P12

Not That Trustworthy

E371 Turbine Engine Systems
 Description
The Auxiliary Power Unit (APU) is
a self-contained unit that makes
the aircraft independent of
external pneumatic and electrical
power supplies. It is mounted on
the aft section of the aircraft.

On the ground
It supplies bleed air for starting the
engines and for the Air
Conditioning System. It supplies
electrical power to the Electrical
System.

During take-off
It supplies bleed air for Air conditioning,
thus avoiding a reduction in engine
thrust caused by the use of engine
bleed air for this purpose when
optimum aircraft performance is
required.
In flight
It backs up the electrical system. It backs up the Air
Conditioning. It can be used to start the engines. The
APU may obtain power for starting from the aircraft's
batteries or normal electrical system.
Depending on the APU type, some may allow starting
and running throughout the normal flight envelope 2
Main Components-APU Engine
APU Engine
The basic element of the APU is a single-shaft gas turbine that
delivers mechanical shaft power for driving the accessory gearbox
(electrical generator, starter, etc.) and produces bleed air (engine
starting and pneumatic supply).
The APU is installed in the
unpressurised portion of
the fuselage and is located
within firewalls to provide
protection for adjacent
critical aircraft structures
and equipment.
Access to the APU compartment
is through exterior doors situated on the underside of the fuselage.

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Main Components-APU Engine
Air for the APU enters the fuselage through the air inlet door.
Ducting leads the air into the air inlet plenum where it is used to
supply the aircraft pneumatic systems and APU combustion
systems.

Accessories such as generator and oil pump are mounted on the

gear box to provide the necessary functions
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Main Components-Air Intake System
Air intake system supplies ambient air to the plenum chamber of the APU. The
main components of the air-intake system are:
• The air-intake assembly, with an air-intake nose, an air-intake flap and an air
intake flap-actuator, and
• The air-intake duct.
The ECB supplies the necessary electrical power
for the operation of the air intake flap-actuator. The
two limit switches and the two position switches
control the position of the air-intake flap-actuator.
When the aircraft is on the
ground with no electrical power
available or in case of flap
actuator failure, the air intake
flap can be operated manually
by a manual override device.
Depending on the APU and the
aircraft type, the number of turns required to open the air intake flap
varies. The APU cannot be operated if the air intake actuator has failed
closed.
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Main Components-Controls & Indications
APU Generator Displayed in green when APU
Parameters speed is above 95 %
APU Bleed Air Pressure
APU Speed
Displayed in Amber if fuel
pressure is low
APU EGT
Displayed in green when APU
air intake flap is fully open

Displayed if the ECB detects a

low APU oil level when the
aircraft is on the ground and the
APU is not running.

Indications
The A320 ECAM indications is used in this case. Indications are
provided in the flight deck to provide pilots and engineers the
necessary information to monitor the performance of the systems
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Main Components - Controls & Indications
Electronic Control Box
The Electronic Control Box (ECB) is a full-authority digital electronic
controller that performs the bulk of the APU system logic for all
modes of APU engine operation, such as :
• Sequences the start and monitors it.
• Monitors speed and temperature.
• Monitors bleed air.
• Sequences the shutdown.
• Controls the automatic shutdown.
Master Switch
This switch controls the electric power supply
for the operation of the APU and its protective
features. It also controls the starting and
shutdown sequences.
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 Operating the APU
Starting
When starting the APU, the following sequence is followed:
1. Aircraft / APU battery switches are turned ‘ON’
2. APU master switch is depressed, which causes the
blue ‘ON’ light to come on. This causes the
• ECB to power up
• Air intake flap to open
• Fuel valve to open
• Fuel pump to run (Can be DC or AC pump)
• APU ECAM page will appear if AC
power is available
3. APU ‘Start’ switch is depressed to allow
the APU to start up.
4. “Avail’ light comes on once the ECB
detects that the APU is at the correct speed.
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 Operating the APU
Shutdown
When shutting down the APU, the following sequence is followed:

1. Select the APU Master switch to off by depressing it out. This will cause
the
• ‘ON’ Blue light to go off
Protective Shutdown
• ‘Avail’ green light to go
Protective shutdown occurs when the
off
continued operation of the APU can cause
• APU to run for a further
damage to the aircraft or the APU. The
120 sec to allow it to
following are some of the conditions in
cool down
which this type of shutdown can occur.
•Air intake flap to close
•Fire
at 7 percent
•Air Inlet flap not open
•Fuel pump and fuel
•No Acceleration
valve to shut off and
•High Oil Temperature
close respectively.
•EGT Over Temperature
•Low Oil Pressure
2. Aircraft/APU batteries
are to be turned off.
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 Operating Envelope
The APU operating envelope and maximum
loads vary considerably between different
aircraft installations. Refer to the appropriate
documentation accordingly.
There are varying conditions in
which the APU can be started /
restarted. The table above
summarizes these conditions.
There are varying
conditions in which the
APU generator can be
operated. The left
table summarizes
these conditions.
APU air bleed extraction limits the
permissible APU generator loading
in flight. Priority is given to
electrical power. 10
Ignition & Starter System
Starter
The ECB controls the electric
starter. The starter engages if
the air intake is fully open and
the MASTER SW and the
START pushbutton are ON.
The starter motor is designed
to accelerate the APU from
start initiation through light off
and to assist the APU in
reaching self sustaining
speed. Starter drop-out is
programmed to occur at 50 %
RPM.

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Ignition & Starter System
Ignition
The ignition system
provides an effective high
energy spark for light-off
during the start cycle,
from 7 to 95 % RPM.
Activation of the ignition
system until 95 % RPM
provides a relight
capability in the event of a
flame-out.
Typically the ignition system consists of
Igniter
the following:
Leads Igniters (1 or 2)
Ignition Unit Ignition Units or exciters (1 or 2)
Leads

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Exhaust Gas Temperature Sensors
Exhaust Gas Temperature
(EGT) sensors

Thermocouples are installed

downstream of the turbine. Each
thermocouple is a chrome-alumel
probe device. The thermocouple
devices are connected together,
forming two separate
thermocouple rakes. Each
thermocouple rake is connected
to the ECB.

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Speed Pickup Sensors

Speed Pickup
Sensors

The speed sensor is

installed at the APU air inlet
plenum. It is a frequency
generator which delivers a
frequency signal
proportional to the shaft
speed. The sensor is
connected to the ECB.

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 Lubrication
The APU’s lubrication provides oil to lubricate, clean and cool the gears,
bearings and shafts of the power section and gearbox section modules.
The lubrication system also provides cooling oil for a customer furnished
generator. There are two main areas in the APU that require lubrication.
At the front is the accessory gearbox that houses gears, shafts and the
ball bearing that supports the front end of the rotating group. The other
area is the roller bearing on the turbine power section.

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Lubrication
Power Section Turbine Bearing Cavity
The flow of oil through the power
section turbine bearing cavity is as
follows:
• The lubricating oil enters the rear
turbine cavity through a tube to
lubricate the rear turbine roller-
bearing.

• When the oil has reached the

bearing cavity, it circulates and
migrates down into the lower part of
the cavity.

• In the lower cavity, it is picked up by

the scavenge tube and drawn back
by a scavenge pump into the
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gearbox.
Lubrication
Forward Bearing and Seal

• At the forward end of the rotating

group, the duplex ball bearing is
separated from the load
compressor by a carbon face seal

• The carbon face seal is backed

up with an air buffered labyrinth
seal.

• This extra protection for oil

leakage is required because
compressor discharge air is fed
into the area between the carbon
face seal and the labyrinth seal
through covered passages. 17
 Surge Control
Although the air conditioning system may be turned on in the aircraft,
it may not be using as much air as the load compressor can deliver. If
the airflow from the compressor falls too far below the rate at which it
enters through the IGV's, a back
pressure condition known as
compressor stall can occur. A
significant backpressure of the
compressor results in a surge.
A surge control valve spills air
that the compressor wants to
deliver but the airplane cannot
use, to protect the load
compressor from a stall/surge
condition. For any opening in
the inlet guide vanes, there is a minimum amount of air that must be
allowed to flow through the compressor. Actual flow is sensed by the
flow sensor which, through the ECB, controls the position of a surge
control valve. 18
 Fuel System
APU fuel systems are fully automatic and do not require a power lever.
After actuation of a start switch, the fuel system provides the correct
amount of fuel for smooth acceleration to the rated speed. Thereafter
the fuel system schedules fuel to maintain a constant engine speed
under varying pneumatic bleed and electrical loads.
4. Fuel bypasses
1. Fuel flows from the
above 95 percent
aircraft boost pump
rpm to control
through the low
engine speed as
pressure filter to the
per the preset
main fuel pump
value of the
under low pressure.
speeder flyweight
2. Fuel flows from governor spring.
the main fuel
pump to the 5. The relief valve
governor under limits pump
high pressure and pressure in the
to the fuel nozzle. event of a
malfunction in the
3. Fuel bypasses back
bypass portion of
to the main pump inlet
the system.
via the acceleration
limiter if an over
temperature occurs 6. The fuel
when the acceleration solenoid opens
overload thermostat and closes for
expands to leak starting and
control air overboard stopping the
into the engines engine
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exhaust.
Objectives
1. To understand the role of the APU on the ground and
inflight.
2. To know the basic constructional features of the APU.
3. To know the indications used to monitor the correct
operation of the APU.
4. To know the basic starting and shutdown procedure
of the APU
5. To appreciate the role of the operating envelope of
the APU
6. To know the basic components of the Ignition,
starting, EGT and Speed systems.
7. To understand how the fuel, lubrication and surge
control systems promote proper functioning of the
APU.
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END

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