Ata 49 Apu PDF

A3342/3
Auxiliary Power Unit
Lufthansa
Technical Training
A3342/3
4900 GENERAL
4910 POWER PLANT
4912 APU MOUNTS
4920 ENGINE
4980 EXHAUST
4917 POWER PLANT DRAIN SYSTEM
4916 AIR INTAKE SYSTEM
4990 OIL
4991 OIL STORAGE AND DISTRIBUTION
4993 OIL INDICATING
4994 LOP AND HOT WARNING
4996 APU OIL HEATING
4930 ENGINE FUEL AND CONTROL
4934 APU FUEL LP WARNING
4950 AIR
4951 BLEED AND SURGE AIR
4952 ACCESSORY COOLING
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Technical Training
4970 INDICATING
4971 POWER INDICATING
4972 TEMPERATURE INDICATING
4973 ANALYZERS
4940 IGNITION AND STARTING
4960 ENGINE CONTROLS
4961 CONTROL AND MONITORING
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AUXILIARY POWER UNIT

GENERAL
A334-200/300
GTCP 331350C
4900
ATA 49
Page 1
Lufthansa
Technical Training
A3342/3
4900 GENERAL
4910 POWER PLANT
4912 APU MOUNTS
4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
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Technical Training

GENERAL
A334-200/300
GTCP 331350C
4900
4900
GENERAL
SUMMARY
APU INTRODUCTION
General
The APU (Auxiliary Power Unit) designation is Garrett GTCP 331350C.
GTCP is an abbreviation for GasTurbine Compressor PowerUnit.
Purpose
The APU is an independent aircraft system for the alternative power supply of
the electric and pneumatic system.
S It supplies the A/C (Air/Craft) Electrical System
S It supplies the A/C Pneumatic System
The primary users are the:
ECS (Environmental Control System) for the airconditioning
MES (Main Engine Start) System
WAI (Wing Anti Ice) System
Operation on Ground
On ground, the APU permits the aircraft to operate independently from an
external supply of pneumatic and electrical power during the ground service
and maintenance.
Operation Data
Restart in Flight
up to 41,000 ft
Energizing of Electrical Power
up to 41,000 ft
Energizing of Pneumatic Power
up to 23,000 ft
Constant Speed
100% (N=41,730 rpm)
Bleed Load
324 lb/min. (Sea Level, 37.8 C)
Shaft Load
166 shp (Sea Level, 37.8 C)
Max. EGT (Exhaust Gas Temperature
660 C on Speed
Air Pressure
35 psi Normal / 50 psi Maximum
Generator Output
115 Volts / 400 Hz
Weight
250 kg
Operation in Flight
During the flight the main engines are the primary power supply for the
electrical system and the pneumatic system. The APU serves as a backup
power source in case of aircraft system malfunction.
Control and Monitoring
An ECB (Electronic Control Box) monitors the APU operation and gives full self
protection. It is a FullAuthority Electronic Control.
Page 2
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GENERAL
A334-200/300
GTCP 331350C
4900
APU LOAD
BLEED VALVE
WING ANTI ICE
AUXILIARY
POWER
UNIT
ENGINE START
APU CHECK VALVE
X-BLEED
VALVE
Page 3
Figure
1 APUWiK
ECS-Supply
Schematic
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Technical Training

GENERAL
A334-200/300
GTCP 331350C
4900
APU Operating Envelope
The starting and operating envelope limiting parameters are governed by the
ambient temperature and pressure altitude.
The APU has the capability of providing pneumatic and shaft power to satisfy
aircraft demands. Combination loading (electrical and pneumatic power) is
available up to 23,000 ft. Electrical power which has priority over pneumatic
supply is available up to 41,000 ft.
APU start operation may be accomplished up to 41,000 ft but starting merely
with APU battery is limited to 25,000 ft. On aircraft equipped with a
TRU (Transformer Rectifier Unit) starts may be attempted up to 41,000 ft.
Page 4
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GENERAL
A334-200/300
GTCP 331350C
4900
APU RESTART AND OPERATION LIMIT
NORMAL AC POWER SUPPLY
PRESSURE ALTITUDE
(1000 FT)
41
40
SHAFT POWER ONLY
38
APU BATTERY START LIMIT
25
22.5
14,6
10
BLEED AIR AND SHAFT POWER
16,6
GROUND STARTING
AND OPERATION LIMIT
0
1
60
74
40
54
20
30
21.5
AMBIENT AIR TEMPERATURE DEG.C
20
17
40
22
55
ISA = INTERNATIONAL STANDART ATMOSPHERE
Page 5
Figure
2 APUWiK
Operating
Envelope
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Technical Training

GENERAL
A334-200/300
GTCP 331350C
4900
APU CONTROLS
General
Normal control of the APU is carried out from the APU Control Panel 215VU
located in the cockpit.
The APU has an emergency shutdowncircuit which will stop the APU
automatically on ground if the APU fire and overheat detection system finds an
overheat in the APU compartment.
During the flight you must push the APU SQUIB DISCH P/BSW on the Fire
Panel 231VU to operate the fire extinguishing system.
However, a manual initiated emergency shutdown may performed on ground
from outside of the aircraft at the following loations:
S External Power Control Panel 925VU
S Refuel/Defuel Panel 990VU
Page 6
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GENERAL
A334-200/300
GTCP 331350C
4900
231VU
APU
AGENT
TEST
APU
MASTER SW
SQUIB
FAULT
ON/R
DISCH
START
APU FIRE PANEL
AVAIL
ON
990VU
925VU
APU EMERG.
COCKPIT
CALL
AVNCS
COCKPIT
CALL
NLG
LIGHT
VENT
SVCE INT
SHUT
DOWN
REFUEL/DEFUEL PANEL
APU
FIRE
APU
SHUT OFF
ADIRU
HORN
RESET
LIGHT
TEST
EXTERNAL POWER CONTROL PANEL
Page 7
Figure
3 APUWiK
Controls
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Technical Training
A3342/3
4900 GENERAL
4910 POWER PLANT
4912 APU MOUNTS
4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
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POWER PLANT
A334-200/300
GTCP 331350C
4910
4910
POWER PLANT
APU PRESENTATION
General
The Auxiliary Power Unit [5100KB] is installed in the APU compartment in the
aircraft tailcone. Access to the APU compartment is gained through the two
access doors 315AL and 316AR.
The APU compartment has a forward firewall at FR95 and a rear firewall at
FR101. An APU fire and overheat detection system and an APU
fireextinguishing system protect the APU and the APU compartment in case
of a fire. The fire extinguisher bottle is installed on the front face of the forward
firewall of the APU compartment (FR95).
Also installed in the tailcone are the air intake system, the APU mounting
system, the exhaust system and the power plant drainsystem.
A drainmast is installed in the left access door 315AL. A louvered overpressure
releasedoor is installed in the structure on the top left side of the APU
compartment.
Page 8
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POWER PLANT
A334-200/300
GTCP 331350C
4910
APU ACCESS DOORS
FR101
APU DRAIN LINES
ACCESS DOOR
316 AR
COMPARTMENT
DRAIN MAST
FR95
ACCESS DOOR
315 AL
Page 9
AIR INTAKE
Figure
4 APUWiK
Installation
and Access
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POWER PLANT
A334-200/300
GTCP 331350C
4910
Identification Plate
The Identification Plate indicates the APU modification status after the last
shop maintenance. It contains the P/N (Part/Number), the Model- and the
Series number, the Change Number and some performance data of the APU. It
is located on the left side at the air plenum chamber.
NOTE:
Within the AMM (Aircraft Maintenance Manual) there are some

tasks, which are in relation to different APU modification status.
The different procedures within a task are identified by the P/N,
the Series Number and Change Number.
Page 10
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POWER PLANT
A334-200/300
GTCP 331350C
4910
PN 38004544
99193
MODEL GTCP331350[C]
SERNO R248 SERIES 47
INSP DATE
FUEL(SEE MODEL SPEC)
MAX 41,730 RPM RATED
DSGN ACT
SPEED44,651RPM ALLOWED
MAX 1196
647
MAX
F RATED 1215
657
C RATED
MAX DRY WEIGHT 542.3 IBS

MFR C0548
C77A CAT I
TS
JAR
SERVICE CAT ESSENTIAL

LUBE (SEE MODEL SPEC)
SL RATED 166SHP. 324LBS/MIN
OUTPUT 50.3PSIA AT 100 F DAY
F ALLOWED
C ALLOWED
SPECIAL MARKINGS
MOD RECORD /63
ENGINE,GAS TURBINE
GARRETT GMBH
RAUNHEIM, GRMANY
Page 11
Figure
5 Identification
Plate
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A3342/3
4900 GENERAL
4910 POWER PLANT
4912 APU MOUNTS
4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
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APU MOUNTS
A334-200/300
GTCP 331350C
4912
4912
APU MOUNTS
SYSTEM PRESENTATION
The APU has a threepoint Mounting System. Seven Rod Assemblies make
the connection between the three APU Mount Brackets and the top structure of
the APU compartment. Three Vibration Isolators are installed between the Rod
Assemblies and the APU Mount Brackets. They prevent the twoway
transmission of vibrations and shocks between the APU and the structure in all
directions.
The mounting system of the APU has the subsequent primary components:
S Structure Brackets (7ea.)
S Rod Assemblies (7 ea.)
S APU Mounting Brackets (3 ea.)
S Vibration Isolators (3 ea.)
Page 12
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APU MOUNTS
A334-200/300
GTCP 331350C
4912
AFT MOUNT
FWD RIGHT
MOUNT
FWD LEFT
MOUNT
ROD ASSEMBLY
MOUNT BRACKET
VIBRATION ISOLATOR
Page 13
Figure
6 APUWiK
Mounts
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A3342/3
4900 GENERAL
4910 POWER PLANT
4912 APU MOUNTS
4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
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ENGINE
A334-200/300
GTCP 331350C
4920
4920
ENGINE
GENERAL LAYOUT
Engine Modules
The engine is the primary component of the APU, it consists of three main
modules:
S Power Section
S Load Compressor
S Accessory Drive Gearbox
The LRUs (Line Replaceable Units) of the APU are installed on the engine. You
can remove or install them easily.
Page 14
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ENGINE
A334-200/300
GTCP 331350C
4920
ACCESSORY
LOAD
DRIVE GEARBOX COMPRESSOR
POWER
SECTION
ENGINE
Page 15
Figure
7 Engine
Modules
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ENGINE
A334-200/300
GTCP 331350C
4920
DESCRIPTION
CONSTRUCTION
The APU is constructed as a modular design and consists of the following
three Major Modules:
S Power Section which is subdivided into
Compressor Section and
Turbine Section
S Load Compressor
S Accessory Gear-Box (AGB)
POWER SECTION
Compressor
The Compressor is a submodule which can be removed at shop maintenance
level and is of a two stage centrifugal compressor design. The main
components of the compressor are the:
S 1st Stage Impeller and Diffuser
S 2nd stage Impeller and Diffuser
Combustion Chamber
The combustion chamber is of a reverse flow annular design and fits inside the
turbine plenum. The main parts of the combustion chamber are the:
S Combustion Chamber Liner
S Outer Combustion Chamber Case
The following components are installed on the combustion chamber:
Igniter Plugs
Fuel Nozzles
Combustion Chamber Drain Valve
Turbine
The turbine is of a three stage axial design and can be removed at shop
maintenance level. It drives the compressor, the load compressor and the
geartrain of the accessory gearbox. The turbine first stage vanes and blades
are air cooled by compressor discharged air.
LOAD COMPRESSOR
The load compressor is of a single centrifugal stage design.
The main components of the load compressor are the:
S Inlet Guide Vane Assembly
S Impeller
S Collector Scroll
S Acoustic Material
Inlet Guide Vanes
The IGV (Inlet Guide Vane) Assembly controls the airflow through the load
compressor. The 24 Inlet Guide Vanes are moved simultaneously by a
geartrain operated by an actuator.
The Inlet Guide Vane actuator is operated by high pressure fuel supplied from
the Fuel Control Unit.
The Inlet Guide Vane opening angle depends on the bleed air demand for the:
MES (Main Engine Start) System and,
ECS (Environmental Control System)
ACCESSORY GEARBOX
The AGB (Accessory Gear-Box) is directly connected to the Load Compressor
Module which transmits the shaft power from the power section.
The gearbox transmits the shaft power to the APU accessories and to the APU
generator which are installed on the gearbox pads.
The gearbox is also the oil reservoir for the APU oil system and provides
attachment for the two forward APU Mounting Brackets. The major
components mounted on the AGB are the:
S Electrical Generator
S Starter and Starter Clutch Assembly
S Compartment Cooling Fan
S Oil Pump Module which drives the Fuel Control Unit
S Gravity Oil Fill Port and Oil Level Sight Glass
Page 16
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ENGINE
A334-200/300
GTCP 331350C
4920
LOAD COMPRESSOR
IMPELLER
SCROLL COMPRESSOR
AIR COLLECTOR
1st STAGE
IMPELLER
2nd STAGE
IMPELLER
1st STAGE
TURBINE
2st STAGE
TURBINE
3rd STAGE
TURBINE
INLET GUIDE
VANES
COMPRESSOR SECTION
GEAR
BOX
LOAD COMPRESSOR
MODULE
ANNULAR
COMBUSTOR
TURBINE SECTION
POWER SECTION
Page 17
Figure
8 GTCP
331350
Engine X-Section
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ENGINE
A334-200/300
GTCP 331350C
4920
Page 18
Figure
9 GTCP
331350
Engine Cutaway
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ENGINE
A334-200/300
GTCP 331350C
4920
A
VIEW-A
COOLING FAN
ATTACHMENT
FLANGE
STARTER
MOTOR PAD
GENERATOR
ATTACHMENT
FLANGE
OIL PUMP/FUEL
CONTROL PAD
Page 19
Figure
10
FRA US/E-1
AGB
Mounting
Pads
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A3342/3
4900 GENERAL
4910 POWER PLANT
4912 APU MOUNTS
4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
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EXHAUST
A334-200/300
GTCP 331350C
4980
4980
EXHAUST
DESCRIPTION
Purpose
The exhaust system releases the APU exhaust gas to the ambient air. The
exhaust gas contains the combustion gases and the load compressor
surgeair. The exhaust system also decreases the exhaust noise level, most of
the noise comes from the outlet of the APU exhaust diffuser (the flange of the
turbine heat shield).
Installation
The system is installed in the exhaust muffler compartment together with the
rear access fairing.
The exhaust muffler goes through the rear firewall of the APU compartment. It
has a thermal insulation to protect the structure of the exhaust
mufflercompartment and the rear access fairing.
The exhaust coupling makes a flexible connection to the turbine heat shield
and the exhaust muffler.
Construction
A firewall seal seals the space between the exhaust and the rear firewall.
Access
To get access to the exhaust system, you can open the rear access fairing
317AL and the APU access doors 315AL and 316AR.
Page 20
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EXHAUST
A334-200/300
GTCP 331350C
4980
EXHAUST
MUFFLER
INSULATION
FIRE WALL
SEAL
EXHAUST
COUPLING
REAR PART
OF THE
TURBINE
HEAT SHIELD
Page 21
Figure
11
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Engine
Exhaust
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A3342/3
4900 GENERAL
4910 POWER PLANT
4912 APU MOUNTS
4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
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Technical Training

POWER PLANT DRAIN SYSTEM
A334-200/300
GTCP 331350C
4917
4917
DRAIN SYSTEM DESCRIPTION

General
The APU drainsystem removes excess fluids from the APU and the APU
Exhaust Muffler to the external air. Thus it prevents that excess fluids can
collect on or in the power plant and cause a fire hazard. A Drain Mast is
installed in the left access door of the APU compartment. Any excess fluids
which could occur in the APU compartment, flow out of the drainmast to the
atmosphere.
The APU drain system is divided in the following two subsystems:
S Engine Drain System
S Accessory Drain System
Engine Drain System
Following components are connected to the APU Engine Drain System:
S Combustion Chamber
S APU Exhaust Cone
S Exhaust Muffler
Accessory Drain
Following components are connected to the APU Accessory Drain System:
S Inlet Guide Vane Actuator
S Surge Control Valve Actuator
S Fuel Control Unit/Oil Pump Module
Page 22
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A334-200/300
GTCP 331350C
4917
APU PLUMBING
ACCESSORIES
INLET
GUIDE
VANE
ACTUATOR
SURGE
CONTROL
VALVE
ACTUATOR
AIRCRAFT
DRAIN LINES
ENGINE
FUEL CONTR.
UNIT/OIL
PUMP
MODULE
DRAIN PORT
AIR
CHECK VALVE
COMBUSTION
CHAMBER
APU
EXHAUST
CONE
EXHAUST
MUFFLER
FR101
REAR
FIREWALL
COMBUSTION
CHAMBER
DRAIN VALVE
ENGINE DRAIN LINE
ACCESSORY DRAIN LINE
FWD
FIREWALL
FUSELAGE/TAIL
CONE
FR95
Page 23
Figure
12
FRA US/E-1
FR102
DRAIN MAST
ON APU
ACCESS DOOR
315AL
APU
DrainFeb
System
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A334-200/300
GTCP 331350C
4917
Combustion Chamber Drain Valve
The Combustion Chamber Drain Valve is a control valve which is of the ball
valve type.
When the APU does not operate, the valve is spring loaded open
(Air Pressure <5 psi) and collected fluids may be drained to overboard.
When APU is running the valve is hold in closed position by combustion
chamber pressure (>10 psi).
Page 24
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A334-200/300
GTCP 331350C
4917
TUBES
DRAINS
1/4
Page 25
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A334-200/300
GTCP 331350C
4917
EXHAUST CONE
DRAIN PORT
TUBES
COMBUSTION
CHAMBER
DRAIN VALVE
DRAINS
EXHAUST MUFFLER
DRAIN LINE
FROM THE APU
- SCV ACTUATOR
- IGV ACTUATOR
- FUEL CONTROL UNIT
- OIL PUMP MODULE
- CAVITY DRAIN
ENGINE
DRAIN LINE
ACCESSORY
DRAIN LINE
2/4
Page 25
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A334-200/300
GTCP 331350C
4917
EXHAUST CONE
DRAIN PORT
TUBES
COMBUSTION
CHAMBER
DRAIN VALVE
DRAINS
EXHAUST MUFFLER
DRAIN LINE
FROM THE APU
- SCV ACTUATOR
- IGV ACTUATOR
- FUEL CONTROL UNIT
- OIL PUMP MODULE
- CAVITY DRAIN
ENGINE
DRAIN LINE
ACCESSORY
DRAIN LINE
COMBUSTION CHAMBER DRAIN VALVE

SECTION
C-C
3/4
NORMALLY
OPEN
AIR PRESSURE
CLOSED
Page 25
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A334-200/300
GTCP 331350C
4917
EXHAUST CONE
DRAIN PORT
TUBES
COMBUSTION
CHAMBER
DRAIN VALVE
DRAINS
EXHAUST MUFFLER
DRAIN LINE
FROM THE APU
- SCV ACTUATOR
- IGV ACTUATOR
- FUEL CONTROL UNIT
- OIL PUMP MODULE
- CAVITY DRAIN
ENGINE
DRAIN LINE
ACCESSORY
DRAIN LINE
COMBUSTION CHAMBER DRAIN VALVE

SECTION
C-C
C
315AL
316AR
4/4
NORMALLY
OPEN
AIR PRESSURE
CLOSED
Page 25
Figure
13
FRA US/E-1
APU
DrainFeb
Lines
WiK
01, 2008
ATTENTION: APU Leak Rates are described

in the AMM 490000710801
COMPARTMENT DRAIN MAST
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A3342/3
4900 GENERAL
4910 POWER PLANT
4912 APU MOUNTS
4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
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AIR INTAKE SYSTEM
A334-200/300
GTCP 331350C
4916
4916
AIR INTAKE SYSTEM
AIR INTAKE SYSTEM DESCRIPTION

General
The Air Intake System supplies ambient air to the inlet plenum chamber of the
APU. The location of the air intake prevents ingestion of the APU exhaust
gases through the APU. The air intake system consists of the subsequent
components:
S Air Intake
S Air Intake Diverter
S Air Intake Flap
S Air Intake Flap Actuator [516KB]
S Air Intake Duct
The Air Intake Diverter and the Air Intake are installed in the lower section of
the fuselage in front of the forward firewall of the APU compartment (FR95).
The air flows through the Air Intake Duct from the Air intake to the Inlet Plenum
Chamber of the APU.
The Air Intake has an Air Intake Flap which is in the closed position when the
APU does not operate. The Air Intake Flap Actuator moves the Air Intake Flap
to the appropriate position. The flap actuator receives the command signals
from the ECB 59KD and sends the flap position signals back to the ECB.
Air Intake Diverter
The Diverter Case which has an elliptic shape is riveted to the fuselage forward
of the air intake. The Diverter Plate is installed with screws onto the Diverter
case. The Air Intake diverter has two main tasks:
During the flight, the Diverter increases the ram air recovery as it diverts the
low energy part of the boundary layer.
On the ground and in the flight, the diverter (in conjunction with the fluid
gutters) prevents fluids flowing along the fuselage from entering the Air Intake.
Air Intake Flap

The Air Intake Flap is operated by the Air Inlet Flap Actuator and closes or
opens the Air Intake. The Flap opens prior APU starting and is closed when the
APU does not operate.
Air Intake Flap Actuator
The Air Intake Flap Actuator moves the air Intake and holds it in the open or
closed position. The Actuator is controlled and monitored by the
ECB (Electronic Control Box). It is possible to manual override the Air Intake
Flap Actuator in open or closed position by a Manual Drive Shaft, as described
in the AMM (Aircraft Maintenance Manual).
Air Intake Duct
The air intake duct is made as an aerodynamically shaped resonatortype
muffler. The purpose is to decrease the noise which is caused by the airflow
through it. Adjustable tierods hold the air intake duct in the correct position.
Indication
The Flap open position is indicated on the APU System Display by a green
FLAP OPEN message. In all other cases there is no indication shown.
FLAP OPEN
5 7 11
EGT
C
3 600
Page 26
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AIR INTAKE SYSTEM
A334-200/300
GTCP 331350C
4916
AIR INTAKE FLAP
ACTUATOR [516KB]
COMP
ACTUATOR
MANUAL DRIVE
AIR INTAKE
AIR INTAKE DUCT
AIR INTAKE DIVERTER
(APPROX. 34 KG)
AIR INTAKE FLAP

DIVERTER CASE
AIR INTAKE FLAP
& ACTUATOR
DIVERTER PLATE
Page 27
Figure
14
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Intake Feb
System
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AIR INTAKE SYSTEM
A334-200/300
GTCP 331350C
4916
AIR INTAKE SYSTEM OPERATION
General
The Intake Flap Actuator is a 28 VDC Linear Actuator with a Thermal
Overload Switch and integrated Brake.
The ECB 59KD supplies the necessary electrical power for the operation to the
air intake flapactuator 516KB. The two limit switches and the two position
switches control the position of the air intake flapactuator.
Operation
FLAP OPEN COMMAND
When you push the MASTER SW P/BSW 14KD to the on position on the
overhead panel 215VU, the ECB [59KD] is energized and supplies 28 VDC
electrical power to the DC motor of the flap actuator which operates and moves
the air intake flap to the open position. The ECB receives the following signals
from the actuator:
S Air Intake Flap Open
S Air Intake Flap Closed
S Air Intake Flap Movement
FLAP CLOSE COMMAND
The ECB controls the air intake flap actuator to extend (close the flap) when:
S the APU did not operate and you push the APU MASTER SW P/BSW 14KD
on the overhead panel 215VU to the reset position
S the APU speed N decreases to less than 7 % during the APU shutdown
sequence
S an APU auto shutdown sequence or an APU emergency shutdown is
initiated by the ECB
S An ASD (Auto Shut Down) is caused with running APU (N > 7%) and
Inlet Flap not fully open.
Indicating
S FLAP OPEN is indicated in green lettering on the
ECAM (Electronic Centralized Aircraft Monitoring) APU System Display
when the ECB receives a 28 VDC FLAP OPEN signal from the retracted
position switch on the flap actuator.
S When the ECB receives a FLAP NOT OPEN ground signal from the
Retracted Position Switch on the flap actuator, it transmits no flap signal to
the EIS. In this case there is no flap position indication on the APU system
page.
S When the ECB finds a flap actuator fault during the APU start sequence, it
starts the APU ASD (Auto Shut-Down) sequence and you will get the
subsequent indications in the cockpit.
S On the APU MASTER SW P/BSW 14KD on the overhead panel 215VU the
amber FAULT light comes on
S On the APU START P/BSW 2KA on the overhead panel 215VU the blue
ON light goes off.
On the master caution P/BSWs on the glareshield panels 411VU and
412VU the amber MASTER CAUT indications come on
A single chime is heard
On the EIS Engine/Warning Display (EWD):
S APU FAULT
S AUTO SHUT DOWN
S MASTER SW ..........OFF
On the EIS System Display (SD):
S STATUS
S INOP SYS
S APU
Flap Actuator Fault
The ECB generates this fault:
the travel time is: t > 29sec
the actuator has a open/short circuit.
Page 28
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Feb 01, 2008
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Technical Training

AIR INTAKE SYSTEM
A334-200/300
GTCP 331350C
4916
SHUTDOWN
APU
MASTER
PUT COMPLETE
FAULT
UNSD
UNSD
SWITCH
FLAP OPEN COMMAND

CLOSE
14KD
BRAKE
30s
ON/R
APU
OVHT SW
MASTER SW
OFF
OPEN
N 7
FLAP CLOSE COMMAND
215VU
309PP
UNSD
UNSD
30s
SHUTDOWN
28VDC
28VDC
1KD
2KD
4KD
APU MAIN
28VDC
RELAY
5000VE
AIR INTAKE FLAP ACTUATOR

516KB
LABEL 37
FLAP OPEN
SIGNAL
FLAP CLOSE
COMPLETE
BIT 15
FLAP OPEN
FLAP
OPEN/CLOSE
SIGNAL
LOGIC
FLAP MOVE
SIGNAL
FLAP CLOSE
SIGNAL
LABEL 37
FLAP OPEN
COMPLETE
SYSTEM DISPLAY 300VU

(ALL POSSIBLE
INDICATIONS SHOWN)
BIT 14
ECB 59KD
Page 29
Figure
15
FRA US/E-1
AirWiK
Intake Feb
Flap01,Control
2008
Lufthansa
Technical Training
A3342/3
4900 GENERAL
4910 POWER PLANT
4912 APU MOUNTS
4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
Lufthansa
Technical Training

OIL
A334-200/300
GTCP 331350C
4990
4990
OIL
INTRODUCTION
Purpose
The self contained oil system lubricates, cleans and cools the APU bearings
and accessory gearbox. The oil system is monitored by the ECB (Electronic
Control Box) which receives temperature, pressure and quantity signals.
To help cold starting, a deoiling valve is mounted on the oil pump inlet. The oil
is also used to cool and lubricate the gearbox mounted Generator as well as
the Starter Motor Clutch.
An air Oil Cooler in conjunction with a cooling fan is used to cool the APU oil
and to ventilate the APU compartment.
Page 30
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Technical Training

OIL
A334-200/300
GTCP 331350C
4990
ACCESSORY
GEARBOX
OIL
COOLER
ENGINE BEARINGS
GENERATOR
STARTER
CLUTCH
DE-OILING
VALVE
LUBRICATION
MODULE
TEMPERATURE
PRESSURE
QUANTITY
ELECTRONIC
CONTROL
BOX
Page 31
Figure 16
Oil System Design
Lufthansa
Technical Training
COMP

OIL SYSTEM
A334-200/300
GTCP 331350C
4990
SYSTEM DESCRIPTION
Purpose
The oil system supplies the oil which lubricates and cools the APU and the
APU generator.
General
The oil system has the following subsystems:
S Storage and Distribution System
S Oil Indicating System
S Low Oil Pressure and High OilTemperature Warning System
S Oil Heating System
Storage and Distribution
The oil is stored in the lower part of the gearbox (approximately 7.5 liters). For
gravity oil tank servicing, there is a filler cap and a sight glass attached on the
gearbox. A fill and overflow port provides for oil pressure filling. An Oil Pump
Module is mounted onto the AGB (Accessory Gear-Box) in order to supply the
bearings and gears with oil and return it back into the gearbox. Filtered,
temperature and pressure regulated oil is supplied to:
S the Engine
S the APU Generator
The system has:
S an Integral Oil Reservoir with an Electrical Chip Detector and a
Low Oil Temperature Sensor
S an Oil Pump Module with Oil Filters
S an Oil cooler
The APU has three oil sumps:
S the Gearbox Sump
S the Mid Sump
S the Aft Sump
The Gearbox Sump is a wet sump which is also the Integral Oil Reservoir. The
Mid Sump and the Aft Sump are scavenged sumps. The three sumps have no
direct connection between each other.
Oil Indicating System

The oil indicating system indicates if the oil level in the integral oil reservoir is
not sufficient or if an oil servicing is necessary. When the APU does not run,
the ECB monitors the status of the Low Oil Quantity (LOQ) switch.
LOP and HOT Warning System
The LOP (Low Oil Pressure) and HOT (High Oil Temperature) Warning System
together with the ECB monitor the APU oil pressure and the oil temperature.
They also monitor the temperature of the APU generator scavenge oil. The
system protects the APU against low oil pressure and high oil temperature.
When the ECB receives the low oil pressure or a high oil temperature signal, it
starts the APU automatic shutdown sequence (if it is not inhibited).
Oil Heating System
An APU oil heater is attached to the lower accessory gearbox. The APU oil
heater increases the temperature of the oil in the APU gearbox oil reservoir
when the APU is not in operation and the oil temperature is too low.
Page 32
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OIL SYSTEM
A334-200/300
GTCP 331350C
4990
ACCESSORY
GEARBOX
COMP
OIL COOLER
GEN
GEN TEMP
SENSOR
GEARS
GEN OIL
FILTER
SCAVENGE
REGULATED
PRESSURE
PUMP INLET
RETURN
LOP
HOT
FWD
SUMP
STARTER
AFT
SUMP
SCV OIL
FILTER
OIL
HEATER
LOT
SNSR
OIL QTY
CHIP
DET
ELECTRONIC
CONTROL BOX
OIL PUMP
MODULE
DE-OILING
SOL-VALVE
Page 33
Figure
17
FRA US/E-1
OilWiK
SystemFeb
Schematic
01, 2008
Lufthansa
Technical Training
A3342/3
4900 GENERAL
4910 POWER PLANT
4912 APU MOUNTS
4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
Lufthansa
Technical Training

OIL STORAGE AND DISTRIBUTION
A334-200/300
GTCP 331350C
4991
4991
STORAGE SYSTEM DESCRIPTION

General
The lower part of the Accessory Drive Gearbox is the Integral Oil Reservoir of
the APU.
The subsequent components are installed onto the Accessory Drive Gearbox:
S Gravity Fill Port and a Pressure Fill Port
S Oil Level Sight Glass
S Oil Quantity Transmitter
S Low Oil Quantity Switch
S Low Oil Temperature Sensor
S Electrical Chip Detector with Drain Plug
S Oil Heater
S Air/Oil Separator
Gravity and Pressure Fill Port
The Gravity Fill Port and Pressure Fill Port are provisions for APU oil servicing.
The sight glass is used for visual oil level check.
Oil Quantity Transmitter
The Oil Quantity Transmitter supplies an electrical signal to the ECB
concerning oil level status. This information is indicated on the APU System
Display when the APU is stopped and the aircraft is on ground.
Electrical Chip Detector

The Electrical Chip Detector is is mounted at the lowest point on the gearbox. It
is of the magnetic type. The chip detector collects magnetically the metallic
particles from the oil sump, the electrical contact gap of the Chip Detector is
open until sufficient quantity of particles is accumulated to close the gap and
provide a signal to ECB.
The chip detector is monitored during IOT. When the Chip Detector is faulty, it
will be stored as a CLASS-2 fault with a CMS message
OIL CHIP DETECTION.
NOTE:
Oil Chip Detection may lead to an APU Auto Shutdown. Refer to

the TSM (Trouble Shooting Manual).
Oil Heater
An Oil Heater is used to warm up the reservoir oil during cold soak conditions.
The Heater heats up the oil in the gearbox to a temperature of approximately
43 C when the APU Master Switch is off.
Air/Oil Separator
The oil reservoir has a connection to the ambient air through an air/oil
separator. The air/oil separator is connected through a gearbox vent line to the
APU exhaust cone.

The Low Oil Temperature Sensor measures the temperature of the oil in the
reservoir. The ECB uses this signal for reducing the load of the Oil Pump
Module and Starter, by energizing the normally closed De-Oil Solenoid Valve
during cold oil conditions. In this case oil from the oil pump outlet returns to the
pump inlet and mixes with the inlet oil, thus the pump outlet is depressurized.
Page 34
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Feb 01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4991
AIR/OIL
SEPARATOR
PORT
LOW OIL
TEMPERATURE
SENSOR
OIL HEATER
LOW OIL
QUANTITY
SWITCH
ELECTRICAL CHIP
DETECTOR AND
DRAIN PLUG
Page 35
Figure
18
FRA US/E-1
OilWiK
SystemFeb
Component
Location (1/2)
01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4991
DISTRIBUTION SYSTEM DESCRIPTION
General
The subsequent components make the oil distribution system:
S Oil Pump Module
S The Oil Cooler
S Oil Filters
Oil Pump Module
The Oil Pump Module removes the oil from the oil reservoir by suction. It
regulates the oil pressure and supplies the temperature regulated and filtered
oil to the lubrication points of the:
S Engine
S Load compressor
S Accessory Drive Gearbox
S APU Generator
The Oil Pump Module removes the oil by suction (the scavenged oil) from the:
S Mid Sump
S Aft Sump
S APU Generator
During cold weather starting conditions, the ECB will automatically open the
De-Oiling Solenoid Valve to reduce starter motor and lube pump load caused
by cold oil.
The scavenged oil from the Mid Sump and the Aft Sump is returned to the oil
reservoir. The generator scavenge oil is supplied to the Starter Clutch Sprags.
The oil which lubricates the gears and bearings of the gearbox, is returned to
the reservoir by gravity.
Oil Filters
The distribution system has two oil filters:
S Lubrication Oil Filter
S Generator Scavenge Oil Filter
The filters remove unwanted materials from the oil. The Lubrication Oil Filter
cleans all the lubrication oil before it is supplied to the lubrication points.
The Generator Scavenge Oil Filter cleans unwanted materials from the
generator scavenge oil. This makes sure that no contaminated oil returns from
the Generator to the oil reservoir and the Starter Clutch Sprags are lubricated
during the APU shutdown.
Distribution System Monitoring
The ECB monitors the lubrication oil temperature and pressure. A HighOil
Temperature Sensor measures the temperature of the oil and transmits an
analog signal to the ECB. If the oil temperature is too high, the ECB starts an
APU automatic shutdown (if it is not inhibited).
A LowOil Pressure Switch monitors the regulated oil pressure. When the Low
OilPressure Switch finds that the oil pressure is too low, it transmits a discrete
signal to the ECB which will perform an APU automatic shutdown (if it is not
inhibited.
A Generator OilTemperature Sensor is installed on the APU generator. It
measures the oil temperature at the generator oil outlet and transmits it to the
ECB. When the generator return oil is too hot, it starts an APU automatic
shutdown (if it is not inhibited).
Oil Cooler
The Oil Cooler is mounted on the left air inlet plenum. It is an Oil/Air Heat
Exchanger which receives the cooling air from the Cooling Fan (Ref.4952) to
decrease the temperature of the oil.
A thermal bypass valve installed at the oil cooler inlet prevents cold oil from
passing the Heat Exchanger or bypasses oil When the Oil Cooler is blocked.
Page 36
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Feb 01, 2008
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Technical Training

A334-200/300
GTCP 331350C
4991
LOP/HOT
FILTER
HIGH OIL TEMPERATURE SENSOR

LOW OIL PRESSURE SWITCH
OIL
COOLER
GENERATOR SCAVENGE
OIL FILTER
LUBRICATION
OIL FILTER
GRAVITY FILL
PORT
Page 37
Figure
19
FRA US/E-1
OilWiK
SystemFeb
Component
Location (2/2)
01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4991
OIL SERVICING
Precautions
WARNING:
USE THE CORRECT PERSONAL PROTECTION. OIL CAN

HAVE AN ADDITIVE CALLED TRICRESYL PHOSPHATE IN IT.
THIS CHEMICAL IS AN ASPHYXIANT, IT IS POISONOUS AND
CAN BE ABSORBED THROUGH THE SKIN. ALSO HOT OIL
CAN POSSIBLY CAUSE BAD BURNS.
General
Reservoir oil servicing is possible by gravity fill or with a pressure fill device. On
the left side of the gearbox the subsequent ports are installed:
S Gravity Fill Port
S Pressure Fill Port
S Pressure Fill Overflow Port
The gravity fill port has an oil sight glass and an oil scupper. The scupper
prevents that oil flows on to the APU and into the APU compartment during the
gravity oil fill.
Policy
You can read the oil level on the Oil Sight Glass. It must be between the FULL
and the ADD mark. The oil quantity at the FULL mark is 7.3 l, at the ADD mark
4.1 l. The difference between the two marks is 3.2 l.
NOTE:
The maximum allowable oil consumption is 9.5 cc/hr for a new

APU.
You can also fill the oil reservoir with a pressure fill device through the pressure
fill port. The oil which is more than the FULL mark limit flows through the
overflow port back to the reservoir of the fill device.
The oil drain plug is installed at the lowest point of the integral oil reservoir. The
electrical chip detector is installed in the drain plug. You can remove the drain
plug with the chip detector installed. You can also remove the chip detector
without the drain plug. The drain plug has a check valve which closes when
you remove the chip detector. Thus it is not necessary to drain the oil reservoir
for a visual check of the chip detector.
Indicating
When the oil quantity decreased to 4.1 l or less, the Low Oil Quantity Switch
transmits a signal to the ECB. If the APU is stopped and the aircraft is on the
ground, the APU system page of the EIS (Electronic Instrument System)
shows the LOW OIL LEVEL advisory message in pulsing green. If the oil
quantity is more than the set minimum, nothing is shown on the display.
Page 38
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A334-200/300
GTCP 331350C
4991
Quarts
Liters
ADDED OIL (COMMUTATIVE)
GRAPH-B
GRAVITY FILL
PORT
Oil quantity in the APU oil

reservoir is not sufficient
for 14 hours APU operation
Oil Quantity in the APU oil reservoir is sufficient

for 14 hours APU if serviced before flight to the
FULL MARK on the oil sight glass
GRAPH-A
PRESSURE
FILL
OVERFLOW
PORT
Oil Quantity in the APU oil reservoir is

sufficient for minimum 14 hours APU
operation without preflight service if no
LOW OIL LEVEL Indication is shown
SIGHT GLASS
APU OPERATING TIME (HOURS)

CAUTION:
OIL PRESSURE
FILL PORT
NOTE:
OIL CONSUMPTION IS THE TERM USED FOR THE INTERNAL LOSS OF OIL
FROM BEARING SEALS AND AIR/OIL SEPARATOR DURING APU
OPERATION. EXTERNAL LEAKS ARE NOT PERMITTED. YOU MUST
CORRECT EXTERNAL LEAKS AND CLEAN THE APU, APU COMPARTMENT
AND APU AIR INTAKE IMMEDIATELY IF CONTAMINATED. IF THE OIL
CONSUMPTION IS HIGHER THAN THE GRAPH-A LIMIT, OR THERE IS A
SUDDEN INCREASE, YOU MUST DO THE OIL CONSUMPTION
MONITORING VERY CAREFULLY TO PREVENT BAD APU DAMAGE.
The added oil (vertical scale) is the total quantity of oil which was added to
the oil reservoir in order to compensate for the APU consumption during
an operating time period (horizontal scale).
Page 39
Figure
20
FRA US/E-1
Reservoir
Oil Servicing
WiK
Feb 01, 2008
Lufthansa
Technical Training

STORAGE AND DISTRIBUTION
A334-200/300
GTCP 331350C
4991
COMPONENT DESCRIPTION
OIL PUMP MODULE
General
The Oil Pump Module is mounted on the front side of the accessory drive gear
box and driven by the AGB. The module consists of:
S Three Lubrication Elements
S Two Generator Scavenge Elements
S One Aft Sump Scavenge Element
S One Mid Sump Scavenge Element
S Pressure Relief Valve
S Pressure Regulator Valve
S DeOiling Solenoid Valve
S Lubrication Filter
S Generator Scavenge Filter
Lubrication & Scavenge Elements
The 3 lubrication elements are identical and work in parallel. Thus it is not
necessary to pressurize the gearbox at high altitudes to make sure that the
supply of lubrication oil is sufficient.
The 2 generator scavenge elements are identical and work in parallel. Thus the
oil which lubricates and cools the APU generator is scavenged accurately.
The aft sump scavengeelement and the mid sump scavengeelement supply
the scavenged oil directly to the oil reservoir.
Oil Pressure Relief & Pressure Regulating Valve
The Oil Pressure Relief Valve is of the poppet and seat type. It is installed in
parallel to the lubrication items and opens at a pressure difference of 200 psi.
The Oil Pressure Regulating Valve is of the spool and sleeve type. It is installed
in parallel to the lubrication elements and controls the oil pressure to 65 5 psi.
Page 40
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Technical Training

A334-200/300
GTCP 331350C
4991
N < 65%
ALTITUDE
> 31,000 ft
APU START
OIL TEMP < -6.7C
N < 60%
APU ROLLDOWN
ECB 59KD
COOLING
FAN
HIGH OIL
TEMPERATURE
GEN OIL TEMP SENSOR
GEN
COOLING FAN
OIL COOLER
& THERMAL
BYPASS VALVE
GEN HIGH OIL

TEMPERATURE
HIGH
SPEED
PINION
OIL CHIP
DETECTION
GEN
SPLINE
SHAFT
LUBRICATION
OIL FILTER
LOW OIL
PRESS SW
[59KT14]
LOW OIL
PRESS S/D
LOP SW
N > 95%
LOT > -4C
LOW OIL
QUANTITY
FWD
LOAD
COMP
HOLD
HIGH OIL
TEMP SNSR
[59KT11]
GEN
GEAR
STARTER
CLUTCH
GEARS
STARTER
SPRAG
CLUTCH
OIL RESERVOIR
GENERATOR
SCAVENGE-OIL
FILTER
MID
SUMP
AFT
SUMP
OIL PUMP
MODULE
AIR/OIL
SEPARATOR
LOW OIL
LOW OIL
OIL
HEATER TMP SNSR QTY SW
[59KT16] [59KT9]
[59KT8]
SW
ELEC
CHIP
DET
[59KT5]
1KT
DE-OILING
SOLENOID
VALVE
[4KD]
PUMP INLET
REGULATED PRESSURE
SCAVENGE
RETURN
Page 41
Figure
21
FRA US/E-1
OilWiK
SystemFeb
Schematic
01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4991
Oil Filters
Both, the Lubrication Oil Filter and the Generator Scavenge Oil Filter are
equipped with a magnetic type differential pressure indicator. It gives you a
visual indication when the filter element is clogged. When the pressure
difference across the element is 33 5 psi a red indicator extends out of the
indicator housing. It is magnetically locked out and remains in this position
even when the oil pressure decreases at APU shutdown. To reset the indicator
pin you push it manually into the housing.
A thermal lockout device stops the clogging indicator operation until the oil
temperature is more than 37.7 C. This avoids an irregular clogging indication
caused by the higher viscosity of cold oil.
The Lubrication Oil Filter has a Filter Bypass Valve which opens when the filter
element is fully clogged. Then the oil does not flow through the filter element,
but the APU receives lubrication oil further on.
The Generator Scavenge Oil Filter has a Pressure Relief Valve which opens
when the filter element is fully clogged. The generator scavenge oil then flows
to the oil cooler inlet line. Thus the generator scavenge oil is cooled and then
cleaned by the Lubrication Oil Filter.
Page 42
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A334-200/300
GTCP 331350C
4991
MODULE
CLOGGING
GEARBOX
DRIVE
FCU DRIVE
OIL PRESSURE
RELIEF VALVE
OIL PRESSURE
REGULATOR VALVE
LUBE OIL FILTER
BYPASS VALVE
DE-OILING
SOLENOID
VALVE
Page 43
FILTER
CLEAR
Figure
22
FRA US/E-1
FILTER
CLOGGED
OilWiK
Pump Module
Feb 01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4991
OIL COOLER AND THERMAL BYPASS VALVE
Oil Cooler
The oil cooler is of the platefin design, with a nonclogging
contaminationresistant wavyfin core. It has two primary components:
S Air/Oil Heat Exchanger
S Thermal Bypass Valve
NOTE:
A serviceable Oil Cooler will keep the oil temperature below the
limit of 140 C during all operation conditions.
Thermal Bypass Valve

The Thermal Bypass Valve is of the twostage poppet type. The first stage has
a Thermal Expansion Element for the oil temperature regulation.
When the Thermal Bypass Valve is fully open (cold oil), the oil does not flow
through the heat exchanger until the oil temperature is more than 60 C. At this
point the Expansion Element starts to close the valve. At an oil temperature of
77 C the valve is fully closed and all the oil flows through the heat exchanger.
The second stage has a Pressure Relief Valve in order to protect the Heat
Exchanger from high oil pressure caused. It is spring loaded closed.
In case of an obstructed Oil Cooler it opens at a differential pressure of 50psid.
There is no oil flow through the Heat Exchanger, the oil flows directly to the
lubrication oil filter.
Page 44
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A334-200/300
GTCP 331350C
4991
Air Out
OIL
COOLER
Air In
A
THERMAL BYPASS
VALVE
1/3
A
Page 45
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A334-200/300
GTCP 331350C
4991
THERMAL BYPASS VALVE
OIL
COOLER
EXPANSION
ELEMENT
Oil Out
Air Out
OIL
COOLER
Air In
Oil In
A
THERMAL BYPASS
VALVE
SECTION
A-A
2/3
A
Page 45
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A334-200/300
GTCP 331350C
4991
THERMAL BYPASS VALVE FUNCTIONS
THERMAL BYPASS VALVE
Thermal Function:
Expansion Element starts to close
the Valve at 60 C
Valve is fully closed at 77 C (No Bypass)
Bypass Function:
Valve opens at 50 psid over HX
(Oil Cooler Bypass)
OIL
COOLER
EXPANSION
ELEMENT
Oil Out
Air Out
OIL
COOLER
Air In
Oil In
A
THERMAL BYPASS
VALVE
SECTION
A-A
3/3
A
Page 45
Figure
23
FRA US/E-1
OilWiK
CoolerFeb
Function
01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4991
DEOILING SYSTEM OPERATION
The low oiltemperature sensor is installed on the gearbox housing and
measures the temperature in the oil reservoir. The temperature signal is
transmitted to the ECB. When the ECB receives the start signal from the
START P/BSW 2KA in the cockpit and finds that the oil temperature is less
than 6.7 C or the altitude is above 31000 ft, it energizes the DeOiling
Solenoid and the normally closed DeOiling Valve opens.
Oil from the oil pump outlet (to the oil cooler) returns to the pump inlet and
mixes with the inlet oil, the pump outlet is depressurized. This reduces the
load of the oil pump module and thus also for the APU starter motor which is
caused by the high viscosity of the cold oil. The ECB deenergizes the
DeOiling Solenoid after the APU reaches 60% speed (65% speed in case of
high altitude).
The ECB also carries out deoiling at every APU shutdown between 95% and
7% APU speed. This makes sure that the scavenge elements of the oil pump
can remove the oil from the sumps during the shutdown. This also reduces the
load of the starter motor at the subsequent APU start.
DeOiling Solenoid Valve
The DeOiling Solenoid Valve is mounted at the Oil Pump Module which is
normally spring loaded closed. It is a solenoid operated poppet valve and is
operated from the ECB under the following conditions:
S APU Start when Oil Temperature <6.6 _C and speed rising up to 60% N
S APU ShutDown and 95% < N > 7%
Page 46
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A334-200/300
GTCP 331350C
4991
DE-OILING VALVE
(NORMALLY CLOSED)
OIL TO THE
OIL COOLER
ECB
S
OIL PUMP
MODULE
OIL FROM THE

OIL COOLER
RETURN
REGULATED
PRESSURE
PUMP INLET
Page 47
Figure
24
FRA US/E-1
De-Oiling
System
Schematic
WiK
Feb 01, 2008
Lufthansa
Technical Training
A3342/3
4910 POWER PLANT

4912 APU MOUNTS
4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
Lufthansa
Technical Training

OIL INDICATING
A334-200/300
GTCP 331350C
4993
4993
OIL INDICATING
DESCRIPTION
General
The Oil Indicating System monitors the oil quantity in the oil reservoir and gives
respective indication on the APU System Display in static condition, i.e. when
the APU does not operate.
Low Oil Quantity Switch
The primary component within the Oil Indicating System is the Low Oil Quantity
Switch. It is installed at the bottom of the housing of the accessory drive
gearbox. The switch stays up into the oil in the integral oil reservoir and
transmits the low oilquantity signal to the ECB, if the oil quantity is at or below
the set minimum of 4.1 l. The set minimum agrees with the ADD mark on the
oil sight glass on the gravity oil fillport.
When the ECB receives a lowoil quantity signal from the low switch, it
transmits the signal to the:
S EIS (Electronic Instrument System)
S CMS (Central Maintenance System
You can read the oil quantity information on the EIS SD (System Display) and
the MCDUs (Multipurpose Control & Display Units) in the cockpit on the:
S APU page on the System Display
S APU SERVICE DATA page on the MCDU
APU
AVAIL
APU
62
115
400
GEN
%
V
HZ
10
BLEED
35 PSI
N
%
0 100
5 7 11
3 600
Figure 25
EGT
C
LOW OIL
LEVEL
Oil Quantity Indication
Page 48
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OIL INDICATING
A334-200/300
GTCP 331350C
4993
LOW OIL
QUANTITY
SWITCH
Page 49
Figure
26
FRA US/E-1
Low
Oil Quantity
Switch
WiK
Feb 01, 2008
Lufthansa
Technical Training

OIL INDICATING
A334-200/300
GTCP 331350C
4993
LOW OIL QUANTITY SWITCH
Construction
The LowOil Quantity Switch has an aluminum body. It holds:
S an Electrical Connector
S a tube with a Float Assembly and Permanent Magnets
S the two DualReed Switches
In the lower part of the tube the two dualreed switches are installed. There is
also a welded aluminum float inside the tube on which an alnico V-magnet is
installed. It is a permanent magnet.
The float is immersed in the oil. When the oil quantity is at the permitted
minimum, the magnet of the float opens the two dualreed switches. The
dualreed switches are redundant. They are connected in parallel and make an
OR-gate.
Operation
When the oil quantity in the reservoir decreases to 4.1 l, the magnet on the
float opens the two dualreed switches. The ECB receives the discrete open
signals. A signal from one of the two dualreed switches is sufficient for the
ECB to operate.
Control
The ECB transmits the lowoil quantity signal to the EIS and the CMS when
the subsequent signals are given:
S LowOil Quantity Signal and
S Oil Temperature is less than 65.55 C and
S Aircraft on Ground
Indicating
On the APU Page on the EIS System Display
There is no oil level advisorymessage on the APU page of the SD, if the oil
level in the APU oil reservoir is more than the set minimum. You can read the
LOW OIL LEVEL advisory message if the oil level in the APU oil reservoir
decreased to the set minimum or below this level. The LOW OIL LEVEL
advisory message is pulsing green.
On APU Service Data Page
You can read an OIL LEVEL O.K. indication, if the oil level in the APU oil
reservoir is more than the set minimum.
You can read an OIL LEVEL LOW indication, if the oil level in the APU oil
reservoir decreased to the set minimum or below this level.
Page 50
Lufthansa
Technical Training

OIL INDICATING
A334-200/300
GTCP 331350C
4993
2LP3
FAULT
ANNLT
TRANSFORMER
ON/R
1LP3
BOARDANN LT
AND INTFC
FLOAT ASSY
215VU
14KD APU
MASTER SWITCH
309PP
2KD
ZONE APU
APU CTL
1KD
LOW OILQUANTITY
SWITCH 59KT8
MAIN SUPPLY
28VDC
4KD
APU MAIN
RELAY
PERMANENT
MAGNETS
READ
SWITCHES
5000VE
ALUMINUM
BODY
ARINC BUSSES
EIS
ECB
CMS
59KD
LOW OIL QUANTITY SWITCH
Page 51
Figure 27
LOQ-Electrical Schematic
Lufthansa
Technical Training
A3342/3
4912 APU MOUNTS

4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
4970 INDICATING
Lufthansa
Technical Training

LOW OIL PRESSURE AND HIGH OIL
TEMPERATURE WARNING
4994
A334-200/300
GTCP 331350C
4994
LOP AND HOT WARNING
SYSTEM OPERATION
GENERAL
The LOP (Low Oil Pressure) and HOT (High Oil Temperature) Warning System
has the subsequent primary components:
S High Oil Temperature Sensor (HOT SNSR)
S Low Oil Pressure Switch (LOP SW)
The HOT SNSR and the LOP SW are installed downstream of the oil cooler
and the oil pressure regulation valve. They are installed in a manifold which is a
part of the line to the mid and the aft sump.
HIGH OIL TEMPERATURE SENSOR
Construction
The HOT SNSR is a RTD (Resistive Temperature Device). It is a nickelwire
thermalresistant element which can operate in the subsequent temperature
range from 53.9 C to +250 C). This makes an input operating range for the
ECB of 73 to 200 ohms.
The sensor has a stainless steel body with a copper tip which protects the
electrical components against oil, water and moisture.
Operation
The HOT SNSR measures the oil temperature downstream of the oil cooler. It
transmits the analog oil temperature signal to the ECB. This starts the APU
automatic shutdownsequence (if it is not inhibited) when:
S Oil Temperature >147.2 C for 10 seconds and
S APU Speed >95 %
Monitoring
The sensor is monitored during PUT and Selftest. If the sensor faulty, it will be
stored as a CLASS-3 failure with a CMC message:
HIGH OIL TEMP SNSR (59KT11).
LOW OIL PRESSURE SWITCH

Construction
The LOP SW has a microswitch with normally open contacts. This decreases
the consumption of electrical power and the corrosion of the contacts. The LOP
SW has a hermetically sealed stainlesssteel body which protects the electrical
components against oil, water, and moisture.
Operation
The LOP SW monitors the pressure downstream of the oilpressure regulation
valve. When the LOP SW detects low oil pressure, the microswitch closes and
makes a ground connection which is transmitted as a discrete signal to the
ECB. The ECB starts the APU automatic shutdownsequence (if it is not
inhibited) when:
S APU Speed >95% and it receives a low oilpressure signal for:
15 seconds when APU oil temperature < 3.9 C
1 second when APU oil temperature > 3.9 C
Monitoring
The switch is monitored during PUT and Selftest. If the switch is faulty, it will be
stored as a CLASS-2 failure with a CMC message:
LOW OIL PRESS SW (59KT14).
GENERATOR HIGH OIL TEMPERATURE SENSOR
Function
Additional to the HOT SNSR and the LOP SW there is the Generator High Oil
Temperature Sensor (GEN HOT SNSR) incorporated in the APU Generator.
The ECB receives its analog signal and thus it monitors the temperature of the
generator scavenge oil. If the generator scavenge oiltemperature is too high
the ECB starts the APU automatic shutdownsequence (if it is not inhibited)
when the generator oil temperature is more than 185 C for 1 second. This
protects the APU Generator from possible damage.
Page 52
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Technical Training

LOW OIL PRESSURE AND HIGH OIL
TEMPERATURE WARNING
2LP3
ANN LT
A334-200/300
GTCP 331350C
4994
FAULT
TRANSFORMER
ON/R
1LP3
BOARDANN LT
AND INTFC
APU ZONE 315

LOP
SWITCH
215VU
14KD APU
MASTER SWITCH
HOT
SENSOR
309PP
1KD
ECB SPLY
2KD
APU CTL
28VDC
4KD APU
MAIN RELAY
5000VE
APU PANEL
EIS
ECB
CMS
HIGH OIL
TEMPERATURE
SENSOR
LOW OIL
PRESSURE
SWITCH
59KD
Page 53
Figure
28
FRA US/E-1
LOP/HOT-Warning
System
WiK
Feb 01, 2008
Lufthansa
Technical Training
A3342/3
4920 ENGINE
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
4970 INDICATING
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Technical Training

APU OIL HEATING
A334-200/300
GTCP 331350C
4996
4996
APU OIL HEATING
OIL HEATING DESCRIPTION

General
The primary component of the APU Oil Heating System is the Oil Heater. The
Heater incorporates an Oil Temperature Switch, which monitors the oil
temperature in the reservoir of the APU gearbox.
Power Supply
The APU Oil Heater operates only if the APU Master Switch is off. The oil
heater system gets the electrical power from the AC system of the aircraft. It
supplies 115 V AC to the SERVICE BUS 113XP through the circuit breaker
1KT, a bus and the relay 4KD to the APU oil heater 59KT16.
Function
If the oil temperature decreases below 21.1 C, the temperature switch closes
and 115 V AC is supplied to a heater coil. This increase the APU oil
temperature to more than the APU compartment temperature during cold soak
condition.
When the oil temperature increases to above 43.3 C, the temperature switch
opens, and stops the 115 V AC supply to the heater coil.
Monitoring
The APU Oil Heater is monitored by the ECB but not controlled. When the ECB
receives an APU Oil Heater failure message, a CLASS-2 failure is shown on
the MCDU (Multipurpose Control and Display Unit):
APU OIL HEATER (59KT16).
Page 54
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Technical Training

APU OIL HEATING
A334-200/300
GTCP 331350C
4996
BULK CARGO
COMPARTMENT
OIL HEATER
GEAR
BOX
APU
COM
CTL
MAIN
MODE
INTRPT
SUPPLY SUPPLY SUPPLY
DC SUPPLY
REF
BAT REF BAT APU
NO VDC BCL APU BCL APU
CNTOR
5127VC
P1
APU
VM
10
113XPC
115VAC
SVCE BUS 1
245818
A
2
3
5
5005VE273
OIL
HEATER
310W
B3
B1
B2
2453SCH06
X1
X2
4961SCH01
1KT C/B
APU OIL HEATER
5000VE162
9
UNSD
P1
APU OIL HEATER

40W
SURGE CTL VALVE HEATER

SCHO1
4KD RELAY
APU MAIN
5000VE162
4961
59KT16
OIL HEATER
APU 310
APU BOX 5000VE
Page 55
Figure
29
FRA US/E-1
OilWiK
Heater Feb 01, 2008
Lufthansa
Technical Training
A3342/3
4980 EXHAUST
4990 OIL
4993 OIL INDICATING
4950 AIR
4970 INDICATING
Lufthansa
Technical Training

ENGINE FUEL AND CONTROL
A334-200/300
GTCP 331350C
4930
4930
INTRODUCTION
COMP
Purpose
The Engine Fuel and Control System supplies metered fuel to the combustor.
The metered fuel is the quantity, which is mandatory for the safe and the
economic operation of the APU. The fuel quantity supplied is in proportion to
the APU load during governed operation.
General
The engine fuel and control system receives the low pressure fuel from the A/C
fuel system through the APU fuel feed line. The APU fuel feed line is installed
to the trim tank line.
The main components of the Fuel System are the:
S FCU (Fuel Control Unit)
S Fuel Flow Divider Assembly
The ECB computes the fuel/air ratio, corresponding to the APU load. The FCU
meters the fuel. It does this in the direct proportion to the command signal
transmitted from the ECB. The metered fuel is filtered highpressure fuel.
The Fuel Flow Divider Assembly receives the metered fuel from the FCU. It
divides the fuel and supplies it to the Fuel Manifolds in the correct sequence.
Fuel pressure is also used as muscle pressure to operate the Load
Compressor IGV (Inlet Guide Vane) actuator and the SCV (Surge Control
Valve) actuator.
Page 56
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4930
BLEED CONTROL
VALVE
SURGE
CONTROL VALVE
FUEL
MANIFOLDS
FUEL
CONTROL
UNIT
FLOW DIVIDER
ASSEMBLY
IGV
ACTUATOR
ELECTRONIC
CONTROL
BOX
Page 57
Figure 30
Fuel System Design
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4930
FUEL CONTROL SYSTEM DESCRIPTION
General
The FCU (Fuel Control Unit) is the primary component of the Fuel Control
System. It is attached to the Oil Pump Module by a V-clamp. The FCU meters
the necessary fuel to the combustion chamber and supplies regulated fuel
pressure internally to the FMV (Fuel Metering Valve), and externally to the
IGVs (Inlet Guide Vanes) and SCV (Surge Control Valve) actuators.
Fuel Shutoff Solenoid-Valve

The Fuel Shutoff SolenoidValve is a normally closed, electrically opened
solenoid valve. During the APU start sequence, it receives a command signal
from the ECB to open at 7 % APU speed. On normal or fault shutdowns, the
Fuel Shutoff SolenoidValve receives a close signal from the ECB.
FCU Inlet Filter

The FCU Inlet FuelFilter removes unwanted materials from the fuel which is
supplied from the APU fuel pumpsystem to prevent contamination of the
downstream components of the APU fuel system. It is equipped with a Visual
Clogging Indicator where a red indicator pin extends in case of filter clogging.
In this condition an internal Bypass Valve opens to maintain fuel supply.
High Pressure Fuel Pump
The HighPressure Fuel Pump is a two gear rotary type which pumps
highpressure fuel. A shaftseal witness drainport is located on the bottom of
the mounting flange. Fuel or oil leakage from the drain port is an indication that
there are internal leakages. Fuel flow at 100% APU speed is 1020 kg/h at a
pressure of 800 psi.
Fuel Metering Valve
The fuel is metered from the Metering Valve, which is operated by an
Electronic Torque Motor controlled by ECB. An increased electrical power to
the torque motor operates the metering valve and increases the fuel flow. A
decreased electrical power decreases the fuel flow. When no electrical power
from the ECB is supplied, the torque motor meteringvalve moves to the lowest
position to allow the minimum fuel flow.
The electrical supply to the Torque Motor MeteringValve stops when the ECB
receives one of the subsequent signals:
S Protective Shutdown
S APU Normal Shutdown
S Overspeed Signal
Page 58
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Technical Training

A334-200/300
GTCP 331350C
APU LOW-PRESSURE
FUEL SHUTOFF VALVE
A/C AFT FUEL

FEED PUMP
IGV
ACTUATOR
FCU INLET
FILTER
PRIMARY
MANIFOLD
SECONDARY
MANIFOLD
SCV
ACTUATOR
FUEL CONTROL UNIT
ELECTRONIC
CONTROL
BOX
HP
FILTER
FLOW DIVIDER
ASSEMBLY
REG
SECONDARY
DRAIN
VALVE
SECONDARY
SEQUENCE
VALVE
FUEL PUMP
FUEL
SOLENOID
VALVE
FMV
PRESS.
VALVE
FUEL
FLOW
METER
ECOLOGY
DRAIN
SOLENOID
FUEL TEMP
SENSOR
Figure
31
FRA US/E-1
PRIMARY
DRAIN
VALVE
FUEL LP
SWITCH
APU
SYSTEM
DISPLAY
Page 59
4930
Fuel
System
Schematic
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Feb 01, 2008
FUEL HIGH PRESSURE

METERED FUEL
DMM
RETURN/(SCAVENGE)
ACCUMULATOR
DRAIN
REGULATED PRESSURE
PCD2 AIR
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4930
FUEL DISTRIBUTION SYSTEM DESCRIPTION
General
The Fuel Control Unit supplies the correct quantity of fuel to the APU fuel
distribution system. The fuel flows through the distribution system to the
combustion chamber where it mixes with the air and burns.
The fuel distribution system also has an ecology drain system. The ecology
drain system makes sure that the fuel is removed from the fuel atomizers and
manifolds during the APU shutdown. The drain fuel is burned in the combustion
chamber.
System Layout
The fuel distribution system consists of the subsequent primary components:
S Primary and Secondary Fuel Manifold and Nozzles
S Flow Divider Assembly
S Ecology Drain System
S Fuel Temperature Sensor
S Fuel Flow Meter
Fuel Manifold and Nozzles
The Fuel Manifold is located around the turbine plenum. It is divided into a
Primary and a Secondary Fuel Supply, both connected to each of the 12 Dual
Orifice Fuel Nozzles. The fuel flows through the primary and secondary fuel
manifolds from the flow divider Assembly to the Fuel Nozzles. The fuel
manifold ensures an even fuel distribution to the nozzles.
Page 60
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A334-200/300
GTCP 331350C
4930
COMP (a)
COMP (b)
LP FUEL FILTER
BYPASS VALVE
HP-FUEL
FILTER
FUEL SHUTOFF
SOLENOID VALVE
FUEL METERING VALVE

TORQUE MOTOR
LP-FUEL FILTER
CLOGGING INDICATOR
LOW FUEL
PRESSURE
SWITCH
DRAIN PORT
AIR CHECK
VALVE
LP FUEL
FILTER
Page 61
Figure
32
FRA US/E-1
Fuel
Control
Unit
WiK
Feb 01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4930
Flow Divider Assembly
The Flow Divider Assembly is supplied with fuel coming from the FCU which
controls the fuel quantity. The Flow Divider Assembly splits the fuel into primary
and secondary fuel and supplies it to the fuel manifolds.
The secondary sequencing valve permits or stops the flow of fuel to the
secondary flow path of the flow divider. The valve is springloaded closed until
the flow of fuel has the maximum quantity of primary fuel which the Fuel
Nozzles can atomize accurately. This makes sure that the fuel/air mixture is
correct in the combustion chamber during the start sequence.
Ecology Drain System
When the APU is stopped and no fuel is supplied, the fuel inlets of the Primary
and Secondary Drain Valves are springloaded closed. Their drain air inlets are
open and thus the drain air line is connected to the fuel manifolds. Compressor
discharge air which is stored in the Air Tube enters the Fuel Manifolds when
the Ecology Drain Solenoid Valve is commanded open by the ECB. Thus
remaining fuel is blown out of the Fuel Nozzles.
Fuel Temperature Sensor and Fuel Flow Meter
The Fuel Temperature Sensor measures the fuel temperature and transmits an
analog fuel temperaturesignal to the ECB. The Fuel Flow Meter measures the
quantity of the fuel which flows through the primary line of the flow divider
assembly. It transmits an analog fuel flow quantitysignal to the ECB. These
two signals make the closed loop for the ECB which uses them to calculate the
accurate fuel quantity necessary for the APU start sequence.
Page 62
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Technical Training

A334-200/300
GTCP 331350C
4930
FLOW DIVIDER
ASSEMBLY
SECONDARY
SEQUENCE
VALVE
DUAL FUEL NOZZLE

ECOLOGY DRAIN
CHECK VALVE
SECONDARY
FLOW
PRIMARY
FLOW
FUEL INLET
ECOLOGY DRAIN
SOLENOID VALVE
FUEL TEMP
SENSOR
FILTER
SCREEN
FILTER
SCREEN
FUEL FLOW
METER
AIR
SHROUD
DUAL-ORIFICE
TIP ASSEMBLY
Page 63
Figure
33
FRA US/E-1
Flow
Divider
Assembly and Fuel Nozzle
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Feb 01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4930
FUEL SYSTEM OPERATION
General
The ECB acts on the fuel system according to two different schedules:
S Acceleration Schedule during Starting
S Speed Maintain Schedule during OnSpeed Operation
Acceleration Schedule
The Fuel Temperature Sensor and the Fuel Flow Meter which measures the
quantity of the fuel which flows through the primary line of the Flow Divider
Assembly transmit analog signals to the ECB. These two signals make the
closed loop for the ECB which uses them to calculate the start fuel quantity.
During APU starting sequence, when the APU shaft speed (N) is above 7%,
the ECB energizes the Fuel Solenoid ShutOff Valve. Then it supplies the FMV
torque motor to provide the correct amount of fuel to comply with the ECB
smooth acceleration schedule according to:
S Inlet Temperature (T2)
S Inlet Pressure (P2)
S Fuel Temperature
As the FMV operates, fuel pressure opens the Pressurizing ShutOff Valve
against spring force. Because of the low fuel flow during the start of the APU,
the Secondary Sequencing Valve of the Flow Divider Assembly is
springloaded closed. The Primary Drain Valve opens the fuel inlet and closes
the Ecology Drain Air Inlet when the fuel pressure is approximately 5 psi. The
fuel flows into the Primary Fuel Manifold only, which supplies it to the Primary
Fuel Nozzles. After fuel ignition, the APU shaft accelerates, increasing HP-fuel
delivered pressure. At approximately 125 psi fuel pressure downstream of the
FMV, the Secondary Sequence Valve opens, allowing the Secondary Fuel
Manifold to be supplied. The ECB continues to supply the FMV torque motor in
order to reach 100 % N speed.
During all this acceleration process, the FMV LVDT feedback provides the
necessary information for the fuel closed loop control to the ECB. EGT
(Exhaust Gas Temperature) is used during starting to limit the fuel schedule to
prevent EGT exceedance. This EGT protection overrides the acceleration
schedule.
Speed Maintain Schedule

During onspeed operation, the ECB controls the FMV torque motor in order to
maintain a constant 100% N speed regardless of electrical or pneumatic load
applied to the APU. If the speed tends to decrease, due to load effect, the ECB
reacts by opening the FMV more to increase the fuel flow to regain the 100%
speed reference. During APU load reduction, fuel flow will be reduced to
prevent the speed from exceeding 100%.
Page 64
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A334-200/300
GTCP 331350C
4930
ECB
APU LOW-PRESSURE
FUEL SHUTOFF VALVE
LOW FUEL
PRESSURE
IGV
ACTUATOR
N%
INLET P
INLET TEMP
FUEL TEMP
EGT
MES
FCU
CTL
LOGIC
FCU INLET
FILTER
HP
FILTER
FUEL TEMP
APU START
PRIMARY
MANIFOLD
SECONDARY
MANIFOLD
SCV
ACTUATOR
ECS
FUEL FLOW
N>7%
FLOW DIVIDER
ASSEMBLY
REG
SECONDARY
SEQUENCE
VALVE
REG
SHUTDOWN
FUEL PUMP
APU STOP/SHUTDOWN
PRESSURIZING VALVE
FUEL FLOW
PRIMARY
DRAIN
VALVE
FUEL
METERING
VALVE
FUEL
FLOW
METER
FUEL
SOLENOID
VALVE
FUEL LP-SWITCH
ECOLOGY
DRAIN
SOLENOID
FUEL TEMP
SENSOR
Page 65
LOWER ECAM DISPLAY UNIT
Figure 34
SECONDARY
DRAIN
VALVE
FCU
N>7%
N<95%
A/C AFT FUEL

FEED PUMP
Fuel System Schematic
FUEL HIGH PRESSURE

METERED FUEL
DMM
ECOLOGY
DRAIN
ACCUMULATOR
RETURN/(SCAVENGE)
DRAIN
REGULATED PRESSURE
PCD2 AIR
Lufthansa
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A334-200/300
GTCP 331350C
4930
Differential Pressure Regulation-Valve
The FCU contains a springcontrolled Differential Pressure RegulationValve.
It operates with the FuelControl Torque Motor and the Pressurizing Valve.
The highpressure gear pump supplies always more fuel than necessary for
the operation of the APU, this makes sure that sufficient fuel is available under
all operation conditions.
The Differential Pressure RegulationValve permits the excessive fuel, which is
more than the limit, to return to the inlet of the FCU inlet fuelfilter. To control
the fuel flow, the regulation valve compares the fuel pressure upstream and
downstream of the Torque Motor MeteringValve. It keeps the pressure of the
fuel which flows through the metering valve (independently from the fuel
quantity) constantly at 50 5 psi.
Because of the increase of the fuel pressure in the highpressure gear pump,
the temperature of the fuel increases. The quantity of the warm fuel which
flows back to the inlet of the FCU inlet fuelfilter is sufficient to prevent the
formation of ice in the filter and the FCU inlet.
Actuator Pressure Regulation-Valve
The Actuator Pressure RegulationValve is a springloaded regulation valve. It
controls the outlet pressure of the fuel which is used to power the IGV actuator
and the SCV actuator. The valve keeps the pressure at 325 25 psi, thus the
actuators operate with constant force and speed.
Ecology Drain System

The Ecology Drain System removes the remaining fuel from the Primary and
Secondary Fuel Nozzles and Manifolds. The drain fuel is burned in the
combustion chamber.
When the ECB receives a shutdown signal, it starts the overspeed test and an
APU cool down if APU bleed air was used. Then it sends a close command to
the Fuel Solenoid Valve on the outlet of the FCU.
When the Fuel Solenoid Valve closes, the ECB energizes the Ecology Drain
SolenoidValve. The valve opens and 2nd stage compressor discharge air
(PCD2), which is stored in the Ecology Drain Accumulator, flows to the
spring-loaded Primary and Secondary Drain Valve. This will permit the PCD2
air to flow through the fuel manifolds and Fuel Nozzles into the combustion
chamber. Thus the drain air removes the remaining fuel from the manifolds and
atomizers.
The check valve at the inlet prevents that drain air flows back to the
compressor when the pressure there decreases during the shutdown. The
check valve at the outlet prevents that fuel or hot gas from the combustion
chamber to flows the accumulator.
Fuel Pump Drain-Port Air Check-Valve

The Fuel Pump DrainPort Air CheckValve is a check valve which opens at
0.15 psi to permit the seal cavity to drain. The valve is installed on the drain
valve port as a backup air seal.
Page 66
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A334-200/300
GTCP 331350C
4930
IGV
ACTUATOR
PRIMARY
MANIFOLD
SCV
ACTUATOR
FCU INLET
FILTER
SECONDARY
MANIFOLD
FUEL CONTROL UNIT
HP
FILTER
FLOW DIVIDER
ASSEMBLY
ACT-REG
dP-REG
FUEL
METERING
VALVE
PRESSURIZING
VALVE
PRIMARY
DRAIN
VALVE
FUEL
FLOW
METER
FUEL
SOLENOID
VALVE
FUEL LP-SWITCH
FUEL TEMP
SENSOR
FUEL PUMP DRAIN PORT

AIR CHECK VALVE
SECONDARY
DRAIN
VALVE
SECONDARY
SEQUENCE
VALVE
ECOLOGY
DRAIN
SOLENOID
S
ECB
ACCUMULATOR
Page 67
Figure 35
Fuel Control and Distribution System
Lufthansa
Technical Training
A3342/3

4990 OIL
4993 OIL INDICATING
4950 AIR
4970 INDICATING
4973 ANALYZERS
Lufthansa
Technical Training

APU FUEL LOW PRESSURE WARNING
A334-200/300
GTCP 331350C
4934
4934
APU FUEL LP WARNING
LOW PRESSURE FUEL WARNING DESCRIPTION

General
The Low Fuel PressureSwitch is installed on the Fuel Pump Inlet.
Monitoring
The aircraft APU Fuel PumpSystem supplies fuel to the inlet of the APU Fuel
Control Unit. A Fuel LowPressure Switch, installed at the inlet of the FCU,
monitors the pressure of the APU fuel supply at the inlet port.
If a fuel lowpressure occurs, the pressure switch transmits this information,
via the ECB, to the EIS to generate a related warning message.
Page 68
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4934
APU
AVAIL
APU
62
115
400
GEN
%
V
HZ
10
BLEED
35 PSI
N
%
FUEL LO PR
0 100
FUEL
CONTROL
UNIT
FLAP OPEN
5 7 11
EGT
C
3 600
FUEL LOW
PRESSURE
SWITCH
Page 69
Figure 36
Low Pressure Fuel Warning
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4934
LOW PRESSURE FUEL WARNING OPERATION
General
The APU Fuel LowPressure Warning System shows a warning on the
EIS (Electronic Instrument System) SD (System Display) when the fuel at the
FCU (Fuel Control Unit) has a low pressure. This is controlled from the
FuelLow Pressure Switch. The ECB and the FCMC (Fuel Control and
Monitoring Computer) monitor the signals from the FuelLow Pressure Switch.
If a low fuel pressure occurs an ARINC bus transmits the signal from the the
ECB to the EIS.
Power Supply
When the Fuel LowPressure Switch is closed it supplies a ground signal to
the FCMC and the ECB. The ECB supplies through an 429 ARINC bus a low
fuel pressure signal to the EIS. If the fuel low pressure signal is not available
the switch supplies a 28 V DC signal to the FCMC and the ECB.
Operation and Indicating
When the APU fuel pressure increase to 19.5 8.7 psi the FuelLow Pressure
Switch opens and transfers a signal to the ECB. The ECB transmits the signal
to EIS, this removes the indication FUEL LO PR from the EIS SD. The ECB
also stops the signal to the aft fuel feedpump.
Page 70
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A334-200/300
GTCP 331350C
4934
2LP3
ANN LT
FAULT
309PP
1KD
TRANSFORMER
ON/R
MAIN SUPPLY
1LP3
BOARDANN LT
AND INTFC
2KD
APU CTL
MASTER SWITCH
215VU
4KD APU
MAIN RELAY
28VDC
5000VE
ARINC BUSSES
EIS
ELECTRONIC
CONTROL
BOX [59KD]
CMS
FCMC
LOW FUEL PRESSURE

SWITCH [59KF17]
APU FUEL
PUMP SYSTEM
VENT AND
DRAIN VALVE
Page 71
Figure 37
LP Fuel Warning Schematic
REG
FUEL CONTROL
UNIT [59KF19]
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4993 OIL INDICATING
4950 AIR
4970 INDICATING
4973 ANALYZERS
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AIR
A334-200/300
GTCP 331350C
4950
4950
AIR
INTRODUCTION
Bleed and Surge-Air System
The Bleed and SurgeAir System controls the supply of the APU bleed air to
the pneumatic system of the aircraft and prevents a load compressor surge
The Bleed-Air System delivers compressed air from the APU Load Compressor
for:
S MES (Main Engine Start)
S Air Conditioning
The APU bleed air system includes a Bleed Valve, a flow regulation by means
of Inlet Guide Vanes and surge protection by means of a SCV (Surge Control
Valve).
The Electronic Control Box ensures control and monitoring of these
components. The bleed and surgeair system controls the supply of the APU
bleed air to the pneumatic system of the aircraft and prevents a load
compressor surge
Accessory Cooling System
An Accessory Cooling System supplies cooling air to the APU Oil Cooler and to
the APU compartment. This is achieved by a Fan which supplies ambient air
into the APU compartment. An Accessory Cooling Valve determines the
amount of compartment cooling air.
The system operates independently of the APU Load Compressor and the
Bleed and Surgeair system.
Page 72
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AIR
A334-200/300
GTCP 331350C
4950
TO AIRCRAFT
PNEUMATIC
SYSTEM
BLEED CONTROL
VALVE
ACCESSORY
COOLING
VALVE
COOLING
FAN
COMP
SURGE
CONTROL VALVE
IGV
ACTUATOR
ELECTRONIC
CONTROL
BOX
Page 73
Figure 38
Air System Design
Lufthansa
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4993 OIL INDICATING
4950 AIR
4970 INDICATING
4973 ANALYZERS
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BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
4951
BLEED AND SURGE AIR
DESCRIPTION
General
The APU Load Compressor supplies the APU bleed air. The quantity changes
with the different bleed air demands of the aircraft pneumatic systems. Variable
IGVs (Inlet Guide Vanes) which are installed at the load compressor inlet
control the quantity of the bleed air. The IGVs are operated by an IGV-Actuator
controlled from the ECB. The ECB receives position feedback information from
a Actuator-LVDT (Linear Variable Differential Transducer).
The bleed and surge air system has the subsequent primary components:
S Inlet Guide Vane Actuator
S Bleed Flow Sensor
S APU Load Bleed Valve
S Surge Control Valve
Page 74
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WiK
Feb 01, 2008
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Technical Training

BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
PCD-(PRESSURE COMPRESSOR DISCHARGE) STG 1
OVBD
PCD1 FROM AIR/OIL SEPARATOR
PCD2 TO
ECOLOGY DRAIN
SYSTEM
IGV
ACT
ACCESSORY
COOLING
VALVE
BLEED FLOW
SENSOR ASSY
LCIT
DIFFERENTIAL
PRESSURE-XDCR
TOTAL
PRESSURE-XDCR
P2
dP
Pt
ELECTRONIC
CONTROL
BOX
S
LOAD BLEED VALVE
Page 75
Figure
39
FRA US/E-1
AirWiK
SystemFeb
Schematic
01, 2008
TM
SURGE CONTROL
VALVE
Lufthansa
Technical Training

BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
Bleed Air System
The bleed air flows from the scroll of the APU Load Compressor to the
Teeduct which is installed on the right side of the APU. The APU Load Bleed
Valve is installed at the forward end end of the pneumatic Teeduct on the right
hand side of the APU. The Load Bleed Valve stops or permits the bleed air flow
from the APU to the pneumatic system of the aircraft. The Load Bleed Valve is
operated pneumatically by compressor discharge air from Power Compressor
Stage 2.
The ECB controls and monitors the APU Load Bleed Valve position. The APU
bleed signal comes from the APU BLEED P/BSW on the air overhead panel
225VU in the cockpit. When the ECB receives the APU bleed signal it transmits
an open signal to the APU bleed valve depending on flight altitude information
from the P2 Sensor and aircraft pneumatic bleed status. The P2Sensor is
attached to the left hand side of the Inlet Plenum.
The Load Bleed Valve has a position indicator switch. This transmits discrete
open or not open signals to the ECB for the valve position monitoring and
indication. The valve position is also visible on the visual position indicator on
the shaft end of the valve.
VISUAL POSITION
INDICATOR
TEST
PORT
SOLENOID
VALVE
Load Compressor Monitoring

The efficiency of the Load Compressor is monitored by means of the
LCOT (Load Compressor Outlet Temperature) Sensor which sends
temperature signals to the ECB. An more and more increasing load
compressor outlet temperature is an evidence for decreasing load compressor
performance.
NOTE:
The LCOT Sensor is structurally identical to the LCIT (Load

Compressor Inlet Temperature) Sensor. I.e. a interchange of both
sensors is possible in case of LCIT Sensor malfunction.
Figure 40
APU Load Bleed Valve
Page 76
FRA US/E-1
WiK
Feb 01, 2008
Lufthansa
Technical Training

BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
LOAD BLEED
VALVE
LCOT SENSOR
IGV ACTUATOR
INLET PRESSURE
SENSOR (P2)
Page 77
Figure
41
FRA US/E-1
AirWiK
SystemFeb
Components
01, 2008
Lufthansa
Technical Training

BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
Bleed Air Flow Control
The APU bleed air flow depends on two basic demand parameters:
S MES (Main Engine Start)
S ECS (Environmental Control System)
An IGV actuator is installed in a right angle position to the IGV assembly
geartrain on a mount pad of the load compressor scroll at 6 oclock position. It
is driven by high pressure fuel from the FCU (Fuel Control Unit) and moves the
IGV assembly geartrain directly through a pushrod.
For each demand the ECB determines a certain IGV Actuator position to
satisfy the requested bleed air flow.
A Bleed Flow Assembly which contains a Differential Pressure and a Total
Pressure Transducer sends Feedback information about the actual bleed air
flow to the ECB. The ECB uses this signals to adjust the Surge Control Valve if
there is a deviation from the calculated bleed air flow in relation to the actual
bleed air flow.
Page 78
FRA US/E-1
WiK
Feb 01, 2008
Lufthansa
Technical Training

BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
SECTOR
GEARS
IGVs FULLY OPENED
CYLINDRICAL
RACK
PUSHROD
IGV ACTUATOR
MOUNT
IGVs FULLY CLOSED
IGV ACTUATOR
Page 79
Figure
42
FRA US/E-1
IGVWiK
Assembly
Feb 01, 2008
Lufthansa
Technical Training

BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
Surge Air System
The APU SCV (Surge Control Valve) is installed at the aft end of the pneumatic
Teeduct on the right hand side of the APU. The Surge ControlValve bleeds
excess bleed air to avoid a load compressor surge. The surge air flows to the
APU exhaust cone.
The Surge Control Valve is a hydraulically operated modulating butterfly valve.
It uses high pressure fuel supplied from the Fuel Control Unit as the hydraulic
power source. The ECB controls and monitors the position of the surge control
valve by means of a SCV-LVDT.
LVDT
STRAP-ON HEATER
The Surge Control Valve position is not indicated on the

APU System Display of the lower ECAM, but it is possible to get
position information via Alpha Call Up [SCV] if the aircraft is
equipped with ACMS (Aircraft Condition Monitoring System).
The Surge Control Valve mainly serves for bleed flow correction. I.e. it adjusts
the actual bleed flow which is determined by the IGV position in case of a bleed
flow deviation. The ECB receives actual bleed flow information from the Bleed
Flow Sensor Assembly. Each difference between the momentarily allowed
value stored in the ECB and the calculated value causes a control signal from
the ECB to the surge control valve. Thus the Surge Control Valve corrects the
airflow.
Any time the ECB commands the APU Load Bleed Valve to close, the Surge
Control Valve will be commanded open to prevent a compressor stall due to
reverse flow. Additional the ECB monitors the APU during operation for reverse
flow conditions by means of the LCIT (Load Compressor Inlet Temperature)
Sensor.
113 XP-C
115 VAC
SVCE BUS1
NOTE:
SERVO VALVE
SERVO FUEL
PORTS
VISUAL POSITION
INDICATOR
OPEN
On LH-Airplanes
Eff. 103199 only
Figure 43
CLOSE
Surge Control Valve
Page 80
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Feb 01, 2008
Lufthansa
Technical Training

BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
SURGE CONTROL
VALVE
Ptot XDCR
dP XDCR
LCIT SENSOR
BLEED FLOW ASSEMBLY
Page 81
Figure
44
FRA US/E-1
Surge
Air System
Components
WiK
Feb 01, 2008
Lufthansa
Technical Training

BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
BLEED AND SURGE AIR OPERATION
Load Bleed Air Control
The APU bleed signal comes from the APU Bleed P/BSW 7HV on the Air
Overhead Panel 225VU in the cockpit. The signal goes through the BMCs
(Bleed Monitoring Computers) to the ECB. The BMCs cancel the APU bleed
demand signal under the following conditions:
S BMCs sense an Overheat Condition in the area
L/H Wing or
L/H Pylon or
APU Duct
NOTE:
When there is an overheat condition detected on LH Wing/Pylon

or APU Duct during MES (Main Engine Start), the APU Bleed
Valve will stay open until starter cut out of the starting Engine.
When the ECB receives the APU bleed demand signal it transmits an open
signal to the APU bleed valve solenoid under the following conditions:
S APU Master Switch and APU Bleed P/BSW on
S APU Speed (N) >95 %
S No Auto Shutdown Condition
S Flight Altitude is < 23 000ft
When the APU Bleed Valve is in the fully open position, the position indicator
switch of the valve transmits an open signal to the ECB. The ECB supplies this
signal to the BMCs for engine bleed valve and X-bleed valve logic.
The IGVs opening angle which is determined by the ECB refers to the
momentarily operation of the pneumatic user systems. If there is a ECS
demand signal (Pack Operation) from the ZC (Zone Controller) to the ECB, the
IGVs will set in proportion to the demand signal to open (IGV angle 50 0).
For MES the ECB receives the demand signal from the EIVMUs (Engine
Interface and Vibration Monitoring Units) and the IGVs will fully open (IGV
angle -20).
The IGV position will always be corrected by OAT (Outside Air Temperature)
sensed from LCIT and P2Sensor and limited in case of high EGT and high
altitude sensed by EGT Probes (T5) and P2Sensor.
Page 82
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BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
PCD1AIR
APU
BLEED
FROM AIR/OIL SEPARATOR
ECB
OIL COOLER
T2
IGV
CONTROL
LOOP
HV
MES
IGV-POS
SCV POSITION
SCV
LOGIC
P2
BCV OPEN
IGV-POSITION
SCV-POSITION
LCOT
N
PT
dP
LCIT (T2)
P2
ZC
EIS
TO ECOLOGY
DRAIN
SYSTEM
COMP
COOL.
VALVE
Ptot-XDCR
Pn
BCV
APU SYSTEM DISPLAY
E/WD
PCD2AIR
FUEL
dP-XDCR
LABEL 37
BIT 11
TM
IGV
ACTUATOR
COOLING
FAN
BCV OPEN COMMAND

N > 95%
LCIT < 177 C
P2 > 5.96 PSI
S/D
IGV POSITION
dP
= P-RATIO
PT
T2
LVDT
LCIT
SENSOR
INLET
PRESSURE
SENSOR (P2)
Ptot
SENSOR
LVDT
SCV
TM
FUEL
LVDT FEEDBACK
OPEN
X-FEED
VALVE
LVDT FEEDBACK
ECS
LCOT TEMP
BMC
1/2/3/4
ADIRU
Page 83
Figure 45
Air System Schematic
Lufthansa
Technical Training

BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
Bleed Air Flow Control
For every APU bleed demand (MES or ECS) the ECB calculates a certain IGV
position and a resulting pressure ratio (dP/Pt).
The ECB receives feedback information from the Bleed Flow Assembly
concerning the actual bleed air flow at the Load Compressor outlet. If there is a
deviation between the commanded and the actual pressure ratio, the ECB will
send a command signal to the SCV torque motor in order to adjust the bleed
air flow. Thus the Surge Control Valve opens or closes to regulate the amount
of the airflow to the aircraft.
Page 84
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BLEED AND SURGE AIR
A334-200/300
GTCP 331350C
4951
ELECTRONIC
CONTROL
BOX
APU AVAILABLE
LOGIC
FAULT
APU
MASTER
SWITCH
ON
FAULT
APU BLEED
dP
Pt
IGV POSITION
ON/R
IGV CONTROL
START
dP
Pt
AVAIL
ECS-Signal
ON
ZONE
TEMPERATURE
CONTROLLER
ENGINE
INTERFACE
VIBRATION
MONITORING
UNIT
STATIC
PRESSURE
CHANNEL
BLEED
VALVE
MES-Signal
BLEED
MONITORING
COMPUTERS
SCV
DRIVER
SCV
LOAD
COMPRESSOR
DIFFUSER
DIFFERENTIAL PRESSURE
TRANSDUCER
TOTAL PRESSURE
TRANSDUCER
BLEED FLOW
ASSEMBLY
Page 85
Figure 46
Air Flow Control Schematic
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4970 INDICATING
4973 ANALYZERS
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ACCESSORY COOLING
A334-200/300
GTCP 331350C
4952
4952
ACCESSORY COOLING
SYSTEM DESCRIPTION
Cooling Airflow
The accessory cooling system operates independently of the APU load
compressor and the bleed and surgeair system.
A Cooling Fan supplies sufficient cooling air to the oil cooler to keep the
lubricating oil in the correct temperature range. It also supplies cooling air to
the APU compartment to remove the heat which comes from the APU surface.
The Cooling Fan Assembly is of the onestage axialflow type and the
accessory drive gearbox turns the cooling fan rotor.
The compartment cooling air flows through an outlet and through the
Compartment Cooling Valve into the APU compartment.
Compartment Cooling Valve
The Compartment Cooling Valve decreases the cooling air outflow to the APU
compartment. The valve operation depends on PCD-1 air pressure and thus on
flight altitude.
The Compartment Cooling Valve is opened until a flight altitude of 10000 ft.
Above this altitude, the valve starts to close and will be fully closed at a flight
altitude of 20000 ft due to low PCD-1 air pressure. Compartment cooling airflow
is the only achieved by cooling airflow through the fixed orifice outlet.
Page 86
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WiK
Feb 01, 2008
Lufthansa
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ACCESSORY COOLING
A334-200/300
GTCP 331350C
4952
COOLING AIR DUCT
OIL COOLER
COOLING FAN
COOLING FAN
ASSY
COMPARTMENT COOLING
VALVE
COMPARTMENT COOLING VALVE

COOLING AIR OUTLET
(FIXED ORIFICE)
Page 87
Figure
47
FRA US/E-1
Compartment
Cooling Components
WiK
Feb 01, 2008
Lufthansa
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COMP
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4950 AIR
4970 INDICATING
4973 ANALYZERS
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INDICATING
A334-200/300
GTCP 331350C
4970
4970
INDICATING
INTRODUCTION
General
The indicating system monitors the APU speed and the EGT (Exhaust Gas
Temperature). You can also see on the MCDU (Multipurpose Control & Display
Unit) the unserviceable LRUs and test results for the APU system.
Power Indicating
The power indicating system monitors the APU speed in revolutions per minute
(rpm). Two speed sensors transmit a signal to the ECB 59KD. The ECB gives
a speed signal to the EIS (Electronic Instrument System). The EIS shows the
APU speed in percent on the APU system page at the SD (System Display).
Temperature Indicating
The temperature indicating system monitors the Exhaust Gas Temperature of
the Auxiliary Power Unit. Two rakes, each with two thermocouples, transmit a
signal to the ECB. The ECB gives an EGT signal to the Electronic Instrument
System (EIS). The EIS shows on the APU page at the System Display (SD)
the APU EGT in C.
Analyzers
The BITE (BuiltIn Test Equipment) of the ECB analyses the fault data of the
APU. The ECB has logics for statistics used for health monitoring and life data
of the APU. The ECB analyses data about the APU life and the APU faults.
The DMM (Data Memory Module) also keeps the APU life data.
DATA MEMORY
MODULE
Figure 48
DMM Location
Page 88
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INDICATING
A334-200/300
GTCP 331350C
4970
SYSTEM REPORT/TEST 5/6

ATA:36 AIR BLEED
APU
LEAK DETECTION
PRESS/TEMP
AVAIL
APU
62
115
400
GEN
%
V
HZ
10
CROSS FEED
ATA:38 WATER/WASTE
TOILET
ATA:45 MAINT
ONBOARD MAINT SYSTEM
ATA:49 APU
BLEED
35 PSI
APU
RETURN
N
%
FUEL LO PR
0 100
FLAP OPEN
5 7 11
EGT
C
3 600
LOW OIL
LEVEL
APU SYSTEM DISPLAY
MULTIPURPOSE CONTROL & DISPLAY UNIT
Page 89
Figure
49
FRA US/E-1
System
Display
& MCDU
WiK
Feb 01, 2008
Lufthansa
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INDICATION
A334-200/300
GTCP 331350C
4970
ECAM PAGE PRESENTATION
General
The APU indications are displayed on the Lower ECAM (Electronic Centralized
Aircraft Monitoring) APU System Display. This page is called up either
manually or automatically during APU start.
available at the DMC input, the needle is not displayed and the digital indication
is replaced by amber XX.
Exhaust Gas Temperature
Avail Indication
Green AVAIL message computed by the APU Electronic Control Box is
displayed when APU speed N (% RPM) is above 95% confirmed after two
seconds. Then, the APU is available to provide bleed air and/or electrical
power. Nothing is displayed in the other cases (or when the status of the APU
is not transmitted to the DMC).
APU Generator
The APU GEN indication gives information for the APU Generator concerning
load, voltage and frequency. The relevant value is in amber color if a parameter
is out of range.
Bleed Pressure
The APU BLEED air pressure is a green digital indication with 2 psi resolution
and a range from 0 to 98 psi. It is the difference between APU bleed air
pressure given by the ECB and the corrected average static pressure from
ADIRU 1. The indication is replaced by amber XX when one of the pressure
data is not available.
Speed Indication
The APU Speed N is displayed by a Needle on a white analog scale from
0% to 120% and a digital indication below the scale. The red line limit is
pictured by a fixed red segment from 107% to 120%.
The needle and the digital indication are in green color if speed range is
107% < N > 0%. They are in red color if speed is 107%.
The digital indication has a resolution of 1% speed. When N > 120%, the
needle stays at the maximum position of 120%. When speed information is not
The EGT (Exhaust Gas Temperature) is displayed by a Needle on a white

analog scale from 300 C to 1300 C and a digital indication below the scale.
The EGT red line limit is pictured by a movable red segment which varies from
1260 C to 700 C during APU start and is established at 665 C if APU is
available. The red segment ends at 1300 C.
The needle and the digital indication are in green color if the EGT is below the
red line limit. They are green pulsing when EGT is below the red line limit and
an advisory threshold is triggered by the ECB. They are in red color if the EGT
has reached the red line limit.
The digital indication has a resolution of 5 C resolution.
When 300 C < EGT > 1300 C the needle stays at the minimum (or
maximum) position. The digital value can vary from 70 C to 2045 C. When
no information is available, the needle goes out of view and the digital
indication is replaced by amber XX.
Fuel Low Pressure
The amber FUEL LO PR (Fuel Low Pressure) indication is displayed when the
pressure upstream the Fuel Control Unit is too low. It is not displayed in all
other conditions.
Flap Open
The green FLAP OPEN indication is displayed when the air intake flap is fully
open. It is not displayed in all other conditions.
Low Oil Level
The green LOW OIL LEVEL indication pulses when the oil in the gearbox
reaches the low level and needs servicing.
Page 90
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INDICATION
A334-200/300
GTCP 331350C
4970
APU
AVAIL
APU
62
115
400
GEN
%
V
HZ
10
BLEED
35 PSI
N
%
FUEL LO PR
0 100
FLAP OPEN
5 7 11
3 600
EGT
C
LOW OIL
LEVEL
Page 91
Figure 50
APU System Display
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4970 INDICATING
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POWER INDICATING
A334-200/300
GTCP 331350C
4971
4971
POWER INDICATING
SYSTEM DESCRIPTION
General
The power indicating system monitors the APU speed. Two Speed Sensors are
installed between the load compressor and the air intake housing and transmit
the speed as RPM (Revolutions Per Minute) to the ECB. The ECB transmits
the signal to the EIS (Electronic Instrument System) which indicates the APU
speed in percent on the APU SD (System Display).
Page 92
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WiK
Feb 01, 2008
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POWER INDICATING
A334-200/300
GTCP 331350C
4971
0.
SPEED SENSOR
(Typical)
SPEED SENSOR 1
[59KV26]
SPEED SENSOR 2
[59KV27]
Page 93
Figure
51
FRA US/E-1
Speed
Sensors
WiK
Feb 01, 2008
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4950 AIR
4970 INDICATING
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TEMPERATURE INDICATING
A334-200/300
GTCP 331350C
4972
4972
SYSTEM DESCRIPTION
General
The temperature indicating system monitors the Exhaust Gas Temperature of
the APU. Two rakes, each with two EGT Thermocouples, transmit a signal to
the ECB. The ECB supplies the EGT signal to the EIS (Electronic Instrument
System). The EIS displays the APU EGT in C on the APU System Display.
Function
Four EGT Thermocouples are installed in the exhaust cone at the turbine
discharge. The Thermocouples (referred to as the Thermocouple Rakes) are
connected together. Each Thermocouple Rake is connected to the ECB which
reads the average temperature of the two Thermocouple Rakes.
If a failure of one Thermocouple Rake occurs, the ECB takes the value of the
remaining Thermocouple Rake and transmits this EGT signal to the EIS.
Page 94
FRA US/E-1
WiK
Feb 01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4972
THERMOCOUPLE PROBE
EGT THERMOCOUPLE RAKES
ALUMEL
(NON-MAGNETIC)
THERMOCOUPLE
RAKE #2
[59KV35]
CHROMEL
(MAGNETIC)
THERMOCOUPLE
RAKE #1
[59KV34]
Page 95
Figure
52
FRA US/E-1
EGT
Thermocouples
WiK
Feb 01, 2008
Lufthansa
Technical Training

INDICATING
A334-200/300
GTCP 331350C
4970
INDICATING SYSTEM OPERATION
General
The ECB transmits specific life data and all fault data to the CMS (Central
Maintenance System) and to the DMU (Data Management Unit). The CMS
collects the data and shows the results on the MCDU (Multipurpose Control &
Display Unit). You can also print the data on the cockpit printer.
The ACMS (Aircraft Condition Monitoring System) collects the BITE data from
the DMU for the APU health monitoring. You can have direct access to the
parameter data of the APU system, or you can print the APU condition reports.
There are two reports available for the APU system:
S APU MES/IDLE REPORT <13>
S APU SHUTDOWN REPORT <14>
TEMPERATURE INDICATING SYSTEM
The temperature indicating system has interface with the:
S APU System Display
S CMS (Central Maintenance System)
S Control and Monitoring System
Monitoring
EGT Thermocouples are monitored during PUT, IOT and Selftest. In case of a
faulty probe a Class 3 Fault is stored and CMS shows EGT TCPLE RAKE 1
or EGT TCPLE RAKE 2.
If both Rakes are faulty before APU start, a auto shutdown will occur and a
Class 2 fault is stored. CMS shows EGT TCPLE RAKE 1 and
EGT TCPLE RAKE 2 warning. If the same fault occurs during APU operation,
the APU will continue running without EGT monitoring and bleed supply is no
longer possible.
Automatic Shutdown
The Electronic Control Box initiates an ASD (Automatic Shut Down) under the
following conditions:
S TIT (Turbine Inlet Temperature) calculated from the EGT is more than 1260
C (EGT ranges from 1250 C to 700 C with increasing speed) at the APU
start
S TIT calculated from the EGT is more than 1232 C (EGT = 665 C) at ISA
(International Standard Atmosphere) and APU operate.
S Both Thermocouple rakes are defective during the APU start
EGT Thermocouple
The EGT thermocouple is a ChromelAlumel device which has two probes of
different lengths. The EGT thermocouples produce a voltage in proportion to
the EGT. This voltage is supplied through a shielded cable to the ECB.
Four EGT thermocouples are installed in the exhaust cone at the turbine
discharge. The thermocouples (referred to as the thermocouple rakes) are
connected together. Each thermocouple rake is connected to the ECB. The
ECB reads the average temperature of the two thermocouple rakes and
transmits the EGT signal to the EIS. If a failure of one thermocouple rake
occurs, the ECB takes the value of the remaining thermocouple rake and
transmits this EGT signal to the EIS.
Page 96
FRA US/E-1
WiK
Feb 01, 2008
Lufthansa
Technical Training

INDICATING
A334-200/300
GTCP 331350C
4970
SIGNAL
LABEL 176
CONDTR
SELECT
N
59KV26
SPEED SENSOR 1
HIGH
SIGNAL
RPM
CONDTR
>107%
OVER
SPEED
59KV27
>107%
ARINC 429
SPEED SENSOR 2
SPEED SENSOR 2
59KV27
SIGNAL
CONDTR
BROCKEN WIRE
OPEN EGT 1
300VU SYSTEM DISPLAY
59KV34
THERMOCOUPLE
RAKE 1
LABEL 175
T5
SELECT
HIGH
EGT
SIGNAL
59KV35
CONDTR
THERMOCOUPLE
BROCKEN WIRE
RAKE 2
OPEN EGT 2
FUEL FLOW
CLOCK
ARINC 429
TRANSMIT
DMM
APU MEMORY
RECEIVE
59KV20
APU MEMORY MODULE
Page 97
MCDU 100VU
Figure
53
FRA US/E-1
MODULE
SPEED SENSOR 1
59KV20
59KV26
59KB ECB
Indicating
System Schematic
WiK
Feb 01, 2008
Lufthansa
Technical Training

INDICATING
A334-200/300
GTCP 331350C
4970
RPM POWER INDICATING SYSTEM
The power indicating system has interface with the:
S APU System Display
S Control and Monitoring System
Speed Sensor (Monopole Transducer)
Each Speed Sensor has a:
S Permanent Magnet
S Shim Pack
S Pole Piece
S Coil
S Housing
At 7% APU speed, the speed sensors give a frequency of approximately
292 Hz and a voltage of approximately 0.2 V AC from peak current to peak
current. At 120 % APU speed the speed sensors give a frequence of
approximately 5007 Hz and a voltage of up to 70 V AC from peak current to
peak current. The speed sensors give the frequency in proportion to the APU
speed.
ANALYZERS
The BITE (BuiltIn Test Equipment) of the ECB analyses the fault data of the
APU. The ECB has logics for statistics used for health monitoring and life data
of the APU. The ECB analyses data about the APU life and the APU faults.
The memory module also keeps the APU life data.
The ECB transmits specific life data and all fault data to the Central
Maintenance System and to the Data Management Unit. The CMS collects the
data and shows the results on the MCDU (Multipurpose Control & Display
Units). You can also print the data on the cockpit printer.
The ACMS (Aircraft Condition Monitoring System) collects the BITE data from
the DMU for the APU health monitoring. You can have direct access to the
parameter data of the APU system, or you can print the APU condition reports.
The ACARS (Aircraft Communication Addressing and Reporting System)
receives the data from the DMU and permits a direct and realtime
transmission of data in digital form. The VHF 3 system transmits the data
between the aircraft and the ground station.
The MDDU (Multipurpose Disk Drive Unit) collects the data from the DMU in its
memory. You can read this data through the GSE (Ground Support Equipment)
Operation
The speed sensors measure the APU speed and transmit a frequency to the
ECB. The ECB monitors the power indication during all APU operating
conditions. The ECB starts the automatic shutdown sequence if:
S the APU speed is more than 107%
S both speed sensors are defective
Monitoring
The Monopole Sensors are monitored during IOT. When a sensor is faulty a
Class 3 Fault is stored and CMS shows SPEED SNSR P 26 or P27.
If both sensors are defective the APU will shut down and a Class 1 fault is
stored with the related CMS message SPEED SNSR P 26 or P27.
Page 98
FRA US/E-1
WiK
Feb 01, 2008
Lufthansa
Technical Training

INDICATING
A334-200/300
GTCP 331350C
4970
PRINTER
MCDU
CMC 1
ACARS MU
CMC 2
DMU
BITE
ELECTRONIC
CONTROL
BOX
Page 99
Figure
54
FRA US/E-1
ACMS
Schematic
WiK
Feb 01, 2008
Lufthansa
Technical Training
A3342/3

4993 OIL INDICATING
4950 AIR
4970 INDICATING
4973 ANALYZERS
Lufthansa
Technical Training

ANALYZERS
A334-200/300
GTCP 331350C
49-73
4973
ANALYZERS
The MCDU shows the APU data in Normal Mode and Menu Mode (Interactive
Mode) through the CMS.
NORMAL MODE
During Normal Mode all systems continuously transmit all Class 1, 2 and 3
messages to the CMS. The MCDU display shows the messages when the
LAST LEG REPORT is set.
MENU MODE (INTERACTIVE MODE)
The APU CMS (Central Maintenance System) Interactive Mode is available on
the MCDU display when the APU Master Switch is set to on, the SYSTEM
REPORT/TEST is set and APU selection is made. The MCDU display shows
the related APU system data and the faults transmitted by the ECB. The APU
menu includes the:
S LAST LEG REPORT
S PREVIOUS LEGS REPORT
S LRU IDENT
S GND SCANNING
S CLASS 3 FAULTS
S TEST
S GROUND REPORT
S SHUTDOWNS
S SERVICE DATA
S TROUBLE SHOOT DATA
Previous Leg Report

The purpose of this item is to present the internal and external fault messages,
concerning the system that appeared during the previous 64 flights. This item
is the sum of the LAST LEG REPORT items over several flights.
The screen shows a maximum of 2 failures, it shows other failures when you
push the next page key on the MCDU keyboard. If the system has no failures
the screen shows the aircraft identifier and the NO FAULT DETECTED legend.
Line Replaceable Unit Identification
The purpose of this item is to present the part number of the selected system
(in this case the Electronic Control Box). The serial number and the data base
number is also displayed.
NOTE:
Only electrical LRUs with internal stored data are shown on this
page. (Electronic Control Box).
Last Leg Report

The purpose of this item is to present the internal and external Class 1 and 2
fault messages, concerning the system, that appeared during the last flight.
the screen shows the NO FAULT DETECTED legend.
Page 100
FRA US/E-1
WiK
Feb 01, 2008
Lufthansa
Technical Training

ANALYZERS
A334-200/300
GTCP 331350C
49-73
MCDU
MENU
SYSTEM REPORT/TEST 5/6

ATA:36 AIR BLEED
MCDU MENU
ACARS
ACMS
CMS
APU
LAST LEG
PRESS/TEMP
SAT
MAINT
FAULTS
PREVIOUS LEGS
REPORTS
CROSS FEED
ATA:38 WATER/WASTE
TOILET
ATA:45 MAINT
ONBOARD MAINT SYSTEM
ATA:49 APU
MCDU
CLASS 3
REPORT
LEAK DETECTION
TEST
LRU IDENT
GND SCANNING SHUTDOWNS
TROUBLE SHOOT
GROUND
DATA
APU
RETURN
REPORT
SERVICE
DATA
RETURN
SELECT DESIRED SYSTEM
APU
1/3
LAST LEG REPORT

UTC
JAN 09
ATA
1/10
CLASS
1406
492317
INLET PRESS XDCR (59KE22)
1408
499414
LOW OIL PRESS SW (59KT14)
RETURN
APU
PREVIOUS LEGS REPORT
2>
2>
PRINT
LEG
DATE
UTC
ATA CLASS
02
NOV26 1739 495121 1 >
IGNITION EXCITER (59KA10)
06
NOV05 1406
LOW OIL QUANTITY
RETURN
499300
APU
LRU IDENTIFICATION
ECB
P/N:
388394X1Y100ZZ
S/N:
143
S/W:
DOWN LOADER : AA
MICBAC
: BB
CONTROL
: CC
1>
PRINT
RETURN
PRINT
Page 101
Figure
55
FRA US/E-1
MCDU
Menu
(1/4)
WiK
Feb 01, 2008
Lufthansa
Technical Training

ANALYZERS
A334-200/300
GTCP 331350C
49-73
Ground Scanning
The purpose of this item is to reconfigure the computer BITE as being in flight.
Fault messages (Class 1, 2, 3, internal and external) detected by the BITE
during the activation of this function, are displayed in real time.
When you push the line key adjacent to the GND SCANNING indication, and if
there are system failures on the ground, the screen shows the related failures.
NOTE:
All failures are only shown on the MCDU and are not memorized
in the nonvolatile memory.
Trouble Shooting Data

The purpose of this item is to present internal snapshot data concerning any
failure of any class for airline engineering use.
When you push the line key adjacent to the TROUBLE SHOOT DATA, the
Trouble Shoot Data for each CLASS 1 and CLASS 2 fault which are shown in
the last leg or previous legs reports are shown. If the system has no fault,
NO FAULT DETECTED is shwon.
Class 3 Faults
The purpose of this item is to present the Class 3 Fault Messages, concerning
the system, that appeared during the last flight.
ECB System Test
When you push the line key adjacent to the TEST indication, the Electronic
Control Box starts the APU BITE Test (SelfTest of the ECB) and the APU
TEST page comes up and shows the message TEST IN PROGRESS.
If the ECB finds no failure during the test, the result TEST OK is shown and
instructions to set the system back to normal configuration.
If the ECB finds a failure during the test, the related ATA Number, the Failure
Class and the Maintenance Message are shown. If the APU is in operation and
the APU speed is more then 7% the message TEST NOT AVAILABLE comes
on. If the APU does not operate and the APU Master Switch switch on the
panel 215VU is in the off position, the message
ACTIVATE SYSTEM / SET APU M/S TO ON is shown on the APU TEST
page.
Page 102
FRA US/E-1
WiK
Feb 01, 2008
Lufthansa
Technical Training

ANALYZERS
A334-200/300
GTCP 331350C
49-73
APU
APU
DATE
UTC
ATA
LEG
NOV26 1739 492315
02
LOAD COMPRESSOR INLET
TEMP SNSR (59KE1)
TEST OK
SET APU M/S TO OFF
IF APU NOT REQUIRED
APU
LAST LEG
CLASS 3 FAULTS
CLASS 3
REPORT
TEST
FAULTS
PREVIOUS LEGS
REPORTS
TEST
LRU IDENT
TROUBLE SHOOT
GROUND
DATA
REPORT
SERVICE
RETURN
DATA
NOV05 1406 499413

06
HI OIL TEMP SNSR (59KT11)
RETURN
PRINT
RETURN
PRINT
OR
APU
GROUND SCANNING
UTC
1/3
JAN 09
ATA
CLASS
APU
TROUBLE SHOOTING DATA

DATE
1/12
UTC
APU
TEST
CLASS
ATA
1406
49317
INLET PRESS XDCR (59KE22)
2>
NOV14 0800
STARTER VOLTAGE MONITOR
SHOWS LOW VOLTAGE
>
492315
LOAD COMPRESSOR INLET
TEMP SNSR (59KE1)
3>
1408
494252
CONTACTOR (5KA)
2>
NOV13 0700
SHUT DOWN OCCURRED WITH
NO LRU FAULT DETECTED
>
499300
LOW OIL QUANTITY
2>
RETURN
PRINT
RETURN
PRINT
RETURN
PRINT
Page 103
Figure
56
FRA US/E-1
MCDU
Menu
(2/4)
WiK
Feb 01, 2008
Lufthansa
Technical Training

ANALYZERS
A334-200/300
GTCP 331350C
49-73
Shutdowns
When you push the line key adjacent to the SHUTDOWNS indication, the
screen shows the cause of the shutdown and the related class 1 LRUs. A list of
the shutdown faults and text of the possible causes is shown in the
tables 1, 2 and 3. If the system has no failures the screen shows the
NO FAULT DETECTED legend.
Ground Report
The purpose of this item is to present the internal fault messages of the APU
system which appeared since the last flight at the moment of the request.
Service Data
When you push the line key adjacent to the SERVICE DATA indication, on
the menu page, the screen shows the subsequent information:
APU Serial Number
APU Operation Hours
APU Cycles
Oil Level (OK or LOW)
Oil Chip Detector (OK or CHECK)
Page 104
FRA US/E-1
WiK
Feb 01, 2008
Lufthansa
Technical Training

ANALYZERS
A334-200/300
GTCP 331350C
49-73
APU
APU
LAST LEG
CLASS 3
REPORT
FAULTS
PREVIOUS LEGS
REPORTS
1/5
SHUTDOWNS
DATE
UTC
TEST
EVENT >
JAN09 1406
NO ACCELERATION
FUEL CONTROL UNIT (59KF19)
LRU DATA >
LRU IDENT
TROUBLE SHOOT
GROUND
DATA
REPORT
SERVICE
DATA
RETURN
ACCEL < 0.3% / SEC TIME OUT

FLIGHT PHASE: 09
RETURN
APU
PRINT
APU
SERVICE DATA
GROUND REPORT
1/2
JAN 15
S/N
143
UTC
HOURS
CYCLES
:
:
1034
352
1610
494252
CONTACTOR (5KA)
2>
OIL LEVEL
OIL CHIP
:
:
OK (LOW)
OK (CHECK)
DMM >
1613
242351
GENERATOR (8X5) /
OIL PUMP MODULE (5100KT9)
1>
RETURN
PRINT
RETURN
ATA
CLASS
PRINT
Page 105
Figure
57
FRA US/E-1
MCDU
Menu
(3/4)
WiK
Feb 01, 2008
Lufthansa
Technical Training

ANALYZERS
A334-200/300
GTCP 331350C
49-73
APU
1/5
SHUTDOWNS
UTC
DATE
EVENT >
JAN09 1406
NO ACCELERATION
FUEL CONTROL UNIT (59KF19)
LRU DATA >
ACCEL < 0.3% / SEC TIME OUT
FLIGHT PHASE: 09
RETURN
PRINT
APU
LRU TROUBLE SHOOT DATA

DATE:NOV14
FAULT CODE NUMBER :
INLET PRESS TRANSDUCER
SHOWS OUT OF RANGE
FAULT CALSS
:
FAULT COUNT
:
FLIGHT PHASE
:
OTHER FAULTS PRESENT
XXX XXX XXX XXX
RETURN
1/3
UTC:0800
XXX
2
1
09
PRINT
APU
SDN TROUBLE SHOOT DATA

UTC:1407
DATE:JAN09
NO ACCELERATION
MODE :
MASTER SWITCH :
START INIT :
START CONT :
SPEED > 7% :
SPEED > 95% :
FLAME ON :
BLEED SWITCH :
PRINT
APU
RETURN
:
:
:
:
:
:
:
:
APU
SDN TROUBLE SHOOT DATA
2/3
UTC:0800
XXX
IN OPER
ON
YES
NO
NO
YES
ON
PRINT
ON
NO
LOW
NO
NO
NO
YES
RETURN
PRINT
APU

DATE:NOV14
FAULT CODE NUMBER
MES MODE
COOLDOWN
FUEL PRESS SW
IGV POS >70 DEG
SCV POS >30 DEG
IGV TRIM
IN AIR
RETURN
2/2
UTC:1407
DATE:JAN09
NO ACCELERATION
MES MODE :
COOLDOWN :
FUEL PRESS SW :
IGV POS >70 DEG :
SCV POS >30 DEG :
IGV TRIM :
IN AIR :
IN OPER
ON
YES
YES
NO
NO
YES
ON
RETURN
DATE:NOV14
FAULT CODE NUMBER
MODE
MASTER SWITCH
START INIT
SPEED > 7%
SPEED > 95%
FLAME ON
BLEED SWITCH
XXX XXX XXX XXX
1/2
:
:
:
:
:
:
:
3/3
UTC:0800
XXX
ON
NO
LOW
NO
NO
NO
YES
PRINT
Page 106
Figure
58
FRA US/E-1
MCDU
Menu
(4/4)
WiK
Feb 01, 2008
Lufthansa
Technical Training

ANALYZERS
A334-200/300
GTCP 331350C
49-73
MCDU MENU
ACARS
ACMS
CMS
SAT
ACMS
LABEL
ALPHA
SPECIAL FUNC/
REPROGRAM
MCDU
MAINT
LIST OF
DUMP DATA
PREV REP
SAR DATA
REPORTS
SAR/DAR
REPORTS
STOP
CHANNEL 6
STORED DATA
STORED
MAN REQ
MAN REQ
DATA RECORDING
SELECT DESIRED SYSTEM
ACMS: MAN REQ REP

PRINT (<-DUMP
SEND ->)
1/5
ACMS: MAN REQ REP

PRINT (<-DUMP
SEND ->)
2/5
ACMS: MAN REQ REP

PRINT (<-DUMP
SEND ->)
3/5
01: ENG CRUISE
07: ENG MECH ADVISORY
14: APU SHUTDOWN
02: A/C PERFORMANCE
09: ENG DIVERGENCE
15: LOAD REPORT
04: ENG TAKE OFF
10: ENG START
16: PROGRAMMABLE REPORT
05: ENG ON REQUEST
11: ENG RUN UP
06: GAS PATH ADVISORY
13: APU MES/IDLE
RETURN
RETURN
SCROLL
PRINT
<- ->
SELECT
SCROLL
PRINT
<- ->
SELECT
RETURN
SCROLL
PRINT
<- ->
SELECT
Page 107
Figure
59
FRA US/E-1
ACMS
Menu
WiK
Feb 01, 2008
Lufthansa
Technical Training

ANALYZERS
A334-200/300
GTCP 331350C
49-73
ACMS REPORTS
General
The ACMS can produce two APU condition reports through the Data
Management Unit:
S MES (Main Engine Start/Idle Report
S APU Shutdown Report.
The reports can be launched from the MCDU. The reports are available on a
hard copy from the printer or on ground through the ACARS if installed.
MES/IDLE Report
The Main Engine Start/Idle report monitors the APU related data when the APU
bleed air is used for a Main Engine Start. The displayed informations are
beside others:
S Serial Number
S Operating Hours
S Cycles
S Load Compressor Temperatures and Pressures
S APU Speed
S EGT
APU Shutdown Report
The APU Shutdown report monitors the APU related data and is started when
an abnormal shutdown is detected. The last ten seconds before the shutdown
are recorded. The displayed informations are beside others:
S Serial Number
S Operating Hours
S Cycles
S APU Speed
S EGT
S Load Compressor Temperatures and Pressures
S Valve Positions
S Reason for Shutdown
Page 108
FRA US/E-1
WiK
Feb 01, 2008
Lufthansa
Technical Training

ANALYZERS
A334-200/300
GTCP 331350C
49-73
<FREE PROGRAMMABLE 64 CHARACTERS>

A340
PAGE 01 OF 01
APU SHUTDOWN REPORT <14>
ACID
DATE
UTC
FROM TO
F LT
CODE CNT
C1 XXXXXXX 99AAA99 99.99.99 AAAA AAAA XXXXXXXXXX 999X 999 ..

A340 APU MES/IDLE REPORT <13>
ACID
DATE
UTC
FROM TO
F LT
PAGE 01 OF 01
CODE CNT
C1 XXXXXXX 99AAA99 99.99.99 AAAA AAAA XXXXXXXXXX 999X 999 ..

PRV PH
TIEBCK DMU IDENTIFICATION
MOD AP1 AP2
PRV PH
TIEBCK DMU IDENTIFICATION
MOD AP1 AP2
C2 099 99.9 XXXXXX SXXXXX VXXXXX CXXXXX XXX 099 099 ..

TAT
ALT
MN
SYS (........BLEED
S TAT U S . . . . . . . ) A P U
C 3 X 9 9 . 9 X 9 9 9 9 0 . 9 9 9 9 9 9 9 . 9 9 1111 1111 1 1111 1111 9 . 9 9 1 . .
C2 099 99.9 XXXXXX SXXXXX VXXXXX CXXXXX XXX 099 099 ..

ASN
TAT
ALT
SYS (........BLEED
MN
AHRS
ACYC
ECID
ACW2
ACW3
S TAT U S . . . . . . . ) A P U
E1 9999 99999 99999 999999 XXXXX XXXXX
..
C 3 X 9 9 . 9 X 9 9 9 9 0 . 9 9 9 9 9 9 9 . 9 9 1111 1111 1 1111 1111 9 . 9 9 1 . .

REASON : XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
ASN
AHRS
ACYC
ECID
PRE EVENT , Y14.1 SECONDS INTERVAL
ACW1
E1 9999 99999 99999 999999 XXXXX ..

ESN
EGTA GLA WB
PT
P2A
NA
LCOT LCIT IGV SCV LOT HOT
EGTA GLA WB
PT
P2A
LCOT LCIT IGV SCV LOT HOT
N1 999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
N1 999999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
N2 999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
N2 999999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
N3 999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
N3 999999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
N4 999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
PREVIOUS APU START
N5 999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
STA EGTP NPA LOT LCIT
N6 999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
V1 999 X999 999 X99 X099 ..
N7 999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
N8 999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
N9 999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
AT EVENT
N0 999 X999 999 9999 99.9 99.9 X999 X099 X99 099 X99 X99 ..
Page 109
Figure
60
FRA US/E-1
APU
Report
No. 13 and No. 14
WiK
Feb 01, 2008
Lufthansa
Technical Training
A3342/3

4993 OIL INDICATING
4950 AIR
4970 INDICATING
4973 ANALYZERS
Lufthansa
Technical Training

IGNITION AND STARTING
A334-200/300
GTCP 331350C
4940
4940
INTRODUCTION
General
The Ignition and Starting System is necessary to start the APU. The APU start
sequence is initiated from the cockpit and is controlled by the Electronic Control
Box.
During starting, the electrical starter motor drives the APU and initial
combustion is initiated by the ignition system.
Page 110
FRA US/E-1
WiK
Feb 01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4940
OVERHEAD
PANEL
APU
STARTER
MOTOR
MASTER SW
FAULT
COMBUSTION
CHAMBER
ON/R
START
AVAIL
ON
IGNITER PLUG
EXTERNAL
AIR
IGNITION
EXCITER
ELECTRONIC
CONTROL
BOX
Page 111
Figure
61
FRA US/E-1
Starting
&Feb
Ignition
System Design
WiK
01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4940
DESCRIPTION
General
The Ignition and Starting It operates electrically and is supplied from the aircraft
electrical system. The APU battery is assisted by the APU TRU (Transformer
Rectifier Unit) if powered through the external power or if the main engine
generator supplies sufficient power to start the APU. The APU battery and the
APU TRU are installed adjacent to the BULK cargo compartment.
The starting system turns the engine to more than its selfsustaining speed.
The ignition system then ignites the fuel/air mixture in the APU combustion
chamber.
Ignition System
The ignition system gives the constant highenergy ignition which ignites the
fuel/air mixture in the combustion chamber. It operates during the start
sequence until the APU speed is between 7 % and 50 %. It also operates
during the APU operation if the APU speed decreases to between 95% and
50%. The Ignition System is controlled by the ECB.
Starting System
The starting system turns and accelerates the main shaft of the APU to 50%.
You can operate the starting system from the APU panel in the cockpit. The
ECB controls the start sequence.
For manual rotation of the APU main shaft, a cap protected Manual Drive Shaft
is installed on the front of the starter motor. This device is used for borescope
inspection.
A yellow Brush Wear Indicator Pin which you can see in a clear plastic cover
indicates the serviceability of the starter brushes. When the yellow Indicator Pin
is not visible you have to replace the starter motor.
ATTENTION: Three consecutive start attempts are permitted without cool
down. After the third attempt the starter motor must cool down
for at least 60 minutes.
Figure 62
5000VE (Bulk Cargo Compartment)
Page 112
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4940
1/6
Page 113
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GTCP 331350C
4940
IGNITION
EXCITER
2/6
WARNING!
18KV OUTPUT
Page 113
FRA US/E-1
WiK
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Technical Training

A334-200/300
GTCP 331350C
4940
IGNITION
EXCITER
IGNITER
PLUG
IGNITION
LEAD
3/6
WARNING!
18KV OUTPUT
Page 113
FRA US/E-1
WiK
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A334-200/300
GTCP 331350C
4940
IGNITION
EXCITER
IGNITER
PLUG
IGNITION
LEAD
4/6
WARNING!
18KV OUTPUT
Page 113
FRA US/E-1
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Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4940
MANUAL
DRIVE
SHAFT
STARTER
MOTOR
IGNITION
EXCITER
IGNITER
PLUG
IGNITION
LEAD
5/6
WARNING!
18KV OUTPUT
Page 113
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Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4940
STARTER MOTOR
BRUSH WEAR INDICATOR
MANUAL
DRIVE
SHAFT
STARTER
MOTOR
IGNITION
EXCITER
IGNITER
PLUG
IGNITION
LEAD
6/6
WARNING!
18KV OUTPUT
Page 113
Figure
63
FRA US/E-1
Ignition
& Feb
Starting
Components
WiK
01, 2008
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4940
STARTING AND IGNITION OPERATION
Starting and Ignition Schedule
When you put the MASTER SW in the ON position, the:
S A/C relay energizes
S ECB 59KD starts the prestart test
S APU Fuel Pump energizes
S Fuel Solenoid Valve energizes
S APU Air Inlet Door opens
S Back-Up Start Contactor closes
S IGVs close
When the START pushbutton is set to ON the following sequence is initiated:
S the ON light in the pushbutton comes on
S the APU page of the EIS SD is shown
S the DeOiling Solenoid Valve, used to unload the lube pump, opens
at low oil temperature
S the Main Start Contactor closes and energizes the Starter Motor, when the
ECB receives the signal that the Air Intake Flap is open
the Starter Motor starts to turn and
the Starter Clutch Module is engaged
S the Back-Up Start Contactor closes
7% SPEED
S the Ignition Unit is energized and supplies highvoltage electrical energy to
the Igniter Plugs
S the Fuel ShutOff Solenoid Valve is energized and the fuel metering valve
starts to regulate the fuel flow
S
S
S
50%-SPEED (54.5% > 25000 ft. or 65% > 31000 ft.)

the ECB deenergizes the main start contactor
(at 54.5% APU speed above 25000 ft.)
(at 65% APU speed in cruise above 31000 ft.)
the Main Start Contactor stops the electrical power to the Starter Motor
the timed acceleration logic of the ECB accelerates the APU speed
automatically
the ECB deenergizes the APU ignition system
(at 54.5% APU speed above 25000 ft.)
60% SPEED
the DeOiling Valve closes (when open on cold days)
(at 65% APU speed in cruise above 31000 ft.)
95% SPEED
the ON light in the START pushbutton distinguishes, the AVAIL light comes
on in green and the AVAIL message appears on the ECAM APU page. The
Back-Up Start Contactor opens
the APU is on governed speed. At that speed, the APU generator can be
used and APU bleed can be switched on
the ECB sends a permanent 95 % signal to the other systems
100% SPEED
The ECB compensates the electrical and pneumatic loads by acting on the
fuel flow to maintain an APU constant speed at 100 %. The various APU
parameters are displayed on the ECAM APU page.
Page 114
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4940
AVAIL
If P2 < 5.45 psi

(ALT > 25000 ft )
ON
AVAIL
If ALT
> 31000 ft
BACK-UP START
CONTACTOR CLOSES
ON
BACK-UP START
CONTACTOR OPENS
MASTER SW
P/BSW ON
START P/BSW
PRESSED
START CONTACTOR
CLOSES
STARTER
ENGAGES
START CONTACTOR
OPENS
STARTER
DISENGAGES
STARTING
ECB PRESTART
TEST
0%
7%
50% 54.4%
65%
95% 100%
IGNITION
- ECB IS ENERGIZED
- START SYSTEM IS ARMED
- APU LP FUEL PUMP IS ARMED
- AIR INTAKE FLAP OPENS
IGNITION
ON
IGNITION
ON
IGNITION
OFF
IGNITION
OFF
ON SPEED
IGNITION ON IF SPEED
DROPS BELOW 95%
AIR BLEED AND

DC ELECTRICAL
POWER
AVAILABLE
Page 115
Figure 64
Starting and Ignition Schedule
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A334-200/300
GTCP 331350C
4940
ALT
> 25000 ft
ALT
> 31000 ft
FUEL SOLENOID VALVE

ENERGIZED
IGNITION SYSTEM
ENERGIZED
STARTER MOTOR
ENERGIZED
DE-OILING SOLENOID
ENERGIZED
APU INLET DOOR OPEN
A/C RELAY ENERGIZED
START SW ON LT
START SW AVAIL LT
MSW ON LT
MSW FAULT LT
M/SW
PUSHED
START SW
PUSHED
7%
50%
54.4%
60%
65%
95%
100%
107%
109%
Page 116
Figure 65
Starting and Ignition Conditions
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A334-200/300
GTCP 331350C
4940
APU
MASTER
14KD
S/D
APU AVAIL
FAULT
ON/R
N>7%
N<50%
28VDC
59KA31 A
S/D
START
2KA
IGNITION LEAD A
[59KA32]
on DLH A/C
Eff.104199
STOP
SWITCH
START IN PROGRESS OUTPUT
AVAIL
ON
Start Contactor GRND Signal

(for max. 90s if:
- Start Switch pushed
- Inlet Flap open
- no protective S/D
- N<50% (55% in high ALT
215VU
309PP
59KA10
IGNITION
EXITER
59KA31 B
34KD
RELAY
ACCELERATION
CONTROLED
28VDC
1KD
BY ACCEL.LOGIC
IGNITER
PLUGS
[59KA31]
10KA
BACKUP START
2KD
28VDC
LABEL 352
4KD APU
MAIN RELAY
IGNITION EXCITER
[59KA10]
IGNITION LEAD B
[59KA33]
CONTACTOR
START
CONTACT
5000VE
BIT 16
LABEL 352
ARINC 429
2KD
6KA
5KA
START
STARTER
FUSE
BIT 25
CONTACTOR
5000VE
LABEL 351
STARTER
MOTOR
BIT 26
MCDU 100VU
Page 117
Figure 66
59KB ECB
Starting and Ignition Schematic
8KA
STARTER MOTOR
STARTER
MOTOR
[8KA]
STARTER CLUTCH
MODULE [5100KA5]
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A334-200/300
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4940
Start Contactor [5KA]
The Start Contactor is installed in the APU box 5000VE. It is a heavy duty
contactor which supplies the electrical power to the starter motor.
Back-Up Start Contactor [10KA]
The Back-Up Start Contactor is installed at frame 79 in the aft underfloor
compartment. It is a heavy duty contactor which disconnects the electrical
power to the starter motor, in case of a fail close main start contactor.
Page 118
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GTCP 331350C
4940
162ZW
5000VE
BACK-UP START
CONTACTOR
5112VC-A
5108VC-A
APU
CTL
COM
MAIN
MODE INTRPT
SUPPLY SUPPLY SUPPLY
START
CONTACTOR
DC SUPPLY
REF
BAT REF BAT APU APU
NO VDC BCL APU BCL APU CNTOR
VM
FUSE
OIL
HEATER
APU BOX (5000VE)
Page 119
Figure 67
APU-Box 5000 VE
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A334-200/300
GTCP 331350C
4940
APU SHUTDOWN OPERATION
Shutdown Initiation and NBPT
The ECB starts a normal APU S/D (Shut Down) when you push the APU
MASTER P/BSW from ON/R to OFF.
The ECB immediately sends a S/D signal to aircraft systems which causes the
bleed air valve to close. With the MASTER SW set to off, the ECB provides a
time slot of 15 seconds to allow a NBPT (No Break Power Transfer) between
the APU electrical generator and other active electrical aircraft power sources
(Engine or External Power).
Cool Down Period
After this NBPT the field excitation of the APU generator is de-energized and
the ECB starts a cool down period of 85 seconds whether bleed was selected
or not, and the altitude is below 23000 ft. In this period the APU decelerates to
84% with a rate of 1%/sec. and then deceleration is reduced to 0.5%/sec until
82% speed. In the remaining 65 seconds the APU stays on 82% speed.
NOTE:
If the altitude is higher than 23000 ft. the cool down period is set
to zero seconds and the APU decelerates from 100% down to
0% continuously.
Shutdown State
After the cool down period the ECB tests the overspeed protection circuit, and
thus the APU enters the shutdown state. At the same time the AVAIL legend in
the START P/BSW distinguishes. During the APU shutdown the ECB activates
the ecology drain solenoid and de-energizes the fuel solenoid in the Fuel
Control Unit. At the same time the De-Oiling Solenoid Valve is energized.
The EGT and the APU speed decrease and the de-oiling valve opens.
7% Speed
At 7% APU speed the ECB de-energizes or closes the subsequent items:
S FWD fuel feed pump
S De-Oiling valve
S Ecology Drain Solenoid
S A/C APU Fuel Valves
S APU Fuel Feed Pump(s)
S Air Intake Flap
SPEED POINT
and RATE
DURATION
100% SPEED
RATE
1% / sec
16 sec
84% SPEED
RATE
0.5% / sec
82% SPEED
4 sec
65 sec
0% SPEED
Figure 68
Cool Down Period
Page 120
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A334-200/300
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4940
STOP SWITCH (GROUND)
APU
MASTER
GND
SWITCH
14KD
FAULT
N 95 FOR 2 SECONDS
GND
ON/R
3314
PROTECTIVE S/D
INHIBITED S/D
28VDC
SHUTDOWN
STOP SWITCH
231VU
GND
STOP SEQUENCE
2KA
10WF
12WG
SHUTDOWN
START
START
AVAIL
AIR/GROUND (OPEN=AIR)
INTERRUPT SUPPLY (28VDC)
MAIN POWER SUPPLY (28VDC)
ON
215VU
FLAP CLOSE
COMPLETE
FLAP CLOSE
GND
FAIL 3 SEC.
1KL
925VU
POWER UP TEST
MAIN ENGINE START (28VDC)

BOOST FOR
WING ICE
35KD
PROTECTION
3011
2KL
990VU
CLOSED
WHEN MAIN
LANDING
COMPRESSED
5KD
58KD
GROUND
SUPPLY
LGCIU 1
LABEL 353
ENGINE START
28VDC
E I V MU 1 , 2 , 3 , 4
2KD
28VDC
1KD
4KD
28KS
APU
MAIN
Page 121
5000VE
Figure 69
28VDC
27KS
APU Shutdown Controls
EMER STOP
BIT 13
OPEN
DRY/WET MOTORING
34KD
INTERNAL
SUPPLY
TRUE
EMERGENCY
N2 50
START
VALVE
ENERGIZED FOR ENGINE
35KD
2163
ECS DEMAND
2423
VARY SPEED/GEN LOAD
4512
OMS
ARINC 429
5WF
ENERGIZED WHEN
ELECTRONIC CONTROL BOX 59KD
FIRE DETECTION
IN APU COMP:
IN FLIGHT MANUALLY
ON GROUND AUTOMATICALLY
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4993 OIL INDICATING
4950 AIR
4970 INDICATING
4973 ANALYZERS
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ENGINE CONTROLS
A334-200/300
GTCP 331350C
4960
4960
ENGINE CONTROLS
APU CONTROL AND MONITORING INTRODUCTION

GENERAL
The Engine Control System is divided in two main systems
S Power Control System
S Emergency Shutdown System
Power Control System
The main part of the Power Control System is the Electrical Control Box. The
Electronic Control Box provides full authority digital control over the APU
throughout the complete operating envelope. It monitors the APU, controls its
performance and gives self protection.
To achieve APU control, the Electronic Control Box interfaces with the APU
and the aircraft systems. Multiple sensors and selfmonitoring enable a fault
tolerant operation of the APU. The ECB receives the APU fault detection
signals. It transmits this data and the control and the monitoring signals to the
other A/C systems. The ECB prevents the APU start or shuts it down if it finds
that important LRUs fail or operate incorrectly.
The ECB is installed behind a rack in the RH sidewall panel in the BULK cargo
compartment.
Emergency Shutdown System
The Auxiliary Power Unit is equipped with an Emergency Shutdown System. If
the ECB receives the emergency shutdown signal, it starts the APU shutdown
immediately.
Figure 70
ECB Location
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ENGINE CONTROLS
A334-200/300
GTCP 331350C
4960
INDICATION
AIR INTAKE FLAP
FUEL SYSTEM
IGNITION & STARTING
ELECTRONIC
CONTROL
BOX
OIL SYSTEM
AIRCRAFT SYSTEMS
AIR SYSTEM
Page 123
Figure
71
FRA US/E-1
CTL
& MON
Simplified Diagram
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4970 INDICATING
4973 ANALYZERS
Lufthansa
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CONTROL AND MONITORING
A334-200/300
GTCP 331350C
4961
4961
SYSTEM DESCRIPTION
General
The ECB provides full authority digital APU control from the start initialization,
during the acceleration, at the governor speed to the shutdown. The ECB
monitors the APU speed, the APU temperatures, the load compressor air flow,
and other critical parameters based on signal inputs from the accessory
sensors and the control switches. The ECB communicates with the aircraft
systems through the ARINC 429 busses.
These data are used for the calculation and to continuously control:
S Fuel Flow
S IGV Position
S Surge Control Valve Position
The ECB also controls the subsequent systems:
S Starter Motor
S Igniters
S Fuel Control Shutoff Valve
S Air Intake Flap
The ECB communicates with the aircraft systems through the ARINC 429
busses.
The subsequent LRUs are controlled by separate torque motor currents:
S Fuel Control Assembly
S IGV Actuator
S Surge Control Valve
The ECB controls and monitors the APU with the subsequent Line Replaceable
Units (LRUs):
S Generator Oil Temperature Sensor
S Air Intake Actuator
S Inlet Guide Vanes LVDT (Linear Variable Differential Transformer)
S LCIT (Load Compressor Inlet Temperature) Sensor
S LCOT (Load Compressor Outlet Temperature) Sensor
S Inlet Pressure Transducer
S Fuel Temperature Sensor
S Fuel Flow Meter
S SCV (Surge Control Valve) LVDT
S Total Pressure Transducer
S Differential Pressure Transducer
S Speed Sensor #1
S Speed Sensor #2
S Thermocouple Rake #1 Exhaust Gas Temperature
S Thermocouple Rake #2 Exhaust Gas Temperature
S Low Oil Temperature Sensor
S DeOil Solenoid Valve
S High Oil Temperature Sensor
S APU Oil Heater
Page 124
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GTCP 331350C
4961
AVAIL LIGHT
SURGE CONTROL
VALVE
BLEED VALVE
START LIGHT
CENTRALIZED
MAINTENANCE
SYSTEM
G
E
ELEC GEN A
R
OIL
B
FCU
PUMP O
X
ELECTRONIC
CONTROL
BOX
IGV
CTL
P2/LCIT
SPD XDCR
ECAM PAGE
STARTER
Pt/dP
FAULT RELAY
IGNITION
UNIT
ATOMIZER VALVE ECOLOGY DRAIN
TC RAKES
AIRCRAFT
SYSTEMS
AIR INTAKE
SYSTEM
Page 125
Figure 72
Engine Control Diagram
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A334-200/300
GTCP 331350C
4961
ELECTRONIC CONTROL BOX BITE
General
The Electronic Control Box performs several tests to isolate any failure or failed
component. The tests performed by the ECB are:
S PUT (Power Up Test)
S IOT (In Operation Test)
S Self Test
The ECB also applies protective shutdown logics. Any detected failure or failed
component will cause a maintenance message which is stored in a non volatile
memory.
Power-Up Test
The Power-Up Test is performed automatically as soon as the ECB is
electrically supplied for at least three seconds. During the Power-Up Test all the
components are tested, except those for which the APU must be running. E.g.
the speed sensors are not tested during the Power Up Test.
Fault Isolation Principle

When a sensor fails, a computed value from another sensor or a synthesized
value is used by the ECB, and the Auxiliary Power Unit can be operated.
The Electronic Control Box tests are divided into:
S ECB Internal Test
S APU LRUs (Line Replaceable Units) Test
Sensors
Motors
Air Intake Flap
Any detected failure or failed component causes a maintenance message to be
stored in a non volatile memory which can be interrogated from the
MCDU (Multipurpose Control & Display Unit).
Self Test
The Self Test is performed by maintenance crew from the MCDU in the cockpit
while the APU is not running. The Self Test lasts three seconds. During the Self
Test, the same elements are tested as during the Power-Up Test.
In Operation Test
The In Operation Test is a cyclic test performed automatically when the APU is
running. The torque motors, the solenoids and most of the switches are not
tested, but all of the sensors are tested.
Page 126
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4961
POWER UP TEST
MSW SWITCH ON
POWER UP TEST
COMPLETE
NO SHUTDOWN
NO START
SPEED < 7%
MSW ON
TEST ACTIVATION
FROM MCDU
AND
AND
IN OPERATION
TEST
SELF TEST
ANALYSIS
TEST NOT OK
APU OPERATION
UNSAFE
TEST
SIGNALS
REPLY
SIGNALS
TEST
OK
APU OPERATION
NORMAL/DEGRADED
OR
CMC
FAULT
MEMORY
APU LINE
REPLACEABLE
UNITS
APU OPERATION
APU SHUTDOWN
APU PROTECTIVE
SHUTDOWN LOGICS
BITE
ELECTRONIC CONTROL BOX

Page 127
Figure 73
ECB BITE-Logic
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General
The ECB is a microprocessorbased digital electronic controller that does the
primary part of the APU system logic. The ECB does this for all modes of the
APU operation.
The internal CPU (Central Processing Unit) processes the program data kept in
an EPROM (Erasable Programmable Read Only Memory). The program gives
the control and the internal tests of the system. A RAM (Random Access
Memory) keeps the results of the temporary calculations that change
continuously (such as the fuel schedules and the speed rate commands).
A processor gives the BuiltIn Test Equipment (BITE) functions. It transmits the
data through the ARINC 429 Bus of the ECB and the RS232 interface.
The ECB transmits and gets all information through the J1 main connector on
the rear panel of the ECB.
It is possible to download the ECB software via the RS232 connector at the
front. This enables the customer to install the ECB, with its A/C related
software.
Onboard Replaceable Modules
The Control and Communication OBRMs (On Board Replaceable Modules) are
installed in the ECB. These contain the software for control and data transfer
between the aircraft systems and the ECB. All data between the aircraft and
the ECB are transmitted on the ARINC 429 data bus systems.
The Control OBRM #1 contains the software to control the data transfer
between the ECB and the APU data memory module. These are used for the
APU health monitoring.
The Communication OBRM #2 has a logic for all ARINC 429 labels to and from
the aircraft systems as required for the:
S ACMS (Aircraft Condition Monitoring System) if installed
Page 128
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4961
ELECTRONIC
CONTROL
BOX
GARRETT GMBH
ALLIED SIGNAL AEROSPACE

DEVELOPEMENT AND MANUFACTURED BY
BODENSEEWERK GERAETETECHNIK GMBH
UNIT
P/N
304486XX
S/N
143
IDENT
NUMBER
DATE
ECB IDENTIFICATION PLATE
OBRM
NUMBER
1/2
ONBOARD
REPLACEABLE
MODULE
Page 129
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GTCP 331350C
4961
ELECTRONIC
CONTROL
BOX
GARRETT GMBH
ALLIED SIGNAL AEROSPACE

DEVELOPEMENT AND MANUFACTURED BY
BODENSEEWERK GERAETETECHNIK GMBH
UNIT
P/N
304486XX
S/N
143
DATA
MEMORY
MODULE
IDENT
NUMBER
DATE
ECB IDENTIFICATION PLATE
OBRM
NUMBER
2/2
ONBOARD
REPLACEABLE
MODULE
Page 129
Figure 74
Electronic Control Box
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A334-200/300
GTCP 331350C
4961
APU DATA ANALYSIS
The analysis data of the APU is divided into two sections:
S APU Life Data
S APU Fault Data
APU Life Data
The APU DMM (Data Memory Module) keeps the APU life data. The ECB also
keeps the APU life data at the same time as the Data Memory Module. When
the DMM fails, the ECB continues to store the data.
When you install a new Data Memory Module, the ECB transmits all life data to
the Data Memory Module. When you install a new Electronic Control Box, the
Data Memory Module transmits the memory content to the new ECB. The
interface between the ECB and APU memory module is made through a serial
bus.
The APU life data contains:
S APU Serial Number
S Number of the APU Starts
S Number of the APU Operating Hours
S Number of the unsuccessful Starts
S Number of the HighOil Temperature Shutdowns
S Turbine Life Consumed
APU Serial Number
The APU serial number is kept in the memory module. The memory module
sets the serial number and the ECB reads this information.
APU Starts
Shows the number of the APU starts. An APU start is counted when the APU
speed is more than 95%.
APU Operating Hours
Shows the total run time in hours, where the APU speed was more than 95%.
The hours are stored after shutdown when the APU speed is less than 7%.
Number of unsuccessful Starts
Shows the number of unsuccessful starts of the APU. It is counted when a
start aborted shutdown is available.
NOTE:
Number of HOT Shutdowns

Shows the number of HOT (High Oil Temperature) shutdowns of the APU. It is
counted when a HOT shutdown or a generator shutdown is available.
NOTE:
This Information is not displayed on the MCDU.
Turbine Life consumed
This shows for example the highest APU turbine temperature at an APU start.
Access to this information is through the MCDU. When you set the
SERVICE DATA on the APU menu or to the two ACMS reports. You can also
get access to all information through an RS232 interface at the ECB.
APU Fault Data
The BITE memory of the ECB keeps the APU Fault Data. The ECB transmits
the data, through an ARINC 429 bus, to the CMS and the DMU. The MCDU
shows the data.
The BITE (Built In Test Equipment) of the ECB can detect the failure of
LRUs (Line Replaceable Units). If the ECB starts an automatic shutdown of the
APU, the BITE fault memory (Non Volatile) of the ECB keeps the LRU failure
and shutdown fault information. The CMS function of the MCDU gives access
to this fault data. It sends a command to the ECB with fault data on ARINC
Label 227 and the ECB supplies the fault data as words with ARINC Label 356.
APU Data Memory Module
The APU Data Memory Module contains a Non Volatile EEPROM (Electrically
Erasable Programmable Read Only Memory) based memory storage device.
This device is scheduled for 126 entries. The APU memory module has seven
memory allocation pages, each of them stores up to 64 different data.
The pages store the subsequent data:
PAGES
DATA
APU Data
1 to 4
Labels
Test Data
6 and 7
Reserved
This Information is not displayed on the MCDU.
Page 130
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SYSTEM INTERFACES
Power Supply
The Electronic Control Box is electrically supplied by the APU Battery, the
Aircraft DC Network and/or from the APU Transformer Rectifier.
It is supplied with 28 V DC from the:
S 709PP APU HOT BUS through the C/B 58KD
S 401PP ESS BUS through the C/B 35KD
S 309PP APU BAT BUS through the C/B 1KD
S 909PP APU TRU BUS through the C/B 3KD
The ECB continuously monitors its internal voltages and starts a shutdown if a
voltage failure occurs.
Master Switch Pushbutton
The Master Switch provides the ECB with a supply and reset signal and with a
shutdown signal. The Electronic Control Box sends a signal to the Fault Light
when a shutdown occurs.
Start Pushbutton
When the ECB receives the start signal from the Start Pushbutton, the start
sequence is initiated. The ECB illuminates the ON light during APU start
sequence. The AVAIL light in the START pushbutton comes on when the APU
speed is above 95%.
EIVMUs
The ECB receives the MES (Main Engine Start) signal from the EIVMUs
(Engine Interface and Vibration Monitoring Units). The MES mode is active
when a MES signal from the EIVMU1 or EIVMU2 or EIVMU3 or EIVMU4 is
available and the APU Bleed P/BSW is pushed to the on position. This sets the
IGV position in a fixed position in proportion to the inlet temperature, or 0 if the
A/C is in flight. These permit a correct MES.
BMCs
The ECB receives the APU bleed valve command signal from the BMCs
(Bleed Air Monitoring Computers. This signal is used to control the APU bleed
valve depending on bleed leak status.
Memory Module
A Memory Module mounted on the APU inlet plenum stores and exchanges the
following information with the ECB:
S APU Serial Number
S APU successful Starts (N > 95%)
S APU unsuccessful Starts (N < 95%)
S APU Turbine Life consumed
S APU Operating Hours
Emergency Stop
An emergency stop signal causes an immediate shutdown of the APU. The
four sources for emergency stop signals are:
S External Power Control Panel Shut-Off Pushbutton
S Refuel/Defuel Panel Shutdown Pushbutton
S AFECU (Automatic Fire Extinguishing Control Unit)
S Fire Handle Pushbutton.
LGCIU 1
The ECB receives the Flight/Ground logic from the LGCIU #1 (Landing Gear
Control and Interface Unit). This signal is used for automatic shutdown
inhibition logic and for failed sensor logic.
Page 131
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4961
APU Fuel Pump
The Electronic Control Box sends a fuel demand signal to the APU fuel pump
logic.
FCMCs
The Electronic Control Box sends a fuel demand signal to the Fuel Control and
Monitoring Computer.
ECS
The ECB receives the bleed demand signal from the ECS (Environmental
Control System) i.e. from the Zone Controller. This signal is used to control the
Inlet Guide Vanes and the surge control valve in proportion to the ECS demand
signal. The ECB provides the Environmental Control System with the APU
bleed valve open signal.
BCL 3
The ECB sends an APU available signal to the Battery Charge Limiter 3.
CGU
The ECB receives a speed variation demand signal from the Generator Control
Unit. This signal is used to vary APU speed so that the generator outputs
(voltage and frequency) stay in range.
SDAC
The ECB sends to the SDACs the indications to be displayed on the ECAM
APU page and shutdown information to trigger the corresponding warning.
CMC
The ECB is a type 1 computer. The ECB receives flight information from the
Centralized Maintenance Computer 1 and sends maintenance parameters to
both CMCs.
DMU
The ECB sends maintenance parameters to the Data Management Unit. This
information is used for the Aircraft Condition Monitoring System.
Page 132
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4961
POWER SUPPLY
APU FUEL
PUMP
MASTER SWITCH
PUSHBUTTON
FCMCS
ECS
START
PUSHBUTTON
EMERG STOP
ELECTRONIC
CONTROL
BOX
LGCIU 1
BCL 3
GCU
SDAC 1
EIVMUs
SDAC 2
BMCs
MEMORY MODULE
BITE
CMC 1
CMC 2
DMU
Page 133
Figure 75
ECB Interfaces
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4961
APU SHUTDOWNS
Normal Shutdown
The ECB starts a normal APU shutdown when you push the APU MASTER
SW P/BSW from ON/R to OFF. The ECB immediately sends a S/D signal to
aircraft systems which causes the bleed air valve to close.
Protective Shutdowns
A protective shutdown logic shuts down the APU automatically whenever
continued APU operation would result in damage to the aircraft, the APU or the
ECB. The shutdown sequence is the same as the normal shutdown sequence
except that there is no 85 seconds cooling period.
Automatic Shutdown
An automatic shutdown is always started from the subsequent shutdown
logics:
S Overspeed Shutdown
S ECB 1A Shutdown
S Emergency Shutdown
If the ECB receives one of these shutdown commands the ECB starts a APU
shutdown without a cool down cycle and without a BITE check.
During an APU automatic shutdown the MASTER CAUT lights come on and a
single chime sounds, the ECB closes the fuel solenoid valve, the isolation
shutoff valve and the APU LP fuel pump, the APU shuts down without a time
delay.
The fault output of the ECB transmits a signal to the MASTER P/BSW 14KD
and on the EWD the subsequent warning comes on:
S APU FAULT
S AUTO SHUTDOWN
S MASTER SWITCH ____OFF
When the APU MASTER P/BSW has been push to the off position, the AUTO
SHUTDOWN and the MASTER SWITCH ____OFF indication goes off. The air
intake flap closes when the APU speed is less than 7 %.
Inhibited Shutdowns
The subsequent shutdowns are inhibited (when the aircraft is in flight or on the
ground) between the 1st main engine start and the last main engine shut down
(i.e. from flight phase 2 to 9) and the APU speed is above 95%.
These shutdown conditions are:
S UnderSpeed Shutdown
S Start Aborted shutdown (with its split shutdown reasons)
S Low Oil Pressure Shutdown
S Air Intake Flap not open Shutdown
S Load Compressor Overtemperature Shutdown
S High Oil Temperature Shutdown
S Generator High Oil Temperature Shutdown
S Oil Filter Clogged Shutdown
S ECB 1B Shutdown
S Main Power Interrupt Shutdown
S Overtemperature Shutdown
Emergency Shutdown
The APU Emergency ShutdownSystem stops the APU in case of emergency.
If the ECB receives the emergency shutdown signal during the operation of the
APU, it stops the APU immediately without a cool down cycle.
If the ECB receives the emergency shutdown signal during the cool down cycle
of a shutdown, it stops the APU also immediately.
The shutdown sequence is the same than an APU automatic shutdown without
a cool down cycle.
Emergency Shutdown initiation can be initiated either manually from the APU
FIRE PUSH P/BSW in the cockpit, the APU SHUT OFF P/BSW on the external
Power Control Panel and the APU EMERG SHUT DOWN P/BSW on the
Refuel/Defuel Panel or automatically, if the APU Fire and Overheat Detection
System finds an overtemperature in the APU compartment. On the ground the
APU Fire Extinguishing System operates automatically.
Page 134
Lufthansa
Technical Training

A334-200/300
GTCP 331350C
4961
NON-INHIBITED
SHUTDOWN
CONDITIONS
OVERSPEED
ECB INTERNAL FAILURE (1A)
EMERGENCY (FIRE)
UNDERSPEED
START ABORTED
LOW OIL PRESSURE
INLET DOOR NOT FULLY OPEN
INHIBITED
SHUTDOWN
CONDITIONS
LOAD COMPR. REVERSE FLOW

HIGH OIL TEMPERATURE
OR
APU GENERATOR HOT
AND
OR
APU SHUTDOWN
CLOGGED OIL FILTER

ECB 1B SHUTDOWN
MAIN POWER INTERRUPT
OVERTEMPERATURE
SHUTDOWN
INHIBITION
CONDITIONS
N > 95% RPM

FROM FLIGHT PHASE 2 TO 9
AND
Page 135
Figure 76
APU Protective Shutdowns
Lufthansa
Technical Training
TABLE OF CONTENTS
ATA 49 AUXILIARY POWER UNIT . . . . . . . . . . .
4996
APU OIL HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

OIL HEATING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
54
54
4930
ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . .

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL CONTROL SYSTEM DESCRIPTION . . . . . . . . . .
FUEL DISTRIBUTION SYSTEM DESCRIPTION . . . . . .
FUEL SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . .
56
56
58
60
64
4934
APU FUEL LP WARNING . . . . . . . . . . . . . . . . . . . . . . . . .

LOW PRESSURE FUEL WARNING DESCRIPTION . . .
LOW PRESSURE FUEL WARNING OPERATION . . . . .
68
68
70
4950
AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
72
72
4951
BLEED AND SURGE AIR . . . . . . . . . . . . . . . . . . . . . . . . .

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BLEED AND SURGE AIR OPERATION . . . . . . . . . . . . . .
74
74
82
4952
ACCESSORY COOLING . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .
86
86
4900
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
2
6
4910
POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
8
4912
APU MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . .
12
12
4920
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
14
16
4980
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
20
4917
POWER PLANT DRAIN SYSTEM . . . . . . . . . . . . . . . . . .

DRAIN SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . .
22
22
AIR INTAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AIR INTAKE SYSTEM DESCRIPTION . . . . . . . . . . . . . . .
AIR INTAKE SYSTEM OPERATION . . . . . . . . . . . . . . . . .
26
26
28
4970
OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
30
32
INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECAM PAGE PRESENTATION . . . . . . . . . . . . . . . . . . . . .
88
88
90
4971
POWER INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
92
92
OIL STORAGE AND DISTRIBUTION . . . . . . . . . . . . . . .

STORAGE SYSTEM DESCRIPTION . . . . . . . . . . . . . . . .
DISTRIBUTION SYSTEM DESCRIPTION . . . . . . . . . . . .
OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
DEOILING SYSTEM OPERATION . . . . . . . . . . . . . . . . .
34
34
36
38
40
46
4972
TEMPERATURE INDICATING . . . . . . . . . . . . . . . . . . . . . .
INDICATING SYSTEM OPERATION . . . . . . . . . . . . . . . .
94
94
96
4973
ANALYZERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
100
4940
4993
OIL INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOW OIL QUANTITY SWITCH . . . . . . . . . . . . . . . . . . . . .
48
48
50
IGNITION AND STARTING . . . . . . . . . . . . . . . . . . . . . . . .

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTING AND IGNITION OPERATION . . . . . . . . . . . .
APU SHUTDOWN OPERATION . . . . . . . . . . . . . . . . . . . .
110
110
112
114
120
4994
LOP AND HOT WARNING . . . . . . . . . . . . . . . . . . . . . . . . .

SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
52
52
4960
ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
122
4916
4990
4991
Page i
TABLE OF CONTENTS
4961
APU CONTROL AND MONITORING INTRODUCTION
122
CONTROL AND MONITORING . . . . . . . . . . . . . . . . . . . .

ELECTRONIC CONTROL BOX BITE . . . . . . . . . . . . . . . .
ELECTRONIC CONTROL BOX . . . . . . . . . . . . . . . . . . . . .
SYSTEM INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU SHUTDOWNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
124
124
126
128
131
134
Page ii
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
APU ECS-Supply Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

APU Operating Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Installation and Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Identification Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GTCP 331350 Engine X-Section . . . . . . . . . . . . . . . . . . . . . . . .
GTCP 331350 Engine Cutaway . . . . . . . . . . . . . . . . . . . . . . . . .
AGB Mounting Pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Drain Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Intake Flap Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System Component Location (1/2) . . . . . . . . . . . . . . . . . . . .
Oil System Component Location (2/2) . . . . . . . . . . . . . . . . . . . .
Reservoir Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pump Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Cooler Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
De-Oiling System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Quantity Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Oil Quantity Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOQ-Electrical Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOP/HOT-Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flow Divider Assembly and Fuel Nozzle . . . . . . . . . . . . . . . . . .
Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Control and Distribution System . . . . . . . . . . . . . . . . . . . .
3
5
7
9
11
13
15
17
18
19
21
23
25
27
29
31
33
35
37
39
41
43
45
47
48
49
51
53
55
57
59
61
63
65
67
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
Figure 50
Figure 51
Figure 52
Figure 53
Figure 54
Figure 55
Figure 56
Figure 57
Figure 58
Figure 59
Figure 60
Figure 61
Figure 62
Figure 63
Figure 64
Figure 65
Figure 66
Figure 67
Figure 68
Figure 69
Figure 70
Low Pressure Fuel Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . .

LP Fuel Warning Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Load Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IGV Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surge Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surge Air System Components . . . . . . . . . . . . . . . . . . . . . . . . .
Air System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Flow Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compartment Cooling Components . . . . . . . . . . . . . . . . . . . . . .
DMM Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Display & MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU System Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EGT Thermocouples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indicating System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACMS Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MCDU Menu (1/4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MCDU Menu (2/4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MCDU Menu (3/4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MCDU Menu (4/4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACMS Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Report No. 13 and No. 14 . . . . . . . . . . . . . . . . . . . . . . . . .
Starting & Ignition System Design . . . . . . . . . . . . . . . . . . . . . . .
5000VE (Bulk Cargo Compartment) . . . . . . . . . . . . . . . . . . . . .
Ignition & Starting Components . . . . . . . . . . . . . . . . . . . . . . . . .
Starting and Ignition Schedule . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting and Ignition Conditions . . . . . . . . . . . . . . . . . . . . . . . . .
Starting and Ignition Schematic . . . . . . . . . . . . . . . . . . . . . . . . .
APU-Box 5000 VE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cool Down Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Shutdown Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECB Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
69
71
73
75
76
77
79
80
81
83
85
87
88
89
91
93
95
97
99
101
103
105
106
107
109
111
112
113
115
116
117
119
120
121
122
Page iii
TABLE OF FIGURES
Figure 71
Figure 72
Figure 73
Figure 74
Figure 75
Figure 76
CTL & MON Simplified Diagram . . . . . . . . . . . . . . . . . . . . . . . . .

Engine Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECB BITE-Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electronic Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECB Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Protective Shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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A3342/3

Auxiliary Power Unit

Auxiliary Power Unit

AUXILIARY POWER UNIT

AUXILIARY POWER UNIT

Auxiliary Power Unit

AUXILIARY POWER UNIT

Energizing of Electrical Power

Energizing of Pneumatic Power

100% (N=41,730 rpm)

324 lb/min. (Sea Level, 37.8 C)

166 shp (Sea Level, 37.8 C)

Max. EGT (Exhaust Gas Temperature

35 psi Normal / 50 psi Maximum

115 Volts / 400 Hz

Feb 01, 2008

AUXILIARY POWER UNIT

WING ANTI ICE

AUXILIARY POWER UNIT

Feb 01, 2008

AUXILIARY POWER UNIT

APU BATTERY START LIMIT

BLEED AIR AND SHAFT POWER

ISA = INTERNATIONAL STANDART ATMOSPHERE

AUXILIARY POWER UNIT

Feb 01, 2008

AUXILIARY POWER UNIT

APU FIRE PANEL

EXTERNAL POWER CONTROL PANEL

Auxiliary Power Unit

AUXILIARY POWER UNIT

Feb 01, 2008

AUXILIARY POWER UNIT

APU ACCESS DOORS

APU DRAIN LINES

AUXILIARY POWER UNIT

Within the AMM (Aircraft Maintenance Manual) there are some

Feb 01, 2008

AUXILIARY POWER UNIT

MAX DRY WEIGHT 542.3 IBS

SERVICE CAT ESSENTIAL

Auxiliary Power Unit

AUXILIARY POWER UNIT

Feb 01, 2008

AUXILIARY POWER UNIT

Auxiliary Power Unit

AUXILIARY POWER UNIT

Feb 01, 2008

AUXILIARY POWER UNIT

AUXILIARY POWER UNIT

Feb 01, 2008

AUXILIARY POWER UNIT

AUXILIARY POWER UNIT

AUXILIARY POWER UNIT

Auxiliary Power Unit

AUXILIARY POWER UNIT

Feb 01, 2008

AUXILIARY POWER UNIT

Auxiliary Power Unit

AUXILIARY POWER UNIT

POWER PLANT DRAIN SYSTEM

DRAIN SYSTEM DESCRIPTION

Feb 01, 2008