
- One Input Power Filter Module
HSPS CT/NOV.. 2006
Page 6.35
HARDWARE DESCRIPTION
HSPS CT/NOV.. 2006

Page 6.36
ELECTRONIC CONTROL BOX - OPERATION (1)

General
Power Up State
The operating phases are:
General
When the APU master switch is selected to ON, the ECB enters the
POWER UP state.
The POWER UP state lasts approximately 3 sec.
Operation
The ECB checks that outputs are not energized except those that
are required.
The ECB enters self test.
The ECB is able to recognize and record the occurrence of start or
emergency stop signals.
Upon receipt and validation of the start signal, the "start in progress"
output is energized.
The requirement to activate the "start in progress" output also
applies to the WATCH state.
In case of an emergency stop signal being received, the ECB closes
the air intake and deactivates the aircraft relay output once the air
intake is closed.
- Power up
- Watch state
- Start preparation state
- Starting state
- Run state
- Cool down state
- Shutdown state
HSPS CT/NOV.. 2006
Page 6.37
HSPS CT/NOV.. 2006

Page 6.38

Watch State
Start Preparation State
General
General
After completion of the POWER UP state the ECB automatically

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

emergency signals.
During this state the flap actuator position, the oil level and the
rotation speed is checked. If the speed is greater than 7%, the start
command will be inhibited until the speed is less than or equal to 7%.
Upon receipt of an emergency stop signal the ECB closes the air
intake and deactivates the aircraft relay output once the air intake is
closed.
The ECB enters the START PREPARATION state automatically

without requiring a new start command.
The ECB self tests as required.
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HSPS CT/NOV.. 2006
Page 6.40

- EGT rise
Starting State - Sequences
Acceleration control to steady state speed control.
General
The STARTING STATE is controlled by the ECB.
- At 55% speed
A stop signal at any time during the STARTING STATE will

shutdown the APU.
Operation
The electrical sequences selected by the ECB are:
- Backup start contractor supply
- Gearbox de-oiling valve
- Exciter
Exciter de-energized
Gearbox de-oiling valve and main start contactor deenergized.
- At 55% speed + 5 sec
Backup start contactor de-energized.
- At 95% speed + 2 sec.
Surge control activated
APU available signal activated
- Main start contactor

- Pulse fuel servo valve
Start in progress output de-activated

Steady state speed control loop activated
Enter RUN STATE.
- Manifold fill algorithm

- Open loop fuel schedule activation.
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Page 6.41
HSPS CT/NOV.. 2006

Page 6.42

Starting State- Fuel Control
Acceleration Control - General
General
This control occurs from EGT rise until steady state speed control is
reached.
There are three consecutive programs used to supply and meter the
fuel during starting:
Fuel flow during acceleration is controlled by speed and EGT signals

to the ECB.
- Manifold Fill Algorithm

- Open Loop fuel schedule
- Acceleration control
Manifold Fill Algorithm - General
During engine start up the ECB controls the fuel servo valve to
implement the manifold fill algorithm.
The control is an open loop schedule based on the rotation speed,
this ends when a given quantity of fuel is delivered to the manifold.
Open Loop Fuel Schedule - General
This fuel schedule replaces the manifold fill algorithm when the flow
delivered has reached 0.01 kg/m (0.032 lb/m).
The schedule determines a fuel flow rate depending on rotation
speed, ambient pressure and temperature. It is considered the
"basic" fuel flow needed to obtain combustion in the combustor
chamber.
HSPS CT/NOV.. 2006
Page 6.43
STARTING STATE - FUEL CONTROL

HSPS CT/NOV.. 2006

Page 6.44

Run State- Fuel and Load Compressor Control
Load Compressor Surge Control- General
General
This function prevents load compressor surge. This is accomplished

when the bleed switch is ON.
Upon completion of starting, three main functions are activated:

EGT Control - General
- Speed control
To prevent EGT over temperature during load compressor operation,
the ECB will automatically move the IGV's to decrease airflow and
reduce the work load on the power section.
- Load compressor surge control

- EGT control.
The AC generator output has priority overload compressor operation.

Speed Control- General
The purpose of speed control is to maintain the APU at 100% speed
under all load conditions. This is accomplished by the fuel control
unit increasing or decreasing fuel flow automatically when APU load
changes occur.
HSPS CT/NOV.. 2006
Page 6.45
GEARBOX
GEARS
AMBIENT AIR
COMPRESSED AIR
METERED FUEL
COMBUSTION
EXHAUST
RUN STATE - FUEL AND LOAD COMPRESSOR CONTROL - GENERAL
HSPS CT/NOV.. 2006

Page 6.46

Cool Down State
General
This function allows the APU to operate in a no-load condition before
entering the shutdown state.
When the APU master switch is selected to OFF, all loads are
removed (IGV's closed, Bleed Control valve to discharge).
If the APU was providing bleed air at this time, the APU will continue
to run in a cool down mode for a maximum time of 2 minutes.
The cool down mode time limit can vary from 0 to 2 minutes. The
time limit depends on when the APU bleed switch is turned off prior
to selecting the APU master switch to OFF.
At the end of the cool down mode (if any) the operation enters the
SHUTDOWN STATE.
HSPS CT/NOV.. 2006
Page 6.47
COOL DOWN STATE

HSPS CT/NOV.. 2006

Page 6.48

Note:
General
The APU can be re-started during the shutdown state. This

is accomplished by cycling the master switch OFF to ON and
then selecting the APU start switch to ON.
The APU enters the shutdown state after a normal shutdown or a

fault shutdown occurs.
The ECB does not close the flap and the APU automatically
re-starts when 7% speed is reached.
Shutdown State
HSPS CT/NOV.. 2006
Page 6.49
SHUT DOWN STATE

HSPS CT/NOV.. 2006
ELECTRONIC CONTROL BOX OPERATION (7)

Page 6.50

Condition Monitoring Data
General
For long term trend monitoring, the APU control system records the
engine operating parameters.
In addition, the ECB records:

- APU operating hours (in one minute increments from speed > 55%
until the 3-way solenoid valve is de-energized.
Operation
APU conditioning monitoring parameters are taken during operation
of the APU. The ECU does not store this information but it may be
retrieved from the Aircraft Integrated Data System (AIDS) if this
system is installed.
- Number of starts (1 start = EGT rise detected + speed > 30%)
The following parameters are:
The condition monitoring data is associated with the engine

identification (ID) number, ECB serial number.
- ECB operating hours (in one minute increments, from ECB power
ON to ECB power OFF).
- Exhaust Gas Temperature C

Note 1:
The condition monitoring parameters are not taken when

either the inlet pressure or temperature sensors are faulty.
Note 2:
If the engine ID module has been determined failed, the

APU system operating history data will be associated with
the last valid engine I D number.
When a new engine ID number occurs, it is used without
erasing the previously recorded historical data.
The oldest data is overwritten by the new data as it is
recorded.
The ECB records the condition monitoring data associated
with the last APU cycle and the data is available via the
ARINC 429 link.
- Engine speed %
- Engine inlet pressure PSIA
- Engine inlet temperature C
- Fuel flow LB/HR
HSPS CT/NOV.. 2006
Page 6.51
BUILT-IN TEST - OPERATION - POWER UP TEST

HSPS CT/NOV.. 2006
Page 6.52

HPS CT/NOV. 2006
Page 6. 53
APS 3200
SECTION 7
INDICATING SYSTEM
HSPS CT/ NOV.. 2006
Page 7.0
INDICATING SYSTEM
Note:
Main Components
This chapter covers the APU indicating components and

provides general information on the aircraft system.
- APU components (speed sensors, thermocouples and engine ID

module)
ECAM:
Electronic Centralized Aircraft Monitoring.
MCDU:
Multi-function Control and Display Unit.
- The aircraft control panel which includes:

APU master switch and APU start switch
ECAM, MCDU
FUEL, AIR CONDITIONING, ELECTRIC and FIRE control
panels
MASTER WARNING and MASTER CAUTION LIGHTS
- The EXTERNAL CONTROL PANEL.
HSPS CT/ NOV.. 2006
Page 7.1
INDICATING SYSTEM
HSPS CT/NOV.. 2006
Page 7.2
ROTATION SPEED INDICATION SYSTEM - GENERAL

Function
Main Components
The rotation speed signal is used by the ECB for:
- One "phonic" wheel with 24 teeth
- Indication
- Two electromagnetic sensors (single coil)
- Fuel metering
- Harness
- ECB Sequencing
- ECB.
- ECB Control functions.
Location of the Main Components
Main Features
The phonic wheel is secured to the rotor front bearing journal.
Two sensors.
The two speed sensors are located in the gearbox housing at 5

o'clock and 7 o'clock. Each one is secured by a single bolt.
Interfaces
The ECB provides the speed information to the CFDS/ECAM display
system.
HSPS CT/NOV.. 2006
Page 7.3
UN METERED FUEL
METERED FUEL
OIL LEVEL
HSPS CT/NOV.. 2006
Page 7.4
ROTATION SPEED INDICATION SYSTEM DESCRIPTION AND OPERATION

Description
Operation
- Phonic wheel has 24 teeth
The phonic wheel rotates with the rotor assembly, as the teeth pass
by each speed sensor they generate a voltage. The voltage is
proportional to the speed of the phonic wheel. The signal is sent to
the ECB for speed indication and system control.
- Two single coil speed sensors (the coil surrounds a magnetic core)
Phonic wheel-speed sensor gap: 0.5 mm (0.018 inch); gap
not adjustable
- The two sensors are connected to the ECB
Frequency signal at 100 %: 19720 Hz (49300 RPM)
The ECB will calculate the average signal of the two speed sensors.
In the event a signal difference of 5% or more occurs, the ECB will
select the sensor indicating the highest value.
APU speed indication is displayed on the lower ECAM when the
APU system page is selected.
Frequency signal range: 0 to 24 KHz; 0 to 50 volts.
HSPS CT/NOV.. 2006
Page 7.5
HSPS CT/NOV.. 2006
ROTATION SPEED INDICATION SYSTEM - DESCRIPTION - OPERATION

Page 7.6
EGT INDICATION SYSTEM - GENERAL

Function
Main Components
The EGT signal is used for:
- Two thermocouples
- Indication
- Harness
- Load compressor control
- ECB.
- Sequences
- Control functions.
The two thermocouples are located in the power section exhaust

housing.
Main Features
The system uses K type chromel-alumel thermocouples and has a
cold junction compensation built into the ECB.
Interfaces
The ECB provides the EGT information to the ECAM display system.
HSPS CT/NOV.. 2006
Page 7.7
HSPS CT/NOV.. 2006

Page 7.8
EGT INDICATION SYSTEM - DESCRIPTION

AND OPERATION
Each thermocouple is secured into the exhaust housing by a bolt.
They are connected separately to the ECB.
Operation
The thermocouple generates a millivolt signal to the ECB that is used
for engine control and indication (EGT)
The voltage value is of approximately 1 millivolt per 24C (43F).
The ECB compensates automatically the cold junction effect and
calculates the average EGT value.
An EGT system failure is declared if:
- EGT is lower than 120C (250F)
- EGT is higher than 1200C (2200F).
The ECU will calculate the average signal of the two thermocouples.
In the event a signal difference of 121C (250F) or more occurs, the
ECB will select the thermocouple indicating the highest value.
APU exhaust gas temperature indication is displayed on the lower
HSPS CT/NOV.. 2006
Page 7.9
HSPS CT/NOV.. 2006
EGT INDICATION SYSTEM - DESCRIPTION - OPERATION

Page 7.10
ENGINE IDENTIFICATION MODULE

Function
To provide the engine serial number to the ECB.
The ID module uses resistors located on a printed circuit board.
Location
The board is housed in an electrical plug and is connected to the

ECB by means of 4 electrical wires.
The module is installed on the ignition exciter support bracket (APU

left side).
Main Features
There are 3 voltage lines V1, V2, V3 and a return line.

The engine ID number is read, validated and stored during the power
up phase of the ECB.
The ID module consists of a printed circuit board.

In case of ID module failure, the APU history data will be associated
with the last valid ID number.
When a new engine ID number occurs, it is used without erasing the
previously recorded historical data.
HSPS CT/NOV.. 2006
Page 7.11
HSPS CT/NOV.. 2006

Page 7.12
MONITORING SYSTEM - GENERAL

General
Warning, caution and indicating lights
This system gives information about the APU actual status, for
MASTER WARNING, MASTER CAUTION and annunciator lights

provide visual warning indications.
Description
A FAULT light is incorporated in the APU master switch button, APU

GEN button and APU BLEED button.
Indication of operating parameters

There are also the following lights:
The APU operating parameters are displayed on the lower Electronic
Centralized Aircraft Monitoring (ECAM) when the APU system page
is selected.
- APU "ON" light in the APU master switch

- APU "START / ON" and APU "AVAILABLE" light in the APU start
button
Maintenance and fault isolation

The ECB provides maintenance and fault information to the aircraft
Centralized Fault Display System (CFDS). This information is
displayed on the Multi-function Control and Display Unit (MCDU) in
the flight deck.
- APU GEN "OFF" light in the APU GEN button

- APU BLEED "ON" light in the APU BLEED button
- APU fire lights on the external control panel and in the flight deck.
Warning messages
APU warning messages are displayed on the upper ECAM and the
APU system page appears on the lower ECAM.
HSPS CT/NOV.. 2006
Page 7.13

HSPS CT/NOV.. 2006
Page 7.14

HSPS CT/NOV.. 2006
Page 7.15
APS 3200
SECTION 8
STARTING SYSTEM
HSPS CT/NOV. 2006
Page 8.0
STARTING SYSTEM - GENERAL

Function
Starting System Components
The starting system allows the APU to be started on the ground and
in flight.
- Starter motor for cranking

- Ignition exciter and igniters for ignition
Starting requires:
- Fuel system
- The cranking of the rotor assembly
- Control components (Electronic Control Box, APU Master Switch,
External Control Panel, Fire Extinguishing Panel).
- The fuel supply

- The ignition of the air-fuel mixture
- The automatic control of starting sequences.
Starting Requirements
- Starting envelope. Normal start throughout the operating envelope:
minus 300 m to 11900 m (minus 1000 ft to 39000 ft)
- Starting time from zero speed to governed speed: less than 80
seconds
- Starting attempts: 3 consecutive starts and cooling for 1 hour.
HSPS CT/NOV. 2006
Page 8.1

HSPS CT/NOV. 2006
Page 8.2
STARTING SYSTEM - DESCRIPTION

The components involved are the starter-motor, the ignition exciter,
the igniters and components of the fuel system and control system.
Ignitor Cables
There are two igniter ignitor cables (one for each ignitor plug) that
delivers high voltage from the exciter to the ignitors.
Starter-Motor
The electric starter motor drives the APU rotor assembly through a
sprag clutch.
The starter motor is mounted on the gearbox and aligned by a
locating pin. A V-band clamp is used to secure the starter to the drive
pad.
A brush wear indicator pin and a starter low voltage sensing
connector are located on the front of the starter.
Ignitor Plugs
Two ignitor plugs are used to ignite the fuel in the combustor
chamber. The ignitors are threaded into the combustor housing.
Control System
- Start switch and master switches
- Electronic Control Box.
When brush wear reaches 75%, an indicator pin will appear in the
plastic viewing window. (See Page 8.8)
Starter low voltage is sensed by the ECB through the low voltage
sensing connector.
Ignition Exciter
The ignition exciter is located on the left side of the APU. The exciter
is a capacitor-discharge unit that uses 28V DC to provide an
intermittent high voltage output to the two ignitor plugs.
HSPS CT/NOV. 2006
Page 8.3
ECB
STARTING SYSTEM- DESCRIPTION

HSPS CT/NOV. 2006
Page 8.4
STARTING SYSTEM - OPERATION

Start Selection
APU starting is controlled by the electronic control box.
Starting is selected from the aircraft control panel:
The main phases are:
- Master switch "on"
- Initial phase (cranking, fuel supply and ignition)
- APU system page on lower ECAM annunciates ...
- Self-sustaining speed (de-energize the starter motor and ignition

exciter)
- Start button.
- 100% speed (speed governing and loading).
Starting Operation
Shutdown Sequence
- Cranking
APU shut-down can be activated automatically or manually:
Energize the starter motor.
- Manually from the APU master switch, from the fire control panel
or from the external control panel
- Fuel supply
Fuel servo valve and 3 way solenoid valve energized open.
- Ignition
Ignition exciter energized to provide ignition to the two ignitor
plugs.
- Automatically by the ECB fault shut-down system.

The ECB controls the fuel control unit 3 way solenoid valve. When
the APU is shut down manually or automatically the 3 way solenoid
valve is de-energized closed. The closed valve shuts off the fuel to
the fuel injectors.
Starting Cycle
HSPS CT/NOV. 2006
Page 8.5
HSPS CT/NOV. 2006

Page 8.6
STARTER MOTOR - GENERAL

Function
Main Components
The electric starter motor cranks the APU during the starting state.
- The starter motor assembly
Location
- The V-band clamp for attachment
The starter-motor is mounted by a V-band clamp on the gearbox

starter drive pad.
- Positive and negative terminals

- Visual brushwear indicator
Main Features
- Starter low voltage connector.
- Motor type:
Interfaces
- Weight: 4.22 kg (9.3 lbs)
- Voltage: 24 VDC (max. 28 VDC)
- Electrical power to the starter motor is provided by the aircraft

battery system through two start contactors (backup and main)
- Max current: 830 A.
- Starter low voltage sensing

- Starter motor clutch.
HSPS CT/NOV. 2006
Page 8.7
(See Page 8.3)

(See Page 8.3)

HSPS CT/NOV. 2006
Page 8.8
STARTER MOTOR CLUTCH

General
Operation
Function
Two operating phases are considered : starter motor engaged and

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

When the starter motor is operating, the sprag pawls make contact
with the starter motor shaft and the gear assembly.
Description
The clutch is a Line Replaceable Unit. It is necessary to remove the
starter motor and the bearing support assembly to extract the clutch.
The clutch assembly consists of two gears, a starter motor drive
shaft, 4 bearings and a sprag clutch.
Starter Motor Disengaged

At 55% speed the starter motor is de-energized by the ECB.
As the starter gear speed increases, centrifugal force moves the
sprag pawls away from the starter motor shaft.
The starter motor shaft is disconnected from the sprag pawls, this
prevents the APU from driving the starter motor mechanically.
HSPS CT/NOV. 2006
Page 8.9
OIL SUPPLY
STARTER MOTOR CLUTCH - OPERATION
HSPS CT/NOV. 2006
Page 8.10
IGNITION EXCITER - GENERAL
IGNITION EXCITER - DESCRIPTION
Function
The ignition exciter is a sealed metal box assembly with a mounting

bracket.
The ignition exciter transforms low DC voltage into intermittent high

voltage supply to the ignitor plugs.
Location
- An input circuit with a connector and a DC/AC converter
The ignition exciter is mounted on the left side of the APU.
- A high voltage transformer
Main Features
- A high voltage output circuit with a rectifier, two capacitors and a

triggering device.
- Voltage range: 10 VDC to 30 VDC

- Energy: 0.22 Joules per spark
The ignition exciter DC input voltage is sensed by the ECB for fault
detection.
- Spark duration: 15 microseconds

- Spark rate: 2 Hz at voltage above 10 VDC.
HSPS CT/NOV. 2006
Page 8.11
IGNITION EXCITER - GENERAL - DESCRIPTION

HSPS CT/NOV. 2006
Page 8.12
IGNITORS AND IGNITOR CABLES

Function
There are two ignitor plugs used to ignite the fuel in the combustor
chamber during start up of the APU. They are connected to the
ignition exciter by two shielded ignitor cables.
Location
The two ignitor plugs are located on the combustor housing:
- One at 5 'o'clock
- One at 9 'o'clock.
Note:
Location is looking at the combustor housing rear view.
HSPS CT/NOV. 2006
Page 8.13
IGNITOR
CABLES
IGNITORS
HSPS CT/NOV. 2006
Page 8.14

HSPS CT/NOV.2006
Page 8.15
APS 3200
SECTION 9
ELECTRICAL SYSTEM
HSPS CT/NOV.. 2006
Page 9.0
ELECTRICAL SYSTEM
Functions
To operate the electrical accessories by control signals from the
ECB.
To supply AC power from the APU generator to the aircraft electrical
system.
Main Features
- DC power
- AC power.
Main Components
- The electrical accessories
- The ECB
HSPS CT/NOV.. 2006
Page 9.1
ELECTRICAL SYSTEM
HSPS CT/NOV. 2006
Page 9.2
AIRCRAFT/APU HARNESS (1)

Description
ECB connectors
Aircraft harness
The ECB has 2 connectors:
- DC power to ECB and start contactors
- An ARINC 600-2 connector with 3 inserts (A, B, C)
- ARINC 429 data link
- A RS 232 C connector.
- AC generator control
The ARINC 600 connector is installed at the rear of the ECB and
plugs into a shelf mounted aircraft connector.
- AC generator excitation control

- RS 232 C connector.
The ARINC 600 connector carries all inputs/outputs of the ECB plus
the ARINC 429 data link.
There are three firewall connectors that connect the ECB to the
engine harness. They are identified as (J-1, J-2 and J-3).
The RS 232 connector can be accessed through the front and the
rear connectors for maintenance purposes.
HSPS CT/NOV. 2006
Page 9.3
ECB CONNECTORS - AIRCRAFT HARNESS

HSPS CT/NOV. 2006
Page 9.4

Description (continued)
APU engine harness
The engine harness is connected to three firewall connectors, they
are identified as (P-1, P-2 and P-3).
P1 connector:
- PMG
- Ignition exciter
- Starter Motor (low voltage sense signal)
- Bleed Control Valve LVDT
- Oil level sensor
- Generator high oil temperature sensor
- AC generator current transformers.
P2 connector:
- Load compressor discharge pressure sensors
- IGV actuator (servo valve and LVDT)
- BCV actuator (servo valve)
- Fuel servo valve
- Speeds sensor 1 and 2
- Oil temperature sensor
- EGT sensor 1 and 2
- Engine ID module
- Air inlet pressure and temperature sensor.
P3 connector:
- AC generator PMG
- AC generator excitation control.
HSPS CT/NOV. 2006
Page 9.5
APU HARNESS
HSPS CT/NOV. 2006
Page 9.6

Starter motor electrical power supply cables
AC generator harness
The starter motor DC power supply is provided by the aircraft

batteries or the Transformer Rectifier Unit (TRU).
The AC generator connector P-4 is part of the engine harness. The

connector provides the following signals:
The supply is controlled by two contactors in series (backup and

main start contactors). The power cables link the start contactors
directly to the starter motor (+ and -cables).
- AC generator oil temperature and control signals through the P-1

engine harness connector
- AC generator PMG signal and exciter field control through the P-3
engine harness connector.
The four AC generator cables are connected to the aircraft electrical
buss system. Three of the cables provide AC power and the fourth
cable is a neutral.
HSPS CT/NOV. 2006
Page 9.7
STARTER MOTOR CABLES - AC GENERATOR HARNESS

HSPS CT/NOV. 2006

Page 9.8
AC GENERATOR - GENERAL
Function
The AC generator (Alternating Current Generator) provides electrical
power to the aircraft systems.
Location
The AC generator is mounted on the front face of the gearbox.
Type
- Brushless
- 3 phases
- Oil cooled.
Main Features
- Nominal power: 90 kVA
- Output: 115 V, 400 Hz
- Rotation speed: 24 034 RPM at 100 % APU speed
- Direction of rotation: Clockwise viewing the pad
- Weight: approx. 22.7 kg (50 lbs).
Interfaces
- Oil system (lubrication, cooling)
- Generator Control Unit (GCU)
- Electronic Control Box (ECB).
Main Components
- Permanent Magnet Generator
- Current transformers
- High oil temperature sensor (HOT).
HSPS CT/NOV. 2006
Page 9.9
HSPS CT/NOV. 2006
Page 9.10
ELECTRICAL SYSTEM INTERFACES

The APU AC generator is connected to the aircraft electrical systems
through the APU line contactor.
The lower ECAM, APU system page displays the AC generator
parameters:
- The percent of load
- The output voltage (115 V)
- The output frequency (400 Hz).
HSPS CT/NOV. 2006
Page 9.11

HSPS CT/NOV. 2006
Page 9.12

HSPS CT/NOV..2006
Page 9.13
APS 3200
SECTION 10
APU INSTALLATION
HSPS CT/NOV. 2006
Page 10.0
HANMILTON SUNDSTRAND PROPRIETARY
APU COMPARTMENT
The APU compartment is located inside the aircraft tail cone.
The compartment is fire proof using firewalls made of titanium alloy.
Two longitudinally-hinged access doors provide access to the APU
compartment.
The air inlet duct assembly is attached to the right access door and
provides a ducted airflow to the APU air inlet plenum.
The APU compartment has a fire extinguishing bottle located in a
separate compartment, forward of the firewall.
Cooling and ventilation of the compartment is provided by the APU
cooling fan. The fan provides air flow to the oil cooler and the APU
compartment.
HSPS CT/NOV. 2006
Page 10.1
AMBIENT AIR
COMPRESSED AIR
EXHAUST GAS
APU COMPARTMENT
HSPS CT/NOV. 2006
Page 10.2
APU ATTACHMENT
The APU is attached to the aircraft tail cone structure by three struts.
The struts are connected to the APU through vibration isolators.
The two forward struts are attached to mounts on each side of the
gearbox. The rear strut is attached to the power section impeller
containment shield.
A lifting eye is also provided for installation and removal of the APU.
HSPS CT/NOV. 2006
Page 10.3
HSPS CT/NOV. 2006
APU ATTACHMENT
Page 10.4
AIR INLET SYSTEM

The Diverter directs ambient air flow into the air inlet when the
aircraft is operating at high airspeeds.
Function
The air inlet system provides ambient air to the APU air inlet plenum.
Location
The Air Inlet has a flap that is opened and closed by an electric
actuator. The actuator is controlled by the ECB.
The air inlet is located on the underside of the tail section.
The Diffuser slows the airflow delivery to the APU.
System Components
The Elbow is attached to the diffuser and directs the ambient airflow
into the APU air inlet plenum.
The air inlet system includes:

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

- The diffuser
- The elbow
- The interface with the APU inlet plenum.
HSPS CT/NOV. 2006
Page 10.5
AMBIENT AIR
AIR INLET SYSTEM

HSPS CT/NOV. 2006
Page 10.6
EXHAUST SYSTEM
Function
The exhaust system directs the APU exhaust gasses overboard.
Location
The system is installed in the tail cone between the APU exhaust
and the end of the tail cone.
System Components
- The exhaust pipe
- The exhaust muffler
- The insulation
- The sealing ring.
The exhaust pipe is mounted on rails that are attached to the inside
of the tail cone.
This allows the exhaust pipe to be disconnected from the APU and
moved rearward to provide additional clearance during removal and
installation of the APU.
HSPS CT/NOV. 2006
Page 10.7
EXHAUST GAS
EXHAUST SYSTEM
HSPS CT/NOV. 2006
Page 10.8
DRAIN SYSTEM (1)

Function
- Flow Divider Purge Drain (To exhaust)
The APU drain system provides drains from various components.

The fluids are collected and drained overboard through the drain
mast.
- Gearbox Vent
(To exhaust).
The fuel control unit, BCV actuator and IGV actuator use a common
drain to the aircraft drain tank. Fluids are siphoned from the drain
tank, into the drain mast and then discharged overboard when the
aircraft is in flight.
The other common and single drains flow directly into the drain mast
and then discharge overboard.
APU Drains and Vent
- Combustor Drain
- Air Bypass Plenum Drain
- Exhaust Pipe Drain
- Front Bearing Seal Drain
- Fuel Control Unit Drain
- BCV Actuator Seal Drain
- IGV Actuator Seal Drain
HSPS CT/NOV. 2006
Page 10.9
SIPHON TUBE
COLLECTOR
TANK
DRAIN FLUID
HSPS CT/NOV. 2006
DRAIN SYSTEM (1)

Page 10.10
FIRE PROTECTION
APU fire protection consists of a detection system and an
extinguishing system. The systems are supplied by the aircraft
manufacturer.
Operation
The APU fire control panel is located in the flight deck overhead
panel.
Fire Detection and Extinguishing

The detection system uses two continuous sensing elements
installed on the APU compartment walls.
One fire bottle is available for fire extinguishing. The bottle is
installed on the forward side of the APU compartment firewall.
Pushing the fire switch will immediately shut down the APU and arm
the fire extinguishing system.
In the event of an APU fire on the ground, the APU will automatically
shutdown and discharge the extinguishing system.
HSPS CT/NOV. 2006
Page 10.11
HSPS CT/NOV. 2006
FIRE PROTECTION
Page 10.12

HSPS CT/NOV. 2006
Page 10.13
APS 3200
SECTION 11
MAINTENANCE
HSPS CT/NOV.. 2006
Page 11.0
INSPECTION AND CHECKS

Visual Inspections
Borescope Inspection
Opening the APU compartment for corrective maintenance or

servicing provides the opportunity to visually inspect the APU for
security, leaks, and warning indicators. The following are
recommended inspection items:
The APU internal components may be inspected by using a flexible

borescope. To rotate the APU internal components, the cooling fan
inlet duct may be removed to allow manual rotation of the fan
impeller.
- Engine mounts
The following components can be inspected with the APU installed in

the aircraft.
- Engine Components and Fluid lines

- Load compressor impeller and guide vanes
- Oil Quantity and Magnetic Drain plug
- Power section impeller
- Oil and Fuel Filter impending blockage Indicators
- Combustor, viewed through the ignitor and fuel injector bosses
- Electrical harness and Connectors
- First stage turbine wheel
- Engine Air Inlet Plenum
- Second stage turbine wheel.
- Engine Combustor Housing and Exhaust System.
Refer to the Aircraft Maintenance Manual for borescope
procedures.
HSPS CT/NOV.. 2006
Page 11.1
VISUAL INSPECTIONS - BORESCOPE INSPECTION

HSPS CT/NOV. 2006

Page 11.2
LINE REPLACEABLE UNITS

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

Main Fuel Injectors
Inlet Guide Vane Actuator
Bleed Control Valve
Compressor Discharge Sensor
Cooling Fan Assembly
AC Generator Pad
Fuel and Oil Pipes
Combustor Chamber Drain Valve
HSPS CT/NOV. 2006
Page 11.3
COOLING FAN
ASSEMBLY
OIL COOLER
STARTER
IGNITION
EXCITER
ENGINE
HARNESS
IDENTIFICATION
MODULE
FUEL CONTROL
UNIT
HSPS CT/NOV.. 2006
DE-OILING
VALVE
LEFT FRONT-TOP VIEW
Page 11.4
INLET GUIDE
VANE
ACTUATOR
BLEED
CONTROL
VALVE
COMPRESSOR
DISCHARGE
SENSOR
AC GENERATOR
MOUNTING PAD
OIL
LEVEL
SENSOR
SPEED
SENSOR
RIGHT FRONT TOP VIEW
HSPS CT/NOV. 2006
Page 11.5
SWITCH
INDICATORS
GENERATOR
SCAVENGE
FILTER
LUBRICATION
FILTER
MAGNETIC
DRAIN PLUG
HSPS CT/NOV. 2006
RIGHT FRONT BOTTOM VIEW

OIL PRESSURE
REIEF VALVE
Page 11.6
IGNITOR
FUEL FLOW
DIVIDER
ASSEMBLY
PILOT
MANIFOLD
ASSEMBLY
MAIN
MANIFOLD
ASSEMBLY
FUEL
FILTER
THERMOCOUPLE
IGNITOR
CABLES
SPEED
SENSOR
OIL TEMPERATURE
SENSOR
LEFT REAR BOTTOM VIEW
HSPS CT/NOV. 2006
Page 11.7
AIR INLET AND

TEMPERATURE
SENSOR
LOW OIL
PRESSURE SWITCH
NOTE:
(The switch may also
be Located on the
lower right side of
the gearbox)
HSPS CT/NOV. 2006
RIGHT REAR TOP VIEW

Page 11.8
THEMOCOUPLE
IGNITOR
MAIN FUEL
INJECTOR
COMBUSTOR
DRAIN CHECK
CHECK VALVE
PILOT FUEL
INJECTOR
AIR INLET AND

TEMPERATURE
SENSOR
RIGHT REAR BOTTOM VIEW
HSPS CT/NOV. 2006
Page 11.9
APS 3200
SECTION 12
FAULT ISOLATION
VERSION 6.0
HSPS CT/NOV. 2006
Page 12.0
GENERAL DESCRIPTION
CFDIU/PRINTER INTERFACE
The centralized fault display system (CFDS) provides electronic

system fault detection, fault storage, fault displays, operational
testing and troubleshooting from the flight deck multi-purpose control
and display unit (MCDU).
The CFDIU sends MCDU screen information and print commands to

the optional printer automatically or on request.
CENTRALIZED FAULT DISPLAY AND INTERFACE UNIT
The CFDIU sends fault information to the optional ACARS for downlinking when selected manually by the MCDU operator or when an
uplink request is received from a ground station via the ACARS
management unit.
The CFDIU provides the interface between the APU electronic

control box (ECB) and the MCDU for screen display of APU fault
information.
CFDIU/ACARS INTERFACE
MULTIPURPOSE CONTROL AND DISPLAY UNITS

The Multipurpose Control and Display Unit (MCDU) is a display unit
and a keyboard used by the CFDS to display and interrogate faults
and to initiate system tests. Both MCDU's (Multipurpose Control and
Display Unit) are connected to the CFDS.
Only one MCDU can be used when interrogating the CFDS.
HSPS CT/NOV. 2006
Page 12.1
HAMILTO SUNDSTRAND PROPRIETARY
MCDU - 2
MCDU - 1
CENTRALIZED FAULT DISPLAY SYSTEM

HSPS CT/NOV. 2006
Page 12.2
APU FAULT WARNINGS

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

flashes in flight phase 10 on the upper ECAM display.
CLASS 3
- These failures are only accessible through the CFDS. No APU
fault warnings are displayed.
HSPS CT/NOV. 2006
Page 12.3
APU FAULT WARNINGS

HSPS CT/NOV. 2006
Page 12.4
APU FAULT WARNINGS

STATUS
STATUS (STS) indication is an "attention getter" on the upper ECAM
display.
STATUS (STS) indicates that a status message (class 1 or class 2
fault) is present and further maintenance action may be required. A
flashing STS indication occurs after the second engine shutdown in
Flight Phase 10. It is necessary to press the STS key on the ECAM
control panel for the STATUS page to appear on the lower ECAM
display.
HSPS CT/NOV. 2006
Page 12.5
UPPER ECAM ADVISORY AND STATUS DISPLAY

HSPS CT/NOV. 2006
Page 12.6
APU FAULT WARNINGS

ECAM CONTROL PANEL
The control panel allows selection of the aircraft system page
including APU. Pressing the Status (STS) key presents the STATUS
page on the lower ECAM display. The STATUS page will indicate the
faulty aircraft systems under the INOP SYS (Class 1 Fault) and
MAINTENANCE (Class 2 Fault) titles.
HSPS CT/NOV. 2006
Page 12.7
HSPS CT/NOV. 2006
Page 12.8
APU FAULT OPERATION

SYSTEM SELECTION
Selecting the CFDS line select key will then display CFDS menu.
Pressing the MCDU MENU key, the MCDU menu page is displayed,
and any one of the systems connected to the MCDU can be
selected.
Pressing the SYSTEM REPORT/TEST line select key displays the

SYSTEM REPORT TEST menu.
The MCDU MENU page is displayed when the MCDU MENU key is
pushed.
A multiple page display is indicated by an arrow () in the right upper

corner of the screen. In this case the NEXT PAGE key must be used
to provide access to the various pages of the display. The NEXT
PAGE key can be used as long as the arrow is displayed.
Twelve line select keys, six on the left and six on the right, provide
access to a page or a function. The line select keys permit access to
a page or a function when these prompt symbols appear (>, <). They
are identified as 1L to 6L on the left, and 1R to 6R on the right.
If a flight deck printer is installed and operational, the current MCDU
display screen may be printed by pushing the PRINT line select key.
HSPS CT/NOV. 2006
Page 12.9
HSPS CT/NOV. 2006
MULTIPURPOSE CONTROL AND DISPLAY UNIT

Page 12.10
APU FAULT OPERATION

SYSTEM REPORT/TEST
APU
When SYSTEM REPORT/TEST is selected while on the ground, a

systems menu is displayed. The APU selection is located on the
second page of the menu. Pushing the NEXT PAGE key will display
APU.
There are two APU menu pages available. The first page displays
the following information:
Selection of the RETURN line select key on the first page will display
MCDU MENU.
LASTLEGREPORT
PREVIOUSLEGREPORT
LRUIDENTIFICATION
Selection of the RETURN line select key on the second page will
display the first page of SYSTEM REPORT/ TEST.
SYSTEMSELF-TEST
SHUTDOWNS
The second page of the APU menu when selected by the
NEXTPAGE key, displays the following information:
APUDATA/OIL
CLASS3FAULTS
Selection of the RETURN line select key on the First Page will
display the Second Page of SYSTEM REPORT/TEST.
Selection of the RETURN line select key on the (Second Page) will
display the (First Page) of APU menu.
HSPS CT/NOV. 2006
Page 12.11
HSPS CT/NOV. 2006
Page 12.12
APU FAULT OPERATION

APU LAST LEG REPORT
APU PREVIOUS LEGS REPORT
The Last Leg Report displays fault information delivered by the

CFDS system. It can store up to 40 failures during the Last Leg. The
Last LEG Report displays only class 1 and 2 faults and contains the
identity of each LRU, its corresponding Date, GMT, ATA chapter and
Fault Code Number (FCN) for each fault occurrence. The Functional
Identification Number (FIN) appears after each LRU. In the case of
multiple failures, the failures will be displayed in chronological order
with two failures per page. A maximum count of four intermittent
faults will only be displayed in the same flight leg. Prompts (>) at the
end of each LRU message indicate the line select key to display the
APU FAULT CONDITIONS screen. All of the Last Leg Report is
printed when the PRINT line select key is pushed, even if it contains
several pages.
The Last Leg Report contents are transferred into the Previous Leg
Report with each new flight leg. The report can store up to 200
failures over the last 63 flight legs. Each LRU is identified along with
the Aircraft identification, Leg number, Date, GMT, ATA chapter and
multiple failures, the failures will be displayed in reverse
chronological order with two failures per page. Prompts (>) at the
APU FAULT CONDITIONS screen. Only the PREVIOUS LEGS
REPORT displayed page will be printed when the PRINT line select
key is pushed.
Selection of the RETURN line select key will display APU menu,
(First Page).
(First Page).
HSPS CT/NOV. 2006
Page 12.13
APU LAST LEG REPORT
HSPS CT/NOV. 2006
Page 12.14
APU FAULT OPERATION

APU LRU IDENTIFICATION
APU SYSTEM SELF TEST
The LRU Identification page displays the ECB Part Number, ECB
Serial Number and the ECB Software Version.
A self test of LRU's may be initiated through the CFDS. The test can
only be accomplished when the APU is not running and the Master
Switch is ON. In case of no failures or when the test is in progress, or
lack of availability of the test function, the message of TEST OK, IN
PROGRESS and NOT AVAILABLE will be displayed respectively.
Detected failures will be displayed with their ATA Chapter and Fault
Code Number (FCN). The Functional Identification Number (FIN)
appears after each LRU. In the case of multiple failures, the failures
will be displayed in chronological order with two failures per page.
Only the SYSTEM SELF TEST displayed page will be printed when
the PRINT line select key is pushed.
The ECB part number is adjustable and is stored in the NVM. The
built letter (H) following the part number is adjustable from A to Z.
(First Page).
(First Page).
HSPS CT/NOV. 2006
Page 12.15
HSPS CT/NOV. 2006
Page 12.16
APU FAULT OPERATION

APU SHUTDOWNS
APU DATA/OIL
The Shutdowns page contains its corresponding Date, GMT, Fault

Code Number (FCN), shutdown message and the identity of the
LRU. The Shutdowns will be displayed in reverse chronological order
with only one shutdown per page. Prompts (>) at the end of each
LRU message indicate the line select key to display the APU FAULT
CONDITIONS screen.
APU Data/Oil page contains the Date, APU Serial Number (S/N),
Hours, Start Attempts, Start Cycles and Oil level status. Prompts (>)
at the end of the message indicate the line select key to display the
"Update APU Data" screen.
(Second Page).
In case there are no shutdowns, the message of NO SHUTDOWNS

will be displayed. Only the SHUTDOWNS displayed page will be
printed when the PRINT line select key is pushed.
(First Page).
HSPS CT/NOV. 2006
Page 12.17
HSPS CT/NOV. 2006
Page 12.18
APU FAULT OPERATION

APU CLASS 3 FAULTS
Class 3 Faults can be stored up to 200 failures over the last 63 flight
legs. Each LRU is identified along with the Aircraft identification, Leg
number, GMT, ATA chapter and Fault Code Number (FCN) for each
fault occurrence. The Functional Identification Number (FIN) appears
after each LRU. In the case of multiple failures, the failures will be
displayed in reverse chronological order with two failures per page.
Prompts (>) at the end of each LRU message indicate the line select
key to display the APU FAULT CONDITIONS screen.
In case there are NO CLASS 3 FAULTS detected, the message NO
FAULTS will be displayed. Only the CLASS 3 FAULTS displayed
page will be printed when the PRINT line select key is pushed.
(Second Page).
HSPS CT/NOV. 2006
Page 12.19
HSPS CT/NOV. 2006
Page 12.20
APU FAULT OPERATION

UPDATE APU DATA
Selection of this screen allows the operator to update the APU hours
and cycles when the ECB or the APU is changed.
The Update APU Data screen is only accessible by prompts (>) from
the APU Data/Oil Screen. The Update APU Data screen displays the
APU Serial Number (S/N), and current values of Hours and Cycles.
The new values of hours and cycles can be entered by use of MCDU
keyboard. After line key 3L is pressed (Prompt <) the screen will
display the new values for APU hours and cycles when the ECB or
APU is changed.
The HOURS and CYCLES will be printed when the PRINT line select
key is pushed.
Selection of the RETURN line select key will display the APU
DATA/OIL screen.
HSPS CT/NOV. 2006
Page 12.21
HSPS CT/NOV. 2006
Page 12.22
APU FAULT OPERATION

FAULT CONDITIONS
The Fault Conditions screens are only available by the line select
keys indicated by prompt (>) on the Last Leg Report, Previous Legs
Report, Shutdown and Class 3 fault screens. Selection will display
the Fault Conditions screen-1 or screen-2. Each screen will display
the APU S/N, Date, GMT and the identity of the LRU. The Functional
Identification Number (FIN) appears after the LRU.
Engine data from the fault data stored in the Electronic Control Box
non-volatile memory will also appear on each screen. (See Screen-1
and Screen-2 Parameters on page 12-24).
One screen at a time is displayed. To select screen-2 when screen-1
is displayed or select screen-1 when screen-2 is displayed it is
necessary to press the NEXT PAGE key on the Multipurpose Control
and Display Unit (MCDU).
Only the screen that is displayed (Screen-1 or Screen-2) will be
Selection of the RETURN line select key will display the screen that
was shown preceding selection of the Fault Selection Screens.
HSPS CT/NOV. 2006
Page 12.23
HSPS CT/NOV. 2006
Page 12.24
FLIGHT DECK PRINTER

The Printer provides onboard printouts concerning various aircraft
systems, one at a time.
MANUAL PRINT
In manual mode, prints of the MCDU screen display are printed
when the PRINT line select key is pushed.
AUTOMATIC PRINT
In flight phase 10, the Post Flight Report will be automatically
printed. The Post Flight Report is the sum of the LAST LEG
REPORT and the LAST LEG ECAM REPORT.
A list of ECAM Warnings and Fault Messages with the associated
time and ATA chapter references are provided on the printed tape.
HSPS CT/NOV. 2006
Page 12.25
FLIGHT DECK PRINTER

HSPS CT/NOV. 2006
Page 12.26
FAULT CHARTS
SYSTEM SEVERITY LEVEL
The following Fault Charts provide the information that will be sent to
the CFDS by the ECB in the event of a fault.
The information appears in the Fault Chart columns located under
the following headings:
System Severity Levels are not sent to the CFDS. It is presented

here only as information.
Version 5.0
MCDU LRU Message
MCDU Shutdown Message
Fault Code
Fault Class
LRU ID
ATA Chapter
System Severity level
Once a fault has been identified with a switch or a sensor that

component will no longer be used for further fault detection, isolation
or control until the fault is no longer present. Detected faults can be
cleared and a restart may be possible once the master switch is
cycled.
SYSTEM
SEVERITY LEVEL
ECB ACTION
ECB MESSAGE
SHUTDOWN
TRANSMIT FAULT
MESSAGE
SHUTDOWN
TRANSMIT FAULT
MESSAGE
SHUTDOWN IF REDUNDANT
SOURCE NOT AVAILABLE
TRANSMIT FAULT
MESSAGE
CONTINUE TO OPERATE
TRANSMIT FAULT
MESSAGE
NOT APPLICABLE
HSPS CT/NOV. 2006
Page 12.27
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

BLD FLOW XDCR (8039KM)
13
495112
13
495112
COOLING FAN PMG ASSY (8055KM)
53
495253
13
495112
INLET T-P SNSR (8013KM)
29
492317
29
492317
29
492317
(BLANK)
29
492317
29
492317
GENERATOR (8XS)
10
25
242351
GENERATOR (8XS)
11
25
242351
OIL TEMP SNSR (8084KM)
12
38
499151
13
38
499151
ECB (59KD)
14
14
496134
ECB (59KD)
15
14
496134
DE-OILING SOL (8083KM)
16
12
499149
CONTACTOR (5KA)
17
59
494255
CONTACTOR (10KA)
18
10
494255
HSPS CT/ NOV. 2006
Page 12.28
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

WRG: ECB PIN AB-H9
19
45
496100
WRG: ECB PIN AB-J6
20
496100
FUEL CTL UNIT (8022KM)
21
21
493211
WRG: ECB PIN AB-H8
22
496100
EXCITER SHORTED
23
26
494138
ECB (59KD)
24
14
496134
INLET FLAP ACTR (4015KM)
25
491651
26
491651
ECB (59KD)
27
14
496134
ECB (59KD)
28
14
496134
SPEED SNSR1 (8060KM1)
29
40
497113
ECB (59KD)
30
14
496134
ECB (59KD)
31
14
496134
32
42
497113
33
44
497113
34
NO TEXT
EGT TC1 (8075KM1)
35
15
497215
EGT TC1 (8057KM1)
36
15
497215
SPEED SNSR1 (8060KM1) AND

LOSS OF SPEED
(SPEED SENSORS DO NOT MATCH - NO TEXT)
HSPS CT/NOV. 2006
Page 12.29
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

EGT TC2 (8057KM2)
37
18
497215
EGT TC2 (8057KM2)
38
18
497215
GEN SCAN FILTER (8069KM) AND

LUB FILTER (8076KM)
39
499141
40
41
39
497331
LOSS OF DC POWER
SERIAL NUMBER ENCODER (8061KM)

IGNITION UNIT (8030KM)
NO FLAME
42
26
494138
ECB (59KD)
NO FLAME
42
14
496134
FUEL CONTROL UNIT (8022KM)
NO FLAME
42
21
493211
CHECK APU FUEL SUPPLY
NO FLAME
42
70
282200

FUEL CONTROL (8022KM)
NO FLAME
42
27
494138
43
36
499414
OIL PRESS SW (8091KM)

CHECK OIL LEAKAGE/OIL PRESS SW (8091KM)
LOW OIL PRESSURE
44
37
499100
LOW OIL PRESSURE
45
37
499100
CHECK OIL COOLER ASSY
46
499144
CHECK OIL SYSTEM/GENERATOR (8XS)
GEN HIGH OIL TEMP
47
24
499100
LOW OIL LEVEL
48
32
499300
OIL LEVEL SNSR (8089KM)
49
35
499317
50
35
499317
HSPS CT/NOV. 2006
Page 12.30
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

ACFT BAT NOT SELECTED/CONTACTOR (5KA)
NO ACCELERATION
51
11
243800
CONTACTOR (5KA)
NO ACCELERATION
51
59
494255
CONTACTOR (10KA)
NO ACCELERATION
51
10
494255
CURRENT LIMITER (6KA)/CONTACTOR (10KA)
NO ACCELERATION
51
51
494200
STATOR MOTOR (8KA)/STARTERCLUTCH

(8033KM)
NO ACCELERATION
51
46
494251
ECB (59KD)
NO ACCELERATION
52
14
496134
NO ACCELERATION
52
21
493211
NO ACCELERATION
52
70
282200
FUEL CTL UNIT (8022KM)/FLOW DIVIDER

(8024KM)
NO ACCELERATION
52
23
493211
NO ACCELERATION
53
21
493211
ECB (59KD)
NO ACCELERATION
53
14
496134
NO ACCELERATION
53
12
499149
IGV ACTR (8014KM)
NO ACCELERATION
53
28
492351
STARTER MOTOR (8KA)/BLD CTL VLV (8051KM)
NO ACCELERATION
53
46
494251
FLOW DIVIDER (8024KM)
NO ACCELERATION
53
68
493213
FLOW CTL UNIT (8022KM)
NO ACCELERATION
53
21
493211
ECB (59KD)
54
14
496134
ECB (59KD)
55
14
496134
HSPS CT/NOV. 2006
Page 12.31
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

ECB (59KD)
56
14
496134
57
491651
58
491651
59
21
493211
60
21
493211
61
14
496134
62
28
492351
ECB (59KD)
ECB FAILURE
IGV ACTR (8014KM)

IGV ACTR (8014KM)
63
28
492351
ECB (59KD)
64
14
496134
66
14
496134
(BLANK)
65
ECB (59KD)
ECB (59KD)
UNDERSPEED
67
14
496134
UNDERSPEED
67
70
282200
UNDERSPEED
67
21
493211
SPD SNSR1 (8060KM1) AND

SPD SNSR2 (8060KM2)
OVERSPEED
68
44
497113
ECB (59KD)
OVERSPEED
68
14
496134
OVERSPEED
68
21
493211
69
495153
BLEED CTL VLV (8051KM)
HSPS CT/NOV. 2006
Page 12.32
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

70
495153
ECB (59KD)
71
14
496134
73
14
496134
74
14
496134
ECB (59KD)
75
14
496134
ECB (59KD)
76
14
496134
ECB (59KD)
77
14
496134
ECB (59KD)
78
14
496134
ECB (59KD)
79
14
496134
ECB (59KD)
80
14
496134
ECB (59KD)
81
14
496134
ECB (59KD)
82
14
496134
ECB (59KD)
83
14
496134
84
12
499149
ACFT BAT NOT SELECTED/

CONTACTOR (5KA)
85
11
243800
CONTACTOR (10KA)
86
10
494255
WRG: ECB PIN AB-H9
87
45
496100
(BLANK)
72
ECB (59KD)
ECB (59KD)
ECB FAILURE
HSPS CT/NOV. 2006
Page 12.33
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

WRG: ECB PIN AB-J6
88
496100
89
21
493211
WRG: ECB PIN AB-H8
90
496100
91
26
494138
SPEED SNSR1 (8060M1)
92
40
497113
93
40
497113
94
42
497113
95
42
497113
96
495153
SURGE/REVERSE FLOW
97
495153
IGV ACTR (8014KM)
OVERTEMPERATURE
98
28
492351
EGT TC1 (8057KM1)
OVERTEMPERATURE
98
15
497215
EGT TC2 (8057KM2)
OVERTEMPERATURE
98
18
497215
OVERTEMPERATURE
98
21
493211
99
21
493211
ECB (59KD)
100
14
496134
ECB (59KD)
101
14
496134
102
16
497215
EGT TC1 (8057KM1) AND

EGT TC2 (8057KM2)
SENSOR FAILURE
HSPS CT/NOV. 2006
Page 12.34
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

103
13
495112
ECB (59KD)
ECB FAILURE
104
14
496134
ECB (59KD)
ECB FAILURE
105
14
496134
NO DATA FROM ECS
106
34
216334
ECB (59KD)
107
14
496134
ECB (59KD)
ECB FAILURE
108
14
496134
ECB (59KD)
ECB FAILURE
109
14
496134
ECB (59KD)
ECB FAILURE
110
14
496134
ECB (59KD)
ECB FAILURE
111
14
496134
112
31
282214
113
NO TEXT
FUEL LOW PRESS/LOW FUEL PRESS SW

(5030QM)
-
EMERGENCY STOP
SENSOR FAILURE
114
53
495253
ECB (59KD)
BACKUP OVERSPEED
115
14
496134

SPD SNSR2 (8060KM2)
BACKUP OVERSPEED
115
44
497113
BACKUP OVERSPEED
115
21
493211
BACKUP OVERSPEED
115
53
495253
ECB (59KD)
BACKUP OVERSPEED
CIRCUIT FAILURE
116
14
496134
HSPS CT/NOV. 2006
Page 12.35
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

ECB (59KD)
117
14
496134
118
70
282200
IGV ACTR (8014KM)
118
28
492351
119
70
282200
119
495153
120
491651
AIR INTAKE NOT OPEN
121
491651
OIL TEMP SNSR (8084KM) AND GENERATOR

(8XS)`
SENSOR FAILURE
122
50
499151
ECB (59KD)/APU HARNESS (8001KM)
123
496134
WRG: ACFT TYPE PIN/FCB (59KD)
124
47
496100
WRG: ECB PIN AB-H5
125
496100
126
51
494200
CONTACTOR (10KA)
127
10
494255
CONTACTOR (5KA)
128
59
494255
CONTACTOR (5KA)
129
59
494255
130
39
497331
14
496134
(BLANK)
ECB (59KD)
131
ECB FAILURE
132
HSPS CT/NOV. 2006
Page 12.36
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

FIRE EMERG-STOP RELAY (6WF)
133
54
262200
FIRE EMER STOP RELAY (6WF)
134
54
262200
ECB (59KD)
135
14
496134
(EMERGENCY STOP TEST - NO TEXT)
136
NO TEXT
(BLANK)
137
138
495153
IGV ACTR (8014KM)
139
28
492351
OIL PRESS SW (8091KM) AND OIL LVL SNSR

(8089KM)
SENSOR FAILURE
140
55
499414
OIL PRESS SW (8091KM) AND LOW OIL LEVEL
SENSOR FAILURE
141
56
499414
ECB (59KD)
LOSS OF SPEED
142
14
496134
SURGE/REVERSE FLOW
143
495153
SENSOR FAILURE
144
53
495253
SPD SNSR1 (8060KM1) AND ECB (59KD)
LOSS OF SPEED
145
41
497133
LOSS OF SPEED
146
43
497113
149
13
499112
150
14
496134
(BLANK)
147
(BLANK)
148

ECB (59KD)
ECB FAILURE
HSPS CT/NOV. 2006
Page 12.37
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

ECB (59KD)
ECB FAILURE
151
14
496134
ECB (59KD)
ECB FAILURE
152
14
496134
ECB (59KD)
ECB FAILURE
153
14
496134
ECB (59KD)
ECB FAILURE
154
14
496134
ECB (59KD)
ECB FAILURE
155
14
496134
ECB (59KD)
ECB FAILURE
156
14
496134
ECB (59KD)
ECB FAILURE
157
14
496134
ECB (59KD)
ECB FAILURE
158
14
496134
ECB (59KD)
ECB FAILURE
159
14
496134
ECB (59KD)
ECB FAILURE
160
14
496134
ECB (59KD)
ECB FAILURE
161
14
496134
ECB (59KD)
ECB FAILURE
162
14
496134
ECB (59KD)
ECB FAILURE
163
14
496134
ECB (59KD)
ECB FAILURE
164
14
496134
ECB (59KD)
165
14
496134
ECB (59KD)
166
14
496134
ECB (59KD)
ECB FAILURE
167
14
496134
ECB (59KD)
APU FUEL VALVE FAILED OPEN
168
14
496134
HSPS CT/NOV. 2006
Page 12.38
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

BLD FLOW XDCR (8039KM)/
BLD CTL VLV (8051KM)
169
48
495112
170
29
492317
170
13
495112
171
13
495112
172
495153
173
14
496134
174
69
495153
ECB (59KD)
BLEED CTL VLV (8051KM)/
ECB FAILURE
HSPS CT/NOV. 2006
Page 12.39
APS 3200
SECTION 13
TROUBLESHOOTING
HSPS CT/NOV. 2006
Page 13.0
TROUBLESHOOTING
GENERAL
REQUIRED HARDWARE
The troubleshooting system is designed to provide additional

information to aid in the maintenance and repair of the Auxiliary
Power Unit (APU) by downloading the Electronic Control Box (ECB)
located in the aircraft aft cargo compartment.
Maintenance information is stored in the nonvolatile memory of the
ECB and can be retrieved and analyzed by downloading into a
laptop computer. The computer displays information and
recommended actions from the following stored data:
Downloading of the ECB requires the following equipment:

Laptop computer or Personal Computer (PC) with at least
3MB of free hard disc space, a modem and a Windows 95 or
later operating system.
A special interface cable is required to connect the
Computer to the ECB. The interface cable (P/N AGE 70021)
is available by contacting Hamilton Sundstrand.
CONDITIONING MONITORING DATA

This data consists of engine parameters taken at each engine start
and shutdown. Data is provided for the last twelve engine run cycles.
FAULT DATA
The data consists of maintenance and fault messages for class 1,
class 2 faults and class 3 faults.
HSPS CT/NOV. 2006
Page 13.1
HSPS CT/NOV. 2006
Page 13.2
TROUBLESHOOTING
ECB TROUBLESHOOTING AID
To download and diagnose fault data, refer to APIC SIL APS320049-47 for in-depth instructions.
Basic Steps:
Connect the interface cable from the computer to the ECB.
Power-up computer.
Select Diagnose on the tool bar.
Enter operators name on the Setup screen.
APU master switch ON (APU not running.)
Select Continue on the Setup screen.
HSPS CT/NOV. 2006
Page 13.3
HSPS CT/NOV. 2006
Page 13.4
TROUBLESHOOTING
ECB TROUBLESHOOTING AID (Fault Information)
The computer screen displays Class 1, Class 2 faults and Class 3
faults. The screen will download and provide a file automatically for
review. (See example on page 13.6.)
Select the Most Recent scroll bar on the screen to scroll through the
various faults.
Each fault or fault combination is provided with a fault description
and recommended action.
HSPS CT/NOV. 2006
Page 13.5
HSPS CT/NOV. 2006
Page 13.6
TROUBLESHOOTING
REAL-TIME DATA MONITORING
With the Real-Time Data monitoring screen displayed, select Analog
I/O, Speed/Temp, or Discreet Inputs. Each selection displays a
screen that provides real time data. The data is viewed at the bottom
of the screen when a data box is selected.
Note:
The more data boxes selected the longer it takes for the
information to appear. Select data that is related to the
specific fault for a faster response time.
BASIC STEPS:
Power-up computer.
Start and run APU.
Select data box.
Select Start Monitoring.
Select Stop Monitoring after data has been taken.
Selecting Save Data at the bottom of the screen and selecting a file
name allows the data to be saved. (See page 13.9 and example on
page 13.10.)
HSPS CT/NOV. 2006
Page 13.7
HSPS CT/NOV. 2006
Page 13.8
TROUBLESHOOTING
SNAPSHOT VIEW
BASIC STEPS:
Select Snapshot with the APU operating

Select Analog Inputs.
Select Discrete Inputs.
Click on Take Snapshot. (This will provide one quick view
of data)
HSPS CT/NOV. 2006
Page 13.9
HSPS CT/NOV. 2006
Page 13.10

HSPS CT/NOV. 2006
Page 13.11
APS 3200 Auxiliary Power Unit

Front Matter
HSPS CT/NOV. 2006
Page i
TABLE OF CONTENTS
SUBJECT
PAGE
SUBJECT
SECTION
Preface ............................................................................................iii
Introduction...................................................................................... 1
Abbreviations ................................................................................. v
Power Unit....................................................................................... 2
APU Leading Particulars ............................................................... viii
Oil System ....................................................................................... 3

Fuel System .................................................................................... 4
Air System ....................................................................................... 5
Control System................................................................................ 6
Indicating System ............................................................................ 7
Starting System ............................................................................... 8
Electrical System............................................................................. 9
APU Installation............................................................................. 10
Maintenance.................................................................................. 11
Fault Isolation ................................................................................ 12
Troubleshooting............................................................................. 13
HSPS CT/NOV. 2006
Page ii
PREFACE
FAA AND AIRCRAFT MANUFACTURER APPROVED
PUBLICATIONS
GENERAL DESCRIPTION
The APS 3200 Auxiliary Power Unit Maintenance Training Course,
developed by the Customer Service Training Group of Hamilton
Sundstrand Power Systems, is designed to give the student an
understanding of the various components of the Auxiliary Power Unit
(APU) and their functions. This course also provides routine
maintenance and troubleshooting.
The Airline is provided a variety of FAA and Aircraft Manufacturer

approved publications for the APS 3200 APU. These publications
are:
Aircraft Flight Crew Manuals
STUDENT WORKBOOK
Aircraft Maintenance Manuals
This workbook is intended for the limited purpose of providing

component familiarization, general data, and support information for
this maintenance course.
Engine and Component Maintenance Manuals
This is an uncontrolled document and will not be updated or revised

on a regular basis. Specific values given in this document such as
speed, temperature, and pressure are provided for the purpose of
illustration and are not necessarily representative of the true values
of the APS 3200 APU.
Service Bulletins
Chapter 49 of the aircraft maintenance manual presents detailed
APU and LRU removal and installation procedures plus maintenance
and servicing techniques that can be accomplished at the flight-line.
Careful study of Chapter 49 will add to the student's expertise in
troubleshooting and maintaining the Hamilton Sundstrand APS 3200
APU.
HSPS CT/ NOV. 2006
Page iii
AIRCRAFT APPLICATIONS
The information presented in this course applies to the following
aircraft:
AIRBUS 318, 319, 320, 321
HSPS CT/NOV. 2006
Page iv
The abbreviations/symbols shown below are used in this manual:
A/D
Analog/Digital
A/C
Aircraft
AC
Alternating Current
D/A
Digital/Analog
Aircraft Communication Addressing and Reporting System
DC
Direct Current
ACARS
CMM
CPU
Components Maintenance Manual

Central Processor Unit
ACMS
Aircraft Condition Monitoring System
ECAM
Electronic Centralized Aircraft Monitoring
ADIRU
Air Data Inertial Reference Unit
EC dB
Decibel
AIDS
Aircraft Integrated Data System
Auxiliary Power International Corp.
ECS
Environmental Control System
APS
Auxiliary Power System
EGT
Exhaust Gas Temperature
APU
Auxiliary Power Unit
EMI
Electro-Magnetic Interference
APIC
ARINC
Aeronautical Radio Inc.
EPLD
Erasable Programmable Logic Device
Air Transport Association
ETOPS
Extended Twin Engine Operations
AVAIL
APU Available
FADEC
Full Authority Digital Electronic Controller
BATT
Battery
FAR
Bleed Control Valve
FCU
Fuel Control Unit
BITE
Built-In Test Equipment
FET
Field Effect Transistor
BMC
Bleed Monitor Computer
FOD
Foreign Object Damage
ATA
BCV
CB
cc/h
CFDS
CLR
Circuit Breaker
ft
Federal Airworthiness Regulation
Feet
Cubic centimeters per hour
FWD
Forward
Centralized Fault Display System
GBX
Gearbox
Clear
HSPS CT/NOV. 2006
Page v
GCU
Generator Control Unit
GMT
Greenwich Mean Time
l/h
Liters Per Hour
GPH
Gallons Per Hour
lb
Pound
lbs/hr
HOT
HP
HSPS
Hz
ICAO
ID
High Oil Temperature

Horse Power
Hamilton Sundstrand Power System
Hertz
International Civil Aviation Organization
Identification
IGV
Inlet Guide Vane
IPC
Illustrated Parts Catalogue
ISA
International Standard Atmosphere
JAR
Joint Airworthiness Requirement
kg
Kilogram
kg/m
Kilograms Per Minute
kg/s
Kilograms Per Second
kHz
Kilo Hertz
kPa
Kilopascal
kPaa
Kilopascals Absolute
kPad
Kilopascals Differential
kPag
Kilopascals Gauge
kW
Kilo Watt
lbs/m
lbs/sec.
LC
LOP
LP
LRU
LVDT
m
mA
MAX
MCDU
Liter
Pounds Per Hour

Pounds Per Minute
Pounds Per Second
Load Compressor
Low Oil Pressure
Low Pressure
Line Replaceable Unit
Linear Voltage Differential Transducer
Meter
Milliampere
Maximum
Multi-function Control and Display Unit
MES
Main Engine Start
MHz
Mega Hertz
P Qts
Quarts
MIN
Minimum
mm
Millimeter
MMEL
Master Minimum Equipment List
MTBF
Mean Time Between Failure
HSPS CT/NOV. 2006
Page vi
SIG
MTBUR
mV
N
Pounds Per Square Inch Gauge
THR
Threshold
Mean Time Between Unscheduled Removals
TRU
Transformer Rectifier Unit
TSO
Technical Standard Order
Millivolt
Rotation Speed
US G
US Gallon
NGV
Nozzle Guide Vane
NVM
Non Volatile Memory
VAC
Volts, Alternating Current
OAP
Outside Air Pressure
VDC
Volts, Direct Current
OAT
Outside Air Temperature
Degrees Celsius
On Board Replaceable Memory
Degrees Fahrenheit
OBRM
Part Number
>
Is Greater Than
PCD
Pressure Compressor Discharge
<
Is Less Than
PMG
Permanent Magnet Generator
Plus or Minus
P/N
Power Section
Ohm
PSIA
Pounds Per Square Inch Absolute
PSID
Pounds Per Square Inch Differential
Differential
Percent
RAM
Random Access Memory
ROM
Read Only Memory
RPM
Revolutions Per Minute
RTD
Resistive Temperature Device
PS
S
S/N
SSLC
STS
Seconds
Serial Number
Single Shaft Load Compressor
Status
HSPS CT/NOV. 2006
Page vii

WEIGHT
136 Kg (299 lbs) (dry)
OPERATING ALTITUDE
-304.8 M to 11,887 M (-1,000 to 39,000 ft)
SEA LEVEL 15C (59F) STD DAY PERFORMANCE

OUTPUT SHAFT HORSEPOWER
399.7 Kw (536 HP)
ROTOR SPEED
100% (49,300 RPM)
ROTOR OVERSPEED (SHUTDOWN)
105% (51,765 RPM)
BACK UP OVERSPEED (SHUTDOWN)
107% (52,751 RPM)
ROTOR UNDERSPEED (SHUTDOWN)
95% (46,835 RPM)
BLEED AIRFLOW
1.8 kg/SEC (2.6 LBS/SEC)
BLEED AIR PRESSURE
290 kPag (42 PSIG)
FUEL CONSUMPTION
148 kg/HR (178 L/HR) [327 LB/HR (47 GAL/HR)]
HSPS CT/ NOV. 2006
Page viii

EXHAUST GAS TEMPERATURE (SHUTDOWN)
START % SPEED
0%
427C (800F)
10%
788C (1450F)
20%
899C (1650F)
30%
899C (1650F)
50%
853C (1567F)
80%
788C (1450F)
100%
670C (1238F)
RUN % SPEED
100%

722C (1332F)
HSPS CT/NOV. 2006
Page ix

GEARBOX SPEEDS
Input
Generator
Fuel Control
Starter
Cooling Fan
Oil Pump
49,300 RPM
24,034 RPM (output)
10,129 RPM (output)
32,045 RPM (output)
51,965 RPM (output)
4,137 RPM (output)
OIL PRESSURE
241 kPag (35 PSIG) (minimum)

345-414 kPag (50-60 PSIG) (normal)
OIL CAPACITY
3.9 L (4.16 Qts) (add)

5.4 L (5.72 Qts) (full)
OIL TEMPERATURE (SHUT DOWN)
135C (275F) Lubrication system

185C (365F) AC Generator
APPROVED OIL SPECIFICATION:

MIL-PRF-7808
MIL-PRF-23699
CAUTION:
DO NOT MIX OR SUBSTITUTE OIL SPECIFICATIONS. USE ONLY ONE OF THE
APPROVED OILS. IF THE OIL SUPPLY IS LOW AND THE OIL BEING USED IS NOT
AVAILABLE, DRAIN THE OIL SUMP AND CHANGE THE OIL FILTER. SERVICE THE
OIL SYSTEM WITH AN APPROVED OIL.
HSPS CT/NOV. 2006
Page x

APPROVED FUELS
Fuel Type
Specification
Temperature Range
Jet A
-35C (-30F) to +57C (+135F)
Jet A-1
-43C (-45F) to +57C (+135F)
Jet B
-54C (-65F) to +57C (+135F)
JP-4
-54C (-65F) to +57C (+135F)
JP-5
-35C (-30F) to +93C (+ 200F)
JP-8
-35C (-30F) to +93C (+ 200F)
HSPS CT/NOV. 2006
Page xi
HSPS CT/NOV. 2006
Page xii
APS 3200
SECTION 1
INTRODUCTION
HSPS CT/NOV. 2006
Page 1.0
APS 3200- GENERAL PRESENTATION

The APU is a single spool gas turbine engine which drives a load
compressor and an AC generator.
Function
The APS 3200 is designed to provide compressed air and electrical
power to the aircraft on the ground and in flight.
The ECB is an electronic controller, FADEC type (Full Authority

Digital Electronic Control).
- Electrical power supply to aircraft systems

Component Location
- Compressed air supply to aircraft systems:
- The APU is installed in the tail section of the aircraft.
Environmental Control System (ECS)
Main Engine Start (MES)
Various systems...
- The ECB is installed in the aft cargo compartment, right side,

forward of the cargo door.
Control and Display
Requirements
Regulations:
- JAR part 25, change 13

- FAR part 25
Certification:
- JAR APU change 2
- On the overhead panel for APU operation and fire control

On the ECAM (Electronic Centralized Aircraft Monitoring) for APU
parameters display
On the external panel, under the nose section, for APU emergency
-shut-down
Main Components
- The Auxiliary Power Unit (APU)
- The aircraft systems (Pneumatic system, Electrical system, Control
panels).
HSPS CT/NOV.. 2006
Page 1.1
AUXILIARY
POWER UNIT
ELECTRONIC
CONTROL BOX
(AFT CARGO
COMPARTMENT)
CONTROL AND
DISPLAY PANELS
AIRBUS AIRCRAFT
HSPS CT/NOV.. 2006
Page 1.2

Power Unit
Load Compressor
The APU consists of a gas turbine engine (Power Section) which

drives:
The load compressor is a single stage centrifugal compressor driven

directly by the power section. Variable inlet guide vanes are used for
airflow and exhaust gas temperature control.
- A load compressor
Gearbox
- And an AC generator (alternator) through a gearbox.
- The power section
The gearbox, also driven by the power section, is attached to the

load compressor. The gearbox provides the drive at the correct
speed for the AC generator and the APU mechanically driven
accessories.
- The load compressor
- The gearbox.
The ECB provides control and monitoring of the APU and is located
in the aircraft rear cargo compartment.
The APU is of modular design. It has three modules:
A common air inlet supplies the load compressor, the cooling fan and
the power section.
Power Section
The power section is a single spool gas turbine engine which
consists of:
- A centrifugal compressor
- A reverse flow combustor chamber
- A two stage axial flow turbine.
HSPS CT/NOV. 2006
Page 1.3
COMBUSTOR
AC GENERATOR
GEARBOX
TURBINES
LOAD
COMPRESSOR
IMPELLER

HSPS CT/NOV. 2006
Page 1.4

- The APU air inlet plenum is connected to the aircraft air intake
system.
The APU air inlet plenum has a screen to protect the APU internal
- The cooling fan assembly is located at the top of the gearbox
front face.
- The starter motor drives the APU rotor assembly during starting.
The air inlet plenum is located between the load compressor and
the power section.
- The ignition exciter supplies high energy electrical power to the
ignitor plugs.
The ignition exciter is mounted on the left side of the air inlet
plenum.
- The oil cooler transfers the heat of the lubricating oil to the cooling
air supplied by the cooling fan assembly.
The starter motor is located on the front face of the gearbox.

- The fuel control unit supplies and meters fuel to the APU. It is
located on the gearbox front face.
- The APU exhaust system delivers the APU exhaust gases to the
aircraft exhaust pipe.
- The load compressor scroll houses the load compressor

impeller.
- The air inlet plenum delivers air to the impellers.
HSPS CT/NOV. 2006
Page 1.5
COOLING FAN
ASSEMBLY
AIR BYPASS
PLENUM
STARTER
MOTOR
OIL COOLER
AIR INLET
PLENUM
EXCITER
FUEL CONTROL
UNIT
APU AIR
INLET
HSPS CT/NOV.. 2006
LOAD COMPRESSOR
SCROLL
Page 1.6


Identification of Components
- The gearbox provides the drive for the AC generator and the
The gearbox also provides the sump for the oil system.
- The AC generator that provides electrical power for the aircraft
systems.
- The cooling fan assembly for airflow through the oil cooler and
ventilation of the APU compartment.
The cooling fan assembly is located on the gearbox front face.
- The APU drain collector. The collector is installed on the right
side of the gearbox by two struts.
- The air- bleed system that includes a servo valve, an actuator,
and a bleed control valve.
- The inlet guide vane system that includes a servo valve, an
actuator, the inlet guide vanes and their control mechanism.
- The combustor housing that houses the combustor chamber.
- Main and pilot fuel injection system installed on the combustor
housing.
HSPS CT/NOV.. 2006
Page 1.7
MAIN AND PILOT

FUEL INJECTION
SYSTEM
COOLING FAN
ASSEMBLY
INLET
GUIDE VANE
ACTUATOR
BLEED CONTROL
VALVE
AC GENERATOR
MOUNTING PAD
APU DRAIN
COLLECTOR
GEARBOX

HSPS CT/NOV. 2006
Page 1.8

Power section provides the shaft power to drive the load
Power is produced by transforming the energy contained in the
ambient air and the fuel through thermodynamic cycle: compression,
combustion, expansion.
The load compressor supplies compressed air to the aircraft

pneumatic system. The air is compressed by a single stage
centrifugal impeller and uses variable inlet guide vanes to control the
air flow. The compressed air is delivered through a scroll to the bleed
control valve.
- Compression of the air in the single stage centrifugal compressor
The gearbox provides the drive for the AC generator, and

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

chamber
The AC generator that provides electrical power for the aircraft

systems.
- Expansion of the burned gases across the two stage axial flow
turbine to drive:
The Electronic Control Box receives various signals from the

aircraft and the APU to operate and monitor the APU.
The power section impeller
The electronic control box controls the following:
The load compressor impeller
- Rotation speed (N) (fuel flow)
The gearbox.
- Load compressor surge protection (bleed control valve)

- Exhaust Gas Temperature (EGT) (inlet guide vanes).
HSPS CT/NOV. 2006
Page 1.9
TO
AIRCRAFT
TO APU
EXHAUST
BLEED CONTROL
VALVE
POWER SECTION
COMPRESSION
GENERATOR
COMBUSTION
EXPANSION
EXHAUST
GEARBOX
AMBIENT AIR
COMPRESSED AIR
COMBUSTION
EXHAUST
FUEL FLOW
ELECTRICAL SIGNALS
LOAD COMPRESSOR
ECB
IGV ACTUATOR
FUEL CONTROL

HSPS CT/NOV.. 2006
Page 1.10

HSPS CT/NOV. 2006
Page 1.11
APS 3200
SECTION 2
POWER UNIT
HSPS CT/NOV..2006
Page 2.0

- Rotation speed .......................49 300 RPM
Function
The APU provides compressed air and electrical power to the aircraft.
- Direction of rotation ................clockwise (view from the rear)

- APU dry weight ......................136 kg (299 lbs).
Location
Main Components
The APU is installed in the aircraft tail section.
- Gearbox (with AC generator and APU accessory drive)
Type
- Load compressor (centrifugal type provided with inlet guide vanes)
Single spool gas turbine engine driving a load compressor and an AC

generator.
Air inlet plenum (air intake and air distribution)
- Power section including:
Main Characteristics
Characteristics at Aero Design Point, installed APU (ISA, sea level) are
given for information only:
- Total power ............................400 kW (536 HP)
A centrifugal impeller
A reverse flow combustor chamber
A two stage axial flow turbine.
- Specific fuel consumption .......0.372 kg/kW.h (0.61 Ib/HP.H)

- Fuel consumption ...................148 kg/HR (178 L/HR)
................................................[327 LB/HR (47 GAL/HR)]
- Electrical power ......................132 kW (177 HP)
- Pneumatic power ...................252 kW (338 HP)
- Bleed air flow .........................1.2 kg/sec. (2.6 lbs/sec.)
- Bleed air pressure ..................390 kPa (42 PSI)
HSPS CT/NOV. 2006
Page 2.1
LOAD
COMPRESSOR
CENTRIFUGAL
COMPRESSOR
AC GENERATOR
GEARBOX
AIR INLET
PLENUM
COMBUSTOR
CHAMBER
TURBINES
ECB

HSPS CT/NOV..2006
Page 2.2

The first part of the description deals with the APU rotating assembly
and the second part will consider the modular design of the APU.
The following main components are considered in this description:
gearbox, air intake plenum, load compressor and power section.
Power Section
The power section provides mechanical shaft power to drive the load
The power section comprises:
Gearbox
- A single stage centrifugal impeller
The gearbox located at the front of the APU provides the mechanical
drive for the AC generator and the accessories required for the APU
operation. The oil sump is also part of the gearbox.
- A reverse flow combustion chamber

- A two stage axial flow turbine
Load Compressor
- An exhaust system.
The load compressor is driven by the power section and provides
compressed air to the aircraft pneumatic system. It is a centrifugal
impeller that has variable inlet guide vanes to control the air flow
output.
The main rotor assembly is supported by two bearings: A ball

bearing at the front of the load compressor, a roller bearing at the
rear of the turbine.
Air Inlet Plenum

The plenum is located between the load compressor and the power
section. The plenum directs the air supply to the power section, load
compressor and the oil cooling system.
HSPS CT/NOV. 2006
Page 2.3
DRIVE TRAIN
FOR AC GENERATOR
AND APU ACCESSORIES
FRONT
BEARING
CENTRIFUGAL
IMPELLER
VARIABLE
INLET GUIDE
VANES
CENTRIFUGAL
IMPELLER
COMBUSTION
CHAMBER
EXHAUST
REAR
BEARING
AIR INLET
PLENUM
TURBINES
OIL
SUMP

HSPS CT/NOV. 2006
Page 2.4
POWER UNIT DESCRIPTION (2)

APU Rotating Assembly
Bearings
The APU rotating assembly includes the following components:
The APU rotor assembly is supported by two bearings:
- The load compressor impeller
- Front ball bearing
- The inter shaft which connects the load compressor impeller to the
power section rotor assembly
- Rear roller bearing

Quill Shaft
- The compressor impeller of the power section

The quill shaft is splined into the rotor shaft and provides the
mechanical connection between the APU rotor shaft and the
gearbox.
- The turbine wheels.

The tie-bolt secures the main components of the APU rotor
assembly.
HSPS CT/NOV. 2006
Page 2.5
LOAD COMPRESSOR
IMPELLER
POWER SECTION
IMPELLER
FRONT BALL
BEARING
QUILL
SHAFT
SECURING
NUT
TIE
BOLT
INTER
SHAFT
TURBINES
REAR ROLLER
BEARING
SECURING
NUT

HSPS CT/NOV. 2006
Page 2.6
A320-457a

The gases are then expelled overboard through the aircraft exhaust
system.
General
The power section produces mechanical shaft power for APU
operation.
Load Compressor Operation

The load compressor is driven by the power section and produces air
flow to the aircraft pneumatic systems.
This mechanical power is used to drive:

- The load compressor which supplies compressed air
Gearbox Operation
- The AC generator which supplies electrical power
- Accessories required for the operation of the APU.
The gearbox is driven by the power section to operate the APU

accessories and the AC generator.
Power Section Operation
Electronic Control Box (ECB)
The air enters the power section through the aircraft air inlet and the
APU plenum.
The ECB provides control and monitoring of the APU.
In the plenum, this air is divided into two flows; one for the load
compressor and one for the power section.
The power section air is directed to the centrifugal impeller which
increases the air pressure.
The air is then admitted to the combustion chamber, mixed with the
fuel and burned to provide a continuous combustion process. The
gases are expanded across the turbines that transforms the gas
energy into mechanical energy.
HSPS CT/NOV. 2006
Page 2.7
BLEED
CONTROL
VALVE
COMPRESSED
AIR TO AIRCRAFT
COMPRESSED
AIR TO EXHAUST
AC GENERATOR
ECB
AMBIENT AIR
COMPRESSED AIR
COMBUSTION
EXHAUST
HSPS CT/NOV. 2006
Page 2.8
A320-458a
GEARBOX - GENERAL
Location
Gearbox Front Face View
The gearbox is located at the front of the load compressor scroll.
- Oil cooling fan drive pad
Main Features
- AC generator drive pad
- Modular design
- Starter motor drive pad
- Mechanical efficiency: 0.98
- Fuel control unit drive pad
- Weight: 17 kg (37.4 lbs)
- Accessories (oil filters, oil level sensor, de-oiling valve...).
- Oil sump
Gearbox Left Side View
- Gearbox drive power: 148 kW (198 HP)
- Oil sight glass
- AC generator drive power: 132 kW (177 HP)
- Oil fill tube
- Accessories drive power: 16 kW (21 HP)
- Material for housing: Aluminum alloy.
- Speed sensor
- Gearbox mounting flange (attachment with the load compressor
scroll)
- APU front left mount.
HSPS CT/NOV. 2006
Page 2.9
COOLING FAN
DRIVE PAD
MOUNTING
FLANGE
AC GENERATOR
DRIVE PAD
APU FRONT
MOUNT
STARTER MOTOR
DRIVE PAD
FUEL CONTROL
UNIT DRIVE PAD
FWD
DE-OILING
VALVE
DE-OILING
VALVE
SPEED
SENSOR
OIL FILL
TUBE
OIL LEVEL
SENSOR
OIL SIGHT
GLASS
OIL
FILTERS

GEARBOX - GENERAL
HSPS CT/NOV. 2006
Page 2.10
A320-459a
GEARBOX DESCRIPTIO (1)

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

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

Direction of rotation: Anti clockwise.
Note:
Direction of rotation by viewing the front of the gearbox.
Cooling Fan Drive

- Speed: 51965 RPM
- PMG (Permanent Magnet Generator).
HSPS CT/NOV. 2006
Page 2.11
FRONT VIEW
INTERMEDIATE
GEAR
(14349 RPM)
COOLING FAN
DRIVE
(51965 RPM)
STARTER MOTOR
DRIVE
(32045 RPM)
AC GENERATOR
DRIVE
(24034 RPM)
FUEL PUMP
DRIVE
(10129 RPM)
DRIVE
GEAR
(49300 RPM)
HSPS CT/NOV. 2006
OIL PUMP
DRIVES
(4137 RPM)
Page 2.12

The fuel control unit drive gear
Identification of Gearbox Components

- The gearbox housing which forms the oil sump and provides the
accessories for the oil system (oil filter, oil level sensor, magnetic
plug...).
The oil pump drive gears.
The gearbox housing also provides the mounting pads for:

The oil cooling fan
The AC generator
The starter motor
The fuel control unit
The gearbox housing is attached to the load compressor scroll by
a mounting flange.
- The APU front left and right mounts are located on the sides of
the gearbox.
- The gearbox gear train which includes:
The AC generator drive gear
The intermediate gear, which also forms the air-oil
separator
The starter motor drive gear
HSPS CT/NOV. 2006
Page 2.13
INTERMEDIATE
GEAR
AC GENERATOR
DRIVE GEAR
STARTER MOTOR
DRIVE GEAR
DRIVE
GEAR
FUEL CONTROL
UNIT DRIVE
GEAR
GEARBOX
OIL PUMP
DRIVE GEARS
GEAR TRAIN

HSPS CT/NOV. 2006
Page 2.14
A320-461a
GEARBOX - OPERATION
During Starting
Normal Running Condition
The starter motor is electrically energized and provides the torque to

crank the gear train and the APU rotor assembly.
The power section provides the mechanical power to drive the load
compressor and the gearbox drive gear.
At self-sustaining speed, the electrical supply to the starter is deenergized and the starter is disengaged by the sprag clutch.
The drive gear meshes directly with the AC generator gear.

It also drives an intermediate gear which in turn drives the oil cooler
fan gear, the starter motor gear and the fuel control unit and oil pump
gears
HSPS CT/NOV. 2006
Page 2.15
AC GENERATOR
DRIVE
COOLING
FAN GEAR
DRIVE
GEAR
INTERMEDIATE
GEAR
STARTER
DRIVE GEAR
DRIVEN
GEAR
FUEL CONTROL
UNIT DRIVE GEAR
DRIVE
GEAR
START OPERATION
OIL PUMP
DRIVE GEARS
RUN OPERATION
GEARBOX - OPERATION
HSPS CT/NOV..2006
Page 2.16
A320-461a

Location
Construction
The inlet plenum is located between the load compressor and the
power section.
The plenum is of sandwich construction with a structural envelope,

Nomex and felt metal. The structural envelope and Nomex are fire
proof.
Main Features
Operation
- Acoustically treated part
In the plenum, the air is separated into two flows by the splitter.
- Shop replaceable unit
- One for the power section: 2.2 kg/s (4.8 lbs/sec.)
- Weight: approx. 7.5 kg (16.5 lbs).
- One for the load compressor and cooling fan: 1.2 kg/s (2.6
lbs/sec.).
Main Components
The plenum consists of two parts, upper and lower, which are
connected by quick disconnect latches.
The lower part interfaces with the aircraft air inlet system. The air
inlet to the plenum is provided with a screen made of stainless steel
that protects the APU internal components from foreign object
damage.
The upper part has an outlet for air supply to the oil cooling system
(supply to the oil cooler fan).
HSPS CT/NOV. 2006
Page 2.17
COOLING FAN
AIR SUPPLY
QUICK DISCONNECT
LATCHES
AMBIENT AIR
COMPRESSED AIR
LOAD
COMPRESSOR
IMPELLER
SPLITTER
SCREEN

HSPS CT/NOV. 2006
Page 2.18
A320-463a

Identification of the Air Inlet Plenum Components
- The lower part of the air inlet plenum interfaces with the APU air
inlet system. It has a screen to protect the APU internal
The lower part incorporates noise treatment and a splitter which
separates the air into two flows. It also provides the support for the
following components:
The ambient air pressure and temperature sensors
The differential pressure sensor
The low oil pressure switch
The ignition exciter.
- The upper part of the air inlet plenum is also noise treated.
The upper part has an oval outlet to supply air to the oil cooling
system
- The quick disconnect latches secure the upper part and lower
part of the air inlet plenum.
HSPS CT/NOV. 2006
Page 2.19
COOLING FAN
AIR SUPPLY
PLENUM
UPPER PART
AIR INLET
HOUSING
SPLITTER
PLENUM
LOWER PART
QUICK
DISCONNECT
LATCH
LOCATING
TAB
INLET
SCREEN

HSPS CT/NOV. 2006
Page 2.20
A320-464a

Location
Main Components
The load compressor is installed between the gearbox and the power
section.
- Rotating components (compressor shaft, impeller, bearing,

bearing seals)
Type
- Stationary components (air inlet housing, variable inlet guide

vanes, impeller shroud, diffuser, and scroll).
High pressure centrifugal impeller provided with inlet guide vanes.

Main Features
- Air flow: 1.2 kg/s (2.6 lbs/sec.)
- Pressure ratio: 4:1
- Max outlet temperature: 232C (450F)
- Rotation speed: 49 300 RPM
- Direction of rotation: clockwise (viewed from the rear of the APU).
HSPS CT/NOV. 2006
Page 2.21
BLEED CONTROL
VALVE
COMPRESSED AIR
TO AIRCRAFT
COMPRESSED
AIR TO
EXHAUST
SCROLL
AMBIENT AIR
COMPRESSED AIR
COMPRESSOR
IMPELLER
INLET GUIDE
VANES

HSPS CT/NOV. 2006
Page 2.22
A320-465a

The first part of this description deals with the load compressor
components, the second part will consider the inlet guide vanes
control mechanism and the third part the identification of all the
components.
Compressor Diffuser
It consists of 19 cambered vanes made of steel alloy.
Scroll
Air Inlet Housing

The housing allows the passage of air to the load compressor and
supports the inlet guide vanes. It is made of aluminum alloy.
The annular scroll provides the air outlet of the load compressor. It is
cast aluminum.
The scroll housing provides passages for static air pressure to the
load compressor discharge pressure sensor.
Compressor Impeller
The impeller is constructed of titanium alloy. The rear shaft of the
impeller is connected to the rotor intershaft using a curvic coupling.
The front is supported by a ball bearing.
Bearing
A ball thrust bearing supports the front shaft of the load compressor.
It is mounted in the load compressor housing.
Compressor Shroud
Bearing Seals
The shroud houses the impeller and is constructed of steel alloy.
Oil that is used to lubricate the front bearing is prevented from
entering the impeller area by a floating carbon seal and a labyrinth
seal.
HSPS CT/NOV. 2006
Page 2.23
COMPRESSOR
DIFFUSER
DRAIN
SQUEEZE
FILM
THRUST
WASHER
COMPRESSOR
SHROUD
BALL
BEARING
FLOATING
CARBON
SEAL
LABYRINTH
SEAL
AMBIENT AIR
COMPRESSD AIR
COMPRESSOR
IMPELLER
INLET GUIDE
VANE

HSPS CT/NOV. 2006
Page 2.24
A320-450a

Identification of Load Compressor Components
- The IGV assembly includes the variable inlet guide vanes, the
rack and pinion mechanism and the air inlet housing
- The compressor shroud houses the impeller.
- The load compressor impeller has main blades and splitter
blades. The impeller is connected at the rear to the inter shaft by
curvic-coupling. The impeller front shaft is supported by the front
bearing.
- The scroll provides the air outlet of the load compressor. The
scroll also houses the load compressor diffuser.
- The front bearing is a ball bearing that supports the impeller front
shaft
- The labyrinth seal is pressurized with compressed air from the
power section impeller.
- The front bearing nut retains the front bearing and forms the
phonic wheel of the speed sensing system
- The tie-bolt and the securing nut.
HSPS CT/NOV. 2006
Page 2.25
SCROLL
LABYRINTH
SEAL
FRONT
BEARING
INLET GUIDE
VANE ASSEMBLY
FRONT BEARING
JOURNAL
COMPRESSOR
SHROUD
LOAD COMPRESSOR
IMPELLER
SECURING
NUT
TIE
BOLT
FRONT BEARING NUT

(PHONIC WHEEL)

HSPS CT/NOV. 2006
Page 2.26

Inlet Guide Vanes
The Actuator
The Inlet Guide Vanes (IGV) consist of 24 vanes, made of titanium

alloy and mounted in the inlet housing.
The actuator is hydraulically operated. It uses fuel pressure metered

by an electrical signal from the electronic control box.
Each inlet guide vane has a sector gear.
The Control Rod
There are five guide vanes with holes in them. Three are located at
the 6:30 position, one at the ten oclock and one at the two oclock
position. The holes allow a minimum amount of air flow to the load
compressor to prevent surging when the guide vanes are closed and
the APU is operating.
The control rod is mechanically operated by the actuator.

The control rod is connected between the actuator and the inlet
guide vane assembly.
The Inlet Guide Vane Assembly
Control Mechanism
The mechanism controls the position of the vanes. The complete
mechanism consists of:
The inlet guide vane assembly consists of 24 sector gears engaged

into a common ring gear.
The ring gear is connected to the inlet guide vane control rod.
- The actuator
- The control rod
- The rack and pinion mechanism that moves the vanes.
HSPS CT/NOV. 2006
Page 2.27
ACTUATOR
ROD HOUSING
AIR INLET
HOUSING
IGV
POSITION
INDICATOR
INLET GUIDE
VANE
INLET GUIDE
VANE CONTROL
ROD
INLET GUIDE
VANE
ASSEMBLY
RING
GEAR
SECTOR
GEAR
LOAD COMPRESSOR DESCRIPTION (3)

HSPS CT/NOV..2006
Page 2.28
A320-467A
Air Inlet
Compression
The ambient air enters the APU through the aircraft air inlet and the
APU plenum.
As the air enters the blades of the rotating compressor impeller the
air velocity increases.
The plenum air is separated into three flows:
The air leaves the tip of the blades at high velocity and flows through
the diffuser vanes where velocity is transformed into pressure.
- Air for the power section

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

The air for the load compressor passes through the inlet guide
vanes; the flow of air depends upon the position (the angle) of the
vanes. The air is then directed to the blades of the compressor
impeller.
HSPS CT/NOV. 2006
Page 2.29
COMPRESSED
AIR TO AIRCRAFT
COMPRESSED
AIR TO
EXHAUST
SCROLL
DIFFUSER
VANE
AMBIENT AIR
COMPRESSED AIR
COMPRESSOR
IMPELLER
INLET GUIDE
VANES

HSPS CT/NOV. 2006
Page 2.30
A320-468a

Function
Main Components
The power section provides the power to drive the load compressor
and the gearbox.
The main functional components are:

- Single stage centrifugal impeller
Location
- Reverse flow combustion chamber
The power section forms the rear part of the APU.
- Two stage axial flow turbine
Type
- Exhaust.
Single spool gas turbine engine.
HSPS CT/NOV. 2006
Page 2.31
TWO STAGE
AXIAL FLOW
TURBINES
SINGLE STAGE
CENTRIFUGAL
COMPRESSOR
MAIN CHARACTERISTICS
POWER
400 Kw (536 HP)
SPECIFIC FUEL CONSUMPTION
0.372 kg/kW.h (0.61 lb/HP.H)
FUEL CONSUMPTION
327 LB/HR (47GAL/HR)
ROTATION SPEED
49300 RPM
EXHAUST
AIR MASS FLOW

2.2 kg/s (4.8 lbs/sec)
REVERSE FLOW
COMBUSTION
CHAMBER
COMPRESSION RATIO
8:1
HSPS CT/NOV. 2006
Page 2.32
A320-469a

Function
Main Components
The impeller supplies the required amount of compressed air to the

combustor chamber.
- The impeller is made of titanium alloy. It has main blades and

splitter blades. The front and rear shaft are integral with the
impeller which is connected at the front to the inter shaft and at the
rear to the turbine shaft by curvic-couplings using a tie-bolt.
Location
The impeller is located at the front of the power section.
- The diffuser assembly is made of stainless steel. It has 19 radial

vanes. The diffuser assembly is secured to the scroll with bolts.
Type
Single stage, high pressure, centrifugal flow impeller.
The impeller shield is treated with an abradable material that

provides a close tolerance clearance between the shield and the
impeller.
Main Features
Compression ratio: 8:1
A containment shield for impeller containment is mounted on the

outside of the combustor housing.
Outlet air temperature: 350C (662F)

Rotation speed: 49 300 RPM.
HSPS CT/NOV. 2006
Page 2.33
IMPELLER
CONTAINMENT
SHIELD
COMPRESSOR
HOUSING
IMPELLER
SHIELD
CURVIC
COUPLING
CURVIC
COUPLING
INTER SHAFT
MAIN BLADES
SPLITTER BLADES

HSPS CT/NOV. 2006
Page 2.34

Identification of Compressor Components
- The intermediate shaft is connected to the front of the load
compressor impeller and to the rear of the power section
compressor impeller by curvic-couplings.
- The compressor housing houses the impeller and the
compressor shield.
The compressor housing is attached at the front to the air inlet
housing and at the rear to the diffuser assembly and the combustor
housing.
- The impeller containment shield is mounted to the compressor
housing.
- The impeller has main blades and splitter blades. The impeller is
connected at the front to the intermediate shaft and at the rear to
the turbine by curvic-couplings.
- The diffuser is mounted to the impeller shield.
HSPS CT/NOV. 2006
Page 2.35
COMPRESSOR
HOUSING
IMPELLER
CONTAINMENT
SHIELD
INTERMEDIATE
SHAFT
DIFFUSER

IMPELLER
SHIELD
IMPELLER
POWER SECTION COMPRESSOR - SECTION

HSPS CT/NOV. 2006
Page 2.36
a320-471a

Function
Main Components
The combustor chamber burns the air-fuel mixture and delivers the
resulting gas to the turbine.
- The combustor housing is made of steel alloy. It houses the

combustor chamber. It also has bosses for the mounting of fuel
injectors (3 pilot fuel injectors and 6 main fuel injectors) and
igniters. The lower part of the external housing is provided with a
combustor chamber drain valve.
Location
The combustor chamber is located in the middle of the power
section.
Type
Reverse flow, annular combustor chamber.
- The combustor chamber is used for the fuel air mixture

combustion. The combustor chamber and the elbow are made of
heat resistant alloy and is provided with air holes and tubes.
- The heat shield acts as a shield between the bend assembly and
the impeller and directs the combustor gases to the turbines.
Main Features
- Fuel air ratio: 1/45
- Turbine inlet temperature: 1020C (1868F).
HSPS CT/NOV. 2006
Page 2.37
COMBUSTOR
HOUSING
AIR
TUBES
FUEL
INJECTOR
IGNITER
COMBUSTOR
CHAMBER
BEND
ASSEMBLY
HEAT
SHIELD
TURBINE
CONTAINMENT
SHIELD

HSPS CT/NOV. 2006
Page 2.38
A320-472a
POWER SECTION - COMBUSTOR CHAMBER -DESCRIPTION

Identification of Combustor Chamber Components
- The combustor housing houses the combustor chamber. It also
has bosses for the mounting of the fuel injectors, the igniter plugs
and the combustor chamber drain valve.
- The combustor chamber has holes and tubes that allows air used
for combustion and cooling to enter the combustor chamber.
- The bend assembly guides the burned gases from the combustor
chamber to the inlet of the first stage turbine nozzle guide vane.
- The heat shield protects the diffuser holder plate of the power
section impeller.
The heat shield is located between the bend assembly and the
diffuser assembly.
- The combustor chamber drain valve is threaded into the bottom
of the combustor housing, this allows unburned fuel to drain
overboard. The valve is closed by air pressure in the combustor
housing.
HSPS CT/NOV. 2006
Page 2.39
COMBUSTOR
HOUSING
HEAT
SHIELD
COMBUSTOR
CHAMBER DRAIN
VALVE
COMBUSTOR
CHAMBER
FIRST STAGE
TURBINE NOZZLE
COMBUSTOR AIR PRESSURE
BEND
ASSEMBLY
POWER SECTION - COMBUSTOR CHAMBER - DESCRIPTION
HSPS CT/NOV. 2006
Page 2.40

Function
Main Components
The turbine extracts the energy from the combustor gases to drive
the impeller, the load compressor and the gearbox.
The two stage axial flow turbine comprises of:

- The first stage nozzle guide vane (22 cooled vanes)
Location
- The first stage turbine wheel (37 fir tree blades inserted into a disc)
The turbine is located at the rear of the power section.
- The second stage nozzle guide vane (26 vanes)
Type
- The second stage turbine wheel (31 fir tree blades inserted into a
disc).
2 stage, axial flow turbine.
The turbine wheels are coupled together by curvic-couplings and

secured by a tie-bolt.
Main Features
Turbine inlet temperature: 1020C (1868F)
A turbine containment shield is located around the turbine wheel.

Turbine outlet temperature: 614C (1137F)
The turbine rear shaft is supported by a roller bearing and is
located in the rear bearing housing.
Rotation speed: 49300 RPM

Direction of rotation: clockwise (viewed from the rear of the
APU).
HSPS CT/NOV. 2006
Page 2.41
FIRST STAGE
TURBINE WHEEL
SECOND STAGE
NOZZLE GUIDE
VANE
FIRST STAGE
NOZZLE GUIDE
VANE
CURVIC
COUPLINGS
SECOND STAGE
TURBINE WHEEL
CONTAINMENT
SHIELD
ROLLER
BEARING
TIE
BOLT

HSPS CT/NOV. 2006
Page 2.42
A320-474a

Identification of Turbine Components
- The first stage nozzle guide vane has 22 vanes installed in front
of the first stage turbine wheel
- The first stage turbine wheel has 37 fir tree blades inserted into a
disc and secured by blade locks.
The turbine wheel is connected to the rear of the power section
impeller and to the second stage turbine wheel by curvic-couplings
- The second stage nozzle guide vane has 26 vanes installed in
front of the second stage turbine wheel
- The second stage turbine wheel has 31 fir tree blades inserted
into a disc and secured by blade locks. Vibration dampers are
fitted between the blades.
The turbine wheel is connected to the first stage turbine wheel by a
curvic coupling.
The rear of the second stage turbine wheel is supported by a roller
bearing
- The containment shield is located around the turbine wheels.
- The turbine housing is located between the containment shield
and the turbine.
The turbine housing is connected to the exhaust housing.
HSPS CT/NOV. 2006
Page 2.43
FIR TREE
BLADES
VIBRATION
DAMPER
BLADE
LOCKS
SECOND
STAGE
TURBINE
WHEEL
NOZZLE GUIDE
VANE SUPPORT
SECOND STAGE
NOZZLE GUIDE
VANE
FIRST STAGE
NOZZLE GUIDE
VANE
FIRST STAGE
TURBINE WHEEL
CONTAINMENT
SHIELD
TURBINE
HOUSING

HSPS CT/NOV..2006
Page 2.44
A320-475a

Function
The exhaust directs the exhaust gases to the aircraft exhaust pipe.
Location
The exhaust diffuser is located inside the APU exhaust housing.
Type
One piece, annular exhaust pipe.
Main Components
The exhaust housing is constructed of stainless steel and provides a
passage for the exhaust gases. The housing also contains the rear
bearing and struts that house oil pipes to the rear bearing.
HSPS CT/NOV. 2006
Page 2.45
FLOATING CARBON
SEAL
SQUEEZE
FILM
EXHAUST
HOUSING
DISCHARGE
AIR
STRUT
REAR
BEARING
AIR BYPASS
PLENUM
LABYRINTH
SEAL
ROLLER
BEARING
FLEXIBLE
CAGE

HSPS CT/NOV. 2006
Page 2.46
A320-451a

Identification of Exhaust Components
- The exhaust housing consists of an outer housing and diffuser
cone supported by struts.
- The rear bearing labyrinth seal is installed on the rear shaft of

the second stage turbine wheel.
The inner cone houses the rear bearing assembly and the rear
bearing oil pipes.
The labyrinth seal is pressurized by compressed air from the

power section compressor.
- The air bypass plenum is installed on the exhaust housing and is
provided with a drain connected to the drain system.
- The rear bearing housing:

The rear bearing
The rear end of the tie-bolt
The securing nut.
The rear bearing housing has threaded bosses for the mounting of
the rear bearing oil pipes.
- The rear bearing oil pipes:
The rear bearing oil supply
The rear bearing oil scavenge
The rear bearing oil venting.
- The rear bearing is a roller bearing, it is located inside the rear
bearing cage.
HSPS CT/NOV. 2006
Page 2.47
AIR BYPASS
PLENUM
REAR BEARING
HOUSING
REAR BEARING
VENT PIPE
SECURING
NUT
EXHAUST
HOUSING
LABYRINTH
SEAL
REAR BEARING OIL
SUPPLY PIPE
REAR BEARING
SCAVENGE PIPE
REAR BEARING
CAGE
A320-476a
TIE
BOLT
HSPS CT/NOV..2006
Page 2.48

The power section produces the shaft power through the
thermodynamic cycle: compression, combustion, expansion and
exhaust.
Expansion
Expansion of the gases takes place across the two stages of the
turbines, this transforms the gas energy into shaft power.
Compression
Ambient air is directed into the blades of the rotating impeller. The air
then flows through the divergent passages of the diffuser. (The air
velocity is transformed into pressure.)
The gases flow through the nozzle guide vanes which increase the
velocity, then across the turbine blades. The aerodynamic forces
cause the turbine wheels to rotate.
Combustion
During expansion, the velocity of the gases increases and the

pressure and temperature decrease.
The compressed air is divided into two flows:
Exhaust
- A primary flow mixed with the fuel for combustion
The gases are then expelled overboard through the exhaust system.
- A secondary flow (dilution air) to cool the combustor and internal

parts.
As a result of the continuous burning process, the pressure
decreases slightly whereas the velocity and the temperature
increase.
HSPS CT/NOV. 2006
Page 2.49
AMBIENT AIR
COMPRESSED AIR
COMBUSTION
EXHAUST
FUEL
PRESSURE AND
TEMPERATURE
VALUES ARE GIVEN
AT ZERO DESIGN
POINT FOR
INFORMATION
a320-477a
HSPS CT/NOV. 2006
Page 2.50

The power section provides air flow to pressurize the APU labyrinth
seals, to cool internal heated parts and balance rotor forces.
Cooling
To prevent excessive heating of the parts subjected to the
combustion gases, a circulation of cooling air (bled at the outlet of
the power section impeller) is provided through the power section
rotor assembly, and is directed by internal passages to the turbine
wheel faces.
Pressurization
- Pressurization of Labyrinth Seals
Labyrinth seals are supplied with air pressure. A pressure
difference across the seals provide a non contact seal.
- Pressurization of Load Compressor Front Bearing
The pressurized air, bled from the outlet of the power section
impeller, flows through an external pipe to the labyrinth seal of the
load compressor front bearing and the cooling fan labyrinth seal.
Balance of Forces
The shaft, the turbine wheels, and the compressor impellers are
subjected to axial forces resulting from the operation of the rotor
assembly.
To reduce the forces on the bearings, air pressure is used on the
backside of the power section impeller.
- Pressurization of Power Section Rear Bearing

The pressurized air, bled at the outlet of the power section
impeller, flows through the power section rotor assembly to the
rear bearing labyrinth seal.
HSPS CT/NOV. 2006
Page 2.51
EXTERNAL PIPE TO
LOAD LCOMPRESSOR
FRONT BEARING AND
COOLING FAN
LABYRINTH SEALS
AXIAL THRUST
AMIENT AIR
COMPRESSED AIR
EXPELLED SEAL
AND COOLING AIR
FRONT BEARING
LABYRINTH SEAL
AIR
REAR BEARING LABYRINTH

SEAL AIR

HSPS CT/NOV..2006
a320-478a

Page 2.52
APS 3200 AUXILIART POWER UNIT

HSPS CT/NOV. 2006
Page 2.53
APS 3200
SECTION 3
OIL SYSTEM
HSPS CT/NOV. 2006
Page 3.0

Function
Lubrication and Cooling Requirements
The system is used to lubricate and cool the APU and the AC
generator.
- The APU rear bearing

- The APU front bearing
Location
- The gearbox gears and bearings
The system components are all located on the gearbox except the oil
cooler. The cooler is located on the left side of the APU.
- The AC generator
Main Features
- Cooling Fan
Self contained, full flow system.

- Max oil temperature: 135C (275F)
- Normal oil pressure: 345 - 414 kPa (50 - 60 PSIG)
- Low oil pressure: 241 kPa (35 PSIG)
- Oil quantity: 5.4 liters (5.72 Qts) at FULL mark
HSPS CT/NOV. 2006
Page 3.1
FRONT
BEARING
REAR
BEARING
GEARBOX
GEARS AND
BEARINGS
LUBRICATION
AND
COOLING OF
AC GENERATOR
OIL SYSTEM
MAIN FEATURES
OIL SYSTEM COMPONENTS
ON GEARBOX
(EXCPT OIL COOLER)
MAX OIL TEMPERATURE

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

HSPS CT/NOV.. 2006
Page 3.2

Oil Cooler
Oil Sump
The oil cooler cools the oil and has a by-pass valve.
The oil sump is formed by the lower part of the gearbox.
De-oiling Valve
The gearbox has a fill tube for gravity filling, an overflow drain, a
pressure fill connector and a sight glass.
The de-oiling valve is a solenoid valve located at the inlet of the

pressure pump. When energized open, the valve prevents oil flow
thus reducing the APU starting loads on the starter.
The gearbox intermediate gear also functions as the air/oil separator

and provides air venting of the gearbox.
Monitoring Devices
Oil Pumps
One lubrication pump and two scavenge pumps are driven by the
gearbox.

The pressure system is provided with a pressure relief valve located

on the front of the gearbox.
- Oil level sensor
Oil Filters
There is one filter in the lubrication line and one in the AC generator
scavenge line.
- Oil filter impending blockage switch indicator on each oil filter

assembly
Both filters are the same and each have a filter element impending
blockage switch indicator. They are mounted on the lower front face
of the gearbox. The oil filter by pass valve for each filter is located in
the gearbox and is non adjustable.
- Magnetic drain plug.
HSPS CT/NOV.. 2006
Page 3.3
PRESSURE
RELIEF VALVE
HIGH OIL
TEMPERATURE
SENSOR
LOW OIL
PRESSURE
SWITCH
CHECK
VALVE
OIL COOLER
CHECK VALVE
AC GENERATOR
HIGH OIL
TEMPERATURE
SENSOR
AIR OIL
SEPERATOR
LUBRICATION
PUMP
DE-OILING
VALVE
SCAVENGE
PUMPS
OIL FILTER
BYPASS VALVES
OIL SUMP
OIL PRESSURE
OIL RETURN
AIR-OIL MIST
HSPS CT/NOV.. 2006
OIL LEVEL
SENSOR
OIL FILTERS
OIL LEVEL
SIGHT GLASS
OIL
FILLER
TUBE
MAGNETIC
DRAIN PLUG

Page 3.4
a 320-481a
OIL SYSTEM OPERATION

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

scavenge pumps:
-One for the power section rear bearing that returns the oil directly to
the sump
One for the AC generator that returns the oil to the sump through a
filter.
Venting
Oil mist in the gearbox is separated by a centrifugal air-oil separator.
The gearbox is vented to the exhaust through an external pipe.
Scavenge Return
scavenge pumps:
- One for the power section rear bearing that returns the oil directly
to the sump
- One for the AC generator that returns the oil to the sump through a
filter.
Monitoring
Low oil pressure switch
-High oil temperature sensor
- Oil filter impending blockage switch indicators
- Oil level sensor
HSPS CT/NOV.. 2006
Page 3.5

OIL SUPPLY
OIL PRESSURE
SCAVENGE RETURN
VENTING
a 320-481 a
HSPS CT/NOV.. 2006
Page 3.6

Lubrication is required for the AC generator, the gearbox and the
APU bearings.
AC Generator Lubrication and Cooling
Gearbox Lubrication
Oil Supply
Oil Supply
From the lubrication pump and filter, the oil is supplied to the AC
generator:
The oil flowing from the lubrication pump passes through the filter
and then by means of internal lines and jets is sprayed onto the
gears and bearings.
- One flow for cooling

- A second flow to lubricate the generator drive shaft splines.
From the gearbox the oil is also supplied to the cooling fan bearings
and to the rotor assembly front bearing.
Scavenge and Return
Scavenge and Return
The oil from the AC generator is scavenged by a pump and returned

to the gearbox sump through a filter.
After lubrication the oil returns to the gearbox sump by gravity.
HSPS CT/NOV.. 2006
Page 3.7
FROM LUBRICATION
PUMP
FROM LUBRICATION
PUMP
AC GENERATOR
LUBRICATION
AND COOLING
AC GENERATOR
OIL SCAVENGE
DE-OILED
AIR TO
EXHAUST
DE-OILED
AIR TO
EXHAUST
AC GENERATOR
DRIVE SHAFT SPLINE
LUBRICATION
SPRAY
JETS
OIL RETURN
TO SUMP

TO LUBRICATION
PUMP
TO LUBRICATION
PUMP
OIL SUPPLY
OIL PRESSURE
SCAVENGE RETURN
VENTING
GEARBOX LUBRICATION
HSPS CT/NOV.. 2006
Page 3.8
a 320-482 a

Front Bearing Lubrication
Oil Supply
Sealing
The lubrication for the rotor front bearing is provided by pressurized

oil from the gearbox oil system.
Oil sealing of this assembly is by a floating carbon seal and a

labyrinth seal using air from the power section impeller.
A jet located in the gearbox housing sprays oil between the front end
of the load compressor shaft and the front bearing nut. (Phonic
Wheel)
A drain cavity between the seals is vented overboard, into the APU
drainmast.
The oil runs along the shaft, lubricates the quill shaft splines and
enters the gap through the split inner races to lubricate the bearing.
Oil flow to the bearing is also provided by oil passages between the
gearbox and bearing outer race to provide a squeeze film to dampen
bearing vibration.
Scavenge and Return
After lubrication the oil is returned to the sump by gravity.
HSPS CT/NOV.. 2006
Page 3.9
SQUEEZE
FILM
FLOATING
CARBON
SEAL
AIR FROM
POWER SECTION
IMPELLER
BALL BEARING
LABYRINTH
SEALS
INTERNAL OIL
SUPPLY
OIL PRESSURE SPRAY

COMPRESSED AIR
SEA L AIR VENT
FRONT BEARING
NUT
DRAIN
CAVITY
LOAD
COMPRESSOR
IMPELLER
ENGINE LUBRICATION (2) - FRONT BEARING LUBRICATION

HSPS CT/NOV.. 2006
Page 3.10
a 320-452 a

Rear Bearing Lubrication
Oil Supply
Sealing
The lubrication of the rotor rear bearing is provided by pressurized oil

from the gearbox oil system.
Oil sealing in the bearing area is accomplished by a floating carbon

seal and a rotating labyrinth seal. The seals are pressurized with air
flow from the power section impeller.
The oil is supplied to the rear bearing through an external pipe.

In the bearing area, the oil is directed to the outer race to provide a
squeeze film and an internal line that sprays oil into the rear tie-bolt
area.
Drilled passages in the tie-bolt allow oil circulation for lubrication and
cooling of the roller bearing.
Scavenge and Return
After lubrication, the oil is scavenged back to the sump through an
external pipe by a scavenge pump.
HSPS CT/NOV.. 2006
Page 3.11
OIL SUPPLY
SQUEEZE
FILM
SECOND STAGE
TURBINE WHEEL
AIR FROM
POWER SECTION
IMPELLER
TIE
BOLT
ROLLER
BEARING
ROTATING
LABYRINTH
SEAL
OIL PRESSURE
OIL RETURN
COMPRESSOR AIR
FLOATING
CARBON
SEAL
ENGINE LUBRICATION (3) - REAR BEARING LUBRICATION

a 320-453
a
Page
HSPS CT/NOV. 2006

3.12
OIL SUMP
Function
Main Components
The sump provides a reservoir for the APU lubrication system.
The main components of the oil sump are:
Location
- Oil filler tube
The sump is located in the bottom of the gearbox.
- Oil overflow boss
Main Features
- Oil pressure fill port
- Capacity at the "FULL" mark: 5.4 litters (5.72 Qts)
- Air-oil separator
- Capacity at the "ADD" mark: 3.95 litters (4.16 Qts)

- Pressure relief valve
- Oil level sensor
- Oil level sight glass.
HSPS CT/NOV. 2006
Page 3.13
GEARBOX
OIL FILLER
TUBE
OIL
OVERFLOW
BOSS
OIL LEVEL
SENSOR
OIL
PRESSURE
FILL PORT
MAGNETIC
DRAIN PLUG
PRESSURE
RELIEF VALVE
GEARBOX FRONT VIEW
OIL
LEVEL
SIGHT
GLASS
GEARBOX LEFT SIDE VIEW
OIL SUMP
HSPS CT/NOV.. 2006
Page 3.14
a 320-483 a
AIR-OIL SEPARATOR
Function
Operation
The air-oil separator separates the oil from the air.
An air-oil mist is created in the gearbox when the APU is operating.

The oil is separated from the air by the rotating action of the gearbox
intermediate gear. The oil returns to the gearbox sump by gravity
and the air is vented through a pipe to the APU exhaust.
Location
The air-oil separator is located in the upper part of the gearbox.
Description
The air-oil separator is part of the gearbox intermediate gear.
The gear has a hollow shaft with radial drillings. The rear of the
hollow shaft vents into a passage in the gearbox housing.
HSPS CT/NOV. 2006
Page 3.15
INTERMEDIATE
GEAR
AIR-OIL
SEPERATOR
TO APU
EXHAUST
DE-OILED
AIR
OIL MIST
AIR-OIL SEPARATOR
OIL RETURN
TO SUMP
OIL RETURN
TO SUMP
AIR OIL SEPERATOR

HSPS CT/NOV.. 2006
Page 3.16
OIL PUMPS - GENERAL
OIL PUMPS - DESCRIPTION
Function
Gerotor Type
One pump is used for the lubrication supply and two pumps for
scavenge.
Location
The oil pumps are located inside the gearbox front face.
Main Features
- Lubrication pump
Type: Vane type
Flow: 2160 l/h (570 GPH)
- AC generator scavenge pump
Type: Vane type pump
Flow: 2160 l/h (570 GPH)
- Rear bearing scavenge pump
Type: Gerotor type pump
Flow: 160 l/h (42 GPH)
The gerotor is a positive displacement pumping unit consisting of two

elements: an inner and outer rotor.
The inner rotor has one less tooth than the outer, and has its
centerline positioned at a fixed eccentricity from the centerline of the
outer element.
The inner element is driven by the gearbox.
Vane Type
The vane type pump consisting of a slotted inner rotor equipped with
vanes operating in an eccentric housing.
Operation of the Pressure Relief Valve
The oil pressure relief valve is a non adjustable, spring loaded relief
valve.
The valve will open when oil pressure reaches 345-414 kPag (50-60
PSIG). The oil that is bypassed, returns to the inlet of the lubrication
pump.
HSPS CT/NOV. 2006
Page 3.17
AC GENERATOR
SCAVENGE PUMP
FUEL CONTROL
UNIT DRIVE
OIL SCAVENGE
PUMPS
OIL PUMP
DRIVE GEARS
REAR BEARING
SCAVENGE
PUMP
OIL PRESSURE
PUMP
PRESSURE
RELIEF VALVE
LUBRICATION
PUMP
a 320-485 a
OIL PUMPS - GENERAL - DESCRIPTION

HSPS CT/NOV.. 2006
Page 3.18
DE-OILING VALVE
Function
Operation
The de-oiling valve reduces the APU starting lead during start
conditions.
During the APU start up the de-oiling valve is energized open by the
ECB. When the valve is open the lubrication pump is prevented from
pumping oil into the system. This reduces the starting load of the
APU and allows faster acceleration.
Location
When the APU accelerates to 55% speed, the ECB de-energizes the
de-oiling valve and allows the lubrication pump to produce oil flow.
The valve is located on the left side of the gearbox.

Main Features
During shutdown, the de-oiling valve is again energized by the ECB

when the APU de-accelerates to 90% speed. This allows the oil
remaining in the system to return to the oil sump with the exception
of one quart remaining in the oil cooler.
- Solenoid valve operated by the ECB

- Nominal rating: 28 VDC; 1.0 amps
- Solenoid valve energized open.
Description
The de-oiling valve is a solenoid operated valve directly controlled by
the ECB.
HSPS CT/NOV. 2006
Page 3.19
DE-OILING VALVE
AIR
GEARBOX LEFT SIDE
TO
OIL
COOLER
OIL SUMP
DE-OILING SYSTEM
TO
LUBRICATION
PUMP
ECB
AIR
OIL
FROM
SUMP
DE-OILING VALVE
a 320-486a
DE OILING SYSTEM
HSPS CT/NOV.. 2006
Page 3.20
OIL FILTERS - GENERAL
OIL FILTERS - DESCRIPTION
Function
Each filter system consists of:
The function of the oil filters is to filter the oil.
- A 20 micron disposable cartridge
There are two filters: one for lubrication and one for the AC generator
scavenge. They are the same type of filter.
- An oil filter impending blockage switch indicator

- A by-pass valv
Location
The lubrication filter is located in the pressure line after the oil cooler.
The scavenge filter is located after the AC generator scavenge
pump.
Both filters are installed at the bottom front face of the gearbox.
Main Features
- Filter element: 20 microns
- By-pass valve setting: 345-414 kPad (50-60 PSID)
- Switch indicator setting: 207-241 kPad (30-35 PSID).
HSPS CT/NOV. 2006
Page 3.21
LUBRICATION
FILTER
SWITCH
INDICATOR
AC GENERATOR
SCAVENGE FILTER
LUBRICATION
FILTER
a 320-487 a
OIL FILTERS - GENERAL - DESCRIPTION

HSPS CT/NOV.. 2006
Page 3.22

Oil Flow
By-pass
In normal operation the oil is filtered and then flows to the oil system.
When the differential pressure across the filter exceeds 345 to 414
kPad (50 to 60 PSID), the by-pass valve will open and allow
unfiltered oil to flow into the system.
Pre-blockage of the Oil Filters

Should the filter become contaminated, a difference in pressure
across the filter will occur.
The by-pass valve is located in the gearbox and is non-adjustable.
Two switch indicators are mounted on the front of the gearbox near
each oil filter. The switch indicator provides a visual indication when
the oil temperature is 74C (165F) and the oil pressure across the
filter reaches 241 kPad (30-35 PSID). The ECB also monitors each
switch indicator and will store the fault message.
HSPS CT/NOV. 2006
Page 3.23
a 320-488 a

HSPS CT/NOV. 2006
Page 3.24
OIL COOLER - GENERAL
OIL COOLER - DESCRIPTION

The oil cooler is a rectangular unit which includes:
Function
The oil cooler transfers the heat of the lubricating oil to the air
flowing through the cooler.
Location
- An oil cooler housing which consists of an integrally brazed

aluminum heat-exchanger with an aluminum core and a stainless
steel housing.
- A check valve and a by-pass valve to regulate the oil flow and
internal pressure of the oil cooler.A drain plug to drain the
oil cooler
The oil cooler is installed on the left side of the APU.

In the oil system, the cooler is located between the lubrication pump
and the filter.
Main Features
- Oil cooling ability: 2160 l/h (540 GPH)
- Oil cooler by-pass valve setting:
Opening threshold: 207 kPad (30 PSID)
Fully open: 345 kPad (50 PSID).
HSPS CT/NOV.. 2006
Page 3.25
a 320-489 a
HSPS CT/NOV.. 2006
OIL COOLER GENERAL - DESRIPTION

Page 3.26

Normal Operation
Air Flow
The oil delivered by the lubrication pump flows through the aluminum
cooling tubes that are cooled by the cooling fan air flow.
The oil cooler uses the airflow from the cooling fan to remove heat
from the oil. The heated air is then discharged overboard through an
air duct located in the left APU compartment service door.
The cooled oil then flows to the various APU lubrication points.
By-pass Operation
When the pressure exceeds 207 kPad (30 PSID), the bypass valve
opens.
The oil flow by-passes the cooler to the lubrication system.
Check Valve Operation
The check valve is an oil pressure operated valve.
When the pressure in the oil system is low (de-oiling during start and
shutdown), the check valve closes and prevents draining of the oil
cooler into the sump.
The check valve traps approximately one quart of oil in the oil cooler
when the APU is not running.
HSPS CT/NOV.. 2006
Page 3.27
COOLING AIR
INLET
COOLING AIR
INLET
CHECK
VALVE
CHECK
VALVE
OIL
OUTLET
OIL
OUTLET
BY-PASS
VALVE CLOSED
OIL FLOW
RESTRICTION
BY-PASS
VALVE OPEN
OIL
INLET
OIL
INLET
OIL FLOW
AIR FLOW
NORMAL
OPERATION
BY-PASS
OPERATION
a 320-490 a

HSPS CT/NOV.. 2006
Page 3.28
MONITORING DEVICES - LOW OIL PRESSURE SWITCH

General
Function
The Low Oil Pressure (LOP) switch senses the pressure

downstream of the filter.
The LOP switch consists of a normally closed switch and is open

when normal oil pressure is present.
The LOP switch initiates automatic APU shut down when the oil
pressure is too low.
The ECB does not check for oil pressure until the APU has reached
a speed of 100% (RTL) plus 10 seconds.
Location
If oil pressure is below 241 kPag (35 PSIG), and the APU is
operating at 100% speed, the APU will shut down after running for
10 seconds.
The LOP switch is mounted on the right side of the air inlet plenum
or on the lower right side of the gearbox
Main Features
- LOP switch setting: 241 kPag (35 PSIG)
- Output signal to ECB: ground signal.
Interfaces
- The ECB
HSPS CT/NOV.. 2006
Page 3.29
LOW OIL PRESSURE SWITCH
MONITORING DEVICES
HSPS CT/NOV.. 2006
Page 3.30

a 320-491 a
MONITORING DEVICES - OIL TEMPERATURE SENSOR

General
Function
The HOT sensor is a Resistive Temperature Device (RTD) supplied

with a constant current of 1 mA (by the ECB). The resistance varies
with the oil temperature and modifies the sensor output voltage.
The Oil Temperature (HOT) sensor senses the temperature of the oil
at the outlet of the oil cooler. When the oil temperature is too high,
the HOT sensor initiates automatic APU shut down.
When the oil temperature reaches a limit value of approximately

135C (275F), the ECB will initiate automatic APU shut down.
Location
Note:
The HOT sensor is installed on the lower rear face of the gearbox.
Main Features
The AC generator also has an integral oil temperature

sensor which causes the APU to shut down when an
excessive temperature is detected (180C; 365F). The
sensor is monitored by the ECB.
- HOT sensor setting: 135 C (275 F)

- Sensor output signal (to ECB): variable output voltage
- 100 RTD; 1 mA; 19C to 149C (67F to 300F.)
Interfaces
- The ECB
HSPS CT/NOV.. 2006
Page 3.31
TO AIRCRAFT
RESISTIVE
TEMPERATURE
DEVICE
(135C / 275F)
ECB
3 WAY
SOLENOID VALVE
GEARBOX LEFT SIDE

HOT SENSOR
FROM
OIL
COOLER
OIL SUMP
OIL COOLER
OIL FILTER
TO
OIL
FILTER
HOT SENSOR
a320-491 a
MONITORING DEVICE
HSPS CT/NOV.. 2006
OIL TEMPERATURE SENSOR

Page 3.32
MONITORING DEVICES - OIL LEVEL SENSOR

General
Function
The oil level sensor is a Resistive Temperature Device (RTD) that

the ECB supplies with a constant current of 75 mA.
The oil level sensor measures the quantity of oil in the gearbox
sump.
When the oil level is too low, the sensor provides a flight deck
warning of low oil quantity on the lower ECAM, APU systems page.
The resistance varies with the oil level and changes the sensor
output voltage sensed by the ECB.
At power up, the oil level is checked for a period of 8 seconds and is
determined OK or LOW by the ECB.
Location
The oil level sensor is located on the right side of the gearbox.
If the oil level is low, the ECB will display "OIL QTY LOW" message
on the lower ECAM when the APU system page is selected.
Main Features
- Sensor output signal (to ECB): variable output voltage.
Interfaces
- The ECB
HSPS CT/NOV.. 2006
Page 3.33
GEARBOX FRONT VIEW
MONITORING DEVICES
a320-493a
OIL LEVEL SENSOR

HSPS CT/NOV.. 2006
Page 3.34
MONITORING DEVICES
MAGNETIC DRAIN PLUG
Oil Level Sight Glass
A drain plug is located on the lower front side of the gearbox

housing. Removing the plug allows oil drainage from the sump. The
drain plug embodies a magnetic chip detector that attracts ferrous
metal particles in the oil. The detector can be removed, inspected
and installed without draining the oil sump.
The oil level sight glass is located on the lower left side of the
gearbox housing, close to the oil fill tube.
It provides a visual indication of the oil level in the sump.
Oil level ADD and FULL marks are written on the sight glass.
A self sealing valve in the drain plug housing prevents oil drainage
when the magnetic chip detector is removed.
HSPS CT/NOV. 2006
Page 3.35
GEARBOX
LEFT SIDE
GEARBOX
FRONT VIEW
OIL LEVEL SIGHT GLASS
MAGNETIC DRAIN PLUG
OIL LEVEL SIGHT GLASS - MAGNETIC CHIP DETECTOR

MONITORING DEVICES
HSPS CT/NOV.. 2006
a320-494a
Page 3.36
OIL PIPES
External Pipes
Supply
- From lubrication pump, oil cooler and to the gearbox
- From gearbox to power section rear bearing.
Scavenge
- From power section rear bearing to scavenge pump.
Vent
- From power section rear bearing to air-oil separator
- From air-oil separator to APU exhaust system.
HSPS CT/NOV.. 2006
Page 3.37
OIL PIPES
OIL PRESSURE
OIL SCAVENGE
VENT
a320-495a
OIL PIPES
HSPS CT/NOV.. 2006
Page 3.38

HSPS CT/NOV. 2006
Page 3.39
APS 3200
SECTION 4
FUEL SYSTEM
HSPS CT/NOV..2006
Page 4.0

Function
Components Location
The fuel system provides the supply and the control of fuel to the
APU under all operating conditions.
- The fuel control unit is located on the front face of the gearbox
- The flow divider is located on the combustor housing
Systems Involved
- The aircraft fuel system
- The fuel manifolds and injectors are located on the combustor

housing.
- The pneumatic system

- The APU control system
APU Fuel System Main Components
- Fuel control unit
- Flow divider
- Pilot fuel manifold and injectors
- Main fuel manifold and injectors.
HSPS CT/NOV..2006
Page 4.1
FUEL SUPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
HSPS CT/NOV.. 2006
Page 4.2

The system consists of a fuel control unit, a flow divider and fuel
manifolds and injectors.
Fuel Control Unit
Flow Divider
The fuel control unit contains the following injector components:
The flow divider controls the flow to the main and pilot injectors. The
divider also provides pilot purge to the exhaust.
- Low fuel pressure switch (aircraft supplied)

Main Fuel Manifold and Injectors
- Low pressure pump (centrifugal type)
- Manifold to supply fuel to the main injectors
- Filter (filter element, by-pass valve and impending blockage P
indicator)
- Main injectors (six injectors mounted on the combustor housing).
- High pressure pump (gear type pump);
Pilot Fuel Manifold and Injectors
- Servo valve (electrically operated valve that meters the fuel flow in
- Manifold to supply fuel to the pilot injectors
- Constant P valve (pressure differential valve that controls the

differential pressure across the servo valve)
- Pilot injectors (three injectors mounted on the combustor

housing).
- 3 way solenoid valve (valve operated by the electronic control

box to open and close the fuel supply to the fuel injectors).
- Pressure regulator (fuel pressure supply to the actuators of the
air control system).
HSPS CT/NOV.. 2006
Page 4.3
HIGH
PRESSURE
PUMP
FILTER
PRESSURE
REGULATOR
INLET GUIDE
VANE
ACTUATOR
SERVO
VALVE
PILOT FUEL
MANIFOLD
AND
INJECTORS
FLOW
DIVIDER
PURGE TO
EXHAUST
LOW FUEL
PRESSURE
SWITCH
3 WAY
SOLENOID
VALVE
MAIN FUEL
MANIFOLD
AND
INJECTORS
FUEL
INLET
FUEL SUPPLY
UN-MTERED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
DRAIN
LOW PRESSURE
PUMP
CONSTANT
DELTA-P VALVE
a320-497a

HSPS CT/NOV.. 2006
Page 4.4

Starting
During starting, the fuel flow is controlled by the servo valve using
signals from the ECB.
When APU start is selected:

- The starter motor is energized and cranks the APU rotor assembly
- The ignition exciter operates and supplies high voltage spark to the
two igniter plugs
- The 3 way solenoid valve is energized open to provide fuel flow to
the injectors
At self-sustaining speed, the starter and the ignition system are

deactivated and the APU accelerates to 100% speed.
The APU is maintained at 100% speed under all load conditions by
the servo valve controlling fuel flow.
- The servo valve is electrically operated to control the fuel flow.

Fuel from the aircraft fuel system is supplied by the low pressure and
high pressure pumps through the servo valve and the 3 way solenoid
valve.
When the fuel pressure reaches approximately 138 kPad (20 PSID),
the flow divider delivers fuel to the pilot injectors. The fuel injected
into the combustor is ignited by the ignitor plugs.
When the fuel pressure reaches approximately 1380 kPad (200
PSID), the flow divider delivers fuel to the main injectors.
HSPS CT/NOV.. 2006
Page 4.5
IGNITION EXCITER AND

IGNITERS OPERATION
TO PILOT INJECTORS
TO MAIN INJECTORS
BY SERVO VALVE
CONTROLLED BY ECB
STARTING
FUEL SUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
a320-498 a
STARTING
HSPS CT/NOV.. 2006
Page 4.6

Running Condition
Shut-down
- Stabilized condition
When APU shut-down is initiated (manual or automatic), the ECB deenergizes the 3 way solenoid valve. Fuel flow to the fuel injectors is
shut off and bypassed back into the fuel system.
The fuel control unit provides a flow higher than APU fuel flow
requirements. The fuel is metered by the servo valve and is
controlled by the ECB. The excess fuel is returned to the HP pump
inlet through the constant AP valve and the fuel filter.
One second later the ECB de-energizes the fuel servo valve.
Any fuel remaining in the pilot manifold assembly and fuel injectors is
purged into the exhaust by combustor air pressure.
- Transient condition
When the load applied to the power section changes, the rotation
speed changes. The ECB senses the change and implements a
signal to the servo valve. The fuel flow is metered to keep the rotor
speed constant.
HSPS CT/NOV.. 2006
Page 4.7
FUELSUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
a320-499a

HSPS CT/NOV.. 2006
Page 4.8

Function
Main Components
The fuel control unit (FCU) supplies and meters fuel to the APU.
- Fuel pumps
The fuel control unit also supplies regulated fuel pressure to the inlet
guide vane and bleed control valve actuators.
- Filter
- Servo valve
Location
The fuel control unit is mounted on the front face of the gearbox by a
v-band clamp.
- Pressure regulator.
Interfaces
- Aircraft fuel system
- Pneumatic system actuators
- Drain system
- Control system.
Main Features
- Fuel supply by a low pressure pump and a high pressure pump
- Fuel filtering for the high pressure pump.
- Fuel metering by an electronic system (servo valve and electronic
control box).
HSPS CT/NOV.. 2006
Page 4.9
FUEL FILTER
FUEL SUPPLY
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
SERVO VALVE
a320-500A

HSPS CT/NOV..2006
Page 4.10

Components of the Fuel Control Unit
- A low fuel pressure switch located at the FCU fuel inlet (not
shown)
- A pressure regulator that provides a constant pressure to the air

system actuators:
A fuel outlet port (fuel supply to the actuators)
- Fuel Pumps
A fuel return port (fuel return from the actuators)
A low pressure pump (centrifugal type)

A high pressure pump (gear type) provided with a
pressure relief valve
- A fuel inlet union (connected to the aircraft fuel system)

- An electrical connector (current signals from the electronic
control box to the 3 way solenoid valve and the servo valve).
- A drain line for the pump shaft seal

- A filter which includes a filter element, a by-pass valve and an
impending blockage AP indicator
- A servo valve (electrically operated valve that meters fuel flow in
O-rings
Two O-rings are located on the fuel control. One on the fuel control
mounting flange and one on the drive shaft. Both O-rings must be
properly installed or excessive loss of oil will occur when the APU is
operating.
- A constant P valve (a valve that controls the differential pressure

across the servo valve)
- A 3 way solenoid valve (valve operated by the electronic control
box to open and close fuel flow to the fuel injectors)
HSPS CT/NOV.. 2006
Page 4.11
a320-501a

HSPS CT/NOV.. 2006
Page 4.12

Low Pressure Fuel Pump
High Pressure Fuel Pump
The low pressure fuel pump provides a positive supply to the inlet of
the high pressure pump.
The high pressure fuel pump supplies a fuel flow higher than the
APU requirements. The excess fuel is returned to the pump inlet
through the constant P valve. The pump is also provided with a
pressure relief valve.
The pump is mechanically driven at the same speed as the high

pressure pump by a splined shaft (driven by the gearbox).
Main Features
The splined shaft is provided with a seal and a drain line to the drain
system.
- Type: gear type
Main Features
- Type: centrifugal
- Flow: 727 kg/h (1600 lbs/hr)
- Relief valve setting: > 4480 kPad (> 650 PSID).
- Flow: 182 kg/h (400 lbs/hr) at 550 kPad (80 PSID).
Note:
- Fuel flow at 7 % N: 20 kg/h (45 lbs/hr)

- Fuel pressure at 7 % N: 1379 kPad (200 PSID).
HSPS CT/NOV.. 2006
Page 4.13
FUEL SUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
a320-502a

HSPS CT/NOV.. 2006
Page 4.14

Fuel Filter
The filter is located at the outlet of the low pressure pump.
The filter includes the following components:
- A filter element to filter the fuel
Filter specification: 10 microns
- An impending blockage P indicator to provide a visual warning
of a restricted filter
Setting: 48 kPad (7 PSID)
- A by-pass valve to allow the fuel supply in the event of filter
blockage
Setting: 324 kPad (46 + - 4 PSID).
O-ring
An O-ring is located inside the fuel filter cavity of the fuel control unit.
The O-ring functions as a seal and a securing device for the filter
bowel. The bowel is not secured by any external locking device.
HSPS CT/NOV.. 2006
Page 4.15
FUEL SUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
a320-503a

HSPS CT/NOV.. 2006
Page 4.16

Servo Valve
3 Way Solenoid Valve
The servo valve meters the fuel during starting and normal operating
conditions.
The valve opens and closes the fuel supply for operation and shut
down of the APU.
The valve consists of a torque motor which operates a fuel metering

valve (clevis type).
The solenoid valve is energized open to supply fuel to the fuel

injectors (control from ECB).
The motor is electrically controlled by the ECB. ECB current

operates the valve to meter fuel flow.
When de-energized, a spring moves the valve to the close position.
During starting, the servo valve meters fuel flow to accelerate the
APU.
In normal operating conditions, the fuel flow is metered to maintain a
constant 100% speed.
The main features of the servo valve are:
- Type: Torque motor
When the valve closes, the fuel is shut off to the injectors and
bypassed back into the fuel system.
During a normal or auto shutdown of the APU the ECB de-energizes
the 3 way solenoid valve, one second later the servo valve is deenergized.
In the event the 3 way solenoid valve does not close, the APU will
shut down when the servo valve is de-energized. If this condition
occurs, the ECB will store a fault message. (APU FUEL VALVE
FAILED OPEN).
- Current: 0 - 100 mA
- Metered flow: 6 - 198 kg/h (13 - 435 lbs/hr).
HSPS CT/NOV.. 2006
Page 4.17
UN-METERED FUEL
METERED FUEL
a320-504a

HSPS CT/NOV.. 2006
Page 4.18

Constant P Valve
Pressure Regulator
The valve maintains a constant pressure differential across the servo

valve.
The pressure regulator provides the fuel pressure supply to the inlet
guide vane actuator and the bleed control valve actuator. The valve
is non adjustable.
The valve senses upstream pressure on one side and downstream

pressure plus the force of a spring on the other side. The valve
position determines the amount of fuel to be returned to the fuel
system.
The pressure regulator is closed from 0 to 60% APU speed. When

the speed is above 60%, the regulator will open and deliver 1724
KPad (250 PSID) of fuel pressure to the actuators.
The P setting of the constant P valve is of 689 kPad (100 PSID)

across the servo valve. The valve is non-adjustable.
HSPS CT/NOV.. 2006
Page 4.19
REGULATED
PRESSURE TO
ACTUATORS
REFERENCE
PRESSURE FROM
LOW PRESSURE
PUMP OUTLET
FUEL RETURN
TO LOW
PRESSURE
PUMP INLET
PRESSURE
FROM HIGH
PRESSURE PUMP
FUEL SUPPLY
UN-METERED FUEL
METERED FUEL
FUEL RETURN
a320-505a
HSPS CT/NOV.. 2006
Page 4.20

Function
Interfaces
The flow divider distributes fuel from the fuel control unit to the pilot
and main injectors. It also provides purging of the pilot injectors
during APU shut-down.
- Fuel control unit
Location
- Pilot injector manifold
The flow divider is installed on the left side of the combustor housing.
- Exhaust system (purge).
- Main injector manifold
The flow divider is located downstream of the 3 way solenoid valve.

Main Components
The flow divider consists of two valves:
- A pilot injector and purge valve set at approximately 138 kPad (20
PSID) to open.
- A main injector valve set at approximately 1380 kPad (200 PSID)
to open.
HSPS CT/NOV.. 2006
Page 4.21
FUEL
CONTROL
UNIT
UN-METERED FUEL
METERED FUEL
FUEL RETURN
FUEL PURGE
a320-506a
HSPS CT/NOV.. 2006
Page 4.22

Description
Operating
The flow divider consists of:
- Starting
- Two valves:
A pilot injector and purge valve set at approx. 138 kPad
(20 PSID)
A main injector valve set at approx. 1380 kPad (200 PSID)
When the APU is started, the fuel pressure increases to 138 kPad
(20 PSID). The pilot injector valve opens and allows fuel flow to the
pilot injectors.
When the pressure reaches 1380 kPad (200 PSID), the main
injector valve opens allowing fuel flow to the main injectors.
- Normal Running Condition
- A filter screen (located at the fuel inlet)
The two valves remain open to allow fuel flow to the pilot injectors
and the main injectors.
- Fuel inlet/outlet ports:

Fuel inlet from the fuel control unit
- Shut-down
Fuel outlet to the pilot manifold
Fuel outlet to the main manifold
Fuel outlet to the exhaust system (purge).
As the fuel pressure decreases, the two valves close. The fuel
remaining in the pilot injectors is purged into the exhaust by
combustor air pressure. At this time, a momentary puff of smoke
may be viewed coming from the APU exhaust. This is a normal
occurrence.
HSPS CT/NOV.. 2006
Page 4.23
METERED FUEL
FUEL PURGE
HSPS CT/NOV.. 2006
Page 4.24

Function
The pilot manifold delivers fuel from the flow divider to the pilot
injectors during start and normal operation.
It also supplies the pilot fuel injectors with fuel during normal running.
Location
The pilot manifold is mounted around the combustor housing.
Description
The pilot manifold consists of flexible pipes connecting the flow
divider to the three pilot injectors. It is comprised of teflon tubes
sheath.
HSPS CT/NOV.. 2006
Page 4.25
FUEL SUPPLY
UN METERED FUEL
METERED FUEL
FUEL RETURN
a320-508a
HSPS CT/NOV.. 2006
Page 4.26

Type
Description
Simple jet injectors.
A simple jet injector comprises:
Location
- A pilot injector body and mounting flange
The three pilot injectors are installed on the rear of the combustor
housing:
- A fuel nozzle
- A heat shield
- One at the top (at 12 o'clock)

- Two at the bottom (one at 4 o'clock and one at 8 o'clock)
The injector fits into a heat shield that is provided with two air inlet
holes for cooling.
A gasket between the injector and the combustor housing.
Operation
A continuous flow of fuel is delivered to the combustor by the pilot
injectors and atomized by the fuel nozzles, the fuel is then mixed
with combustor air to maintain the combustion process.
HSPS CT/NOV.. 2006
Page 4.27
METERED FUEL
INLET
GASKET
PILOT FUEL
INJECTOR
COMBUSTOR HOUSING
REAR FACE
a320-509a
METERED FUEL
COMBUSTOR AIR
COMBUSTION
HSPS CT/NOV.. 2006
Page 4.28

Function
The main manifold delivers fuel from the flow divider to the main
injectors.
Location
The main manifold is mounted around the combustor housing.
Description
The main manifold consists of flexible pipes connecting the flow
divider to the six main injectors. It is comprised of teflon tubes
sheath.
HSPS CT/NOV.. 2006
Page 4.29
FUEL SUPPLY
REGULATED FUEL
METERED FUEL
FUEL RETURN
a320-510a
HSPS CT/NOV.. 2006
Page 4.30
MAIN FUEL INJECTORS

Type
Operation
Air blast injectors.
A continuous flow of fuel is delivered to the combustor by the main

injectors. The fuel is atomized by combustor air flowing through the
shrouded air passage. The fuel is then mixed with combustor air to
maintain the combustion process.
Location
The six main injectors are located on the combustor housing.
Description
An air blast injector comprises:
- A main injector body and mounting flange
- A fuel injection tube and a shrouded air passage
- A gasket between the injector and the combustor housing.
HSPS CT/NOV.. 2006
Page 4.31
MAIN INJJECTOR
BODY
GASKET
METERED FUEL
COMBUSTOR AIR
COMBUSTION
FUEL INJECTOR
TUBE
COMBUSTION SWIRL FLOW

a320-511a
MAIN FUEL INJECTORS

HSPS CT/NOV.. 2006
Page 4.32
FUEL PIPES
Fuel supply
Fuel drain (pipe located on the APU left side)
- From the aircraft fuel system to the fuel control unit.
- From the flow divider to the exhaust system.
Fuel distribution (pipes located on the APU left side)
Fuel drain (pipes located on the APU right side)
- From the fuel control unit to the flow divider
- From the fuel control unit to the APU drain collector
- From the fuel flow divider to:
- From the BCV actuator seals to the APU drain collector
The pilot manifold and injectors
- From the IGV actuator seals to the APU drain collector
The main manifold and injectors
- From the combustor housing, air bypass plenum and exhaust pipe
to the APU drain collector.
Fuel distribution (pipes located on the APU right side)

- From the pressure regulator of the fuel control unit to:
The BCV servo valve (fuel supply and return)
The IGV servo valve (fuel supply and return).
HSPS CT/NOV.. 2006
Page 4.33
FUEL FLOW
DIVIDER
FUEL SUPPLY
METERED FUEL
FUEL DRAIN
FUEL PIPES
HSPS CT/NOV.. 2006
Page 4.34

The APU fuel system has several interfaces: aircraft fuel system,
pneumatic fuel system, APU control system, APU drain system.
Aircraft Fuel System
The APU is supplied with fuel normally from the aircraft left wing
tank. The aircraft low pressure fuel pump provides fuel to the APU
when the aircraft tank pumps are not operating.
The low pressure valve is controlled by the ECB and is open when
the APU is operating. The valve is closed when the APU is shut
down normally or by the APU fire switch.
HSPS CT/NOV.. 2006
Page 4.35
FUEL SUPPLY
REGULATED FUEL
FUEL DRAIN
a320-513a

HSPS CT/NOV.. 2006
Page 4.36

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

- A center tank located between the two wings
- A right tank located inside the right wing.
Each tank has electric pumps to supply the engines.
A cross feed valve, located between the tanks, connects the left
and right engine supply lines. In normal operation, the cross feed
valve is closed.
The low pressure valve isolates the APU from the fuel supply.
The valve is open when the APU is running. It closes when the APU
is shutdown or when the FIRE switch is activated.
The APU low pressure fuel pump is controlled by a pressure switch
located in the fuel line to the APU. The switch senses fuel tank pump
pressure. If the pressure is too low or the fuel tank pumps are turned
off, the switch will cause the APU low pressure fuel pump to turn on.
HSPS CT/NOV.. 2006
Page 4.37
APU LOW PRESSURE

FUEL PUMP
a320-514a
LOW FUEL PRESSURE

WARNING SWITCH

HSPS CT/NOV.. 2006
Page 4.38
APS 32OO AUXILIARY POWER UNIT

HSPS CT/NOV..2006
Page 4.39
APS 3200
SECTION 5
AIR SYSTEM
HSPS CT/NOV.. 2006
Page 5.0

Function
Component Location
The air system provides compressed air to the aircraft on the ground
and in flight.
The inlet guide vane system components are located on the right
upper side of the air inlet housing. The inlet guide vanes are
located in the air inlet housing ahead of the load compressor air inlet.
Main Features
- Flow: 1.2 kg/s (2.6 lbs/sec.)
The air bleed system components are located on the right lower
side of the load compressor scroll outlet.
- Pressure: 289.6 kPag (42 PSIG)
All the sensors are located on the APU.
- Temperature: 232C (450F).
Interfaces
Main Components
- The ECB
Two systems are considered:
- The aircraft pneumatic system
- The inlet guide vane (IGV) system controls the load compressor
airflow and prevents EGT overtemperature of the power section
during load compressor operation. The inlet guide vanes are
controlled by the ECB, servo valve, and the IGV actuator.
- The air bleed system delivers airflow from the load compressor to
the aircraft pneumatic system through a bleed control valve (BCV).
The valve also functions as an anti-surge valve for the load
compressor. The BCV is controlled by the ECB, servo valve, and
the BCV actuator.
HSPS CT/NOV. 2006
Page 5.1
AMBIENT AIR
COMPRESSED AIR
REGULATED FUEL
FUEL RETURN
HSPS CT/NOV.. 2006

Page 5.2

Control of the System
The ECB uses various control signals from the aircraft and the APU
sensors to control the inlet guide vanes and the bleed control valve.
Indication
The pressure is indicated on the lower ECAM APU system page
display. The pressure is indicated by the load compressor discharge
pressure sensor and transmitted to the indicator through the ECB,
the ADIRU, the BMC computers in PSIG.
Air System Operation
The air system operation chart shows IGV and positions during
various modes of operation
HSPS CT/NOV. 2006
Page 5.3
ENGINE BLEED
PACK
SPEED SWITCH
%
MODE
AIRCRAFT
MODEL
IGV
POSITION
BCV
POSITION
ALL
CLOSED
72
DISCHARGE
( 0)
ALL
CLOSED
82
DISCHARGE
( 0)
OPEN
48
DELIVERY
45 TO 90
100
OFF
CLOSED
100
ON
OPEN
ALL
100
ON
OPEN
ECS
A318
A319
A320
OPEN
48 TO -30
DELIVERY
90
100
ON
OPEN
ECS
A321
OPEN
48 TO -10
DELIVERY
90
100
ON
CLOSED
MES
ALL
OPEN
-5
DELIVERY
90
OPERATION CHART
HSPS CT/NOV.. 2006

Page 5.4

Function
The inlet guide vane system controls the load compressor air flow to
provide the required flow to the aircraft pneumatic systems.
Main Features
Interfaces
Fuel inlet (fuel pressure)
Fuel outlet (fuel return)
- Fuel drain

Components Involved
- Position signal from the LVDT (Linear Voltage Differential

Transducer) to the ECB
- The electronic control box (ECB)
- EGT signal from APU exhaust thermocouples to the ECB.
- The inlet guide vane (IGV) system components: servo valve,

actuator, control mechanism and inlet guide vanes
Components Location
- The servo-valve and actuator form an assembly located on the
right upper part of the APU on the air inlet housing.
- The inlet guide vanes and their control mechanism are located in
the air inlet housing.
HSPS CT/NOV. 2006
Page 5.5
REGULATED FUEL
FUEL RETURN
FUEL DRAIN

HSPS CT/NOV. 2006
Page 5.6

The system includes the actuator, the control rod and the IGV
mechanism.
IGV Actuator
Hydraulically operated actuator using fuel supplied by the FCU, it
comprises of a servo valve and an operating piston.
Control Rod
The rod connects the actuator piston to the IGV assembly. It is
connected to the actuator piston by a quick release pin.
IGV Position Indicator
The actuator rod housing has a position indicator cast on the top and
bottom of the housing. The indicator markings range from CLOSED
to OPEN. An external metal tab is attached to the control rod and
functions as a position indicator for the IGVs and used to manually
move the IGVs when the APU is not running. The igvs should be in
the CLOSED position before starting the APU.
HSPS CT/NOV. 2006
Page 5.7
IGV POSITION
INDICATOR
OPEN
CLOSED
ACTUATOR
ROD HOUSING
METAL TAB
a 320-516.1
HSPS CT/NOV. 2006

Page 5.8

Servo Valve
IGV Control Mechanism and Inlet Guide Vanes
The inlet guide vanes are part of the IGV assembly. A sector gear is
attached to each inlet guide vane and is driven by a common ring
gear.
Actuator
The position of the actuator piston is provided by a Linear Voltage
Differential Transducer (LVDT). The position signal is sent to the
ECB for control of the servo valve.
HSPS CT/NOV. 2006
Page 5.9
METRED
FUEL PRESSURE
FUEL PRESSURE
FUEL RETURN
FUEL DRAIN
HSPS CT/NOV. 2006

Page 5.10

APU Starting
The ECB provides a control signal (0-100 MA) to the servo valve by
using the following input signals.
During start, the inlet guide vanes are in the closed position to
reduce the APU starting loads. The inlet guide vanes are also in the
closed position during APU shutdown.
- APU bleed switch

Operation
- Speed (100%)
During load compressor operation, the position of the guide vanes
are controlled by aircraft ECS computer signals sent to the ECB.
- EGT
In the event APU exhaust gas temperature is too high during load
compressor operation the ECB will signal the IGV actuator to reduce
airflow delivery of the load compressor.
- Air inlet pressure and temperature

- ECS mode
If inlet guide vane control is faulty, the IGV actuator will automatically
position the guide vanes to the closed position.
- MES mode.
When the actuator moves, the linear voltage differential transducer
(LVDT) sends the actuator position signal back to the ECB.
The actuator piston positions the IGV assembly to control the airflow
delivery of the load compressor.
HSPS CT/NOV. 2006
Page 5.11
AIR INLET
PRESSURE AND
TEMPERATURE
NOTE:
SEE OPERATION
CHART PAGE 5.4 FOR
AIRCRAFT MODEL
AND IGV POSITIONS
FUEL PRESSURE
FUEL RETURN
FUEL DRAIN

HSPS CT/NOV.. 2006
Page 5.12

Function
Component Location
The air bleed system provides air delivery to the aircraft pneumatic
system while preventing load compressor surge.
- The servo-valve, the actuator and the bleed control valve form a
complete assembly located on the right lower part of the auxiliary
power unit at the scroll outlet
Main Features
- Two load compressor discharge pressure pipes:
One located in the scroll outlet (high pressure)

One located in the diffuser of the load compressor (low
pressure)
Components Involved
- The Bleed Control Valve (BCV): servo-valve, actuator and valve
Both are connected to the load compressor discharge

pressure sensor to prevent load compressor surge.
- Pressure sensors
Interfaces
- Ducts.
- Fuel inlet
- Fuel outlet
- Fuel drain
- Position signal from the LVDT to the ECB
- Pressure signals to the load compressor discharge pressure
sensor.
HSPS CT/NOV. 2006
Page 5.13
REGULATED FUEL
RETURN FUEL
FUEL DRAIN
HSPS CT/NOV. 2006

Page 5.14

The air bleed supply is controlled by a bleed control valve.
APU Bleed Switch
This valve comprises of a housing, a butterfly valve and an actuator.

APU Bleed Switch
The cooldown time limit can vary from 0 to 2 minutes. The time limit
depends on when the APU bleed switch is turned off prior to
selecting the APU master switch to OFF.
Housing
Low Bleed Air Pressure
The housing is mounted on the load compressor scroll outlet by

means of a v-band clamp.
In the event low bleed air pressure occurs, cycle the APU bleed
switch OFF and then to ON. This may restore the system to normal.
Butterfly Valve
The valve is located in the BCV housing and directs air flow from the
load compressor to the aircraft pneumatic systems, APU exhaust or
both.
The butterfly shaft extends through the top of the BCV housing. The
shaft has a slot machined into it that provides manual positioning of
the valve and also serves as a valve position indicator.
HSPS CT/NOV. 2006
Page 5.15
HSPS CT/NOV. 2006

Page 5.16

Servo Valve
Bleed Control Valve
The bleed control valve (BCV) delivers compressed air to the aircraft,
also the valve functions as an anti-surge valve for the load
compressor.
Actuator
The position of the actuator piston is provided by a linear voltage
differential transducer (LVDT). The position signal is sent to the ECB
for control of the servo valve.
HSPS CT/NOV. 2006
Page 5.17
COMPRESSED AIR
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN
HSPS CT/NOV. 2006

Page 5.18

APU Starting
The ECB provides a control signal (0-100 MA) to the servo valve
using the following inputs:
During start and shutdown the BCV is in the discharge position.

If the valve control is faulty, the BCV actuator will automatically
position the valve to discharge.
- APU bleed switch

- Speed (100%)
- Air inlet temperature
- Load compressor discharge pressure sensor (P/P).
When the actuator piston moves, the linear voltage differential
transducer (LVDT) sends the actuator position signal back to the
ECB.
The actuator piston positions the BCV to deliver the maximum airflow
to the aircraft pneumatic systems without causing load compressor
surge.
HSPS CT/NOV. 2006
Page 5.19
COMPRESSED AIR
REGULATED FUEL
METERED FUEL
FUEL RETURN
FUEL DRAIN

HSPS CT/NOV. 2006
Page 5.20
AIR SYSTEM SENSORS - INLET AIR PRESSURE AND TEMPERATURE SENSOR

Function
- Supply current: 1 mA
The air inlet pressure and temperature signals are used by the ECB
for control purposes.
- Range: -55 to +150C (-62 to 302F)

- Resistance at 0C (0F): 1000 .
Location
The pressure and temperature sensors are in one unit which is
located on the right rear side of the air inlet plenum.
Main Features
Pressure Sensor
- Type: variable resistor device
- Excitation voltage: + 5 and - 5 VDC
- The pressure sensor is made of a bridge of 4 resistors printed on

a flexible support. One of them varies if the support is deformed by
the air pressure. The whole bridge is supplied by a 5 VDC constant
source voltage coming from the ECB. The changes of the variable
resistor cause the output to vary (from 0 to 50 mV).
- The temperature sensor is a resistor which is fed by a constant 1
mA current supplied by the ECB. The output voltage changes from
approximately 0.8 to 1.2 VDC according to the resistance changes
from -55 to +50C (-67 to +122F).
- Output signal: 0 to 50 mV
- Range: 0 to 104 kPaa (0 to 15 PSIA)
- Minimum bridge impedance: 2000 .
Temperature Sensor
- The measured ambient pressure is lower than 3.45 kPaa

(0.5 PSIA) or higher than 110 kPaa (16 PSIA)
- The measured inlet temperature is lower than -62C (-80F) or
higher than 76C (170F)
- Type: resistance temperature device

Normal BCV control will be maintained if either air inlet pressure or
temperature sensor is failed.
HSPS CT/NOV. 2006
Page 5.21
AIR SYSTEM SENSORS

HSPS CT/NOV. 2006
Page 5.22
AIR SYSTEM SENSORS - LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS

General
Description
Function
The two sensors are made of a bridge of 4 resistors.
The load compressor discharge pressure sensors sense load

compressor air pressure (high pressure) and (low pressure).
The resistors are printed on a flexible support and one of them varies
if the support is deformed by the pressure.
The ECB receives signals from the sensors and adjusts the bleed
control valve (BCV) to prevent load compressor surge.
The bridges are supplied by a constant source voltage of 5 VDC

coming from the ECB.
Location
The changes of the variable resistor causes the output voltage to

vary (from 0 to 50 millivolt).
The pressure sensors (P/P) are assembled as one unit. The

sensors are located on the right front side of the air inlet plenum.
Main Features
- The measured pressure is lower than 3.45 kPad (0.5 PSID) or

higher than 172 kPa (25 PSI) or than 690 kPa (100 PSI)
The pressure sensors are variable resistor devices.

Excitation voltage: + 5 and - 5 VDC
The load compressor bleed air pressure is displayed on the lower

Output signal: 0 to 50 mV
Range 0 to 172 kPad (0 to 25 PSID) (P)
0 to 689 kPaa (0 to 100 PSIA) (P)
Minimum bridge impedance: 2000 .
HSPS CT/NOV. 2006
Page 5.23
LOAD COMPRESSOR DISCHARGE PRESSURE SENSORS

HSPS CT/NOV. 2006
AIR SYSTEM SENSORS

Page 5.24

Function
Cooling Fan
The accessory cooling system supplies air for the oil cooler and for
the APU compartment ventilation.
Location
The fan provides cooling air to the oil cooler and to the compartment
cooling duct. The fan assembly incorporates a permanent magnet
generator that is used for APU backup overspeed and to prevent
momentary power interruption of the ECB.
The system components are located on the APU.
Fan Outlet Duct
Main Features
This duct connects the outlet of the cooling fan to the inlet of the oil
cooler.
Cooling by circulation of air taken from the air inlet plenum and
accelerated by the cooling fan.
Oil Cooler Exhaust Duct

This duct connects the oil cooler outlet to the APU compartment door
vent.
Main Components
The main components of the system are the fan inlet duct assembly,
the cooling fan, the fan outlet duct assembly, the oil cooler and the
oil cooler exhaust duct.
Compartment Cooling
Fan Inlet Duct
The APU compartment is ventilated by air ducted from the cooling

fan outlet duct. The air is discharged into the compartment through
the compartment cooling duct.
This duct connects the engine air inlet plenum to the inlet of the
cooling fan.
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Page 5.25

HSPS CT/NOV. 2006
Page 5.26

General
Main Components
Function
- The cooling fan assembly includes:
The cooling fan (driven by the gearbox) provides air circulation for
the oil cooler and ventilation of the APU compartment.
An axial flow fan

The fan drive gear
The cooling fan incorporates a permanent magnet generator that

provides momentary direct current power, and a backup overspeed
signal to the electronic control box.
2 roller bearings
- Fan inlet and outlet ducts
Location
- A permanent magnet generator and control box.
The cooling fan is located at the top of the gearbox front face and is
secured by a V-band clamp.
Main Features
- Cooling fan rotation speed: 51965 RPM
- Permanent Magnet Generator output: 40 VDC (100% of N)
- Speed signal for back-up of the overspeed protection system:
107%.
HSPS CT/NOV. 2006
Page 5.27
COOLING FAN - GENERAL

ACCESSORY COOLING
HSPS CT/NOV. 2006
Page 5.28

Description
Operation
The cooling fan is mounted on the gearbox and aligned by a locating

pin. The fan mounting flange is secured to the gearbox by a v-band
clamp.
Cooling Fan
The fan is driven by a shaft assembly that is supported by two ball

bearings, the bearings are lubricated by the APU oil system. The
shaft assembly uses a carbon seal and two labyrinth seals
pressurized by the power section impeller air. The oil used for
lubrication of the cooling fan is returned to the oil sump by gravity.
A permanent magnet generator (PMG) and a printed circuit board
are located in the fan housing. The printed circuit board contains the
rectifier components for the PMG electrical power output to the ECB.
The cooling fan accelerates the air flow through the oil cooler.
Cooling air is also used for APU compartment cooling.
PMG
The permanent magnet generator (PMG) is driven by the cooling fan
shaft. The PMG provides momentary (240 msec) of rectified
electrical power to the ECB when the aircraft electrical power is
interrupted during power transfer.
One unrectified PMG output provides a frequency signal to the ECB
that is used for the back up overspeed signal.
The cooling fan can be used to turn the APU rotor assembly during
borescoping. This is accomplished by removing the fan inlet duct and
manually rotate the fan impeller.
HSPS CT/NOV. 2006
Page 5.29
AMBIENT AIR
OIL SUPPLY
OIL DRAIN
PRESSURIZED AIR
COOLING FAN - DESCRIPTION AND OPERATION

ACCESSORY COOLING
HSPS CT/NOV. 2006
Page 5.30

The aircraft pneumatic system supplies compressed air to the
following:
- Aircraft air conditioning system
- Water tank pressurization
- Aft cargo heating
- Wing anti-icing system
- Main engine starting system
- Hydraulic reservoir pressurization.
The compressed air, used by the aircraft pneumatic system, can be
supplied by:
- The APU
- Number 1 engine
- Number 2 engine
- Ground air source.
HSPS CT/NOV. 2006
Page 5.31
HOT
AIR
PACK 2
ENG 2
BLEED
PACK 1
X BLEED
ENG. 1
BLEED
GROUND
AIR
SUPPLY
APU
BLEED
VALVE
(BCV)
FAULT LIGHT
OFF LIGHT
APU COMPRESSED AIR

ENGINE FAN COOLING AIR

HSPS CT/NOV. 2006
Page 5.32

HSPS CT/NOV.. 2006
Page 5.33
APS 3200
SECTION 6
CONTROL SYSTEM
HSPS CT/NOV.. 2006
Page 6.0

Functions
Main Components
The functions of the APU Control System are:
The main components of the APU control system are:
- To keep the power unit rotation speed constant to maintain AC

generator frequency
- The APU components (sensors, pressure switches, servo-valve,

actuators ...)
- To protect the power unit from overtemperature
- The electronic control box
- To avoid load compressor surge
- The aircraft control panels.
- To ensure a proper start of the power unit

- To provide a proper start sequence.
- To monitor APU component operation.
- To supply fault information for trouble shooting, engine trend
monitoring and historical data retention.
Main Features
- FADEC (Full Authority Digital Electronic Controller)
- Single computer
- Electrical supply from the aircraft DC system and momentary
power backup from the cooling fan PMG.
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Page 6.1

HSPS CT/NOV.. 2006
Page 6.2

General
ECB Outputs
This description considers:
They are the accessories (electro-valves, relays...) and indicating

devices.

ECB Electrical Supply
- The ECB inputs
- 28 VDC supply: from the aircraft electrical system
- The ECB outputs
- The ECB supply
- Momentary supply: from the permanent magnet generator (part of

the cooling fan assembly).
Electrical Harness
ECB
The APU harness connects the APU to the aircraft electrical system.
The ECB is located in the aft cargo compartment.

The unit is made of six printed wiring assemblies using digital
technology components.
ECB Inputs
They are the sensors (rotation speed, temperature, pressure...) and
discrete signals (microswitches and switches).
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Page 6.3

HSPS CT/NOV.. 2006
Page 6.4

Control System Components
- Inlet guide vane servo valve
Components of the control system:
- Bleed control valve servo valve
- Fuel servo valve
- Oil level sensor
- Permanent magnet generator
- De-oiling valve
- Engine identification module
- Speed sensors
- Exciter
- EGT sensors
- Starter voltage sensing
- Inlet air pressure sensor
- Centralized Fault Display System (CFDS)
- Inlet air temperature sensor
- Aircraft discrete inputs and outputs.
- Load compressor discharge pressure sensor

- Linear voltage differential transducers (LVDTs)
HSPS CT/NOV.. 2006
Page 6.5

CONTROL SYSTEM COMPONENTS
HSPS CT/NOV.. 2006
Page 6.6

Rotation Speed Control
Exhaust Gas Temperature (EGT) Control
General
General
This function meters the fuel flow to maintain a constant rotor speed.
This function protects the power unit against over-temperature.
Components Involved
Components Involved
- Speed sensors
- EGT thermocouples, the speed sensors and the inlet pressure and
temperature signals

- ECB
- Fuel servo-valve.
- IGV actuator.
The ECB compares rotor speed with a nominal speed datum to
control the fuel servo-valve. The servo-valve then provides the
required fuel flow to maintain 100% rotor speed under all APU load
conditions.
The ECB compares the actual EGT with an EGT datum.

The EGT datum is a function of the operating mode (ECS or MES)
and of the ambient air conditions (P1 and T1).
The ECB controls the IGV servo-valve as a function of EGT.
The IGV's are modulated toward close as EGT exceeds the datum.
HSPS CT/NOV.. 2006
Page 6.7
FUEL SUPPLY
UN METERED FUEL
METERED FUEL
FUEL RETURN

ROTATION SPEED CONTROL AND EGT CONTROL
HSPS CT/NOV.. 2006
Page 6.8

Load Compressor Surge Control
Load Compressor Reverse Flow Protection
General
General
This function protects the load compressor from surge.
This function shuts down the APU in case of load compressor surge
(eg. back pressure from the aircraft pneumatic system).
Components Involved
Components Involved
- ECB
- Bleed control valve.
- Fuel system and bleed control valve.
The ECB compares the load compressor delivery pressure ratio
(P/P) with a datum pressure ratio. In case of a low airflow condition,
the bleed control valve is modulated to discharge air into the APU
exhaust.
The ECB compares the load compressor delivery pressure ratio with
two datums:
When the first datum is reached, the bleed control valve (BCV) will
move to the discharge position.
When the second datum is reached, the APU will automatically
shutdown.
HSPS CT/NOV.. 2006
Page 6.9
METERED FUEL
FUEL RETURN

LOAD COMPRESSOR SURGE CONTROL AND REVERSE FLOW PROTECTION
HSPS CT/NOV.. 2006
Page 6.10

APU Start Fuel Flow Control
General
This function meters the fuel flow during APU starting.
The fuel flow program has two phases:
Components Involved
- The first phase: EGT rise
- Speed sensors, the EGT thermocouples, the air inlet pressure and
temperature probes
- The second phase: From EGT rise to 95% speed + 2 seconds.

- Fuel servo-valve.
During the first phase, the fuel supply is used to fill the manifold. Fuel
flow is metered as a function of rotor speed only.
During the second phase, fuel flow is scheduled as a function of two
programs (automatically selected):
The first program controls the fuel flow rate after comparing the
actual acceleration with the acceleration rate datum.
The second program controls the fuel flow rate after comparing the
actual EGT with the EGT datum.
HSPS CT/NOV.. 2006
Page 6.11
CONTROL
SYSTEM
(ECB)
FUEL SUPPLY
METERED FUEL
FUEL DRAIN
APU START FUEL FLOW CONTROL

HSPS CT/NOV.. 2006
Page 6.12

APU Fault System
General
The APU is either shut down automatically or a warning is given in
case of a fault.
Components
- The sensors
- The ECB
- The electrical accessories.
Operation
In the event of a fault shutdown of the APU, the supplied electrical
and pneumatic loads are removed.
Warning lights, messages and indicators are displayed in the flight
deck.
Fault messages are available through the Centralized Fault Display
System.
HSPS CT/NOV.. 2006
Page 6.13
APU SAFETY SYSTEM

HSPS CT/NOV.. 2006
Page 6.14

Monitoring
Function
The system provides information about the APU actual status,
The system displays:
- APU parameters
- Events and hours count
- Condition and faults.
Components Involved
- APU control system components
- The ECB
- The flight deck indicating system (CFDS, ECAM, MCDU).
HSPS CT/NOV.. 2006
Page 6.15
HSPS CT/NOV.. 2006
MONITORING
Page 6.16

Function
The Electronic Control Box (ECB) controls and monitors the Auxiliary
Power Unit systems.
Location
Weight: 7.3 kg (16.1 lbs)

Dimensions:
- Width: 159 mm (6.2 inches)
Height: 195.4 mm (7.6 inches)
Depth: 375.4 mm (14.6 inches).
Main Components
The ECB is installed in the aft cargo compartment.

Main Features
Full Authority Digital Electronic Controller (FADEC)
- On Board Replaceable Memory Module (OBRM) for design
flexibility and reduced component count
- Modular design for reliability, maintainability and testability
- No calibration required
- Digital communication links (ARINC 429 and RS 232-C)

- The ECB enclosure which houses Printed Wiring Assemblies
(PWA)
- The ECB front face which includes:
A RS 232-C connector
A front cover door housing the On Board Replaceable
Memory Module (OBRM)
A handle
- The ECB rear face which includes an ARINC 600 connector.
Identification
The electronic control box has an identification plate and a
modification plate, both located on the front face of the ECB.
HSPS CT/NOV.. 2006
Page 6.17

HSPS CT/NOV.. 2006
Page 6.18
The bleed control valve (BCV) command is transmitted to the

ECB by means of an aircraft discrete signal. Upon receipt of this
command, the ECB controls the opening of the BCV to supply
the aircraft pneumatic system.
ECB Inputs
General
This chapter considers the discrete and analog input signals to the
ECB.
Sensors and Discrete Inputs from Aircraft to ECB
Air/ground Configuration Switch (open/ground)
The corresponding signals form part of the ECB Inputs-Outputs

definitions and PIN assignments.
This signal to the ECB is to indicate whether or not the aircraft is inflight operation. Special considerations (i.e. safety systems) apply for
in-flight operation.
APU Stop (ground)
MES Mode (28 V)
The stop signal is transmitted to the ECB by the APU master switch
in the flight deck. Actuating the switch causes a contact closure to
ground.
This signal indicates to the ECB whether or not the aircraft is in Main
Engine Start mode (MES) of operation. The circuit is normally open.
In the MES mode, the aircraft causes the circuit to close and to
supply a 28 V signal to the ECB.
Bleed Control Valve Activation (ground)

Start Contactor Monitor (28 VDC/open/ground)
Emergency Stop (ground for approx. 150 ms)
The emergency stop signal is transmitted to the ECB by means of a
discrete signal created by a contact closure to ground.
This discrete 28 VDC signal tells the ECB whether or not the back-up
start contactor is closed or whether or not it is open.
The start contactor monitor is used exclusively for fault isolation
purposes.
HSPS CT/NOV.. 2006
Page 6.19

HSPS CT/NOV.. 2006
Page 6.20

Sensors and Discrete Inputs from Aircraft to ECB (continued)
Low Fuel Pressure Switch (open/ground)
Air Intake Flap Open Position (28 VDC)
The switch closes to ground when the fuel pressure falls below a
given pressure.
When the air intake flap is in the fully open position, a switch is
activated to supply a 28 VDC signal to the ECB.
Air Intake Flap Closed Position (ground)

When the air intake flap is in the fully closed position, a switch is
activated to the closed position and provides a ground signal to the
ECB. The aircraft relay operation is maintained until the flap closed
signal is received.
This signal is used to initiate the start sequence.

JAR Configuration
The ECB is programmed in the JAR mode. This means that all
shutdown faults sensed by the ECB will cause the APU to shutdown
on the ground or in flight.
Air Intake Flap Movement (28 VDC)
Start Command (28 VDC for approx. 150 ms)
During normal APU operation, a 28 VDC signal is transmitted to the

ECB when voltage is being applied to open or close the air intake
flap.
This command is activated by momentarily placing the start button in

the flight deck to "on". This action provides a 28 V signal to the ECB.
Generator Oil Temperature Sensor (100 )

This sensor is mounted in the AC generator. The wiring uses the
generator connector, P4. The sensor is a resistance temperature
device (RTD). It's variable resistance is a function of temperature
and is supplied with a constant current of 1 mA.
HSPS CT/NOV.. 2006
Page 6.21

HSPS CT/NOV.. 2006
Page 6.22

This sensor is a variable resistance device supplied by a constant
source voltage of 5 VDC.
Sensors and Discrete Inputs from APU to ECB

Low Oil Pressure Switch (ground)
The low oil pressure switch is a normally closed contact. The switch
opens and remains open when oil pressure is present.
The output ranges from 0 to 50 mV for a 0 to 15 PSIA range of air

pressure.
Load Compressor Discharge Air Pressure Sensors (P) and (P)
Oil Filter Switch Indicators

This is a differential pressure switch that is normally open. The
contact closes and provides a ground signal in case of filter
restriction.
EGT Sensors
There are two sensors: one to measure the pressure at the load
compressor scroll (P), the other one to measure the differential air
pressure between the diffuser and the scroll (AP). The ratio signal
AP/P is used to prevent load compressor surge.
The two sensors are of variable resistance type supplied by a
constant voltage of 5 VDC.
The EGT is measured by two independent thermocouples. They are

K type (Chromel-Alumel).
The outputs range from 0 to 50 mV for a 0 to 100 PSIA (absolute) or

0 to 25 PSID (differential) ranges of air pressure.
The output is of approx. 1 mV per 24C (43F).

Rotation Speed Sensors
High Oil Temperature Sensor (100 )
There are two independent speed sensors mounted in the gearbox.
The sensor is a Resistance Temperature Device (RTD). The
resistance varies according to the oil temperature and is supplied
with a constant current of 1 mA.
They provide a wave signal as a function of the teeth on the phonetic

wheel (24) and the rotation speed (i.e. 19720 Hz at 100% speed).
Inlet Air Pressure Sensor
HSPS CT/NOV.. 2006
Page 6.23
SENSORS AND DISCRETE INPUTS - FROM APU TO ECB

HSPS CT/NOV.. 2006

Page 6.24

IGV and Bleed Control Valve LVDTs

(Linear Voltage Differential Transducer)
Inlet Air Temperature Sensor (1000 RTD)

The sensor is a variable resistance temperature device supplied by a
constant source current of 1 mA. Temperature range -55 to 150C
(-67 to 302F).
LVDTs are used to detect the actual displacement of the IGV and
BCV actuators. Their signal is fed back to the ECB for the purpose of
servo control.
Their primary coil is supplied with a constant voltage of 10 VAC.
Their secondary coil provides a variable output voltage.
Engine ID Module
The engine identification (ID) module is resistors that provide the
ECB with 3 voltage lines V 1, V2, V3 matched to the engine ID
number. The engine serial number is the sum of the ID number and
the number 1000.
Upon loss of electrical signal, the IGV will close or the BCV opens to
discharge.
The engine ID number is stored in the ECB NOVRAM memory as

part of the power up initialization. The ID module is considered failed
when all inputs are shorted, one or all inputs are open, a number
greater than 2048 is used, or 3 consecutive readings at power up
initialization are not identical.
The gearbox mounted oil level sensor is a Resistance Temperature

Device (RTD) type. The variable resistance value is provided with a
constant current of 75 mA. The oil level is checked at power up over
a period of 8 seconds and is determined OK or LOW.
Oil Level Sensor (100 A)
HSPS CT/NOV.. 2006
Page 6.25

HSPS CT/NOV.. 2006

Page 6.26

Starter Motor Voltage
Permanent Magnet Generator (PMG)
The starter motor is monitored by the ECB for low voltage during
APU start. The low voltage sensing connector is located on the front
face of the starter motor housing.
A Permanent Magnet Generator (PMG) is installed in the cooling fan.

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

APU to shutdown during acceleration.
HSPS CT/NOV.. 2006
Page 6.27

HSPS CT/NOV.. 2006
Page 6.28

ECB Outputs
Bleed Control Valve Open (28 VDC, 0.1 A)
General
This chapter considers the discrete and digital outputs of the ECB.
The ECB transmits a discrete signal to the aircraft indicating system

when the bleed control valve is in the position that allows maximum
flow to the aircraft pneumatic system.
Discrete and Digital Outputs (to the aircraft)
APU Available (28 VDC, 0.4 A)
Backup Start Contactor (28 VDC, 1 A nominal)
The ECB provides a discrete signal to the AVAIL light in the start
switch when the APU has completed the start sequence and is ready
to load.

is supplied through a Field Effect Transistor (FET) in the ECB.
Start in Progress (28 VDC, 0.1 A)

Main Start Contactor (28 VDC, 1 A nominal)
is supplied through a FET device in the ECB.
The ECB transmits a discrete signal to the ON light in the start switch
to indicate a start is in progress.
The light is "ON" from the beginning of the start until the "APU
available" light turns on.
Aircraft Relay (ground, 0.4 A)

The aircraft relay is activated by a closed contact to ground through
the ECB. The aircraft relay is activated when the ECB is energized
and no stop command is present.
Fault (28 VDC, 0.2 A)

The ECB transmits a fault discrete signal to the aircraft for all
shutdowns.
HSPS CT/NOV.. 2006
Page 6.29

HSPS CT/NOV.. 2006

Page 6.30

Discrete and Digital Outputs (to the aircraft) (continued)
Flap Open Command (28 VDC, 3.5 A)
The ECB provides a power output for opening the air intake flap. The
flap open command is emitted through a FET device in the ECB.
ARINC 429 input from ECS: It is used by the ECB to

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

Flap Closed Command (28 VDC, 3.5 A)
The ECB provides a power output for closing the air intake flap. The
flap closed command is emitted through a FET device in the ECB.
ARINC 429 CFDS output: The ARINC 429 output

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

Data communication is achieved by means of four serial
communication links:
As a maintenance tool
To access the test modes of the ECB
- ARINC 429 CFDS output: Three ARINC 429 serial links (they
operate at low speed - 12.5 K bits/sec)
To change the ECB software characteristics during

development.
ARINC 429 input from CFDS: It is used by the ECB to

receive specific data from the Central Fault Display
System with appropriate ARINC labels
HSPS CT/NOV.. 2006
Page 6.31

HSPS CT/NOV.. 2006

Page 6.32

Discrete and Analog Outputs (to the APU)
IGV and Bleed Control Valve LVDTs (3000 Hz, 10 VAC)
Oil System De-oiling valve (28 VDC, 1 A)
These two separate outputs supply a reference source signal to each

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

shutdown.
IGV, Bleed Control Valve, Fuel Servo (0 - 100 mA)

These three separate outputs supply a variable low intensity signal to
the corresponding servo-valve.
Exciter (28 VDC, 2 A)

This output is activated to supply the exciter during starting.
3 Way Solenoid Valve (28 VDC, 1 A)
This output is activated to operate the valve for start and shutdown.
Oil Level RTD, Oil Filter and LOP switches (Rtn, 1 A)
This output is common to all three items.
Pressure Transducers Excitation (5 VDC, 30 mA)
This output is activated to operate the air pressure transducers with
a stabilized voltage.
HSPS CT/NOV.. 2006
Page 6.33
DISCRETE AND DIGITAL OUTPUTS (TO THE APU)

HSPS CT/NOV.. 2006
Page 6.34

- An On Board Replaceable Memory Module (OBRM) accessible
through a removable front cover door.
Hardware Description
The Electronic Control Box consists of an enclosure which includes
the following components:
The board is equipped with an UVPROM type memory to be used

as the programme memory space for the ECB.
- Six Printed Wiring Assemblies (PWA):

- Two electrical connectors:
A speed and temperature PWA
A RS 232 connector located on the ECB front face
A discrete input-output PWA
An ARINC 600 connector located on the ECB rear face.
A microprocessor PWA
An analog input PWA
An analog output PWA
A power supply PWA
- One printed wiring assembly for Electromagnetic Interference
(EMI) and lightning protection
- PWA guides
- A backplate to interconnect the various PWA
- One High Power Switch FET Module (FET: Field Effect
Transistor)
- One Input Power Filter Module
HSPS CT/NOV.. 2006
Page 6.35
HARDWARE DESCRIPTION
HSPS CT/NOV.. 2006

Page 6.36

General
Power Up State
The operating phases are:
General
When the APU master switch is selected to ON, the ECB enters the
POWER UP state.
The POWER UP state lasts approximately 3 sec.
Operation
The ECB checks that outputs are not energized except those that
are required.
The ECB enters self test.
emergency stop signals.
Upon receipt and validation of the start signal, the "start in progress"
output is energized.
The requirement to activate the "start in progress" output also
applies to the WATCH state.
In case of an emergency stop signal being received, the ECB closes
the air intake and deactivates the aircraft relay output once the air
intake is closed.
- Power up
- Watch state
- Start preparation state
- Starting state
- Run state
- Cool down state
- Shutdown state
HSPS CT/NOV.. 2006
Page 6.37
HSPS CT/NOV.. 2006

Page 6.38

Watch State
Start Preparation State
General
General
After completion of the POWER UP state the ECB automatically

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

emergency signals.
During this state the flap actuator position, the oil level and the
rotation speed is checked. If the speed is greater than 7%, the start
command will be inhibited until the speed is less than or equal to 7%.
Upon receipt of an emergency stop signal the ECB closes the air
intake and deactivates the aircraft relay output once the air intake is
closed.
The ECB enters the START PREPARATION state automatically

without requiring a new start command.
The ECB self tests as required.
HSPS CT/NOV.. 2006
Page 6.39

HSPS CT/NOV.. 2006
Page 6.40

- EGT rise
Starting State - Sequences
Acceleration control to steady state speed control.
General
The STARTING STATE is controlled by the ECB.
- At 55% speed
A stop signal at any time during the STARTING STATE will

shutdown the APU.
Operation
The electrical sequences selected by the ECB are:
- Backup start contractor supply
- Exciter
Exciter de-energized
Gearbox de-oiling valve and main start contactor deenergized.
- At 55% speed + 5 sec
Backup start contactor de-energized.
- At 95% speed + 2 sec.
Surge control activated
APU available signal activated
- Main start contactor

- Pulse fuel servo valve
Start in progress output de-activated

Steady state speed control loop activated
Enter RUN STATE.
- Manifold fill algorithm

- Open loop fuel schedule activation.
HSPS CT/NOV.. 2006
Page 6.41
HSPS CT/NOV.. 2006

Page 6.42

Starting State- Fuel Control
Acceleration Control - General
General
This control occurs from EGT rise until steady state speed control is
reached.
There are three consecutive programs used to supply and meter the
fuel during starting:
Fuel flow during acceleration is controlled by speed and EGT signals

to the ECB.
- Manifold Fill Algorithm

- Open Loop fuel schedule
- Acceleration control
Manifold Fill Algorithm - General
During engine start up the ECB controls the fuel servo valve to
implement the manifold fill algorithm.
The control is an open loop schedule based on the rotation speed,
this ends when a given quantity of fuel is delivered to the manifold.
Open Loop Fuel Schedule - General
This fuel schedule replaces the manifold fill algorithm when the flow
delivered has reached 0.01 kg/m (0.032 lb/m).
The schedule determines a fuel flow rate depending on rotation
speed, ambient pressure and temperature. It is considered the
"basic" fuel flow needed to obtain combustion in the combustor
chamber.
HSPS CT/NOV.. 2006
Page 6.43
STARTING STATE - FUEL CONTROL

HSPS CT/NOV.. 2006

Page 6.44

Run State- Fuel and Load Compressor Control
Load Compressor Surge Control- General
General
This function prevents load compressor surge. This is accomplished

when the bleed switch is ON.
Upon completion of starting, three main functions are activated:

EGT Control - General
- Speed control
To prevent EGT over temperature during load compressor operation,
the ECB will automatically move the IGV's to decrease airflow and
reduce the work load on the power section.
- Load compressor surge control

- EGT control.
The AC generator output has priority overload compressor operation.

Speed Control- General
The purpose of speed control is to maintain the APU at 100% speed
under all load conditions. This is accomplished by the fuel control
unit increasing or decreasing fuel flow automatically when APU load
changes occur.
HSPS CT/NOV.. 2006
Page 6.45
GEARBOX
GEARS
AMBIENT AIR
COMPRESSED AIR
METERED FUEL
COMBUSTION
EXHAUST
RUN STATE - FUEL AND LOAD COMPRESSOR CONTROL - GENERAL
HSPS CT/NOV.. 2006

Page 6.46

Cool Down State
General
This function allows the APU to operate in a no-load condition before
entering the shutdown state.
When the APU master switch is selected to OFF, all loads are
removed (IGV's closed, Bleed Control valve to discharge).
If the APU was providing bleed air at this time, the APU will continue
to run in a cool down mode for a maximum time of 2 minutes.
The cool down mode time limit can vary from 0 to 2 minutes. The
time limit depends on when the APU bleed switch is turned off prior
to selecting the APU master switch to OFF.
At the end of the cool down mode (if any) the operation enters the
SHUTDOWN STATE.
HSPS CT/NOV.. 2006
Page 6.47
COOL DOWN STATE

HSPS CT/NOV.. 2006

Page 6.48

Note:
General
The APU can be re-started during the shutdown state. This

is accomplished by cycling the master switch OFF to ON and
then selecting the APU start switch to ON.
The APU enters the shutdown state after a normal shutdown or a

fault shutdown occurs.
The ECB does not close the flap and the APU automatically
re-starts when 7% speed is reached.
Shutdown State
HSPS CT/NOV.. 2006
Page 6.49
SHUT DOWN STATE

HSPS CT/NOV.. 2006
ELECTRONIC CONTROL BOX OPERATION (7)

Page 6.50

Condition Monitoring Data
General
For long term trend monitoring, the APU control system records the
engine operating parameters.
In addition, the ECB records:

- APU operating hours (in one minute increments from speed > 55%
until the 3-way solenoid valve is de-energized.
Operation
APU conditioning monitoring parameters are taken during operation
of the APU. The ECU does not store this information but it may be
retrieved from the Aircraft Integrated Data System (AIDS) if this
system is installed.
- Number of starts (1 start = EGT rise detected + speed > 30%)
The following parameters are:
The condition monitoring data is associated with the engine

identification (ID) number, ECB serial number.
- ECB operating hours (in one minute increments, from ECB power
ON to ECB power OFF).
- Exhaust Gas Temperature C

Note 1:
The condition monitoring parameters are not taken when

either the inlet pressure or temperature sensors are faulty.
Note 2:
If the engine ID module has been determined failed, the

APU system operating history data will be associated with
the last valid engine I D number.
When a new engine ID number occurs, it is used without
erasing the previously recorded historical data.
The oldest data is overwritten by the new data as it is
recorded.
The ECB records the condition monitoring data associated
with the last APU cycle and the data is available via the
ARINC 429 link.
- Engine speed %
- Engine inlet pressure PSIA
- Engine inlet temperature C
- Fuel flow LB/HR
HSPS CT/NOV.. 2006
Page 6.51
BUILT-IN TEST - OPERATION - POWER UP TEST

HSPS CT/NOV.. 2006
Page 6.52

HPS CT/NOV. 2006
Page 6. 53
APS 3200
SECTION 7
INDICATING SYSTEM
HSPS CT/ NOV.. 2006
Page 7.0
INDICATING SYSTEM
Note:
Main Components
This chapter covers the APU indicating components and

provides general information on the aircraft system.
- APU components (speed sensors, thermocouples and engine ID

module)
ECAM:
Electronic Centralized Aircraft Monitoring.
MCDU:
Multi-function Control and Display Unit.
- The aircraft control panel which includes:

APU master switch and APU start switch
ECAM, MCDU
FUEL, AIR CONDITIONING, ELECTRIC and FIRE control
panels
MASTER WARNING and MASTER CAUTION LIGHTS
- The EXTERNAL CONTROL PANEL.
HSPS CT/ NOV.. 2006
Page 7.1
INDICATING SYSTEM
HSPS CT/NOV.. 2006
Page 7.2

Function
Main Components
The rotation speed signal is used by the ECB for:
- One "phonic" wheel with 24 teeth
- Indication
- Two electromagnetic sensors (single coil)
- Fuel metering
- Harness
- ECB Sequencing
- ECB.
- ECB Control functions.
Main Features
The phonic wheel is secured to the rotor front bearing journal.
Two sensors.
The two speed sensors are located in the gearbox housing at 5

o'clock and 7 o'clock. Each one is secured by a single bolt.
Interfaces
The ECB provides the speed information to the CFDS/ECAM display
system.
HSPS CT/NOV.. 2006
Page 7.3
UN METERED FUEL
METERED FUEL
OIL LEVEL
HSPS CT/NOV.. 2006
Page 7.4
ROTATION SPEED INDICATION SYSTEM DESCRIPTION AND OPERATION

Description
Operation
- Phonic wheel has 24 teeth
The phonic wheel rotates with the rotor assembly, as the teeth pass
by each speed sensor they generate a voltage. The voltage is
proportional to the speed of the phonic wheel. The signal is sent to
the ECB for speed indication and system control.
- Two single coil speed sensors (the coil surrounds a magnetic core)
Phonic wheel-speed sensor gap: 0.5 mm (0.018 inch); gap
not adjustable
- The two sensors are connected to the ECB
Frequency signal at 100 %: 19720 Hz (49300 RPM)
The ECB will calculate the average signal of the two speed sensors.
In the event a signal difference of 5% or more occurs, the ECB will
select the sensor indicating the highest value.
APU speed indication is displayed on the lower ECAM when the
APU system page is selected.
Frequency signal range: 0 to 24 KHz; 0 to 50 volts.
HSPS CT/NOV.. 2006
Page 7.5
HSPS CT/NOV.. 2006
ROTATION SPEED INDICATION SYSTEM - DESCRIPTION - OPERATION

Page 7.6

Function
Main Components
The EGT signal is used for:
- Two thermocouples
- Indication
- Harness
- Load compressor control
- ECB.
- Sequences
- Control functions.
The two thermocouples are located in the power section exhaust

housing.
Main Features
The system uses K type chromel-alumel thermocouples and has a
cold junction compensation built into the ECB.
Interfaces
The ECB provides the EGT information to the ECAM display system.
HSPS CT/NOV.. 2006
Page 7.7
HSPS CT/NOV.. 2006

Page 7.8
EGT INDICATION SYSTEM - DESCRIPTION

AND OPERATION
Each thermocouple is secured into the exhaust housing by a bolt.
They are connected separately to the ECB.
Operation
The thermocouple generates a millivolt signal to the ECB that is used
for engine control and indication (EGT)
The voltage value is of approximately 1 millivolt per 24C (43F).
The ECB compensates automatically the cold junction effect and
calculates the average EGT value.
An EGT system failure is declared if:
- EGT is lower than 120C (250F)
- EGT is higher than 1200C (2200F).
The ECU will calculate the average signal of the two thermocouples.
In the event a signal difference of 121C (250F) or more occurs, the
ECB will select the thermocouple indicating the highest value.
APU exhaust gas temperature indication is displayed on the lower
HSPS CT/NOV.. 2006
Page 7.9
HSPS CT/NOV.. 2006
EGT INDICATION SYSTEM - DESCRIPTION - OPERATION

Page 7.10

Function
To provide the engine serial number to the ECB.
The ID module uses resistors located on a printed circuit board.
Location
The board is housed in an electrical plug and is connected to the

ECB by means of 4 electrical wires.
The module is installed on the ignition exciter support bracket (APU

left side).
Main Features
There are 3 voltage lines V1, V2, V3 and a return line.

The engine ID number is read, validated and stored during the power
up phase of the ECB.
The ID module consists of a printed circuit board.

In case of ID module failure, the APU history data will be associated
with the last valid ID number.
When a new engine ID number occurs, it is used without erasing the
previously recorded historical data.
HSPS CT/NOV.. 2006
Page 7.11
HSPS CT/NOV.. 2006

Page 7.12

General
Warning, caution and indicating lights
This system gives information about the APU actual status, for
MASTER WARNING, MASTER CAUTION and annunciator lights

provide visual warning indications.
Description
A FAULT light is incorporated in the APU master switch button, APU

GEN button and APU BLEED button.
Indication of operating parameters

There are also the following lights:
The APU operating parameters are displayed on the lower Electronic
Centralized Aircraft Monitoring (ECAM) when the APU system page
is selected.
- APU "ON" light in the APU master switch

- APU "START / ON" and APU "AVAILABLE" light in the APU start
button
Maintenance and fault isolation

The ECB provides maintenance and fault information to the aircraft
Centralized Fault Display System (CFDS). This information is
displayed on the Multi-function Control and Display Unit (MCDU) in
the flight deck.
- APU GEN "OFF" light in the APU GEN button

- APU BLEED "ON" light in the APU BLEED button
- APU fire lights on the external control panel and in the flight deck.
Warning messages
APU warning messages are displayed on the upper ECAM and the
APU system page appears on the lower ECAM.
HSPS CT/NOV.. 2006
Page 7.13

HSPS CT/NOV.. 2006
Page 7.14

HSPS CT/NOV.. 2006
Page 7.15
APS 3200
SECTION 8
STARTING SYSTEM
HSPS CT/NOV. 2006
Page 8.0

Function
Starting System Components
The starting system allows the APU to be started on the ground and
in flight.
- Starter motor for cranking

- Ignition exciter and igniters for ignition
Starting requires:
- Fuel system
- The cranking of the rotor assembly
- Control components (Electronic Control Box, APU Master Switch,
External Control Panel, Fire Extinguishing Panel).
- The fuel supply

- The ignition of the air-fuel mixture
- The automatic control of starting sequences.
Starting Requirements
- Starting envelope. Normal start throughout the operating envelope:
minus 300 m to 11900 m (minus 1000 ft to 39000 ft)
- Starting time from zero speed to governed speed: less than 80
seconds
- Starting attempts: 3 consecutive starts and cooling for 1 hour.
HSPS CT/NOV. 2006
Page 8.1

HSPS CT/NOV. 2006
Page 8.2
STARTING SYSTEM - DESCRIPTION

The components involved are the starter-motor, the ignition exciter,
the igniters and components of the fuel system and control system.
Ignitor Cables
There are two igniter ignitor cables (one for each ignitor plug) that
delivers high voltage from the exciter to the ignitors.
Starter-Motor
The electric starter motor drives the APU rotor assembly through a
sprag clutch.
The starter motor is mounted on the gearbox and aligned by a
locating pin. A V-band clamp is used to secure the starter to the drive
pad.
A brush wear indicator pin and a starter low voltage sensing
connector are located on the front of the starter.
Ignitor Plugs
Two ignitor plugs are used to ignite the fuel in the combustor
chamber. The ignitors are threaded into the combustor housing.
Control System
- Start switch and master switches
- Electronic Control Box.
When brush wear reaches 75%, an indicator pin will appear in the
plastic viewing window. (See Page 8.8)
Starter low voltage is sensed by the ECB through the low voltage
sensing connector.
Ignition Exciter
The ignition exciter is located on the left side of the APU. The exciter
is a capacitor-discharge unit that uses 28V DC to provide an
intermittent high voltage output to the two ignitor plugs.
HSPS CT/NOV. 2006
Page 8.3
ECB
STARTING SYSTEM- DESCRIPTION

HSPS CT/NOV. 2006
Page 8.4

Start Selection
APU starting is controlled by the electronic control box.
Starting is selected from the aircraft control panel:
The main phases are:
- Master switch "on"
- Initial phase (cranking, fuel supply and ignition)
- APU system page on lower ECAM annunciates ...
- Self-sustaining speed (de-energize the starter motor and ignition

exciter)
- Start button.
- 100% speed (speed governing and loading).
Starting Operation
Shutdown Sequence
- Cranking
APU shut-down can be activated automatically or manually:
Energize the starter motor.
- Manually from the APU master switch, from the fire control panel
or from the external control panel
- Fuel supply
Fuel servo valve and 3 way solenoid valve energized open.
- Ignition
Ignition exciter energized to provide ignition to the two ignitor
plugs.
- Automatically by the ECB fault shut-down system.

The ECB controls the fuel control unit 3 way solenoid valve. When
the APU is shut down manually or automatically the 3 way solenoid
valve is de-energized closed. The closed valve shuts off the fuel to
the fuel injectors.
Starting Cycle
HSPS CT/NOV. 2006
Page 8.5
HSPS CT/NOV. 2006

Page 8.6

Function
Main Components
The electric starter motor cranks the APU during the starting state.
- The starter motor assembly
Location
- The V-band clamp for attachment
The starter-motor is mounted by a V-band clamp on the gearbox

starter drive pad.
- Positive and negative terminals

- Visual brushwear indicator
Main Features
- Starter low voltage connector.
- Motor type:
Interfaces
- Weight: 4.22 kg (9.3 lbs)
- Voltage: 24 VDC (max. 28 VDC)
- Electrical power to the starter motor is provided by the aircraft

battery system through two start contactors (backup and main)
- Max current: 830 A.
- Starter low voltage sensing

- Starter motor clutch.
HSPS CT/NOV. 2006
Page 8.7
(See Page 8.3)

(See Page 8.3)

HSPS CT/NOV. 2006
Page 8.8
STARTER MOTOR CLUTCH

General
Operation
Function
Two operating phases are considered : starter motor engaged and

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

When the starter motor is operating, the sprag pawls make contact
with the starter motor shaft and the gear assembly.
Description
The clutch is a Line Replaceable Unit. It is necessary to remove the
starter motor and the bearing support assembly to extract the clutch.
The clutch assembly consists of two gears, a starter motor drive
shaft, 4 bearings and a sprag clutch.
Starter Motor Disengaged

At 55% speed the starter motor is de-energized by the ECB.
As the starter gear speed increases, centrifugal force moves the
sprag pawls away from the starter motor shaft.
The starter motor shaft is disconnected from the sprag pawls, this
prevents the APU from driving the starter motor mechanically.
HSPS CT/NOV. 2006
Page 8.9
OIL SUPPLY
STARTER MOTOR CLUTCH - OPERATION
HSPS CT/NOV. 2006
Page 8.10
IGNITION EXCITER - GENERAL
IGNITION EXCITER - DESCRIPTION
Function
The ignition exciter is a sealed metal box assembly with a mounting

bracket.
The ignition exciter transforms low DC voltage into intermittent high

voltage supply to the ignitor plugs.
Location
- An input circuit with a connector and a DC/AC converter
The ignition exciter is mounted on the left side of the APU.
- A high voltage transformer
Main Features
- A high voltage output circuit with a rectifier, two capacitors and a

triggering device.
- Voltage range: 10 VDC to 30 VDC

- Energy: 0.22 Joules per spark
The ignition exciter DC input voltage is sensed by the ECB for fault
detection.
- Spark duration: 15 microseconds

- Spark rate: 2 Hz at voltage above 10 VDC.
HSPS CT/NOV. 2006
Page 8.11
IGNITION EXCITER - GENERAL - DESCRIPTION

HSPS CT/NOV. 2006
Page 8.12
IGNITORS AND IGNITOR CABLES

Function
There are two ignitor plugs used to ignite the fuel in the combustor
chamber during start up of the APU. They are connected to the
ignition exciter by two shielded ignitor cables.
Location
The two ignitor plugs are located on the combustor housing:
- One at 5 'o'clock
- One at 9 'o'clock.
Note:
Location is looking at the combustor housing rear view.
HSPS CT/NOV. 2006
Page 8.13
IGNITOR
CABLES
IGNITORS
HSPS CT/NOV. 2006
Page 8.14

HSPS CT/NOV.2006
Page 8.15
APS 3200
SECTION 9
ELECTRICAL SYSTEM
HSPS CT/NOV.. 2006
Page 9.0
ELECTRICAL SYSTEM
Functions
To operate the electrical accessories by control signals from the
ECB.
To supply AC power from the APU generator to the aircraft electrical
system.
Main Features
- DC power
- AC power.
Main Components
- The electrical accessories
- The ECB
HSPS CT/NOV.. 2006
Page 9.1
ELECTRICAL SYSTEM
HSPS CT/NOV. 2006
Page 9.2

Description
ECB connectors
Aircraft harness
The ECB has 2 connectors:
- DC power to ECB and start contactors
- An ARINC 600-2 connector with 3 inserts (A, B, C)
- ARINC 429 data link
- A RS 232 C connector.
- AC generator control
The ARINC 600 connector is installed at the rear of the ECB and
plugs into a shelf mounted aircraft connector.
- AC generator excitation control

- RS 232 C connector.
The ARINC 600 connector carries all inputs/outputs of the ECB plus
the ARINC 429 data link.
There are three firewall connectors that connect the ECB to the
engine harness. They are identified as (J-1, J-2 and J-3).
The RS 232 connector can be accessed through the front and the
rear connectors for maintenance purposes.
HSPS CT/NOV. 2006
Page 9.3
ECB CONNECTORS - AIRCRAFT HARNESS

HSPS CT/NOV. 2006
Page 9.4

APU engine harness
The engine harness is connected to three firewall connectors, they
are identified as (P-1, P-2 and P-3).
P1 connector:
- PMG
- Ignition exciter
- Starter Motor (low voltage sense signal)
- Bleed Control Valve LVDT
- Oil level sensor
- Generator high oil temperature sensor
- AC generator current transformers.
P2 connector:
- Load compressor discharge pressure sensors
- IGV actuator (servo valve and LVDT)
- BCV actuator (servo valve)
- Fuel servo valve
- Speeds sensor 1 and 2
- Oil temperature sensor
- EGT sensor 1 and 2
- Engine ID module
- Air inlet pressure and temperature sensor.
P3 connector:
- AC generator PMG
- AC generator excitation control.
HSPS CT/NOV. 2006
Page 9.5
APU HARNESS
HSPS CT/NOV. 2006
Page 9.6

Starter motor electrical power supply cables
AC generator harness
The starter motor DC power supply is provided by the aircraft

batteries or the Transformer Rectifier Unit (TRU).
The AC generator connector P-4 is part of the engine harness. The

connector provides the following signals:
The supply is controlled by two contactors in series (backup and

main start contactors). The power cables link the start contactors
directly to the starter motor (+ and -cables).
- AC generator oil temperature and control signals through the P-1

engine harness connector
- AC generator PMG signal and exciter field control through the P-3
engine harness connector.
The four AC generator cables are connected to the aircraft electrical
buss system. Three of the cables provide AC power and the fourth
cable is a neutral.
HSPS CT/NOV. 2006
Page 9.7
STARTER MOTOR CABLES - AC GENERATOR HARNESS

HSPS CT/NOV. 2006

Page 9.8
Function
The AC generator (Alternating Current Generator) provides electrical
power to the aircraft systems.
Location
The AC generator is mounted on the front face of the gearbox.
Type
- Brushless
- 3 phases
- Oil cooled.
Main Features
- Nominal power: 90 kVA
- Output: 115 V, 400 Hz
- Rotation speed: 24 034 RPM at 100 % APU speed
- Direction of rotation: Clockwise viewing the pad
- Weight: approx. 22.7 kg (50 lbs).
Interfaces
- Oil system (lubrication, cooling)
- Generator Control Unit (GCU)
- Electronic Control Box (ECB).
Main Components
- Permanent Magnet Generator
- Current transformers
- High oil temperature sensor (HOT).
HSPS CT/NOV. 2006
Page 9.9
HSPS CT/NOV. 2006
Page 9.10

The APU AC generator is connected to the aircraft electrical systems
through the APU line contactor.
The lower ECAM, APU system page displays the AC generator
parameters:
- The percent of load
- The output voltage (115 V)
- The output frequency (400 Hz).
HSPS CT/NOV. 2006
Page 9.11

HSPS CT/NOV. 2006
Page 9.12

HSPS CT/NOV..2006
Page 9.13
APS 3200
SECTION 10
APU INSTALLATION
HSPS CT/NOV. 2006
Page 10.0
APU COMPARTMENT
The APU compartment is located inside the aircraft tail cone.
The compartment is fire proof using firewalls made of titanium alloy.
Two longitudinally-hinged access doors provide access to the APU
compartment.
The air inlet duct assembly is attached to the right access door and
provides a ducted airflow to the APU air inlet plenum.
The APU compartment has a fire extinguishing bottle located in a
separate compartment, forward of the firewall.
Cooling and ventilation of the compartment is provided by the APU
cooling fan. The fan provides air flow to the oil cooler and the APU
compartment.
HSPS CT/NOV. 2006
Page 10.1
AMBIENT AIR
COMPRESSED AIR
EXHAUST GAS
APU COMPARTMENT
HSPS CT/NOV. 2006
Page 10.2
APU ATTACHMENT
The APU is attached to the aircraft tail cone structure by three struts.
The struts are connected to the APU through vibration isolators.
The two forward struts are attached to mounts on each side of the
gearbox. The rear strut is attached to the power section impeller
containment shield.
A lifting eye is also provided for installation and removal of the APU.
HSPS CT/NOV. 2006
Page 10.3
HSPS CT/NOV. 2006
APU ATTACHMENT
Page 10.4
AIR INLET SYSTEM

The Diverter directs ambient air flow into the air inlet when the
aircraft is operating at high airspeeds.
Function
The air inlet system provides ambient air to the APU air inlet plenum.
Location
The Air Inlet has a flap that is opened and closed by an electric
actuator. The actuator is controlled by the ECB.
The air inlet is located on the underside of the tail section.
The Diffuser slows the airflow delivery to the APU.
System Components
The Elbow is attached to the diffuser and directs the ambient airflow
into the APU air inlet plenum.
The air inlet system includes:

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

- The diffuser
- The elbow
- The interface with the APU inlet plenum.
HSPS CT/NOV. 2006
Page 10.5
AMBIENT AIR
AIR INLET SYSTEM

HSPS CT/NOV. 2006
Page 10.6
EXHAUST SYSTEM
Function
The exhaust system directs the APU exhaust gasses overboard.
Location
The system is installed in the tail cone between the APU exhaust
and the end of the tail cone.
System Components
- The exhaust pipe
- The exhaust muffler
- The insulation
- The sealing ring.
The exhaust pipe is mounted on rails that are attached to the inside
of the tail cone.
This allows the exhaust pipe to be disconnected from the APU and
moved rearward to provide additional clearance during removal and
installation of the APU.
HSPS CT/NOV. 2006
Page 10.7
EXHAUST GAS
EXHAUST SYSTEM
HSPS CT/NOV. 2006
Page 10.8
DRAIN SYSTEM (1)

Function
- Flow Divider Purge Drain (To exhaust)
The APU drain system provides drains from various components.

The fluids are collected and drained overboard through the drain
mast.
- Gearbox Vent
(To exhaust).
The fuel control unit, BCV actuator and IGV actuator use a common
drain to the aircraft drain tank. Fluids are siphoned from the drain
tank, into the drain mast and then discharged overboard when the
aircraft is in flight.
The other common and single drains flow directly into the drain mast
and then discharge overboard.
APU Drains and Vent
- Combustor Drain
- Air Bypass Plenum Drain
- Exhaust Pipe Drain
- Front Bearing Seal Drain
- Fuel Control Unit Drain
- BCV Actuator Seal Drain
- IGV Actuator Seal Drain
HSPS CT/NOV. 2006
Page 10.9
SIPHON TUBE
COLLECTOR
TANK
DRAIN FLUID
HSPS CT/NOV. 2006
DRAIN SYSTEM (1)

Page 10.10
FIRE PROTECTION
APU fire protection consists of a detection system and an
extinguishing system. The systems are supplied by the aircraft
manufacturer.
Operation
The APU fire control panel is located in the flight deck overhead
panel.
Fire Detection and Extinguishing

The detection system uses two continuous sensing elements
installed on the APU compartment walls.
One fire bottle is available for fire extinguishing. The bottle is
installed on the forward side of the APU compartment firewall.
Pushing the fire switch will immediately shut down the APU and arm
the fire extinguishing system.
In the event of an APU fire on the ground, the APU will automatically
shutdown and discharge the extinguishing system.
HSPS CT/NOV. 2006
Page 10.11
HSPS CT/NOV. 2006
FIRE PROTECTION
Page 10.12

HSPS CT/NOV. 2006
Page 10.13
APS 3200
SECTION 11
MAINTENANCE
HSPS CT/NOV.. 2006
Page 11.0

Visual Inspections
Borescope Inspection
Opening the APU compartment for corrective maintenance or

servicing provides the opportunity to visually inspect the APU for
security, leaks, and warning indicators. The following are
recommended inspection items:
The APU internal components may be inspected by using a flexible

borescope. To rotate the APU internal components, the cooling fan
inlet duct may be removed to allow manual rotation of the fan
impeller.
- Engine mounts
The following components can be inspected with the APU installed in

the aircraft.
- Engine Components and Fluid lines

- Load compressor impeller and guide vanes
- Oil Quantity and Magnetic Drain plug
- Power section impeller
- Oil and Fuel Filter impending blockage Indicators
- Combustor, viewed through the ignitor and fuel injector bosses
- Electrical harness and Connectors
- First stage turbine wheel
- Engine Air Inlet Plenum
- Second stage turbine wheel.
- Engine Combustor Housing and Exhaust System.
Refer to the Aircraft Maintenance Manual for borescope
procedures.
HSPS CT/NOV.. 2006
Page 11.1
VISUAL INSPECTIONS - BORESCOPE INSPECTION

HSPS CT/NOV. 2006

Page 11.2
LINE REPLACEABLE UNITS

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

Main Fuel Injectors
Inlet Guide Vane Actuator
Bleed Control Valve
Compressor Discharge Sensor
Cooling Fan Assembly
AC Generator Pad
Fuel and Oil Pipes
Combustor Chamber Drain Valve
HSPS CT/NOV. 2006
Page 11.3
COOLING FAN
ASSEMBLY
OIL COOLER
STARTER
IGNITION
EXCITER
ENGINE
HARNESS
IDENTIFICATION
MODULE
FUEL CONTROL
UNIT
HSPS CT/NOV.. 2006
DE-OILING
VALVE
LEFT FRONT-TOP VIEW
Page 11.4
INLET GUIDE
VANE
ACTUATOR
BLEED
CONTROL
VALVE
COMPRESSOR
DISCHARGE
SENSOR
AC GENERATOR
MOUNTING PAD
OIL
LEVEL
SENSOR
SPEED
SENSOR
RIGHT FRONT TOP VIEW
HSPS CT/NOV. 2006
Page 11.5
SWITCH
INDICATORS
GENERATOR
SCAVENGE
FILTER
LUBRICATION
FILTER
MAGNETIC
DRAIN PLUG
HSPS CT/NOV. 2006
RIGHT FRONT BOTTOM VIEW

OIL PRESSURE
REIEF VALVE
Page 11.6
IGNITOR
FUEL FLOW
DIVIDER
ASSEMBLY
PILOT
MANIFOLD
ASSEMBLY
MAIN
MANIFOLD
ASSEMBLY
FUEL
FILTER
THERMOCOUPLE
IGNITOR
CABLES
SPEED
SENSOR
OIL TEMPERATURE
SENSOR
LEFT REAR BOTTOM VIEW
HSPS CT/NOV. 2006
Page 11.7
AIR INLET AND

TEMPERATURE
SENSOR
LOW OIL
PRESSURE SWITCH
NOTE:
(The switch may also
be Located on the
lower right side of
the gearbox)
HSPS CT/NOV. 2006
RIGHT REAR TOP VIEW

Page 11.8
THEMOCOUPLE
IGNITOR
MAIN FUEL
INJECTOR
COMBUSTOR
DRAIN CHECK
CHECK VALVE
PILOT FUEL
INJECTOR
AIR INLET AND

TEMPERATURE
SENSOR
RIGHT REAR BOTTOM VIEW
HSPS CT/NOV. 2006
Page 11.9
APS 3200
SECTION 12
FAULT ISOLATION
VERSION 6.0
HSPS CT/NOV. 2006
Page 12.0
GENERAL DESCRIPTION
CFDIU/PRINTER INTERFACE
The centralized fault display system (CFDS) provides electronic

system fault detection, fault storage, fault displays, operational
testing and troubleshooting from the flight deck multi-purpose control
and display unit (MCDU).
The CFDIU sends MCDU screen information and print commands to

the optional printer automatically or on request.
CENTRALIZED FAULT DISPLAY AND INTERFACE UNIT
The CFDIU sends fault information to the optional ACARS for downlinking when selected manually by the MCDU operator or when an
uplink request is received from a ground station via the ACARS
management unit.
The CFDIU provides the interface between the APU electronic

control box (ECB) and the MCDU for screen display of APU fault
information.
CFDIU/ACARS INTERFACE

HSPS CT/NOV. 2006
Page 12.1
MCDU - 2
MCDU - 1
CENTRALIZED FAULT DISPLAY SYSTEM

HSPS CT/NOV. 2006
Page 12.2
APU FAULT WARNINGS

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

flashes in flight phase 10 on the upper ECAM display.
CLASS 3
- These failures are only accessible through the CFDS. No APU
fault warnings are displayed.
HSPS CT/NOV. 2006
Page 12.3
APU FAULT WARNINGS

HSPS CT/NOV. 2006
Page 12.4
APU FAULT WARNINGS

STATUS
STATUS (STS) indication is an "attention getter" on the upper ECAM
display.
STATUS (STS) indicates that a status message (class 1 or class 2
fault) is present and further maintenance action may be required. A
flashing STS indication occurs after the second engine shutdown in
Flight Phase 10. It is necessary to press the STS key on the ECAM
control panel for the STATUS page to appear on the lower ECAM
display.
HSPS CT/NOV. 2006
Page 12.5
UPPER ECAM ADVISORY AND STATUS DISPLAY

HSPS CT/NOV. 2006
Page 12.6
APU FAULT WARNINGS

ECAM CONTROL PANEL
The control panel allows selection of the aircraft system page
including APU. Pressing the Status (STS) key presents the STATUS
page on the lower ECAM display. The STATUS page will indicate the
faulty aircraft systems under the INOP SYS (Class 1 Fault) and
MAINTENANCE (Class 2 Fault) titles.
HSPS CT/NOV. 2006
Page 12.7
HSPS CT/NOV. 2006
Page 12.8
APU FAULT OPERATION

SYSTEM SELECTION
Selecting the CFDS line select key will then display CFDS menu.
Pressing the MCDU MENU key, the MCDU menu page is displayed,
and any one of the systems connected to the MCDU can be
selected.
Pressing the SYSTEM REPORT/TEST line select key displays the

SYSTEM REPORT TEST menu.
The MCDU MENU page is displayed when the MCDU MENU key is
pushed.
A multiple page display is indicated by an arrow () in the right upper

corner of the screen. In this case the NEXT PAGE key must be used
to provide access to the various pages of the display. The NEXT
PAGE key can be used as long as the arrow is displayed.
Twelve line select keys, six on the left and six on the right, provide
access to a page or a function. The line select keys permit access to
a page or a function when these prompt symbols appear (>, <). They
are identified as 1L to 6L on the left, and 1R to 6R on the right.
If a flight deck printer is installed and operational, the current MCDU
display screen may be printed by pushing the PRINT line select key.
HSPS CT/NOV. 2006
Page 12.9
HSPS CT/NOV. 2006
MULTIPURPOSE CONTROL AND DISPLAY UNIT

Page 12.10
APU FAULT OPERATION

SYSTEM REPORT/TEST
APU
When SYSTEM REPORT/TEST is selected while on the ground, a

systems menu is displayed. The APU selection is located on the
second page of the menu. Pushing the NEXT PAGE key will display
APU.
There are two APU menu pages available. The first page displays
the following information:
Selection of the RETURN line select key on the first page will display
MCDU MENU.
LASTLEGREPORT
PREVIOUSLEGREPORT
LRUIDENTIFICATION
Selection of the RETURN line select key on the second page will
display the first page of SYSTEM REPORT/ TEST.
SYSTEMSELF-TEST
SHUTDOWNS
The second page of the APU menu when selected by the
NEXTPAGE key, displays the following information:
APUDATA/OIL
CLASS3FAULTS
Selection of the RETURN line select key on the First Page will
display the Second Page of SYSTEM REPORT/TEST.
Selection of the RETURN line select key on the (Second Page) will
display the (First Page) of APU menu.
HSPS CT/NOV. 2006
Page 12.11
HSPS CT/NOV. 2006
Page 12.12
APU FAULT OPERATION

APU LAST LEG REPORT
The Last Leg Report displays fault information delivered by the

CFDS system. It can store up to 40 failures during the Last Leg. The
Last LEG Report displays only class 1 and 2 faults and contains the
identity of each LRU, its corresponding Date, GMT, ATA chapter and
multiple failures, the failures will be displayed in chronological order
with two failures per page. A maximum count of four intermittent
faults will only be displayed in the same flight leg. Prompts (>) at the
APU FAULT CONDITIONS screen. All of the Last Leg Report is
printed when the PRINT line select key is pushed, even if it contains
several pages.
The Last Leg Report contents are transferred into the Previous Leg
Report with each new flight leg. The report can store up to 200
failures over the last 63 flight legs. Each LRU is identified along with
the Aircraft identification, Leg number, Date, GMT, ATA chapter and
multiple failures, the failures will be displayed in reverse
chronological order with two failures per page. Prompts (>) at the
APU FAULT CONDITIONS screen. Only the PREVIOUS LEGS
REPORT displayed page will be printed when the PRINT line select
key is pushed.
(First Page).
(First Page).
HSPS CT/NOV. 2006
Page 12.13
APU LAST LEG REPORT
HSPS CT/NOV. 2006
Page 12.14
APU FAULT OPERATION

APU LRU IDENTIFICATION
APU SYSTEM SELF TEST
The LRU Identification page displays the ECB Part Number, ECB
Serial Number and the ECB Software Version.
A self test of LRU's may be initiated through the CFDS. The test can
only be accomplished when the APU is not running and the Master
Switch is ON. In case of no failures or when the test is in progress, or
lack of availability of the test function, the message of TEST OK, IN
PROGRESS and NOT AVAILABLE will be displayed respectively.
Detected failures will be displayed with their ATA Chapter and Fault
Code Number (FCN). The Functional Identification Number (FIN)
appears after each LRU. In the case of multiple failures, the failures
will be displayed in chronological order with two failures per page.
Only the SYSTEM SELF TEST displayed page will be printed when
the PRINT line select key is pushed.
The ECB part number is adjustable and is stored in the NVM. The
built letter (H) following the part number is adjustable from A to Z.
(First Page).
(First Page).
HSPS CT/NOV. 2006
Page 12.15
HSPS CT/NOV. 2006
Page 12.16
APU FAULT OPERATION

APU SHUTDOWNS
APU DATA/OIL
The Shutdowns page contains its corresponding Date, GMT, Fault

Code Number (FCN), shutdown message and the identity of the
LRU. The Shutdowns will be displayed in reverse chronological order
with only one shutdown per page. Prompts (>) at the end of each
LRU message indicate the line select key to display the APU FAULT
CONDITIONS screen.
APU Data/Oil page contains the Date, APU Serial Number (S/N),
Hours, Start Attempts, Start Cycles and Oil level status. Prompts (>)
at the end of the message indicate the line select key to display the
"Update APU Data" screen.
(Second Page).
In case there are no shutdowns, the message of NO SHUTDOWNS

will be displayed. Only the SHUTDOWNS displayed page will be
(First Page).
HSPS CT/NOV. 2006
Page 12.17
HSPS CT/NOV. 2006
Page 12.18
APU FAULT OPERATION

APU CLASS 3 FAULTS
Class 3 Faults can be stored up to 200 failures over the last 63 flight
legs. Each LRU is identified along with the Aircraft identification, Leg
number, GMT, ATA chapter and Fault Code Number (FCN) for each
fault occurrence. The Functional Identification Number (FIN) appears
after each LRU. In the case of multiple failures, the failures will be
displayed in reverse chronological order with two failures per page.
Prompts (>) at the end of each LRU message indicate the line select
key to display the APU FAULT CONDITIONS screen.
In case there are NO CLASS 3 FAULTS detected, the message NO
FAULTS will be displayed. Only the CLASS 3 FAULTS displayed
page will be printed when the PRINT line select key is pushed.
(Second Page).
HSPS CT/NOV. 2006
Page 12.19
HSPS CT/NOV. 2006
Page 12.20
APU FAULT OPERATION

UPDATE APU DATA
Selection of this screen allows the operator to update the APU hours
and cycles when the ECB or the APU is changed.
The Update APU Data screen is only accessible by prompts (>) from
the APU Data/Oil Screen. The Update APU Data screen displays the
APU Serial Number (S/N), and current values of Hours and Cycles.
The new values of hours and cycles can be entered by use of MCDU
keyboard. After line key 3L is pressed (Prompt <) the screen will
display the new values for APU hours and cycles when the ECB or
APU is changed.
The HOURS and CYCLES will be printed when the PRINT line select
key is pushed.
Selection of the RETURN line select key will display the APU
DATA/OIL screen.
HSPS CT/NOV. 2006
Page 12.21
HSPS CT/NOV. 2006
Page 12.22
APU FAULT OPERATION

FAULT CONDITIONS
The Fault Conditions screens are only available by the line select
keys indicated by prompt (>) on the Last Leg Report, Previous Legs
Report, Shutdown and Class 3 fault screens. Selection will display
the Fault Conditions screen-1 or screen-2. Each screen will display
the APU S/N, Date, GMT and the identity of the LRU. The Functional
Identification Number (FIN) appears after the LRU.
Engine data from the fault data stored in the Electronic Control Box
non-volatile memory will also appear on each screen. (See Screen-1
and Screen-2 Parameters on page 12-24).
One screen at a time is displayed. To select screen-2 when screen-1
is displayed or select screen-1 when screen-2 is displayed it is
necessary to press the NEXT PAGE key on the Multipurpose Control
and Display Unit (MCDU).
Only the screen that is displayed (Screen-1 or Screen-2) will be
Selection of the RETURN line select key will display the screen that
was shown preceding selection of the Fault Selection Screens.
HSPS CT/NOV. 2006
Page 12.23
HSPS CT/NOV. 2006
Page 12.24
FLIGHT DECK PRINTER

The Printer provides onboard printouts concerning various aircraft
systems, one at a time.
MANUAL PRINT
In manual mode, prints of the MCDU screen display are printed
when the PRINT line select key is pushed.
AUTOMATIC PRINT
In flight phase 10, the Post Flight Report will be automatically
printed. The Post Flight Report is the sum of the LAST LEG
REPORT and the LAST LEG ECAM REPORT.
A list of ECAM Warnings and Fault Messages with the associated
time and ATA chapter references are provided on the printed tape.
HSPS CT/NOV. 2006
Page 12.25
FLIGHT DECK PRINTER

HSPS CT/NOV. 2006
Page 12.26
FAULT CHARTS
The following Fault Charts provide the information that will be sent to
the CFDS by the ECB in the event of a fault.
The information appears in the Fault Chart columns located under
the following headings:
System Severity Levels are not sent to the CFDS. It is presented

here only as information.
Version 5.0
MCDU LRU Message
MCDU Shutdown Message
Fault Code
Fault Class
LRU ID
ATA Chapter
System Severity level
Once a fault has been identified with a switch or a sensor that

component will no longer be used for further fault detection, isolation
or control until the fault is no longer present. Detected faults can be
cleared and a restart may be possible once the master switch is
cycled.
SYSTEM
SEVERITY LEVEL
ECB ACTION
ECB MESSAGE
SHUTDOWN
TRANSMIT FAULT
MESSAGE
SHUTDOWN
TRANSMIT FAULT
MESSAGE
SHUTDOWN IF REDUNDANT
SOURCE NOT AVAILABLE
TRANSMIT FAULT
MESSAGE
CONTINUE TO OPERATE
TRANSMIT FAULT
MESSAGE
NOT APPLICABLE
HSPS CT/NOV. 2006
Page 12.27
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

13
495112
13
495112
53
495253
13
495112
29
492317
29
492317
29
492317
(BLANK)
29
492317
29
492317
GENERATOR (8XS)
10
25
242351
GENERATOR (8XS)
11
25
242351
12
38
499151
13
38
499151
ECB (59KD)
14
14
496134
ECB (59KD)
15
14
496134
16
12
499149
CONTACTOR (5KA)
17
59
494255
CONTACTOR (10KA)
18
10
494255
HSPS CT/ NOV. 2006
Page 12.28
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

WRG: ECB PIN AB-H9
19
45
496100
WRG: ECB PIN AB-J6
20
496100
21
21
493211
WRG: ECB PIN AB-H8
22
496100
EXCITER SHORTED
23
26
494138
ECB (59KD)
24
14
496134
25
491651
26
491651
ECB (59KD)
27
14
496134
ECB (59KD)
28
14
496134
29
40
497113
ECB (59KD)
30
14
496134
ECB (59KD)
31
14
496134
32
42
497113
33
44
497113
34
NO TEXT
EGT TC1 (8075KM1)
35
15
497215
EGT TC1 (8057KM1)
36
15
497215
SPEED SNSR1 (8060KM1) AND

LOSS OF SPEED
(SPEED SENSORS DO NOT MATCH - NO TEXT)
HSPS CT/NOV. 2006
Page 12.29
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

EGT TC2 (8057KM2)
37
18
497215
EGT TC2 (8057KM2)
38
18
497215
GEN SCAN FILTER (8069KM) AND

LUB FILTER (8076KM)
39
499141
40
41
39
497331
LOSS OF DC POWER

NO FLAME
42
26
494138
ECB (59KD)
NO FLAME
42
14
496134
FUEL CONTROL UNIT (8022KM)
NO FLAME
42
21
493211
NO FLAME
42
70
282200

FUEL CONTROL (8022KM)
NO FLAME
42
27
494138
43
36
499414
OIL PRESS SW (8091KM)

LOW OIL PRESSURE
44
37
499100
LOW OIL PRESSURE
45
37
499100
CHECK OIL COOLER ASSY
46
499144
CHECK OIL SYSTEM/GENERATOR (8XS)
GEN HIGH OIL TEMP
47
24
499100
LOW OIL LEVEL
48
32
499300
49
35
499317
50
35
499317
HSPS CT/NOV. 2006
Page 12.30
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

ACFT BAT NOT SELECTED/CONTACTOR (5KA)
NO ACCELERATION
51
11
243800
CONTACTOR (5KA)
NO ACCELERATION
51
59
494255
CONTACTOR (10KA)
NO ACCELERATION
51
10
494255
NO ACCELERATION
51
51
494200
STATOR MOTOR (8KA)/STARTERCLUTCH

(8033KM)
NO ACCELERATION
51
46
494251
ECB (59KD)
NO ACCELERATION
52
14
496134
NO ACCELERATION
52
21
493211
NO ACCELERATION
52
70
282200
FUEL CTL UNIT (8022KM)/FLOW DIVIDER

(8024KM)
NO ACCELERATION
52
23
493211
NO ACCELERATION
53
21
493211
ECB (59KD)
NO ACCELERATION
53
14
496134
NO ACCELERATION
53
12
499149
IGV ACTR (8014KM)
NO ACCELERATION
53
28
492351
STARTER MOTOR (8KA)/BLD CTL VLV (8051KM)
NO ACCELERATION
53
46
494251
FLOW DIVIDER (8024KM)
NO ACCELERATION
53
68
493213
FLOW CTL UNIT (8022KM)
NO ACCELERATION
53
21
493211
ECB (59KD)
54
14
496134
ECB (59KD)
55
14
496134
HSPS CT/NOV. 2006
Page 12.31
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

ECB (59KD)
56
14
496134
57
491651
58
491651
59
21
493211
60
21
493211
61
14
496134
62
28
492351
ECB (59KD)
ECB FAILURE
IGV ACTR (8014KM)

IGV ACTR (8014KM)
63
28
492351
ECB (59KD)
64
14
496134
66
14
496134
(BLANK)
65
ECB (59KD)
ECB (59KD)
UNDERSPEED
67
14
496134
UNDERSPEED
67
70
282200
UNDERSPEED
67
21
493211

SPD SNSR2 (8060KM2)
OVERSPEED
68
44
497113
ECB (59KD)
OVERSPEED
68
14
496134
OVERSPEED
68
21
493211
69
495153
HSPS CT/NOV. 2006
Page 12.32
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

70
495153
ECB (59KD)
71
14
496134
73
14
496134
74
14
496134
ECB (59KD)
75
14
496134
ECB (59KD)
76
14
496134
ECB (59KD)
77
14
496134
ECB (59KD)
78
14
496134
ECB (59KD)
79
14
496134
ECB (59KD)
80
14
496134
ECB (59KD)
81
14
496134
ECB (59KD)
82
14
496134
ECB (59KD)
83
14
496134
84
12
499149
ACFT BAT NOT SELECTED/

CONTACTOR (5KA)
85
11
243800
CONTACTOR (10KA)
86
10
494255
WRG: ECB PIN AB-H9
87
45
496100
(BLANK)
72
ECB (59KD)
ECB (59KD)
ECB FAILURE
HSPS CT/NOV. 2006
Page 12.33
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

WRG: ECB PIN AB-J6
88
496100
89
21
493211
WRG: ECB PIN AB-H8
90
496100
91
26
494138
92
40
497113
93
40
497113
94
42
497113
95
42
497113
96
495153
SURGE/REVERSE FLOW
97
495153
IGV ACTR (8014KM)
OVERTEMPERATURE
98
28
492351
EGT TC1 (8057KM1)
OVERTEMPERATURE
98
15
497215
EGT TC2 (8057KM2)
OVERTEMPERATURE
98
18
497215
OVERTEMPERATURE
98
21
493211
99
21
493211
ECB (59KD)
100
14
496134
ECB (59KD)
101
14
496134
102
16
497215
EGT TC1 (8057KM1) AND

EGT TC2 (8057KM2)
SENSOR FAILURE
HSPS CT/NOV. 2006
Page 12.34
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

103
13
495112
ECB (59KD)
ECB FAILURE
104
14
496134
ECB (59KD)
ECB FAILURE
105
14
496134
NO DATA FROM ECS
106
34
216334
ECB (59KD)
107
14
496134
ECB (59KD)
ECB FAILURE
108
14
496134
ECB (59KD)
ECB FAILURE
109
14
496134
ECB (59KD)
ECB FAILURE
110
14
496134
ECB (59KD)
ECB FAILURE
111
14
496134
112
31
282214
113
NO TEXT
FUEL LOW PRESS/LOW FUEL PRESS SW

(5030QM)
-
EMERGENCY STOP
SENSOR FAILURE
114
53
495253
ECB (59KD)
BACKUP OVERSPEED
115
14
496134

SPD SNSR2 (8060KM2)
BACKUP OVERSPEED
115
44
497113
BACKUP OVERSPEED
115
21
493211
BACKUP OVERSPEED
115
53
495253
ECB (59KD)
BACKUP OVERSPEED
CIRCUIT FAILURE
116
14
496134
HSPS CT/NOV. 2006
Page 12.35
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

ECB (59KD)
117
14
496134
118
70
282200
IGV ACTR (8014KM)
118
28
492351
119
70
282200
119
495153
120
491651
AIR INTAKE NOT OPEN
121
491651
OIL TEMP SNSR (8084KM) AND GENERATOR

(8XS)`
SENSOR FAILURE
122
50
499151
ECB (59KD)/APU HARNESS (8001KM)
123
496134
WRG: ACFT TYPE PIN/FCB (59KD)
124
47
496100
WRG: ECB PIN AB-H5
125
496100
126
51
494200
CONTACTOR (10KA)
127
10
494255
CONTACTOR (5KA)
128
59
494255
CONTACTOR (5KA)
129
59
494255
130
39
497331
14
496134
(BLANK)
ECB (59KD)
131
ECB FAILURE
132
HSPS CT/NOV. 2006
Page 12.36
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

FIRE EMERG-STOP RELAY (6WF)
133
54
262200
FIRE EMER STOP RELAY (6WF)
134
54
262200
ECB (59KD)
135
14
496134
(EMERGENCY STOP TEST - NO TEXT)
136
NO TEXT
(BLANK)
137
138
495153
IGV ACTR (8014KM)
139
28
492351
OIL PRESS SW (8091KM) AND OIL LVL SNSR

(8089KM)
SENSOR FAILURE
140
55
499414
OIL PRESS SW (8091KM) AND LOW OIL LEVEL
SENSOR FAILURE
141
56
499414
ECB (59KD)
LOSS OF SPEED
142
14
496134
SURGE/REVERSE FLOW
143
495153
SENSOR FAILURE
144
53
495253
LOSS OF SPEED
145
41
497133
LOSS OF SPEED
146
43
497113
149
13
499112
150
14
496134
(BLANK)
147
(BLANK)
148

ECB (59KD)
ECB FAILURE
HSPS CT/NOV. 2006
Page 12.37
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

ECB (59KD)
ECB FAILURE
151
14
496134
ECB (59KD)
ECB FAILURE
152
14
496134
ECB (59KD)
ECB FAILURE
153
14
496134
ECB (59KD)
ECB FAILURE
154
14
496134
ECB (59KD)
ECB FAILURE
155
14
496134
ECB (59KD)
ECB FAILURE
156
14
496134
ECB (59KD)
ECB FAILURE
157
14
496134
ECB (59KD)
ECB FAILURE
158
14
496134
ECB (59KD)
ECB FAILURE
159
14
496134
ECB (59KD)
ECB FAILURE
160
14
496134
ECB (59KD)
ECB FAILURE
161
14
496134
ECB (59KD)
ECB FAILURE
162
14
496134
ECB (59KD)
ECB FAILURE
163
14
496134
ECB (59KD)
ECB FAILURE
164
14
496134
ECB (59KD)
165
14
496134
ECB (59KD)
166
14
496134
ECB (59KD)
ECB FAILURE
167
14
496134
ECB (59KD)
APU FUEL VALVE FAILED OPEN
168
14
496134
HSPS CT/NOV. 2006
Page 12.38
SELF TEST
SHUTDOWN
COOLDOWN
ATA
CHAPTER
RUN
LRU
ID
STARTING
FAULT
CLASS
START PREP
FAULT
CODE
WATCH
MCDU
SHUTDOWN
MESSAGE
POWER UP
MCDU
LRU
MESSAGE

BLD FLOW XDCR (8039KM)/
BLD CTL VLV (8051KM)
169
48
495112
170
29
492317
170
13
495112
171
13
495112
172
495153
173
14
496134
174
69
495153
ECB (59KD)
BLEED CTL VLV (8051KM)/
ECB FAILURE
HSPS CT/NOV. 2006
Page 12.39
APS 3200
SECTION 13
TROUBLESHOOTING
HSPS CT/NOV. 2006
Page 13.0
TROUBLESHOOTING
GENERAL
REQUIRED HARDWARE
The troubleshooting system is designed to provide additional

information to aid in the maintenance and repair of the Auxiliary
Power Unit (APU) by downloading the Electronic Control Box (ECB)
located in the aircraft aft cargo compartment.
Maintenance information is stored in the nonvolatile memory of the
ECB and can be retrieved and analyzed by downloading into a
laptop computer. The computer displays information and
recommended actions from the following stored data:
Downloading of the ECB requires the following equipment:

Laptop computer or Personal Computer (PC) with at least
3MB of free hard disc space, a modem and a Windows 95 or
later operating system.
A special interface cable is required to connect the
Computer to the ECB. The interface cable (P/N AGE 70021)
is available by contacting Hamilton Sundstrand.
CONDITIONING MONITORING DATA

This data consists of engine parameters taken at each engine start
and shutdown. Data is provided for the last twelve engine run cycles.
FAULT DATA
The data consists of maintenance and fault messages for class 1,
class 2 faults and class 3 faults.
HSPS CT/NOV. 2006
Page 13.1
HSPS CT/NOV. 2006
Page 13.2
TROUBLESHOOTING
To download and diagnose fault data, refer to APIC SIL APS320049-47 for in-depth instructions.
Basic Steps:
Power-up computer.
Select Diagnose on the tool bar.
Enter operators name on the Setup screen.
APU master switch ON (APU not running.)
Select Continue on the Setup screen.
HSPS CT/NOV. 2006
Page 13.3
HSPS CT/NOV. 2006
Page 13.4
TROUBLESHOOTING
ECB TROUBLESHOOTING AID (Fault Information)
The computer screen displays Class 1, Class 2 faults and Class 3
faults. The screen will download and provide a file automatically for
review. (See example on page 13.6.)
Select the Most Recent scroll bar on the screen to scroll through the
various faults.
Each fault or fault combination is provided with a fault description
and recommended action.
HSPS CT/NOV. 2006
Page 13.5
HSPS CT/NOV. 2006
Page 13.6
TROUBLESHOOTING
REAL-TIME DATA MONITORING
With the Real-Time Data monitoring screen displayed, select Analog
I/O, Speed/Temp, or Discreet Inputs. Each selection displays a
screen that provides real time data. The data is viewed at the bottom
of the screen when a data box is selected.
Note:
The more data boxes selected the longer it takes for the
information to appear. Select data that is related to the
specific fault for a faster response time.
BASIC STEPS:
Power-up computer.
Start and run APU.
Select data box.
Select Start Monitoring.
Select Stop Monitoring after data has been taken.
Selecting Save Data at the bottom of the screen and selecting a file
name allows the data to be saved. (See page 13.9 and example on
page 13.10.)
HSPS CT/NOV. 2006
Page 13.7
HSPS CT/NOV. 2006
Page 13.8
TROUBLESHOOTING
SNAPSHOT VIEW
BASIC STEPS:
Select Snapshot with the APU operating

Select Analog Inputs.
Select Discrete Inputs.
Click on Take Snapshot. (This will provide one quick view
of data)
HSPS CT/NOV. 2006
Page 13.9
HSPS CT/NOV. 2006
Page 13.10

HSPS CT/NOV. 2006
Page 13.11

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APS 3200 AUXILIARY POWER UNIT

LINE MAINTENANCE AND FAULT ISOLATION

HSPS CT/ NOV. 2006

2006 Hamilton Sundstrand Corporation

HSPS CT/NOV. 2006

APS 3200 AUXILIARY POWER UNIT

APS 3200 Auxiliary Power Unit

HSPS CT/NOV. 2006

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

Oil System ....................................................................................... 3

HSPS CT/NOV. 2006

The Airline is provided a variety of FAA and Aircraft Manufacturer

Aircraft Maintenance Manuals

This workbook is intended for the limited purpose of providing

Engine and Component Maintenance Manuals

This is an uncontrolled document and will not be updated or revised

HSPS CT/ NOV. 2006

HSPS CT/NOV. 2006

Aircraft Communication Addressing and Reporting System

Components Maintenance Manual

Aircraft Condition Monitoring System

Electronic Centralized Aircraft Monitoring

Air Data Inertial Reference Unit

Aircraft Integrated Data System

Electronic Control Box

Auxiliary Power International Corp.

Environmental Control System

Auxiliary Power System

Exhaust Gas Temperature

Auxiliary Power Unit

Aeronautical Radio Inc.

Erasable Programmable Logic Device

Air Transport Association

Extended Twin Engine Operations

Full Authority Digital Electronic Controller

Bleed Control Valve

Fuel Control Unit

Built-In Test Equipment

Field Effect Transistor

Bleed Monitor Computer

Foreign Object Damage

Federal Airworthiness Regulation

Cubic centimeters per hour

Centralized Fault Display System

HSPS CT/NOV. 2006

Generator Control Unit

Greenwich Mean Time

Liters Per Hour

Gallons Per Hour

High Oil Temperature

Inlet Guide Vane

Illustrated Parts Catalogue

International Standard Atmosphere

Joint Airworthiness Requirement

Kilograms Per Minute

Kilograms Per Second

Pounds Per Hour

Main Engine Start

Master Minimum Equipment List

Mean Time Between Failure

HSPS CT/NOV. 2006

Pounds Per Square Inch Gauge

Mean Time Between Unscheduled Removals

Transformer Rectifier Unit