Professional Documents
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GTCP331 - 250
A300/310
MTT
For Training Purposes Only
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A300/310
MTT
For Training Purposes Only
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A300/310
MTT
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A300/310
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APU ENGINE
A300/310
MTT
For Training Purposes Only
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APU ENGINE
The GTCP331-250 Auxiliary Power Unit is designed
to provide pneumatic supply and electrical power for
the A300-600, and the A310 Airbus aircraft, both on
the ground and in-flight. This capability makes it
possible for new generation aircraft to use remote
airfields which may not have ground power facilities.
The APU may also be used to provide pneumatic
bleed air to the aircraft's pneumatic system during
maximum performance takeoffs.
Specifically, the APU provides compressed air for
cabin air environmental control during aircraft
servicing and loading, starting the main engines and
aircraft de-icing. In addition the APU can also provide in-flight emergency electrical power in the event
of a main engine generator failure. Electrical power
can be provided independently of, or in combination
with, pneumatic supply. Electrical power has priority
in all modes of operation.
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MTT
For Training Purposes Only
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A300/310
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MTT
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MODEL GTCP331-250
A300/310
MTT
For Training Purposes Only
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APU LOCATION
The GTCP331-250 Auxiliary Power Unit is located in
the aircraft tail cone beneath the vertical stabilizer. The
tail cone is a non-pressurized compartment arranged
principally to support the APU and serve as an
aerodynamic fairing. Access to the APU for installing,
removing, servicing, and maintaining is provided
through the large clamshell doors that are hinged to
open outwardly and located on the underside of the tail
cone. The access doors are approximately 16 feet
above the ground level.
A300/310
MTT
For Training Purposes Only
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APU LOCATION
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APU INSTALLATION
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APU CONTROL
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APU MASTER SW
Controls basic power supply for APU starting,
operation and protection.
ON.
Control and protection systems energize.
Fuel isolation valve opens.
APU FUEL PUMP arms or activates
BAT line contactors close
Start system is armed
In flight, if gear is up, the air intake flap opens.
OFF
APU shutdown initiates. If the APU bleed air has
been used, the shutdown is delayed 60 seconds to
allow for a cooling period.
Fuel isolation valve closes.
APU FUEL PUMP, starting control and protection
systems de-energize.
When gear is up. the air intake flap closes 60 seconds after N drops below 7%.
Resets APU circuit after automatic shutdown.
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POWER CONTROL
The electronic control box (ECB) is primarily a full
authority digital electronic APU Controller that performs
the bulk of the APU system logic for all modes of engine
operation including self-testing, shutdown protection and
continuous monitoring of essential APU parameters as
follows:
Sequence of start
Monitoring of start
Monitoring of speed (RPM)
Monitoring of operating temperature (EGT)
Sequence of stopping
Automatic stop
Monitoring of bled air
A300/310
MTT
For Training Purposes Only
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PULLED
The APU shuts down and isolates all systems:
Fuel (APU LP VAL VE and isolation valve
close).
Pneumatics (APU BLEED valve,
and X FEED valve close).
3. AGENT Switch
The functions are identical to the engine AGENT
Switches (2 squibs, 1 bottle).
4. LOOP A (B) Switches
The functions are identical to the engine LOOP
Switches.
NOTE
The X FEED valve does not close if X FEED valve is
MAN selected in-line.
MTT
For Training Purposes Only
A300/310
MTT
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NO EMERGENCY SHUTDOWN
SWITCH ON THIS PANEL
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AIR INTAKE
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AIR INTAKE
The air intake, which is detachable, is mounted on
the bottom fuselage in front of FR95 by means of
bolted joints.The air intake is provided with a flap
which is closed when the APU is inoperative. When
the APU is in operation either in flight or on the
ground the flap is open, the operation of the flap is
controlled by the APU MASTER SW switch 14KD.
The one-piece air intake housing is a sandwichtype construction, made from NOMEX honeycomb,
covered with reinforced fiberglass laminate, as are
the air intake lip and the air intake flap. An
additional sound insulating layer, made from
aluminum-honeycomb with felt metal facing, is
provided on the aluminum upper face of the leading
edge and the opposite, inside face of the housing.
A300/310
MTT
For Training Purposes Only
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REACTIVATION
a. Disconnect dummy connector.
b. Loosen plug from air intake act\ connect to
receptacle 6039VC.
c. Close applicable circuit breakers
d. Carry out adjustment/test of air intake system
per MM 49-16-12.
e. Carry out adjustment/test of air intake system
per MM: 49-16-00.
f. Remove tag in flight compartment.
g. Record reactivation in aircraft log book.
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MTT
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DRAIN SYSTEM
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DRAIN SYSTEM
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FUEL
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Fuel system
When the tank pumps are operating, the APU pump
will not operate since tank pump pressure output
exceeds 22 PSI.
FUEL PUMP pushbutton is in OVRD:
The pump is continuously in operation.
An isolation valve is installed downstream of the LP
pump. When the APU is not in operation, the valve
is closed to prevent the fuel line from being
pressurized.
A fire shut-off valve upstream of the APU
compartment firewall is controlled by the APU FIRE
handle (overhead panel) and on the ground by the
automatic APU fire extinguishing system. The valve
position is indicated by the LP VALVES APU
indication on the fuel panel.
The LO PR light in the FUEL PUMP pushbutton
switch on the APU panel comes on when the
pressure switch downstream of the fire shut-off
valve senses the fuel pressure is below 6 PSI.
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FUEL SYSTEM
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Pressure switch 15 QC
The pressure switch is located at the rear spar of the
center wing (center tank) with LP fuel pump 8QC
and isolation valve 11QF. The pressure switch
activates the APU LP fuel pump 8QC if fuel pressure
in APU fuel feed line is below 22 psi and APU
MASTER SW switch 14KD is ON.
Low Pressure Switch 2KE
The low pressure switch, located between STA5502
(FR90) and STA5547 (FR91), is a differential
pressure switch referenced to ambient pressure at
its location in the unpressurized rear fuselage. At 6
psi or less fuel pressure in the APU fuel feed line,
the low pressure switch contacts change-over and
on APU main panel 429VU FUEL PUMP indicator
3QC, LO-PR comes on.
APU Isolation Valve 11QF
The 28 VDC electrically operated spherical plug type
isolation valve located at the rear spar of the enter
wing (center tank) prevents the APU fuel feed line
being pressurized if APU MASTER SW switch 14
KD is OFF.
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FLOW DIVIDER
The purpose of the flow divider is to sequence and
distribute fuel to the primary and secondary
manifolds.The flow divider consists of a screen mesh
inlet filter element, a start and a run sequencing valve,
a primary and secondary drain valve, and a normally
closed solenoid valve. The flow divider is mounted to
the combustor heat shield at the eight o'clock position
and is considered an LRU.
A300/310
MTT
For Training Purposes Only
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FUEL MANIFOLD
Metered fuel is injected into the fuel manifolds and
atomizer assemblies to provide optimum fuel distribution.
The primary and secondary atomizers are alternately and
equally inserted in and around the combustor plenum. The
primary atomizer tips are sized with a small orifice that
provides proper atomization of fuel for light off. Whereas,
the secondary atomizer tips are sized with a larger orifice
to provide adequate fuel flow to sustain operation for
acceleration on-speed governing, and variations in load.
The primary and secondary atomizers are not
interchangeable.
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MTT
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FUEL MANIFOLD
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DRAIN VALVE
A combustion chamber case drain valve is provided to
drain overboard excess fuel that would accumulate in the
combustor case following a no flame condition not
attributed to fuel. The drain valve is located at the lowest
point in the case to ensure complete drainage prior to
another attempted start. Draining the excess fuel
precludes a possible hot or torching start.
The valve is normally open when the APU is not running
and pressure closed when pressure reaches 9-16 psig
during acceleration. Upon shutdown, the valve should
open when pressure is reduced to a minimum of 5 psig.
An arrow is marked valve on the valve body and points in
the direction of flow overboard drain line.
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DRAIN VALVE
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AIR
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PRESSURE SENSORS
Pressure Sensors
The total pressure sensor is a probe, installed in the
load compressor scroll. It supplies bleed air total
pressure to the total pressure transducer and to the
delta pressure transducer. The static pressure sensor
is an annular sensor with eight sampling ports and is
installed between the load compressor outlet and the
bleed surge duct. It provides the delta pressure
transducer with static pressure.
Transducers
The delta pressure transducer converts the difference
between the total and static pressure input into an
electrical signal. It is located at the load compressor
housing on the right of the APU.The total pressure
transducer converts the total pressure into an
electrical signal. It is located at the load compressor
housing on the right side of the APU.
Variable Volume Chamber
The variable volume chamber avoids damaging of the
transducers and acts as a shock absorber. It consists
of two chambers, divided by a diaphragm and is
located at the load compressor housing on the right
side of the APU.
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INDICATION
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APU
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POWER INDICATING
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THERMOCOUPLE HARNESS
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OIL
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OIL SYSTEM
The APU utilizes an integral independent lubrication
system for lubrication and cooling the APU,
accessory gearbox and oil cooled generator. The oil
level indicating system consists of an oil level
transmitter and indicator. The transmitter is installed
into the sump oil level. The indicator is installed on
lateral panel and provides an indication of oil level
from MIN to FULL divided into four quarters.
Because, during APU running, the oil level in the
sump will be less than when the APU is not running,
the transmitter has a dynamic and a static operating
mode, provided by a 60% relay.
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OIL SYSTEM
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OIL SYSTEM
The APU oil system is a wet sump design with an
internal and external system and a
monitoring/indication system. The internal. system
consists of the oil reservoir, which is integrated in the
gearbox, the oil pump assembly with oil filter element,
magnetic drain plug, generator scavenge pump with oil
filter element, turbine bearing scavenge pump, and the
normally closed (NC) solenoid valve (de-oil). The
external system consists of the oil cooler with attached
thermal bypass valve and required tubing. The
monitoring/indication system includes the remote oil
level indication with an indicator on the APU
maintenance panel 472VU and high oil
temperature/low oil pressure monitoring.
High oil temperature below oil pressure parameters
are monitored by and, in case of fault, indicated on the
Electronic Control Box (ECB) 59KD. An APU AUTO
SHUT DOWN occurs in case of high oil
temperature/low oil pressure and is indicated on the
LH ECAM display unit.
The ECB also gives a fault signal to the FAULT light
on the APU overhead panel 429VU and to the
MASTER CAUTION lights.
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OIL SYSTEM
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OIL SYSTEM
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OIL PUMP
The oil pump is used to supply lubricating oil under
pressure to the engine gears, bearings and
accessories, then return the oil to the gearcase.The
oil pump is a 2 element (one pressure, one
scavenge) positive displacement gear pump. The
oil pump contains the pressure pump, scavenge
pump, filter element, oil pressure relief valve, oil
pressure regulating valve, differential pressure
indicator and provisions for mounting the fuel
control unit.
The pump is a positive displacement gear type
pump, capable of pumping 12 gpm when the APU
speed is at 100 percent (7,902) rpm. The
lubrication pump assembly is mounted on, and
spline driven from the gearbox. The oil transfer
tubes allow oil to flow into and out of the pump
assembly. The forward end of the pump provides a
mounting flange and drive for the fuel control unit
assembly.
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APU OIL
Oil flowing from the oil cooler assembly is filtered
before it is distributed throughout the lubrication
system. The oil filter element contains fiberglass
filtering material reinforced with a pleated wire mesh
screen. The filter element is a non-reuseable
element and is rated at 10 micron nominal and 25
micron absolute. The filter system is equipped with a
Delta Pressure indicator that provides a visual
indication when the filter element becomes
contaminated. The Delta Pressure indicator button is
retracted when the oil is flowing freely through the
filter element. When the Delta p across the filter
element exceeds 20 + 5 psid, a red indicator button
is extended. The extended button can be manually
reset. A mechanical thermal lockout incorporated
within the indicator prevents the indicator from
extending when oil temperature is cold and a high
Delta Pressure is temporarily sensed across the
element. The oil temperature must be above 46 + 14
degrees C (115 degrees + 25 degrees F) for the
indicator to function.
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OIL COOLING
Oil cooling is accomplished by using an air/oil
heat exchanger with airflow supplied by the
gearbox driven cooling fan. The oil cooler is
designed to maintain the operating oil
temperature below 305+7 degrees F (151.6
degrees C). Nominal operating oil temperature
is approximately 150 degrees F above ambient
temperature. The oil coolers thermal bypass
valve is an integral part of the oil cooler
assembly and is not considered to be a line
replaceable component, however, the oil cooler
assembly is an LRU.
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STARTING
After the MASTER switch is selected ON and the LO PR
light in the FUEL PUMP pushbutton switch is off, the
start can be initiated by pressing the START pushbutton
switch. The automatic start sequence begins:
The White ON light in the START pushbutton switch
comes ON.
The Blue integrated indication light ACCEL comes on
after the air intake has fully opened (or simultaneously if
the flap is already open) and the starter motor of the
APU is supplied simultaneously.
The ignition is initiated at 7% RPM and fuel is supplied.
If gear is up: The air intake opens if the MASTER switch
is selected ON.
If gear is down: The air intake flap is open if the
MASTER switch is ON.
The starter motor cuts out at 50% RPM and the white
ON light in the START P/B switch goes off.
The APU continues to accelerate to normal regulated
speed.
The Blue AVAIL light comes on, the Blue ACCEL light in
the START P/B switch goes out and the ignition is
terminated at 95% RPM. The combuster flame is now
self sustaining.
NOTE: The start is inhibited as long as the air intake flap
is closed. After a shutdown the MASTER switch has to
be selected OFF then ON again for resetting before
every new start attempt.
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A300/310
MODEL GTCP331 - 250
STARTING SYSTEM
A300/310
MTT
For Training Purposes Only
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START MOTOR
The Start Motor is designed to accelerate the APU
from start initiation through light off, and to assist the
APU in reaching self sustaining speed. Starter dropout is programmed to occur at 50 percent rpm. The
starter is capable of accelerating the APU without
the aid of combustion to an approximate speed of 20
percent. The Start Motor is equipped with a brush
wear indicator. The brush wear indicator pin will
recede and not be visible when the brushes require
replacement. The visible length of a new brush is 1/4
inch.
The Start Motor is equipped with an overspeed burst
containment cover that envelopes the commutator
and armature. A drive shaft located at the front of
the Start Motor provides a means of manually
rotating the engine.
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STARTER MOTOR
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TROUBLESHOOTING
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FIGURE 119
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