Documentos de Académico
Documentos de Profesional
Documentos de Cultura
B 737-300/400/500
ATA 49
APS 2000
ATA 104 Level 3
Book No:
B737-3 49 L3 E APS
Lufthansa
Technical Training GmbH
Lufthansa Base
TABLE OF CONTENTS
ATA 49 APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APS 2000 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . .
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR INLET DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .
APU AIR INLET ADJUSTMENTS . . . . . . . . . . . . . . . . . . . .
BOROSCOPE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . .
APU LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . .
OIL TANK DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
OIL TANK SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL SYSTEM SCHEMATIC DESCRIPTION . . . . . . . . . . .
APU FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . .
FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELECTRONIC FUEL CONTROL AND PUMP ASSEMBLY
START PURGE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . .
DRY MOTOR THE APU . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WET MOTOR THE APU . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOW PRESSURE BLEED . . . . . . . . . . . . . . . . . . . . . . . . . .
APU AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU BLEED BLEED AIR VALVE . . . . . . . . . . . . . . . . . . . . .
BLEED AIR VALVE OPERATION . . . . . . . . . . . . . . . . . . . .
APU COOLING AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . .
APU COOLING AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COOLING FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IGNITION AND START SYSTEM . . . . . . . . . . . . . . . . . . . .
IGNITION COMPONENT DESCRIPTION . . . . . . . . . . . . .
STARTING COMPONENT DESCRIPTION . . . . . . . . . . . .
STARTING COMPONENT DESCRIPTION . . . . . . . . . . . .
APU CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU CONTROL UNIT/FADEC DESCRIPTION . . . . . . . .
1
2
4
6
8
10
12
14
16
18
20
22
24
26
28
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AMBIENT PRESSURE TRANSDUCER . . . . . . . . . . . . . . .
SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU START SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU SHUT DOWNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
E. G. T. INDICATING SYSTEM. . . . . . . . . . . . . . . . . . . . . .
THERMOCOUPLES ( 2 ) . . . . . . . . . . . . . . . . . . . . . . . . . . .
EGT BALANCING RESISTOR . . . . . . . . . . . . . . . . . . . . . . .
ID-MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC BITE CODES AND LIGHTS. . . . . . . . . . . . . . . . . .
MCDU, APU DATA PAGES. . . . . . . . . . . . . . . . . . . . . . . . . .
TROUBLE SHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU OPERATION LIMITS AND PARAMETERS . . . . . . .
APU OPERATION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . .
70
72
74
76
78
80
82
86
88
90
92
94
97
98
Page: i
TABLE OF FIGURES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
Figure 20
Figure 21
Figure 22
Figure 23
Figure 24
Figure 25
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
Figure 31
Figure 32
Figure 33
Figure 34
Figure 35
APS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Access Door and Shroud. . . . . . . . . . . . . . . . . . . . . . .
Shroud Drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Air Inlet Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . .
Boroscope Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication System Components . . . . . . . . . . . . . . . . . . . .
Lubrication System Components . . . . . . . . . . . . . . . . . . .
Oil Tank Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Servicing System Schematic . . . . . . . . . . . . . . . . . . . .
Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel Shutoff Valve and DC Fuel Boost Pump . . . .
APU Fuel Shutoff Valve Control . . . . . . . . . . . . . . . . . . . .
DC Fuel Boost Pump Control . . . . . . . . . . . . . . . . . . . . . .
Fuel Heater and Flow Control Valve . . . . . . . . . . . . . . . .
Fuel Control and Pump Assembly . . . . . . . . . . . . . . . . . .
Fuel System Components . . . . . . . . . . . . . . . . . . . . . . . . .
APU-MAX. EGT CHART . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Dry Motoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Wet Motoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Pressure Bleed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed Air Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Bleed Air Components . . . . . . . . . . . . . . . . . . . . . . .
APU Bleed Air Valve Schematic . . . . . . . . . . . . . . . . . . . .
APU Cooling Air Schematic . . . . . . . . . . . . . . . . . . . . . . . .
Cooling Air Components . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling Air Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition / Starting Schematic . . . . . . . . . . . . . . . . . . . . . . .
Ignition Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Start Relay Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Motor and Shaft Assembly . . . . . . . . . . . . . . . . . .
APU Control Sytem Schematic . . . . . . . . . . . . . . . . . . . . .
APU Control Unit and FADEC Component . . . . . . . . . . .
3
5
7
9
11
13
15
17
19
21
23
25
27
29
30
31
33
35
37
39
41
43
45
47
49
51
53
55
57
59
61
63
65
67
69
Figure 36
Figure 37
Figure 38
Figure 39
Figure 40
Figure 41
Figure 42
Figure 43
Figure 44
Figure 45
Figure 46
Figure 47
Figure 48
Figure 49
FADEC Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Amb. Press. Transducer and Amb. Temp. Sensor . . . .
Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Start Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal/Auto Shut Down . . . . . . . . . . . . . . . . . . . . . . . . . .
EGT Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thermocouples and Event Monitoring Unit. . . . . . . . . . .
APU E. G. T . System Schematic . . . . . . . . . . . . . . . . . .
EGT Balancing Resistor and Indicator . . . . . . . . . . . . . .
ID-Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOP FADEC Bite Code Indication. . . . . . . . . . . . . . . . . . .
MCDU APU DATA Display . . . . . . . . . . . . . . . . . . . . . . . .
LOP FADEC BITE Code Shown . . . . . . . . . . . . . . . . . . . .
LOP FADEC BITE Code Shown . . . . . . . . . . . . . . . . . . . .
71
73
75
77
79
81
83
85
87
89
91
93
95
96
Page: ii
B737-300/400/500
49
ATA 49 APU
FWD
APS 2000
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Page: 1
49-00
APS 2000 INTRODUCTION
The APS 2000 auxillary power unit (APU) supplies electrical and pneumatic
power to other airplane systems. This permits these airplane systems to operate without the use of ground power sources or the engines. The APU can also
supply electrical and pneumatic power in the air.
Altitude Operational Limits
The APU can supply:
S 55 KVA electrical power on ground
S 45 KVA electrical power up to 37,000 feet (11,277 meters)
S Electrical and pneumatic power is available at the same time up to 10,000
feet (3,048 meters).
S Pneumatic power alone is available up to 17,000 feet (5,183 meters).
S The APU can be started at 37,000 feet or below.
Model Designation:
S Manufacturer: Sundstrand Power System, San Diego, USA.
B737-300/400/500
Ratings at SL:
S ROTOR SPEED
S OVERSPEED
S OUTPUT SPEED
S BLEED AIR FLOW
S BLEED AIR PRESSURE
S BLEED AIR TEMP
S FUEL FLOW
S MAX CONTINUOUS EGT
S Max EGT
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B737-300/400/500
49-00
Figure 1
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APS 2000
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B737-300/400/500
49-00
PANEL DESCRIPTION
MAINTENANCE LIGHT ( blue )
ON- Identifies an APU Warning. An Electrical fault has occured , or an APU Oil
Servicing is required . See MCDU Multi purpuse Control Display Unit or
FADEC Fault Display for Maintenance Light Reason.
24.06.99
Page: 4
B737-300/400/500
49-00
MAINTENANCE LIGHT
OVERSPEED LIGHT
RECIRC FAN
OFF
DUCT PRESSURE
INDICATOR
NORMAL
40
60
OVHT
80
PSI
TEST
L PACK
OFF
AUTO
HIGH
APU
WING
ANTI
ICE
OFF
100
ISOLATION
VALVE
CLOSE
OFF
AUTO
AUTO HIGH
PACK
TRIP OFF
OPEN
WING-BODY
OVERHEAT
R PACK
TRIP
WING
ANTI
ICE
PACK
TRIP OFF
WING-BODY
OVERHEAT
BLEED
TRIP OFF
BLEED
TRIP OFF
APU
BLEED AIR
SWITCH
RESET
ON
OFF
OFF
ON
START
ON
APU
2
BLEED
Figure 2
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APU Panel
Page: 5
737-300/400/500
49-10
ACCESS DOOR
Access to the APU is through an access door, completely enclosing the APU
compartment.
The access door is hinged on the right side and latched on the left side. It consists of skin, ribs and stringers forming the outside contour of the fuselage. On
the inside are two door open holding rods, two drain cups and cooling air exhaust. On the outside, is a drain mast connected to the drain cups.
The door can be opened for normal APU servicing, or it can be removed by
unlatching the hinges on the right side. The drain cups should be inspected
periodically for cleanliness.
The exhaust ducting is cooled by four air inlets around the aft end of the exhaust fairing.
SHROUD
The APU shroud is a titanium compartment that fully protects the APU power
plant. The APU shroud gives the protection from an APU fire and decrease the
noise from the APU power plant. The APU shroud includes the upper shroud
and the lower shroud. The upper shroud attaches to the airplane structure and
holds the forward end of the APU exhaust duct. The upper shroud and the
lower shroud connect to one another with the shroud latches on the lower
shroud.
Upper Shroud
The upper shroud is installed in the APU compartment. When the APU is removed from the airplane, the upper shroud will stay in the APU compartment.
The upper shroud has openings for the fuel lines, air inlet ducts and bleed
air duct. Three mounting brackets for the APU engine attach to the shroud
rings.
Lower Shroud
The lower shroud attaches to the upper shroud with ten shroud latches. The
lower shroud has the openings to the filler port for the oil tank and to the overboard exhaust for the APU cooling air. Also, there is an access panel that is
removed to read the elapsed time indicator. When the lower shroud is removed, you can get access to do maintenance on the APU.
FRA US8 hs
28.6.95
Page: 6
737-300/400/500
49-10
EXHAUST DUCT
UPPER
SHROUD
DRAIN
SEAL PLATES
DRAIN
HOLES
FWD
DRAIN LINE
LOWER SHROUD
TO DRAIN MAST
Figure 3
FRA US8 hs
28.6.95
FWD
DRAIN FITTING
B737-330/430/530
49-10
APU DRAINS
The APU drains provide means for draining unburned fuel from the engine and
for draining fuel or oil from the shroud in event of leakage inside the shroud.
At the aft end of the shroud, a drain cup with stand-pipe picks up unburned
fuel discharged through the turbine exhaust port. Two fuel drain lines are
manifolded into a fitting on the engine. This fitting mates with a drain cup in the
drain line. The drain line terminates at a fitting at the forward end of the shroud.
Adjacent to the drain line terminal end fitting is another fitting. Through this fitting fuel or oil is drained from the shroud. Both fittings at the forward end of the
shroud mate with drain cups in the APU compartment access door. The drain
cups in the access door are connected to a drain mast.
Drain Valve
The drain valve is a spring- loaded ball device. The drain valve permits fuel that
collects in the combustor to flow to the APU drain mast.
The drain valve is located at the lowest point in the combustor plenum. This
permits complete drainage prior to another attempted start.
The drain valve is spring-Ioaded open until the APU reaches approximately 15
percent RPM. At 15 % RPM APU combustor pressure closes the drain valve.
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Page: 8
B737-330/430/530
49-10
APU
ENGINE
FWD
TURBINE EXHAUST END DRAIN
TURBINE EXHAUST
END DRAIN CUP
SHROUD DRAIN
SHROUD
DRAIN CUP
DRAIN CUP
A09673
Figure 4
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27.5.94
91061
Shroud Drains.
Page: 9
B737-300/400/500
49-15
Operation
When the actuator is powered, the pushrods move the door to the open position. Movement of the door deflects the flap on the vortex generator for improvement of air flow into the inlet. When the door is fully open, the door switch
operates. The switch actuation is part of the APU start cycle.
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B737-300/400/500
49-15
APU COMPARTMENT STRUCTURE
TORQUE BOX
AIR DIFFUSER
DUCT
VORTEX
GENERATOR
COMPRESSOR
AIR DUCT
COOLING
AIR DUCT
AIR INLET
DOOR
FWD
INLET DOOR
POSITION
SWITCH
AIR
INLET DOOR
ACTUATOR
FWD
ACTUATOR
ARM
767244
767245
Figure 5
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11.4.96
B737-300/400/500
49-15
Vortex Generator
Flap Adjustment .
Flap deflection with door open. Adjustment is made by varying the length of the
control rod and the adjustable flap stop.
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B737-300/400/500
49-15
VORTEX GENERATOR
FLAP STOP
(DOOR CLOSED POSITION)
FLAP STOP
(DOOR OPEN POSITION)
PUSHROD
FWD
INBD
DOOR
CLOSE
BARREL
FITTING
NUT NO. 1
NUT NO. 2
AIR INLET DOOR - CLOSED POSITION
DOOR
OPEN
AIR INLET
DOOR ACTUATOR
PUSHROD
BEARING END
NUT
Figure 6
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B737-300/400/500
49-20
BOROSCOPE INSPECTION
The following components of the turbine assembly may be inspected by the
use of a boroscope: Turbine Blade Tips Combustion Chamber Turbine Nozzle
Vanes Turbine Wheel Blades Compressor Wheel Blades Compressor Diffuser
Legend:
4. BLADES OF THE COMPRESSOR WHEEL
5. LEADlNG EDGE OF THE COMPRESSOR WHEEL
6. EXHAUST SECTlON
7. BLADES AND VANES OF THE TURBlNE WHEEL
8. LEADlNG EDGE OF THE TURBlNE WHEEL (3 LOCATlONS)
9. COMBUSTION CHAMBER (4 LOCATlONS)
10.HAND-CRANK PROVlSlONS (LOCATED ON THE COOLlNG FAN)
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B737-300/400/500
49-20
946555
TURBINE
NOZZLE
COMPRESSOR
WHEEL
FWD
FWD
3
4
BOROSCOPE
PLUG
COVER
PLATE
COMPRESSOR
PLENUM
IGNITER
PLUG
6
5
1
2
COMPRESSOR
DIFFUSER
HAND-CRANK
PROVISIONS
TURBINE
WHEEL
COMBUSTION
CHAMBER
LEGEND:
______
COVER
BOLT
COOLING
AIR FAN
EXHAUST SECTION
COMBUSTION
MANUAL DRIVE
945054
CHAMBER
833716
Figure 7
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Boroscope Inspection
Page: 15
B737-300/400/500
49-90
Operation
Before the APU is started, the de-prime valve is energized to the open position. This stops the supply of oil to the oil pump. When the APU accelerates to
55% service speed, the de-prime valve is de-energized to the closed position.
The oil pump pulls the oil from the oil tank and sends the oil to the oil filter element. If the oil filter element is clogged, the bypass valve opens to permit the
oil fiow to continue. From the oil filter element, the oil goes through the oil
cooler. If the oil cooler is clogged, the bypass valve for the oil cooler opens.
From the oil cooler, the oil goes to the gearbox assembly and the gears and
bearings of the APU engine. In the gears and bearings of the APU engine, an
airloil mixture is made. The air/oil mixture is divided when the gearshaft turns.
The air is sent to the turbine exhaust port through a gearbox case vent. The oil
returns to the oil tank by gravity.
The Iube service panel replenishes the oil tank with the oil. The ADD Iight (amber Iight) on the Iube service panei comes on when the oil quantity in the oil
tank is 1 .6 U,S quarts (l .5 Iiters). When the ADD Iight is on, a solenoid valve
opens to Iet the oil enter the oil tank from the pressure fiII connection. The
FULL Iight (green Iight) comes on when the oil quantity in the oil tank is 2.6 U.S
quarts (2.5 Iiters). The solenoid valve wiII close when the FULL Iight is on. The
solenoid valve closes so the oil tank wiII receive the correct amount of oil.
Gearbox oil distribution
Oil is drawn from the gearbox sump by the oil pump mounted on the front of
the gearbox. The oil is filtered prior to leaving the pump and then fiows through
the oil cooler. The cooled oil is returned to the gearbox oil passages and jets to
provide Iubrication and cooling of the gears, shafts and bearings.
During operation of the gear system, an oil/air mist is created inside the gearbox. The oil and air are separated by the action of a mechanical separator that
is part of the generator gear shaft. Oil is returned by gravity to the gearbox oil
sump and the air is vented to the APU exhaust through the gearbox vent system.
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B737-300/400/500
49-90
GEARBOX LUBE
OIL PRESSURE
SWITCH
< 20 PSI ON
> 26 PSI OFF
ROTOR
ASSEMBLY
RELIEF
VALVE
45 PSID
OIL COOLER
BYPASS VALVE
25-45 PSID
OIL
COOLER
COOLING
AIR FAN
AIR/OIL MIST
TURBINE ASSEMBLY
HIGH OIL
TEMP. SW.
135 _ C
FADEC
AFT
CARGO
CPTM
GEARBOX
OIL FILTER
BYPASS
VALVE 40-45 PSID
DE-PRIME
VALVE
FROM FADEC
S
FILLER CAP
SIGHT GLASS
FULL
ADD
APU
OIL TANK
APU
OIL
QTY
MODULE
OIL PUMP
TO DE-PRIME
VALVE
< 55 % OPEN
> 55% CLOSE
60 PSI
OIL FILTER
OIL FILTER
CLOGGING IND. 30-35 PSID
OILTANK
OIL LEVEL
SENSOR
MAGNETIC
DRAIN PLUG
OIL TYPE
FILL
WHEN AMBER
LIGHT IS ON
OIL TANK
SOLENOID VALVE
LEGEND
OIL SUCTION
LUBE
SERVICING PANEL
PRESS. FILL
CONNECTION
OIL PRESSURE
833776
795131
Figure 8
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830931
Lubrication Schematic
Page: 17
B737-300/400/500
49-90
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B737-300/400/500
49-90
FWD
OIL
FILLER CAP
MAGNETIC
DRAIN
PLUG
CHECK
VALVE
OIL LEVEL
SIGHT GLASS
FWD
OIL LEVEL
SENSOR
GEARBOX
(WITH INTEGRATED
OIL TANK
OILTANK)
PRESSURE
FILL LINE
803803
DIPSTICK
833776
Figure 9
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B737-300/400/500
49-90
COMPONENT DESCRIPTION
Oil Cooler
The oiI cooler is installed on the APU below the APU electrical generator. The
oiI cooler is a rectangular unit made of aiuminum tubes. The oiI cooler receives
the oil from the oiI pump. In the oil cooler the oil moves through the tubes
where it is cooled by air from the cooling tan assembly. The oil tIows from the
oil cooler to the gearbox assembly and the gears and bearings ot the APU engine. The oil cooler has a bypass valve that opens if the oil cooler is clogged.
The bypass valve opens when the differentia! pressure across the oii cooler is
25 to 35 psig . The bypass valve is tu!Iy open when the differential pressure is
45 psig .
De-Prime Valve
The de-prime valve is energized open when the APU is started . When the
APU accelerates to 55% service speed, the de-prime valve is de-energized to
the closed position. This will permit the oil pump to produce oil pressure. When
the APU is stopped the de-prime valve is energized to the open position to
stop the supply of oil to the oil pump. The oil that stays in the APU wiIl drain to
the oil tank. After 5 minutes APU stop the de-prime valve is de-energized to
the close position.The de-prime valve is installed on the oil pump and filter assembly. The de-prime valve operates with a solenoid.
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B737-300/400/500
49-90
COOLING AIR FAN
FLAME ARRESTOR
GENERATOR
OIL FILTER
CLOGGING IND.
(RED)
OIL PRESSURE
RELIEF VALVE
HIGH OIL
TEMP. SWITCH
WHITNESS
PORT
DO NOT PLUG
GEARBOX
OIL FILTER
997146
803403
Figure 10
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CARBON SEAL
DRAIN
22.06.99
830947
B737-300/400/500
49-90
Maintenance Practices
The oil tank is replenished by connecting the oil supply to the pressure fill connection and pumping oil into the tank until the green light ilIuminates. Required
oil supply pressure is 35 psi.
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B737-300/400/500
49-90
FULL
GREEN LIGHT
ADD
AMBER LIGHT
STABILIZER
COMPARTMENT
ACCESS DOOR
OIL
TANK
SOLENOID
VALVE
APU OIL
QTY MODULE
M 925
PRESSURE
FILL LINE
TO OIL TANK
APU
OIL TANK
DOOR
OPEN
SWITCH
OIL TYPE
FWD
STABILIZER
COMPARTMENT
FILL
BULKHEAD
PRESSURE
FILL
CONNECTION
WHEN AMBER
LIGHT IS ON
LUBE
SERVICE
ACCESS
DOOR
DOOR OPEN SWITCH
ACTUATING MAGNET
991803
Figure 11
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B737-300/400/500
49-90
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B737-300/400/500
49-90
TO
APU
CONT
OFF
BITE CODE
LOQ
ON
START
APU PANEL
TO
APU
CONT
MAINT
ADD
B
< 5% RPM
CLOSE
FULL
G
OPEN
DOOR OPEN
SWITCH
28V DC
SWITCHED
HOT BAT BUS
APU
CONT
CIRCUIT BREAKER
PANEL ( P6 -5 )
FULL
OIL TANK
SOLENOID VALVE
ADD
28V DC
SWITCHED
OIL LEVEL
SENSOR
APU GENERATOR
CONTROL UNIT ( P6 )
Figure 12
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49-30
APU FUEL SYSTEM
Purpose
The APU fuel system receives fuel from the airplane wing tanks through a
shrouded line. The system then pressurizes, filters, and meters fuel for combustion. The primary components are the fuel control and pump assembly. low
and high pressure filters, a start fuel purge solenoid valve, start and main fuel
manifolds, and nozzles. The APU is a constant speed engine. Speed control is
accomplished automatically by the FADEC through torquemotor inputs to the
fuel control and pump assembly, resulting in fuel flow regulation.
Fuel Control and Pump Assembly
This assembly accomplishes all pressurizing, filtering, and metering for the
APU. Electrical connections include the servo valve, the start fuel solenoid
valve, and the main fuel solenoid valve.
SYSTEM OPERATION
B737-300/400/500
Starting
Placing the APU switch to START and ON, opens the APU fuel shutoff valve
and the inlet door begins to open. When the inlet door is full open,the FADEC
activates the starter and energizes the start fuel solenoid valve to open. The
start fuel solenoid valve is located on the fuel control and pump assembly.
The APU fuel control and pump assembly then receives fuel from the airplane
tanks through the APU fuel line. A low pressure centrifugal pump pressurizes
the fuel and delivers it to the high pressure gear pump through the external low
pressure fuel fitter. Unmetered fuel flows through the start fuel solenoid valve,
through the start manifold and through the 4 start nozzles into the combustor.
The FADEC energizes the ignition exciter one second after the starter is energized. The FADEC energizes the main fuel solenoid valve to open when the
APU reaches 5% RPM with an increase of 28_ C EGT. This permits metered
fuel to flow through the in-line filter, through the check valve to the 14 main fuel
nozzles. When the APU reaches 55% RPM, the FADEC deenergizes the starter and ignition exciter. At 70% RPM the FADEC de-energizes the start fuel
solenoid valve to the close position and energizes the start purge solenoid
valve to the open position for 60 seconds. This removes fuel from the start fuel
manifold and nozzles.
The FADEC monitors APU the EGT during starting. The FADEC sends electrical control signals to the servo valve to meter the fuel flow.
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B737-300/400/500
49-30
OPEN: RPM >70% FOR 60 SEC. AND APU SHUT DOWN FOR 30 SEC.
FROM
APU
FILTER
START
PURGE
VALVE S
FADEC
APU FUEL DC
BOOST PUMP
DRAIN
MAIN FUEL
SOLENOID
VALVE
S
LP-FUEL
PUMP
40
PSI
OIL TANK
VENT LINE
GEARBOX
FLAME
ARRESTOR
IGNITOR
(2)
FUEL SERVO
VALVE
RELIEF
VALVE
DIFF.
PRESS
VALVE
640 PSID
FUEL
EXHAUST
HP
FUEL
PUMP
600 PSI
200 PSID
APU BLEED
AIR
BYPASS
VALVE
LEGEND
TO DRAIN
CHECK VALVE
COMBUSTER
FLOW CONTROL
VALVE <18 o C
APU BLEED AIR
CHECK VALVE
MAIN FUEL
MANIFOLD
NOZZLES
START FUEL
SOLENOID
VALVE
S
...
APU BLEED
AIR DUCT
MAIN CHECK
VALVE
EXH. DRAIN
SPEED
SENSOR (2)
DRAIN CHECK
VALVE
T AMB
P AMB
10 PSID
FILTER
TO DRAIN MAST
FILTER CLOGGING
INDICATOR 6 PSID
TO FADEC
Figure 13
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B737-300/400/500
49-30
Physical Description
The pump consists of a motor driven vanes, bypass valve, inlet and outlet
ports. It is held in position by four boats through fianges on pump body.
Power
The pump utilizes 28 volt dc power.
Control
The pump operation is controlled by the APU switch and main tank No. 1 boost
pump switches on P5 panel.
The pump is mounted on the wing bottom skin aft of the rear spar.
Operation
The pump operates only during APU start if:
S the APU Master Switch is in ON and
S Boost Pump relays from tank #1 are OFF and
S APU RPM is below 98%.
When the APU reaches 98% RPM during the start cycle, the APU pump is automatically de-energized.
Maintenance Practices
The valve actuator assembly can be removed separately from the valve body.
The removal of the valve body requires No. 1 tank entry.
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B737-300/400/500
49-30
APU DC
BOOST PUMP
FUEL
OUTLET
APU FUEL
SHUTOFF
VALVE
FUEL INLET
MANUAL OVERRIDE LEVER
FWD
INBD
LEFT LOWER
INBOARD TRAILING
EDGE PANEL
FWD
ATA28.190608
997665
Figure 14
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INBD
10.06.99
B737-300/400/500
49-30
START
APU START
CIRCUIT
NC
ON
NORMAL
SHUTDOWN
OFF
FIRE
CLOSE
CLOSE
APU
FIRE
HANDLE
OPEN
NORM
OPEN
FULL
OPEN
NC
FIRE
APU
REMOTE
CONTROL
PANEL
DOOR
NOT
FULLY
OPEN
NC
FIRE
RELAY
FIRE
DETECTION
MODULE
M 279
DOOR
OPEN
SWITCH
28V DC
28V DC
SWITCHED
HOT BAT BUS
APU MONITOR
POWER SUPPLY
APU
CONT
M 280
FADEC M 3056
Figure 15
FRA TS82 hs
06.12.97
FADEC
Page: 30
B737-300/400/500
49-30
START
BAT BUS
NC
APU FUEL
BOOST PUMP
CIRCUIT
BREAKER
PANEL ( P6 )
ON
APU FUEL
BOOST PUMP
NC
OFF
NC
R 19 TANK 1 FWD FUEL
BOOST PUMP RELAY
APU MONITOR
APU GCU ( P6 )
28V DC
POWER SUPPLY
APU CONT
APU CONTROL UNIT M280
28V DC
SWITCHED
HOT BAT BUS
( E3-3 )
CIRCUIT BREAKER PANEL ( P6 )
Figure 16
FRA TS82 hs
06.12.97
B737-300/400/500
49-30
FUEL HEATER
The fuel heater is used to prevent ice from blocking the fuel filter.
The heater is a tubular fuel / air heat exchanger. The control valve has a bimetallic element for sensing the fuel temperature and allowing bleed air to pass
through the heater.
The fuel heater and control valve with a temperature sensor are attached to the
inside surface of the upper shroud.
FIow Control Valve
When the fuel temperature passing through the valve decreases to
3_C (37 _F), the valve modulates to full open. This allows hot air from the APU
bleed duct to pass through the heater and dumps into the shroud. When fuel
temperature increases to 18 _C (64_F), the valve closes.
FueI Heater Check Valve
A check valve is installed in the fuel Iine upstream of the heater to retain fuel in
the pump. This ensures a positive prime for starting.
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B737-300/400/500
49-30
FUEL HEATER
CHECK VALVE
UPPER
SHROUD
FUEL HEATER
OVERBOARD
DUMP LINE
FOR THE
BLEED AIR
PRESSURE LINE
TO PNEUMATIC
ACTUATOR
FWD
FUEL HOSE
Figure 17
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B737-300/400/500
49-30
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Page: 34
B737-300/400/500
49-30
GEARBOX
FWD
START FUEL
SOLENOID
VALVE
FUEL PUMP
FUEL SERVO
VALVE
MAIN FUEL
SOLENOID VALVE
FUEL CONTROL AND
PUMP ASSEMBLY
FUEL DRAIN
TUBE
FWD
DIFFERENTIAL
PRESSURE VALVE
Figure 18
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B737-300/400/500
49-30
22.06.99
Page: 36
B737-300/400/500
49-30
FWD
FILTER CLOGGING
INDICATOR
FUEL FILTER
ASSEMBLY
FUEL FILTER
803431
Figure 19
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COMBUSTION
CHAMBER
DRAIN LINE
997645
B737-300/400/500
49-30
Shutdown
When the APU Master Control Switch is put to OFF following fuel valves will
close:
S Main Fuel Solenoid Valve
S Fuel Servo Valve and
S APU Fuel Shutoff Valve
S Start Purge Valve opens for 30 sec. and closes again.
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B737-300/400/500
49-30
49
AMBIENT TEMPERATURE OF ( C )
38
27
16
-7
-18
-29
-40
710
715
720
725
730
735
740
MAXIMUM EGT _C
EGT Limit - APU Speed more than 98%
Figure 20
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B737-330/430/530
49-10
FRA TS82 hs
15.4.94
Page: 40
B737-330/430/530
49-10
P5
FWD
OVERHEAD
PANEL
OFF
IGNITION
EXCITER
FUEL HOSE
FWD
CIRCUIT
BREAKER
FAULT
DISPLAY SWITCH
ON
BAT
TR
NO.3
CONTAINER
FAULT DISPLAY
APU
FUEL
BAT BOOST
BUS PUMP
50
LITE
OFF
CIRCUIT
BREAKER
P6-5
P 5 FWD
OVERHEADPANEL
P 5 FWD
OVERHEADPANEL
CIRCUIT
BREAKER
START
ON
769273
995421
991836
Figure 21
FRA TS82 hs
15.4.94
992794
B737-330/430/530
49-10
15.4.94
Page: 42
B737-330/430/530
49-10
ON
P5
FWD
OVERHEAD
PANEL
OFF
ELECTRICAL
CONNECTOR
CIRCUIT
BREAKER
IGNITION
EXCITER
FUEL FILTER
ON
BAT
FAULT DISPLAY
FAULT
DISPLAY SWITCH
TR
NO.3
APU
FUEL
BAT BOOST
BUS PUMP
50
OFF
CIRCUIT
BREAKER
P 5 FWD
OVERHEADPANEL
LITE
5
P6-5
CIRCUIT BREAKER
P 5 FWD
OVERHEADPANEL
START
ON
769273
995592
991836
Figure 22
FRA TS82 hs
15.4.94
992794
B737-330/430/530
49-30
FRA TS82 hs
18.4.94
Page: 44
B737-330/430/530
49-30
TR
NO.3
ON
OFF
P5
FWD
OVERHEAD
PANEL
APU
FUEL
BAT BOOST
BUS PUMP
5
50
P6-5
CIRCUIT
BREAKER
CIRCUIT
BREAKER
P 5 FWD
OVERHEADPANEL
INLET FUEL TUBE
ON
BAT
OFF
ON
Figure 23
FRA TS82 hs
18.4.94
B737-300/400/500
49-50
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Page: 46
B737-300/400/500
49-50
ON
S
BLEED
SERVO
VALVE
OFF
APU
BLEED
28
AIR SWITCH VDC
P 5 FWD
OVERHEAD
M280 APU
PANEL
CONTROL UNIT
E3-2
ACTUATOR
APU BLEED
AIR VALVE
CLOSED
REG
OPEN
VENT
FILTER
APU BLEED
AIR DUCT
M278 MISC
SWITCHING
MODULE E3-2
MAIN ENGINE
START ( GRD )
TO DUAL
BLEED BLEED LIGHT
98% RPM
AND 2 SEC
TO FUEL
HEATER
CHECK
VALVE
AIR
INLET
OPEN SIGNAL
RPM
FILTER
T AMB
P AMB
COOLING AIR
SHUTOFF VALVE
EGT
FADEC
AFT CARGO CPMT
CHECK
VALVE
ACTUATOR
GENERATOR
LEGEND
COOLING
FAN
GEARBOX
AIR INLET
HOUSING
COMBUSTOR
HOUSING
OIL COOLER
COOLING AIR SYSTEM
A56082
Figure 24
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B737-300/400/500
49-50
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Page: 48
B737-300/400/500
49-50
UPPER
SHROUD
BLEED
SERVO
VALVE
APU BLEED
AIR DUCT
ELECTRICAL
CONNECTOR
TURBINE
PLENUM
FWD
FWD
BLEED AIR
VALVE SOLENOID
POSITION SWITCH
CONTROL
AIR LINE
APU
BLEED
AIR DUCT
BLEED
AIR VALVE
INBD
AIR FILTER
FWD
PRESSURE
REGULATOR
833545
Figure 25
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B737-300/400/500
49-50
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Page: 50
B737-300/400/500
49-50
OFF
VENT
ON
SERVO VALVE
APU BLEED
AIR SWITCH
P5-10 AIR COND.
MODULE (P5)
28 V DC
RATE
CONTROL
VALVE
SOLENOID
RATE
ADJUST
A
MAIN
ENGINE
START
( GRD )
SWITCHER
VALVE
VENT
ENGINE
START
RELAY
VENT
POPPET
VALVE
PNEUMATIC
ACTUATOR
NC
TO PNEUMATIC
SYSTEM
ENGINE START
INTERLOCK RELAY
FILTER
PRESSURE
REGULATOR
OPEN
TO DUAL BLEED
LIGHT CIRCUIT
CLOSED
RPM
RPM
AIR
INLET
2 SEC
T AMB
OPEN SIGNAL
TO BLEED
SERVO VALVE
FILTER
COOLING AIR
SHUTOFF VALVE
P AMB
EGT
GENERATOR
M3056 FADEC
(AFT CARGO CPTM)
COOLING
FAN
10.06.99
GEARBOX
AIR INLET
HOUSING
COMBUSTOR
HOUSING
OIL COOLER
Figure 26
FRA US/E gz
TO FUEL
HEATER
B737-300/400/500
49-50
Pneumatlc Actuator
The pneumatic actuator controls the shutoff valve. The pneumatic actuator has
a cylinder, piston and rod assembly, spring and cap. The pneumatic actuator is
installed on the fIange of the cooling air duct. The pneumatic actuator rod extends when the pneumatic pressure from the bleed air duct is greater than the
spring force. A filter in the pneumatic Iine seals the pneumatic actuator from
contaminants. The filter can be one that is used again or one that is discarded.
Cooling Air Shutoff Valve
The shutoff valve stops the airflow through the cooling air duct when the APU
is stopped. AIso, the shutoff valve wiII keep aII flames inside the APU shroud if
an APU fire occurs. The shutoff valve has a butterfiy mounted on a shaft. The
butterfiy is installed in the cooling air duct. The pneumatic actuator controls the
shutoff valve.
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B737-300/400/500
49-50
AIR
INLET
COOLING AIR
SHUTOFF VALVE
CHECK
VALVE
ACTUATOR
FILTER
GENERATOR
COOLING AIR
INLET DUCT
COOLING
FAN
GEARBOX
AIR INLET
COMBUSTOR
HOUSING
HOUSING
OIL COOLER
Figure 27
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B737-300/400/500
49-50
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Page: 54
B737-300/400/500
49-50
PRESSURE LINE
TO THE PNEUMATIC
ACTUATOR
UPPER
SHROUD
PNEUMATIC LINE FILTER
AND CHECK VALVE
COOLING
AIR INLET
PRESSURE LINE
TO THE PNEUMATIC
ACTUATOR
CHECK VALVE
(TO FUEL HEATER)
FWD
767835
Figure 28
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23.06.99
B737-300/400/500
49-50
COOLING FAN
The cooling fan supplies a positive, cool airflow through the oil cooler and the
APU electrical generator. The cooling fan is a gear-driven, mixed flow fan. The
cooling fan has a shaft impeller that is installed in a shroud. A housing holds
the baiI bearing for the impeller shaft. The housing also moves the air to and
from the shaft impeller. The cooling fan inlet duct and the exhaust scroll for the
cooling fan move the air into and out of the cooling fan assembly. The fan inlet
screen stops aII unwanted materials before they go into the components of the
cooling fan that turn.
Cooling Fan Duct
The airflow from the cooling fan moves through the cooling fan duct to the oil
cooler and APU electrical generator.
Operation
When the APU operates, the cooling fan supplies the cooling air. The gearbox
accessory drive turns the cooling fan. The cooling fan supplies stable air while
the airplane is on the ground. When the airplane is in flight, the cooling fan supplies ram air. The pneumatic actuator receives the pneumatic pressure from
the bleed air duct to hold the shutoff valve open. The cooling air from the cooling fan is supplied to the APU electrical generator and the oil cooler. To get to
the APU shroud, the cooling air moves through the cooling fan duct. In the APU
shroud, the cooling air keeps the APU temperature Iow. From the APU shroud,
the cooling air goes out through the APU exhaust system. When the APU is
stopped, the pneumatic actuator close the shutoff valve. When the shutoff
valve closes, it wiII keep aII f!ames from an APU fire in the APU shroud.
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B737-300/400/500
49-50
COOLING FAN
INLET SCREEN
INSPECTION TUBE
PNEUMATIC
ACTUATOR
COOLING AIR
SHUTOFF VALVE
PNEUMATIC
ACTUATOR
PRESSURE LINE
STABILIZER
COMPARTMENT
AREA
COOLING
AIR
SHUTOFF VALVE
ACTUATOR RETRACTED
COOLING AIR DUCT
COOLING
AIRFLOW
FWD
UPPER
SHROUD
COOLING FAN
INLET SCREEN
PRESSURE LINE
INLET
APU
GEARBOX
DRIVEN
COOLING FAN
CLOSED POSITION
ACTUATOR EXTENDED
OPEN POSITION
COVER
AND LOCATION
TO MANUALLY
TURN THE APU
COOLING AIRFLOW
TO GENERATOR
AND OIL COOLER
Figure 29
FRA US/E gz
23.06.99
767831
767832
B737-300/400/500
49-40
Operation
During APU start, the starter is energized and the APU rotates. The ignition
exciter is energized by the action of the FADEC.
The starter and ignition circuits are de-energized by the action of the FADEC
during APU engine acceleration. During normal engine operation, the exciter
remains de-energized.
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Page: 58
B737-300/400/500
49-40
START RELAY
R5
START
APU
BATTERY
28 V DC
NC
STARTER
ON
OFF
IGNITION
EXCITER
TD 1 SEC
IGNITER
PLUG
IGNITER
PLUG
FULL OPEN
AIR INLET DOOR
POSITION SWITCH
>
= 55 % RPM
28V DC
28V DC
SWITCHED
HOT BAT BUS
APU MONITOR
POWER SUPPLY
APU
CONT
( E3-3 )
Figure 30
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B737-300/400/500
49-40
WARNING:
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Page: 60
B737-300/400/500
49-40
COMBUSTION
CHAMBER
HOUSING
FWD
IGNITER
PLUG
ELECTRICAL
CONNECTOR
IGNITER
CABLE
IGNITION
EXCITER
IGNITER CABLE S
768571
Figure 31
FRA US/E gz
23.06.99
Ignition Components
Page: 61
B737-300/400/500
49-40
FRA US/E gz
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Page: 62
B737-300/400/500
49-40
START
RELAY R5
FWD
803778
Figure 32
FRA US/E gz
23.06.99
B737-300/400/500
49-40
Monitor
The starter operation is monitored by the dc ammeter on the P5 panel in the
flight compartment and the FADEC located in the aft cargo compartment.
Starter Motor Duty Cycle
APU Start Mode
3 consecutive starts or tries (Maximum) ( NO EGT Increase during the APU
starts or tries ) (30 minutes cooldown time).
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B737-300/400/500
49-40
FWD
FWD
GEARBOX
WASHER
V-BAND CLAMP
SCREW
PACKING
APU
SPRAG PAWL
ENGAGED
RETAINING RING
OUTER
RACE
INNER
RACE
STARTER MOTOR
STARTER
SHAFT ASSEMBLY
( CLUTCH )
APU
SPRAG PAWL
DISENGAGED
STARTER
Figure 33
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23.06.99
ENGINE CONTROLS
APU CONTROLS
B737-300/400/500
49-60
APU CONTROLS
The APU control system consists of manual and automatic controls for
S Start Sequence.
S Speed Governing.
S Load Control.
S Shutdown.
S Fault Detection and Indication.
S Fault History and Memory.
APU control during all phases of operation is primarily the function of the FADEC, however, other components are also active in controlling operation.
System Description
The primary APU control system consists of the following:
-Full Authority Digital Electronic Control (FADEC)
-APU Control Unit ( M28O Module )
-Speed Sensors (2)
-Ambient Temperature Sensor
-Ambient Pressure Sensor
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Page: 66
ENGINE CONTROLS
APU CONTROLS
B737-300/400/500
49-60
LOW OIL
PRESS.
SWITCH
HIGH OIL
TEMP.
SWITCH
OIL LEVEL
STARTER
SENSOR
BRUSH IND
APU
CONTROL UNIT
FWD OVERHEAD PANEL P 5
EGT
SENSOR
NO.1 / 2
RPM
SENSOR
NO.1 / 2
AMB.
TEMP.
SENSOR
AMB.
PRESS.
SENSOR
EMU
FLIGHT DATA
AQUSITION UNIT
( FDAU )
AIR /GRD
APU CONTROL
FADEC
MISCELLANE0US
SWITCHING
MODULE
ON
OFF
FWD OVERHEAD
PANEL P5
STARTING
IGNITION
START FUEL
SOLENOID
VALVE
Figure 34
FRA US/E gz
23.06.99
START
PURGE
VALVE
MAIN FUEL
SOLENOID
VALVE
FUEL
SERVO
VALVE
BLEED AIR
VALVE
SOLENOID
BLEED
SERVO
VALVE
DE-PRIME
VALVE
ENGINE CONTROLS
APU CONTROLS
B737-300/400/500
49-60
FRA US/E gz
24.06.99
START/STOP
START
SEQUENCING
SYSTEM
FIRE
PROTECTION
SPEED
CONTROL
SYSTEM
BLEED VALVE
INTERFACE
AIRFLOW
CONTROL
SYSTEM
COCKPIT
INTERFACE
PROTECTIVE
SHUT DOWN
SYSTEM
FADEC
WIRING
INTERFACE
SELF
TEST
FADEC M3056
Page: 68
ENGINE CONTROLS
APU CONTROLS
B737-300/400/500
49-60
AFT CARGO
E 3 ELECTRONIC SHELF
DOOR
AFT CARGO
COMPARTMENT
CIRCUIT BREAKER
FADEC M3056
769273
Figure 35
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24.06.99
ENGINE CONTROLS
APU CONTROLS
49-60
FADEC DESCRIPTION
The FADEC will conduct a self-test and initialization procedure. Following a
successful self-test, the FADEC wilI enter into a watch state in which it monitors APU startup and continuous operation. If a component fails, depending on
the severity of the situation, the FADEC will either shutdown the APU with a
FAULT light displayed on the overhead P5 or illuminate a MAlNT light also on
the P5, but continue to operate.
LED Display
Faults and warnings are displayed on the alpha numeric display on the front of
the FADEC. Faults/warnings are displayed in the order of occurrence with critical faults taking precedence over warnings. This data is just for the present
APU cycle. Historical data can be accessed via the Fault Data switch. The fault
indication will be cleared once the fault condition has been corrected and a new
APU cycle is initiated. It is not until the FADEC senses the fault again, that it
will display it on the LED.
For the situation in which a fault occurs, and power is removed from the airplane (Bat switch is placed to the OFF position), the FADEC will retain the
fault(s).
B737-300/400/500
24.06.99
of view. You can then push the FAULT DlSPLAY switch on the FADEC and still
see the FADEC BITE code for the last auto shutdown.
Start Prepare Test.
When you move the APU master switch from ON to START then to ON, the
fault display will show the result of the start prepare test. When the APU operates, the fault display will show the condition of the APU system continuously.
If the airplane is on the ground and the APU does not start or has an automatic
shutdown, do not try a subsequent start until you look at the FADEC. When
you move the APU master switch to the OFF position and then to START, the
FADEC BITE code from the last auto shutdown will not show. The problem
from the first start can possibly not occur again on the subsequent start.
You must have the APU Master switch in the OFF position to make the FADEC
BITE code from the last auto shutdown show.
Nonvolatile Memory
Five categories of data will be transmitted to the DFDAU as part of the APU
condition monitoring. These are:
CATEGORY
Life Cycle
Data
PARAMETER
Engine I.D. Number
Hours of Operation
Number of Starts
Real Time
EGT
Operating
Speed
Parameters
Fuel Flow
Inlet Pressure
Inlet Temperature
Real Time
3 Fault Codes
Fault Data
12 History
The ARlNC 429 transmission take place in the continuous broadcast mode
and shall commence when the FADEC is powered up through the APU switch
or the display power switch.
Page: 70
ENGINE CONTROLS
APU CONTROLS
B737-300/400/500
49-60
ACCL
ACFT
AMBP
AMBT
ASVL
BLD
ECU
EMU
EXCT
FSRV
GDOV
HOT
LITE
LOP
LOQ
MFVL
OPSW
OTMP
OVSP
PWRF
SFVL
SPD1
SPD2
SPVL
SRVB
STRT
TC1
TC2
UNSP
FAIL TO ACCEL
FIRE/DOOR NOT OPEN/ BATTERY SW OFF
AMBIENT PRESSURE SENSING SYSTEM
AMBIENT TEMP SENSING SYSTEM
ANTI SURGE VALVE SYSTEM
A/C BLEED VALVE SYSTEM
ELECTRONIC CONTROL UNIT SYSTEM
EVENT MONITOR UNIT SYSTEM
IGNITION SYSTEM
FUEL SERVO SYSTEM
GEARBOX DE-OILING VALVE SYSTEM
HIGH OIL TEMPERATURE
FAIL TO LITE
LOW OIL PRESSURE
LOW OIL QUANTITY
MAIN FUEL VALVE SYSTEM
OIL PRESSURE SWITCH SYSTEM
OVERTEMP
OVERSPEED
ELECTRICAL POWER SYSTEM
START FUEL VALVE SYSTEM
SPEED SENSING SYSTEM 1 SYSTEM
SPEED SENSING SYSTEM 2 SYSTEM
START PURGE VALVE SYSTEM
BLEED SERVO SYSTEM
STARTER SYSTEM
EGT SYSTEM 1 SYSTEM
EGT SYSTEM 2 SYSTEM
UNDERSPEED
FAULT DISPLAY
AFT CARGO
DOOR
ENID 1
AFT CARGO
COMPARTMENT
HIST
FAULT
DISPLAY SWITCH
FAULT
DISPLAY
RN 11 3
END
RN 10
RN 01
RN 09
RN 02
RN 08
RN 03
RN 07
RN 04
RN 06
RN 05
FADEC
IDENTIFICATION
PLATE
FADEC
DATA
CONNECTOR
FADEC M3056
FADEC DISPLAY SEQENCE WHEN FAULT DISPLAY SWITCH IS PUSHED.
1
2
3
a53173
Figure 36
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24.06.99
THE FAULT DISPLAY WILL SHOW THE LAST FOUR NUMBERS OF THE IDENTIFICATION NUMBER ( ENIT )
THE FAULT DISPLAY WILL SHOW OK WHEN NO FAULTS OR MAINTENANCE DATA ARE IN MEMORY.
THIS IS THE SECOND HISTORY ( RN ) RECORD. UP TO 11 HISTORY RECORDS ARE POSSIBLE. THE FAULT
DISPLAY WILL SHOW N/A WHEN NO HISTORY RECORDS ARE IN MEMORY.
FADEC Component
Page: 71
ENGINE CONTROLS
APU CONTROLS
B737-300/400/500
49-60
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24.06.99
Page: 72
ENGINE CONTROLS
APU CONTROLS
B737-300/400/500
49-60
MOUNTING FLANGE
FWD
AMBIENT PRESSURE
TRANSDUCER
MOUNTING FLANGE
AMBIENT
TEMPERATURE
SENSOR
FILLER PORT
FOR THE OIL TANK
FWD
833587
833686
Figure 37
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24.06.99
B737-300/400/500
49-60
SPEED SENSOR
Speed Sensor ( 2 )
The two speed sensors deliver analog signals to the FADEC for speed sensing.
The FADEC uses this information to operate start sequencing, condition monitoring and provides overspeed and underspeed control.
The speed sensors are located inside of the engine air intake muff and are
mounted on the intake-housing.
The magnetic probe of each sensor extends through the housing and aligns
with the Iobes on the oil impeller. As the turbine/compressor shaft rotates, the
Iobes on the oil impeller pass by a magnetic probe on each speed sensor. This
generates a sinusoidal output signal which is then sent to the FADEC.
The loss of speed sensor will signal the FADEC to give a MAINT light on the
P5 panel. The loss of both speed sensors will result in an automatic shutdown
and a FAULT light.
ENGINE CONTROLS
APU CONTROLS
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Page: 74
ENGINE CONTROLS
APU CONTROLS
B737-300/400/500
49-60
PACKING
FWD
BOLT
ELECTRICAL
CONNECTOR
833716
Figure 38
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24.06.99
Speed Sensor
Page: 75
ENGINE CONTROLS
APU CONTROLS
49-60
APU START SEQUENCE
1. BATTERY SWITCH 0N.
2. APU MASTER CONTROL SWITCH TO THE START MOMENTARILY AND
TO THE ON POSITION.
S APU CONTROL UNIT AND FADEC ELECTRICAL POWERED.
S FADEC INITIATES ELECTRICAL POWER FOR SELF TEST INITIALIZATION.
S FADEC SELF TEST INITIALIZATION PROCEDURE COMPLETED, WHEN
NO FAULTS, FADEC GOES TO WATCH STATE.
S TIME DELAY RELAY ACTIVATES EGT AND FADEC FAULT DISPLAY.
S DE-PRIME VALVE OPEN.
S DC FUEL PUMP ON.
S LOW OIL PRESSURE LIGHT ON.
S APU FUEL SHUT OFF VALVE OPENS, WHEN OPEN:
S APU AIR INLET DOOR OPENS ( CA 15 SEC, MAX ALLOWABLE 30 SEC)
NOTE:
B737/300/400/500
3.
S
S
S
4.
S
S
S
S
S
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24.06.99
5.
S
S
S
6.
S
S
S
7.
S
S
8.
S
S
S
S
9.
S
Page: 76
ENGINE CONTROLS
APU CONTROLS
B737/300/400/500
49-60
100%
98%
90%
80%
70%
60%
APU
MOTOR
RPM%
55%
50%
40%
30%
20%
10%
4
5%
TIME
83952
Figure 39
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24.06.99
ENGINE CONTROLS
APU CONTROLS
B737/300/400/500
49-60
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Page: 78
ENGINE CONTROLS
APU CONTROLS
B737/300/400/500
49-60
100%
98%
90%
80%
70%
60%
APU
MOTOR
RPM%
55%
50%
40%
30%
20%
10%
5%
2
TIME
83952
Figure 40
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24.06.99
B737-300/400/500
49-70
E. G. T. INDICATING SYSTEM.
EGT Indication provides a means of monitoring the efficiency of the APU during Startup, run (Ioaded or unloaded) and shutdown.
The EGT Indicating system consists of:
S 2 Thermocouples, located in the exhaust duct.
S Event Monitoring Unit, mounted on the cooling air duct.
S FADEC, mounted in the aft cargo compartment.
S Balancing Resistor, located in the forward right sidewall of the flight deck. .
S EGT Indicator, mounted in the P5 panel on the flight deck.
Once the APU switch has been placed to the START position, 28v dc is provided to the FADEC, which will then allow an EGT signal to be sent to the indicator on the flight deck. Indication wilI continue during operation and until five
minutes after shutdown. At this time, the time delay will prevent 28v dc to the
FADEC.
The thermocouples sense the exhaust gas temperature and convert it to an
electrical signal. This signal is sent to the Event Monitoring Unit (EMU), and
then to the FADEC. The FADEC uses EGT to modify fuel scheduling and modulate the Bleed Air Valve. The signal is also sent through a balancing resistor to
the EGT indicator on the PS panel.
INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM
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Page: 80
INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM
B737-300/400/500
49-70
EGT
INDICATOR
COCKPIT
P5 O/H PANEL
COCKPIT
EGT THERMOCOUPLE 1
BALANCING
RESISTOR
COCKPIT
APU
EXHAUST
EGT THERMOCOUPLE 2
FADEC
Figure 41
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24.06.99
EGT Schematic
Page: 81
INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM
B737-300/400/500
49-70
THERMOCOUPLES ( 2 )
The chromel / alumel thermocouples extend into the exhaust stream to sense
APU exhaust gas temperature. The milli-volt output of the thermocouple is
transmitted to the FADEC which analyzes the signal for appropriate scheduling
of fuel and control of bleed air.
Event Monitoring Unit ( EMU ).
The Event Monitoring Unit (EMU) houses the resistive temperature detector
and also provides indication of APU hours and starts.
The EMU is located on the cooling air duct forward of the cooling fan.
EGT signals are sent to the EMU before going to the FADEC. The resistive
temperature detector in the EMU provides cold junction compensation for the
EGT thermocouples. Displayed on the EMU are the number of APU hours and
starts. Hours are not recorded until 98% RPM is accomplished.
FADEC
EGT input to the FADEC affects fuel scheduling. The EGT signal is also provided through a balancing resistor to the flight deck.
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Page: 82
INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM
B737-300/400/500
49-70
FWD
FWD
COOLING
AIR
DUCT
EVENT
MONITORING
UNIT
THERMOCOUPLES
833726
Figure 42
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24.06.99
01901
03688
STARTS
HOURS
803964
INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM
B737-300/400/500
49-70
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Page: 84
INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM
B737-300/400/500
49-70
CONSTANTAN
COPPER
ARMATURE COIL
SPRING
CALIBRATING
RESISTOR
0.05Q
EGT INDICATOR
0.05Q
7
A9
SPOOOL
0.05Q
0.15Q
0.15Q
0.15Q
0.15Q
B8
B9
18
D1
39
C1
D2
20
38
12
C2
22
D3
40
C3
21
THERMOCOUPLE
CH
2
E1
AL
EGT RESISTOR
THERMOCOUPLE
STATION 851
AIRPLANE
WIRING
CH
EVENT
MONITORING
UNIT
FADEC
3
2
AL
795321
Figure 43
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24.06.99
INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM
B737-300/400/500
49-70
EGT Indicator
S shows the APU Exhaust Gas Temperature in _ Celsius
S compensates and correct cockpit temperature changes.
S is located in the Cockpit P5 Overhead Panel
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Page: 86
INDICATING
EXHAUST GAS TEMPERATURE INDICATING SYSTEM
B737-300/400/500
49-70
FLIGHT COMPARTMENT
APU EGT
BALANCING
RESISTOR
FWD
RESISTANCE
WIRE
SPARE
SPOOL
EGT RESISTOR
(WITH THE COVER
REMOVED)
RESISTANCE
WIRE SPOOL
VERNIER ADJUST
B3
.05 /STEPS
COARSE ADJUST
.15 /STEPS
A3
B2
A4
A2
A5
B1
A1
INCREASE
INCREASE
AIRPLANE LEADS
VERNIER
ADJUSTMENT
TERMINAL
Figure 44
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24.06.99
COURSE
ADJUSTMENT
TERMINAL
APU
EGT
INDICATOR
EGT
INDICATING
ID-MODULE
B737-300/400/500
49-70
ID-MODULE
The Engine Identification Module is installed on the APU and provides a resistance value to a microprocessor. The microprocessor interprets this value and
enables the FADEC to identify the APU by a number from 0 to 2047.
The Engine Identiflcation Module can be physicalIy altered to select a desired
ID number. This is accomplished by removing the ID module protective cover
exposing a small printed wiring assembly. By cutting one or more copper clad
circuits, resistance is modified, which represents a number and is assigned to
that particular APU.
Location
The Engine Identification Module is installed on the left side of the APU below
the ignition exciter.
Example
The engine identification number can be represented from 0 to 2047 by physically cutting the appropriate copper clad circuits.
The values are as follows:
S W1
=1
S W2
=2
S W3
=4
S W4
=8
S W5
=16
S W6
=32
S W7
=64
S W8
=128
S W9
=256
S W10
=512
S W11
=1024
APU SN Nr. 296 is installed
S Cut
W9 = 256
S Cut
W6 = 32
S Cut
W4 = 8
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Page: 88
INDICATING
ID-MODULE
B737-300/400/500
49-70
ELECTRICAL
CONNECTOR
PRINTED
WIRING
BOARD
PAD
REMOVABLE
PROTECTOR
COVER
CUT ZONE
ELECTRICAL
CONNECTOR
Figure 45
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24.06.99
ID-Module
Page: 89
49-70
FADEC BITE CODES AND LIGHTS.
Auto Shut Down with FAULT Light IIlumination.
Fadec Bite Code:
S ACCL
S ACFT
S ECU
S FSRV
S HOT
S LITE
S MFVL ( ELECTRICAL FAULT )
S OPSW
S OTMP
S OTSP
S PWRF
S STRT
S UNSP
Auto Shut Down with OVERSPEED Light Illumination.
Fadec Bite Code:
S ECU ( = FADEC )
S OVSP
Auto Shut Down with LOW OIL PRESSURE LIght Illumination.
B737-300/400/500
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Page: 90
B737-300/400/500
49-70
TROUBLE SHOOTING FAULT INDEX AMM 49-00-00 PAGE 108 TABLE 101
FADEC
BITE
CODE
MCDU DISPLAY
APU DATA
APU ACTUAL BITE
LOW OIL PRESSURE
DATE FLIGHTMODE
UTC
01
13MAY96
094656
BLD
FADEC FAILURE
ECU
EMU FAIL
EXCITER FAILURE
FUEL SERVO VALVE
GBX DE-OILING VALVE FAIL
HIGH OIL TEMPERATURE
FAIL TO LIGHT
PRINT >
< RETURN
ACCL
ACFT
AMBP
AMBT
ASVL
FAIL TO ACCELERATE
A/C FAULT
P1 SENSOR FAIL
T1 SENSOR FAIL
ANTI SURGE VALVE FAIL
2/5
MCDU DISPLAY
EMU
EXCT
FSRV
GDOV
HOT
LITE
FADEC
OVERSPEED
ELECTRICAL POWER FAULT
START FUEL SOV FAIL
N SENSOR 1 FAIL
N SENSOR 2 FAIL
START PURGE SOV FAIL
BLEED SERVO VALVE FAIL
STARTER WARNING OR
FAIL TO START
EGT PROBE 1 FAIL
EGT PROBE 2 FAIL
UNDERSPEED
*(1) IF BOTH SPD1 AND SPD2 ARE SET,
THE FAULT LIGHT WILL SHOW.
MCDU DISPLAY: BOTH N SENSORS FAIL
Figure 46
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LOP
LOP
24.06.99
RELATED APU
INDICATING
LIGHT
LOQ
MFVL
OPSW
OTMP
OTST
CORRECTIVE
ACTION
FAULT
FAULT
FAULT or
OVERSPEED
MAINT
FAULT
FAULT
LOW OIL
PRESSURE
MAINT
FAULT or MAINT
FAULT
FAULT
FAULT
OVSP
PWRF
SFVL
SPD1
SPD2
SPVL
SRVB
OVERSPEED
FAULT
STRT
FAULT
TC1
TC2
UNSP
MAINT*(2)
MAINT*(2)
FAULT
MAINT*(1)
MAINT*(1)
INSTRUMENTS
INDICATING (MCDU)
31-10
MCDU, APU DATA PAGES.
APU DATA Pages.
are monitored and stored by the FADEC . This data are displayed by the
MCDU.
S These are the DATA pages:
- APU DATA
- ACTUAL APU BITE
- APU BITE HISTORY
All DATA can be displayed and print.
APU DATA Page
S for indication push the following keys:
- MENU
- LINE SELECT KEY 3: ACMS
- LINE SELECT KEY 1: APU DATA
S With the APU Master Control Switch in ON, the display shows actual APU
Data. These are the data:
- EGT _ C
- INLET _ C
- INLET PRESS. PSIA
- SPEED %
- GEN LOAD. KVA.
B737-300/400/500
A Current Transformer measures the Gen. Load. The wires are routed
via a solid state circuit (installed in the Misc. Switching Unit) to the
MCDU.
ACTUAL APU BITE
S 7 aktuell APU BITE Codes can be displayed. With the APU Master Switch
in ON and a given AUTO SHUTDOWN the MCDU shows the reason.
S When you move the APU Master Switch to OFF the FAULT changes to
the APU BITE HISTORY
S < shows a HELP Page for additional information.
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LINE
SELECT
KEYS
LEFT
DATA SCREEN
1L
2L
3L
4L
5L
6L
1R
2R
3R
4R
5R
6R
LINE
SELECT
KEYS
RIGHT
BRT
D
S
P
Y
INIT
REF
RTE
CLB
CRZ
DES
MENU
LEGS
DEP
ARR
HOLD
PROG
N1
LIMIT
FIX
PREV
PAGE
NEXT
PAGE
EXEC
M
S
G
W
+/-
DEL
CLR
Page: 92
INSTRUMENTS
INDICATING (MCDU)
B737-300/400/500
31-10
MENU
1L
2L
3L
< FMC
1/5
APU DATA
MENU
< ACT >
1R
< ACARS
2R
< ACMS
4L
INLET TEMP
EGT
1L
020 DEG C
321 DEG C
INLET PRES
N1- APU
2L
3L
4R
4L
FUEL FLOW
GEN LOAD
0.37 KVA
156 KG/H
5L
5R
5L
6L
6R
6L
2R
13 PSIA
100 %
3R
1R
3R
4R
HELP
5R
PRINT >
6R
NEXT
PAGE
APU DATA
ACMS
1L
1R
1L
2L
2R
2L
3L
3R
3L
4L
4R
4L
5L
5R
5L
6L
6R
Figure 47
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2/5
FAIL TO ACCELERATE
DATE FLIGHTMODE
03JUN96
01
1R
UTC
120429
2R
A / C FAULT
6L
DATE FLIGHTMODE
01
01JUN96
UTC
094656
3R
4R
------------------------< RETURN
UTC
164546
5R
PRINT >
6R
B737-300/400/500
49-00
TROUBLE SHOOTING.
S A This section gives the troubleshooting tips and the procedures to correct
problems of the APU.
S B. The troubleshooting tips give the data that can help to identify and to
isolate a problem. The troubleshooting tips also has the cautions
and the warnings that must be obeyed during the troubleshooting
procedures.
S C. The fault index gives the APU operation problems and the corrective
action for the problems.
(1) The fault index has six groups of APU problems:
(a) APU indication problems before the start
(b) APU start problems
(c) APU automatic shutdown
(d) APU indication problems during APU operation
(e) APU bleed air problems
(f) Other APU problems.
(2) The fault index can refer you to a figure or a table in this section to
correct the problem.
( a) The FADEC BITE codes are on Table 101. Table 101 gives the
corrective action or the figure number for each FADEC BITE code.
( b) Each figure has a troubleshooting procedure.
The troubleshooting procedure has three sections:
1) Description.
a) The description has the data about the problem. For the FADEC
BITE codes, the description tells what makes the code show.
2) Possible Causes.
a) The list of possible causes can be used if there is not much time. The
possible causes are given in a sequence with the most possible and
easiest causes at the top. The least possible and most difficult causes
are at the bottom.
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3) Fault Isolation
a) The fault isolation is a diagram which gives the procedure to find the
problem.
Page: 94
B737-300/400/500
49-00
PREREQUISITES
DESCRIPTION:
___________
THE CIRCUIT FOR THE LOW OIL PRESSURE WAS OPEN (THE SWITCH FOR THE LOW OIL PRESSURE OPENED) WHEN THE APU
SPEED WAS MORE THAN 98% FOR 10 SECONDS. THIS USUALLY OCCURS WHEN THE OIL PRESSURE DECREASES TO LESS THAN
20-22 PSIG.
POSSIBLE CAUSES:
_______________
1.
2.
3.
4.
5.
6.
FAULT ISOLATION:
_______________
YES
YES
YES
NO
Figure 48
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B737-300/400/500
49-00
FROM SHEET 1
(BLOCK 3)
NO
NO
4 REMOVE THE OIL PRESSURE
SWITCH (AMM 49-94-22/401).
DISCONNECT THE CONNECTOR P5
FROM THE DE-PRIME VALVE.
INSTALL A T-FITTING IN THE
GEARBOX PORT FOR THE OIL PRESSURE SWITCH. INSTALL THE OIL
PRESSURE SWITCH AND A 0-50 PSI
(0-300 KPA) PRESSURE GAGE ON
THE T-FITTING. CONNECT AN
OHMMETER TO PINS 1 AND 2 OF
THE OIL PRESSURE SWITCH.
START THE APU
(AMM 49-11-00/201). LOOK FOR
THE OIL PRESSURE SWITCH TO
CLOSE WITH AN INCREASE IN OIL
PRESSURE.
DID THE OIL PRESSURE
INCREASE TO ABOVE 26 PSI
(179 KPA)?
YES
NO
55
YES
NO
5 DID THE OIL PRESSURE
SWITCH CLOSE AT APPROXIMATELY
26 PSI (179 KPA)?
YES
YES
NO
58 REPLACE THE FADEC, M3056
(AMM 49-61-12/401).
Figure 49
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49-10
APU OPERATION LIMITS AND PARAMETERS
(1) The APU operation limits and parameters are used when you operate or
motor the APU. If the APU does not operate in the specified limits, damage to
the APU can occur.
(2) The APU operation limits and parameters are shown in the table that follows:
Condition
Oil Temperature
Maximum EGT
Exhaust Gas Temperature
(-108 FADEC and Amb.
Temp: > -18 _ C.)
B737-300/400/500
Operation Mode
Overtemperature Shutdown
Limit
135 _ C max.
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24.06.99
Condition
Operation Mode
Limit
AC Frequency Meter:
with No Load Condition
AC Frequency Meter:
Continuous Operation
395-405 Hz
Continuous Operation
with Fully Loaded Condition
(Maximum Fluctuation)
APU Bleed Valve CLOSED
APU Bleed Valve OPEN
375-417 Hz
2-4 Hz
Bleed Duct Pressure:
0 psig
(No Load Condition)
465 psig
(Minimum)
30 psig
(Fully Loaded Condition)
APU Bleed Valve OPEN
21-5 psig
See Fig.201, MM49-11-00/204
NOTE: A Fully Loaded Condition for the APU has the two air
conditioning packs on HIGH and an electrical load of 100 amps.
Battery:
APU Start Mode
(Without AC Power)
22-28 VDC
(With AC Power)
26-28 VDC
Starter Motor:
APU Start Mode
3 consecutive
Duty Cycle
starts or tries
(Maximum)
( 30 minutes cooldown time )
Page: 97
B737-300/400/500
49-10
FRA US/E gz
24.06.99
Page: 98