Apu 01

2008 Honeywell Air Transport Operators Conference
131-9[A] APU
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131-9A Auxiliary Power Unit (APU), 3800278-1

PLATFORM: A318/A319/A320/A321
ATA 49 APU 131-9[A]

The Auxiliary Power Unit (APU)
provides electrical and pneumatic
power to the aircraft for the
electrical systems, environmental
G7050-101
control system, and main engine
starting
3 HONEYWELL CONFIDENTIAL
Agenda Code Number APU 01-07 Use or Disclosure of information contained on this page is subject to restrictions on Page 2 October 2008
Honeywell.com
Agenda APU 131-9[A]

1. Reliability
2. 131-9A APU Technical Programs
2.1 First Stage Turbine Wheel
2.2 Load Compressor Rim Separation
2.3 Starter Motor
3. Appendix
3.1 Cross Section
3.2 Load Compressor Carbon Seal
3.3 VECB
3.4 SB list and Manuals
3.5 LRU Part Number List
3.6 Acronym List
Honeywell.com
1. Reliability, PN 3800278-1
ATA 49: APU 131-9[A]

1. Reliability
G7050-101
Honeywell.com
131-9[A] Operating Statistics

PLATFORM: A318/A319/A320/A321 Through March 31, 2008
No. of Operators 64
Total No. of Aircraft in Service 1,582
First Aircraft Delivery Date Sept 98
Total Aircraft Hours 17,592,428
Total APU Hours 12,107,911
APU MTBCR 10,189
APU MTBUR 9,089
APUs Shipped Since Inception 1,910
Total APU Hrs (12 month period) 3,008,236
Average APU-to-Aircraft (Hrs) 0.65
Percent of Fleet Reporting 84
Honeywell.com
131-9[A] Mean Time Reliability Trend

December 31, 2004 Through March 31, 2008 MTBCR
Core engine
component causing
12,000 UR + LRUs causing
secondary damage
to core + Assembly
MTBR errors causing UR
MTBUR 10,189 MTBUR

10,000
core engine
MTBCR
Mean Time Between APU Removal (APU Hours)
9,098 component causing

UR + LRUs causing
secondary damage
to core + Maint
8,000
error + FOD +
7,492 NCFR causing UR
+ Assembly errors
causing UR
6,000 MTBR
All URs +
scheduled
removals
4,000 Abbreviation:
84% of fleet reporting CR = Confirmed

(based on percent of APU hours) Removal
UR = Unscheduled
2,000 Removal
R = All Removals
(unscheduled and
scheduled)
NCFR = No verified
- cause for removal
Dec-04
Mar-05
Jun-05
Sep-05
Dec-05
Mar-06
Jun-06
Sep-06
Dec-06
Mar-07
Jun-07
Sep-07
Dec-07
Mar-08
Honeywell.com
Average Time Between All Shop Visits

31 December 1999 Through 31 March 2008
5000
4,666
4500 Based on CR's Only
4000
Average Time Since Last Removal (APU Hours)
3500
3000
2500
2000
1500
1000
500
0
Sep-00
Sep-01
Sep-02
Sep-03
Sep-04
Sep-05
Sep-06
Sep-07
Dec-99
Dec-00
Dec-01
Dec-02
Dec-03
Dec-04
Dec-05
Dec-06
Dec-07
Mar-00
Jun-00
Mar-01
Jun-01
Mar-02
Jun-02
Mar-03
Jun-03
Mar-04
Jun-04
Mar-05
Jun-05
Mar-06
Jun-06
Mar-07
Jun-07
Mar-08
Honeywell.com
Average Time To First Shop Visit

31 December 1999 Through 31 March 2008
6000
5,488
Based on CR's
5000
Average Time To First Shop Visit (APU Hours)
4000
3000
2000
1000
0
Sep-02
Sep-03
Sep-07
Dec-99
Mar-00
Jun-00
Sep-00
Dec-00
Mar-01
Jun-01
Sep-01
Dec-01
Mar-02
Jun-02
Dec-02
Mar-03
Jun-03
Dec-03
Mar-04
Jun-04
Sep-04
Dec-04
Mar-05
Jun-05
Sep-05
Dec-05
Mar-06
Jun-06
Sep-06
Dec-06
Mar-07
Jun-07
Dec-07
Mar-08
Honeywell.com
Top Findings for Unscheduled APU Removals

131-9A Top Drivers For Unscheduled APU Removal
10.00
4/06 - 3/07
9.00
4/07 - 3/08
8.00
(Removals Per 100,000 APU Hours)
7.00 6.63 84% of fleet reporting

Unscheduled Removal Rate
6.00
5.00 Solution In Place

4.00
3.00
2.16
1.81 1.89 1.77
2.00 1.69
0.80 0.94 0.80 0.95

1.00 0.63 0.55 0.60 0.43 0.40 0.24 0.24 0.25 0.16
-
-
COMPRESSOR
COMBUSTOR
FAULT/CAUSE
DUPLEX BALL
DETERMINED
HIGH TIME
HOT SECTION
TURBINE SEAL
WEAROUT
1ST STAGE
L/C CARBON
(RIVETED)
FOUND FOR
TURBINE
WHEEL
REMOVAL
BEARING
SHROUD
TO BE
SEAL
NO
E/C
4.06 - 3/07: Total Unscheduled Removals = 339; Total APU Hours = 2,006,491
4/07 - 3/08: Total Unscheduled Removals = 280; Total APU Hours = 2,547,330
Honeywell.com
APU Removals Correlated to Findings
Correlation Table Can Provide Useful Information for Troubleshooting

Honeywell.com
Solutions to Address Top APU Shop Findings

APU Shop
No Findings Solution Honeywell
Removal
. Category Rate Issue Available Solution Description Documentation
1 1st Stage Turbine 1.81 Accelerated blade shift of the Riveted Yes Return to bend tab retention configuration BT2 SB 49-7846 Nov 05
Wheel Riveted design turbine wheel assembly SB 49-7856 Nov 05
2 Hot Section 1.77 Thermal deterioration over time Yes Improved protective coatings and increased nozzle area SB 49-7778 Mar 04
flow will help to extend hot section life SB 49-7846 Nov 05
SB 49-7856 Nov 05
3 Load Compressor 0.94 Odor in cabin due to oil bypassing the Yes Hydropad seal assembly SB 49-7947 Aug 07
Seal load compressor seal and rotor
4 Turbine Seal 0.63 High oil consumption and leaks due to Yes Coking and segment breakage, incorporate fractured ring SB 49-7845 Mar 06
oil bypassing the aft turbine seal seal P-3072
5 Combustor 0.55 Inner-transition liner (ITL) separation of Deferred Program Deferred - Not Applicable
the combustor module Primary removals for ITL separation significantly reduced
since the implementation of increased flow turbine nozzle
(SB 49-7778 Mar 04
6 Duplex Ball 0.24 Bearing failure Yes Bearing internal geometry optimized Engine Manual
Bearing Manufacturers inspection procedures improved, manuals
inspections revised
7 1st Stage Turbine Blade shift of the Tab1 design turbine Yes Remain with Bend Tab retention configuration along with SB 49-7846 Nov 05
Wheel Bend Tab wheel assembly improved protective coatings which later SBs provide SB 49-7856 Nov 05
1
8 Load Compressor 0.16 Rim separation of the impeller In Process Crack initiation resulting in impeller rim separation - 9 Reconvene CSB
Impeller events since APU inception gate 1, June 16,
2008
Impeller blade erosion No Impeller contact with shroud abradable resulting in Not Applicable
localized temperature increase 3 events since APU
inception
9 Engine Moisture absorption & distortion over Yes Replace EC Shroud coated with Bare metal SB 49-7718
Compressor time
Shroud
Honeywell.com
LRU In-Service Summary
Honeywell.com
2. Technical Programs
2. ATA 49: 131-9[A]

2.2 Load Compressor Rim Separation
2.3 Starter Motor
G7050-101
Honeywell.com
2.1 First Stage Turbine Wheel 3840160-5/-7/-8


The first stage turbine wheel is
an axial flow disk with removable
blades
Affected Part Numbers
3840160-5/-7/-8
Honeywell.com

Issue
Turbine Wheel blade separation and shift
Background
P/N 3840303-1 Turbine Wheel introduced
Riveted blade retention to prevent blade shift
Under-platform blade coating to prevent blade
separations
Accelerated blade shift occurred with the 1st Stage Turbine Wheel Blade Walk
with Rivet Retention Design
Rivet retention
Blade shift at 1800 to 2000 cycles (since
installation) causing low time removals and
reduction in fleet reliability
Blade shift causes vibration which can result in
turbine scavenge tube cracking and high oil
consumption
Honeywell.com

Solution
Bend Tab blade retention
Incorporates retention method used on original wheel configuration
Includes improved blade coatings which prevents blade separation
Bend Tab - BT2
1st Stage
TW
1st Stage Turbine Wheel with Bend Tab
Design (BT2)
Honeywell.com

Status
Action Name Date
Release BT2 Service Bulletin Honeywell Complete (Nov 2005)
GTCP131-9A: 49-7846
GTCP131-9A: 49-7856
Production Incorporation Honeywell Complete (Nov 2005)
GTCP131-9A: P-3072
Summary
P/N 3840160-7/-8 turbine wheels have brought APU reliability beyond
goals
Questions?
Fleet Reliability has Exceeded That of the Pre-Rivet Configuration

Honeywell.com
2.1 First Stage Turbine Wheel PN 3840310-3

Solution for further benefit
Dual alloy turbine (DAT)
Eliminates blade walking blades
integral to wheel
Status
DAT development/validation program
complete
Field Evaluation Service Bulletin 131-
49-7971FE October 2008
30ea 131-9A and 30ea 131-9B APUs
10ea 131-9A and 10ea 131-9B APUs to
accumulate 2500 hours each
MSA operators selected
FE hardware availability October 2008
DAT field evaluation will take 2-3 years
Honeywell.com
Contact Information
For further information, please
contact:
Your local Honeywell Field
Service Engineer
or,
Honeywell Technical Operations
Center (TOC)
Telephone
US/Canada: 800.601.3099
International: 602.365.3099
E-mail
AeroTechSupport@Honeywell.com
Honeywell.com
2.2 LC Impeller Rim Separation, PN 3822400-5

2.2 Load Compressor Impeller

The Load Compressor Impeller
is a centrifugal flow wheel that
provides bleed air
Honeywell.com

Issue
Impeller Rim Failures
9 Rim separation failures on 131-9A
2 found cracked, no separation
Background
Material Analysis results
Cracks initiated from the outer diameter rim edge
fillet on the suction side of the blade
High Cycle Fatigue (HCF) identified on several crack
& fracture surfaces
Cracked impellers exhibited heavy rubs along the
blade shroud line
APU Test Results
Previous testing at heavy blade rubs and cold soak
show elevated strains
Repeated surge also generated high dynamic
responses
Honeywell.com

Material Analysis Summary
Rim Separation Occurred ~ 4000-7000 Cycles, Except the 1st Event

Honeywell.com
Status
Action Name Date
FPI paying special attention to Shop On-going
the known crack initiation site
Currently evaluating impeller rub as Honeywell On-going
possible cause (RCCA)
Summary
Material Analysis identifies High Cycle Fatigue (HCF)
Questions?
Honeywell.com
Contact Information
contact:
Service Engineer
or,
Center (TOC)
Telephone
US/Canada: 800.601.3099
E-mail
Honeywell.com
2.3 Starter Motor, PN 2704506-2

2.3 Starter Motor

A brush-type, direct current,
series wound motor designed to
accelerate the APU from start
initiation through light-off, and to
assist the APU in reaching self-
sustaining speeds
Honeywell.com

Issue
Field reports of low time starter removals
Background
Conduct detailed disassembly analysis of multiple field-removed
starters
Initial general observations include:
Brush wear and armature assembly thermal damage found on many units
Internal contamination due to brush dust build up found on higher-time units
Small number of units exhibiting overheat damage caused by exceeding
starter duty cycle
Gather additional data from Honeywell repair facilities and 131-9A
operators
Honeywell.com

Operator S/N Cycles Hrs BWI
Background (cont.) Showing
6 in-service starters obtained 1 621 2655 1328 3/4
from 3 operators 709 2689 1345 3/4
Measured amount of brush wear 2 1164 4983 2687 1/3
High ratio of APU hours to starts 1172 4548 2264 1/3
3 1325 5807 3263 1/3
1765 5842 3358 1/3
Predicted Life Based on 0.24 in. of Brush Wear

Calculated projected starter life 18000
16000
Large difference between fastest 14000
12000
and slowest wearing brush
Cycles
10000
min
8000
Average predicted life low 6000 max
4000
Brush spring forces within 2000
0
drawing tolerances 621 709 1765 1325 1164 1172
S/N
Opportunity To Investigate In-Service Starters

Honeywell.com

Background (cont.)
Rig testing of 2 new brush grade materials
Completed 65 hours of no load run-in testing found favorable
Status
Action Name Date
Rig testing Honeywell Complete
Additional Load testing Honeywell 1st Qtr 2009
Brush selection Honeywell 1st Qtr 2009
Summary
Low starter reliability
Brush wear, armature damage, debris buildup, over duty cycle
Root Cause Corrective Action (RCCA) in progress
Questions?
Honeywell.com
Contact Information
contact:
Service Engineer
or,
Center (TOC)
Telephone
US/Canada: 800.601.3099
E-mail
Honeywell.com
Appendix
3. Appendix
3.1 Cross Section
3.2 Reference L/C Carbon Seal
3.3 Reference - VECB
3.4 Service Bulletins & Manuals List
3.5 LRU Part Number List
3.6 Acronym List
3.7 Key Service Bulletins
Honeywell.com
3.1 APU Cross Section, PN 3800708-1
Honeywell.com
3.2 LC Carbon Seal & Rotor, PN 3827250-3

3.2 Load Compressor

The load compressor seal and
G7050-101
rotor separate the oil-wetted
compressor bearing area from
the bleed air
Honeywell.com

Issue Wave
Spring Carbon Seal Nose
Oil Smell in Aircraft Cabin
Root Cause
Oil bypassing the carbon seal due to carbon
blistering, carbon face coke formation and
wear
Solution
Hydropad design seal with a non-contact face
Seal rotor features cause the carbon seal to lift-off
from the face of the rotor allowing an oil film seal Shallow
Hydropads
Benefits
PN 3827608-3 and
Lower carbon temperatures PN 3822635-2
Blister resistant carbon material
Lower oil leakage potential at altitude operation
Honeywell.com

Status
32 seals installed at two operators
FE to end after 2500 APU hours on each of 10 sets of seals
131-9[A] FE fleet has accumulated over 84,800 hours

High time unit greater than 5,000 hours
No oil leaks / No reported oil smells
Field Evaluation requirements have been completed

10 seals have been inspected with no discrepancies found
SB 131-49-7947 released August 2007
Honeywell.com
3.3 Versatile Electronic Control Box - VECB
3.3 Versatile Electronic

Control Box - VECB
A computer-based control box
designed to control and provide an
interface with the APU, aircraft and
subsystems
Honeywell.com

Issue
APU inlet fire
Background
Fire caused by reverse airflow and negative differential pressure
carrying abnormally high temperature air across the APU core
toward the inlet duct
The condition of reverse-flow through the APU is only present in-flight
when the APU inlet door is closed
No similar incidents on the 131-9[A]
Solution
VECB logic modification requested by Airbus
Software modification to allow evacuation of fumes following protective
shutdowns
PN 3888394-121204 and PN 3888394-221204

Honeywell.com

Solution (cont.)
Logic change for prevention of flow reversal using the inlet door during
specific flight phases
Aircraft on ground (excluding flight phases 8,9 and 10)
If a protective shutdown occurs, the inlet door will not be allowed to close until 15 minutes
after APU speed is below 7 percent and the aircraft has taken off
Aircraft in flight and on ground during flight phases 8, 9 and 10
If a protective shutdown occurs, the inlet door will not be allowed to close until 15 minutes
after APU speed is below 7 percent
The VECB will remain powered until the inlet door has closed
During normal and emergency shutdowns the VECB will continue to
command the inlet door to close as soon as the APU speed falls
Incorporation of Airbus Cover SB 49-1075 and Honeywell SB 49-7898 or

49-7899 will be considered the terminating action to AD 2006-0153
(starter motor brush wear indicator inspection and air intake inspection
and cleaning)
PN 3888394-121204 and PN 3888394-221204
Honeywell.com

Solution (cont.)
Opportunity taken to introduce other software logic changes
unrelated to reverse flow conditions
Data Memory Module (DMM) improvements
Update of the DMM following power on has been deleted, as the VECB will
now use a mirror image of the data and update the DMM on subsequent
rolldown, preventing delays up to 70 seconds prior to APU start
The DMM write function is no longer disabled if the DMM was detected
failed during the power on read prior to APU start, as the VECB will use a
mirror image when the DMM data was found to be failed and update the
DMM on rolldown, eliminating nuisance Class 3 faults
BITE test additions and improvements

LRU text message clarifications
Reference Honeywell SB 49-7898 and 49-7899 for further
details
Honeywell.com

Issue
Operators have expressed a desire to operate the 131-9[A] with
optimized fuel usage and reduced emissions
Solution
Modification of inlet guide vane settings provides option to select
more fuel efficient environmental control system (ECS) operations
Performance settings options
Original Performance
Standard Performance
Derate Performance
Reference SB 49-7900 and Honeywell SIL APU-113
PN 3888394-121204 and PN 3888394-221204

Honeywell.com

Status (cont.)
Any combination of performance settings may be configured for any
fleet mix of the A321/320/319/318
Fuel Reduction Based On ECS Performance Settings *
A/C Original Standard (Better) De-Rated (Best)
A321 Baseline -1.40% -4.00%
A320 Baseline -2.00% -4.50%
A319 Baseline -2.00% -4.50%
A318 Baseline -2.00% -4.50%
Cabin Cooling Impact Based On ECS Performance Settings **
A/C - All Best Better Good
MES Performance is not affected by any ECS Performance setting change
The Standard Performance setting is now the default performance setting,
as defined by Airbus
Duty cycle emission improvements vs the Original ECS setting:
Standard: 9.4% decrease in NOx emissions (5.2% reduction in all other
emissions)
De-Rate: 10.3% decrease in NOx emissions (5.7% reduction in all other
emissions)
Honeywell.com

Status
Program kick-off Complete Sept 2005
Software code development Complete Oct 2005
Honeywell bench testing Complete Oct 2005
Airbus flight testing of software Complete Feb 2006
Airbus software approval Complete Mar 2006
Service Bulletin release Complete Sep 2006
Honeywell.com
3.4 SB and manual list

Identifier Description Issue Date Rev. Date
131-49-7790 Rework ECB PN 3888394-121202 to 3888394-121203 or PN 3888394-221202 to 3888394- 7/20/2004
221203
131-49-7791 Re-initialization of DMM PN 3876287-1 7/20/2004
131-49-7843 Replace surge duct PN 3884974-1 or PN 3885084-1 with PN 3885084-2 2/17/2006
131-49-7845 Replace rear bearing seal PN 3844561-1 with PN 3844561-3 3/7/2006
131-49-7846 Replace/return for rework first stage turbine rotor assembly PN 3840303-1 with/to PN 11/21/2005
3840160-7
131-49-7856 Replace first stage turbine rotor assembly PN 3840303-1 with PN 3840160-8 or 11/21/2005
replace/rework first stage turbine rotor assembly PN 3840160-5, with PN 3840160-8
131-49-7898 Replace ECB with PN 3888394-121204 or 3888394-221204 8/21/2006
131-49-7899 Rework ECB to PN 3888394-121204 or 3888394-221204 8/21/2006 10/17/2006
131-49-7900 Modification of APU performance adjustments in Data Memory Module 8/21/2006

131-49-7947 Replace LC carbon seal and rotor PN 3827350-3 and PN 3842418-1 with 8/14/2007
PN 3827608-3 and PN 3822635-2
131-GTE1285 Authorize use of ECB PN 3888394-121203 in place of PN 3888394-221203 7/20/2004
160494-49-2378 Rework oil cooler by replacing thermostat PN 2372613-1 with PN 2372613-2 5/15/2004
SIL APU-63 APU operating hours/cycles ratio to aircraft operating hours/cycles 3/28/2002
SIL APU-68 Commercial APU Nameplates 8/19/2002
SIL APU-91 Turbine Blade Walking 1/11/2005 1/27/2005
SIL APU-96 APU Oil Cooler Cleaning and Oil Filter Replacement 2/8/2005
SIL APU-113 APU ECS Performance Adjustments 5/16/2006
Honeywell.com
3.5 131-9A/B/D LRU Part Numbers
Honeywell.com
Honeywell.com
Honeywell.com
Honeywell.com
Honeywell.com
3.6 ACRONYMS
AD Airworthiness Directive MTBCR Mean Time Between Chargeable Removal
AMM Aircraft Maintenance Manual MTBF Mean Time Between Failure
APU Auxiliary Power Unit MTBR Mean Time Between Removals
ARINC Aeronautical Radio, Inc MTBUR Mean Time Between Unscheduled Removal
ASD Autoshutdown LRT Loop Resistance Test
BITE Built-In Test LRU Line Replaceable Unit
CCA Circuit Card Assembly NFF No Fault Found
CMM Component Maintenance Manual NPRM Notice of Proposed Rule Making
EBPVD Electron Beam Physical Vapor Deposition PIPS Product In-Service Performance Support
EIS Entry Into Service RCCA Root Cause and Corrective Action
FE Field Evaluation RO Repair and Overhaul
FCU Fuel Control Unit RTCM Regional Technical Coordination Meeting
FIM Fault Isolation Manual SB Service Bulletin
FPI Florescent Penetrate Inspection SCD Specification Control Drawing
HCF High Cycle Fatigue SCU Start Converter Unit
HIRF High Intensity Radiated Electromagnetic S-G Starter-Generator
Frequencies SIL Service Information Letter
HOC High Oil Consumption SPU Start Power Unit
HOT Hot Oil Temperature TCV Temperature Control Valve
HVOF High Velocity Oxygen Fuel TRACE Total Reliability Analysis of Components and
IRM Inspection and Repair Manual Engines
ISSR In-Service Summary Report TSI Time Since Installed
L/C Load Compressor TSR Time Since Repair
Honeywell.com
3.7 Key Service Bulletins
2008 Honeywell Air Transport Operators Conference
Auxiliary Power Unit

131-9B
Honeywell.com
131-9B APU P/N 3800702-1

PLATFORM: B737-600/700/800/900
Chapter 49: 131-9B

The Auxiliary Power Unit (APU)
provides electrical, and
pneumatic power to the aircraft
for the electrical systems,
environmental control system,
and main engine starting
Honeywell.com
Agenda- APU131-9B, P/N 3800702-1

1. Reliability
2. 131-9B APU Technical Programs
2.1 ECU Software Roll
2.2 Starter / Generator
2.3 Flow Divider Shut-off Valve
3. Appendix
3.1 APU Cross Section
3.2 Delta P Indicator RCCA
3.3 Condition Monitoring
3.4 131-9B ECU Changes
3.5 Schematics
3.6 Service Bulletin Listing
3.7 131-9ABD Part Number Comparison
3.8 Acronyms
Honeywell.com
1. 131-9B Reliability, P/N 3800702-1

PLATFORM: B737-600/700/800/900
Chapter 49: 131-9B

1. Reliability
Honeywell.com
131-9B (737NG) Operating Statistics
Through March 31, 2008
Number of Operators 94
APU (Aircraft) Entry into Service Date January 1998
Number of APUs Shipped to Date 2485
Total Number of APUs (aircraft) in Service 2407
Total Aircraft Hours since Introduction 38,431,240
Total APU Hours Since Introduction 28,080,307
APU Hours-to-aircraft hours Ratio 0.70
APU MTBCR 16,781
APU hours (last 12 Months) 5,318,881
Percent of Fleet reporting 86
Honeywell.com
131-9B Mean Time Reliability Trend

September 30, 2005 Through March 31, 2008
30,000
MTBCR (16,781)
Core engine
component causing
UR + LRUs causing
25,000 secondary damage to
core + Assembly
errors causing UR
20,000
Mean Time between APU Removals (APU Hours)
MTBUR (14,498)
86% of fleet reporting core engine
16,781 component causing
UR + LRUs causing
secondary damage to
15,000 14,498
core + Maint error +
FOD + NCFR
12,382 causing UR +
Assembly errors
10,000 causing UR
MTBR (12,382)
All URs + scheduled
5,000 removals
Abbreviation:
CR = Confirmed
- Removal
Mar-06
Jun-06
Mar-07
Jun-07
Mar-08
Dec-05
Dec-06
Dec-07
Sep-05
Sep-06
Sep-07
UR = Unscheduled
Removal
R = All Removals
(unscheduled and
scheduled)
NCFR = No verified
cause for removal
Honeywell.com
Average Time to First Shop Visit

30 September 2005 Through 31 March 2008
10,000
9,000 Based on CRs 8806
8,000
Average Time To First Shop Visit (APU Hours)
7,000
6,000
5,000
4,000
3,000
2,000
1,000
-
Sep-05
Dec-05
Mar-06
Jun-06
Sep-06
Dec-06
Mar-07
Jun-07
Sep-07
Dec-07
Mar-08
Honeywell.com
Average Time Between Shop Visits

30 September 2005 Through 31 March 2008
10,000
9,000
Based on CRs
8,000
Average Time Since Last Removal (APU Hours)
7,000
6581
6,000
5,000
4,000
3,000
2,000
1,000
-
Dec-05
Mar-06
Jun-06
Dec-06
Mar-07
Jun-07
Dec-07
Mar-08
Sep-05
Sep-06
Sep-07
Honeywell.com
Top Findings for Unscheduled APU Removal

86% of Fleet Reporting
4.50
4.18
4.00
3.50 Solution In Place

4/06 - 3/07
3.00
4/07 - 3/08
(APU Removals Per 100,000 APU Hours)
2.50
Unscheduled APU Removal Rate
2.00
1.72
1.39 1.53
1.50
1.01
1.00
0.59
0.50 0.33
0.50 0.39 0.38
0.29 0.29 0.26 0.20 0.17 0.17 0.17 0.15
0.05 -
-
HOT SECTION
1ST STAGE TURBINE
1ST STAGE TURBINE
TURBINE SEAL
DUPLEX BALL BEARING

FINDINGS NOT AVAILABLE
HIGH TIME WEAROUT
L/C SHROUD
NO FAULT/CAUSE FOUND
E/C COMPRESSOR
SHROUD
FOR REMOVAL
WHEEL
BLADE
Honeywell.com
Removals Correlated to Findings

April 1, 2006 to March 31, 2008
SMOKE FROM EXHAUST

ODOR/SMELL IN CABIN
LOW DUCT PRESSURE
PERFORMANCE TEST
METL /FILT/CHIP DET
FAILED BORESCOPE
FIRE, FLAMES FROM
FLUCTUATING DUCT
WON'T CARRY LOAD
LOW OIL PRESSURE
PREDICTIVE TREND
TEST/INSPECTION
AUTOSHUTDOWN
SMOKE IN CABIN
NOT REPORTED
HOC / OIL LEAK
(ELECTRICAL)
INOPERATIVE
MONITORING
INSPECTION
APU Removal Reason
OVERTEMP
VIBRATION
FUEL LEAK
Grand Total
NO START
HIGH EGT
SURGING
TAILPIPE
PRESS.
SEIZED
FAILED
NOISY
Shop Finding Group
1ST STAGE TURBINE WHEEL 27 18 6 5 13 1 1 1 1 2 1 1 2 79
HIGH TIME WEAROUT 9 10 14 13 6 3 3 4 1 3 2 1 1 70
1ST STAGE TURBINE BLADE 7 9 5 2 1 1 1 1 27
NO FAULT/CAUSE FOUND FOR REMOVAL 1 5 1 4 3 1 1 1 1 18

HOT SECTION 3 6 3 1 1 1 15
TURBINE SEAL 8 1 1 2 12
FINDINGS NOT AVAILABLE 1 2 2 2 1 1 9
DUPLEX BALL BEARING 1 2 1 3 1 8
E/C COMPRESSOR SHROUD 1 1 1 1 2 2 8
TO BE DETERMINED 3 1 1 1 1 7
L/C SHROUD 1 1 2 1 1 1 7
L/C CARBON SEAL 2 4 6
1ST STAGE TURBINE DISK 2 2 1 5
OIL COOLER 3 1 4
EDUCTOR HOUSING 4 4
STARTER GENERATOR 1 1 1 1 4
INLET GUIDE VANE ASSY 1 1 2 4
L/C IMPELLER 1 1 1 3
CONTAMINATED/DIRTY 1 2 3
FOREIGN OBJECT DAMAGE 1 1 2
COMPRESSOR HOUSING / PLENUM / CASE 1 1 2

TURBINE BEARING RETURN SCAVENGE TUBE OR
LINE 1 1 2
Single Item Findings 4 1 3 1 1 2 2 0 0 0 0 0 0 0 0 1 1 0 0 1 0 0 0 0 0 17
Grand Total 62 51 43 37 34 17 11 11 7 7 5 4 3 3 3 3 3 2 2 2 2 1 1 1 1 316
Correlation Table is Useful for Troubleshooting

Honeywell.com
Solutions to Address Top Shop Findings

No. APU Top Shop Removal Issue Solution Solution Description Honeywell
Findings Category Rate Available Documentation
1 1st Stage Turbine 1.72 Low time blade shift Yes Add Coating to blades and 49-7857 and 49-
Wheel return to bend tab retention 7860 released Nov
05
2 High Time Wearout 1.52 APU Hours plus cycles =18,000
3 1st Stage turbine 0.59 Turbine wheel blade corrosion causes Yes Add coating to blades and 49-7857 and 49-
wheel blades separation at platform return to bend tab retention 7860 released Nov
05
4 NCFR 0.39 No Cause For Removal
5 Hot Section 0.33 Environmental wear Yes Gas path wash added to Boeing AMM
AMM
6 Turbine seal 0.26 Heat soak back and wear Yes Improved turbine seal 49-7881 released
Mar 06
7 Findings not 0.20 No findings available
available
8 Duplex Ball Bearing 0.17 Low time failure Yes Build process cleaning Engine Manual
clarified
9 EC Shroud 0.17 Swelling / erosion Yes Bare shroud SPB GTE1181
released Dec 99
10 LC Shroud 0.15 Swelling / erosion Yes Reinforce on-wing short and Boeing AMM
long term storage
requirements
Honeywell.com
131-9B APU LRU Reliability Summary
January 1, 2006 through January 1, 2007 through

December 31, 2006 December 31, 2007
Part Name* Number of Percent of Number of Percent of
Unscheduled World fleet Unscheduled World fleet
Removals MTBUR Reporting** Removals MTBUR Reporting**
STARTER GENERATOR 200 9,561 39% 243 8,836 39%
BLEED AIR VALVE 122 15,923 40% 161 13,516 39%
ELECTRONIC CONTROL 62 31,333 40% 81 26,865 39%
FUEL CONTROL UNIT 54 35,420 40% 59 36,014 38%
DELTA P SENSOR 21 52,457 26% 31 37,740 26%
OIL COOLER 40 45,741 39% 52 38,892 38%
TOTAL PRESSURE SENSOR 15 70,820 24% 25 42,622 22%
SURGE VALVE 37 50,761 39% 34 62,288 38%
IGV ACTUATOR 37 49,449 39% 30 67,413 38%
IGNITION EXCITER 19 74,031 30% 20 77,209 31%
* May not be the same operators reporting on all LRUs listed (all that are reporting are included)
** Percentage based on world fleet APU hours
Honeywell.com
2. Technical Programs 131-9B P/N 3800702-1

PLATFORM: B737-600/700/800/900
ATA 49: 131-9B

2.1 ECU Software Roll
2.2 Starter / Generator
2.3 Flow Divider Shut-off Valve
Honeywell.com
2.1 P/N 2118196-222 ECU Software Roll

PLATFORM: B737-600/700/800/900
2.1 -9B ECU Software Roll

The ECU controls APU
operation and provides fault
notification
Honeywell.com

Issue
Software update
Background
Updates based on Boeing and
operator input and best practices
Operators are not experiencing APU or
ECU removals due to software
problems
Changes identified in Appendix
Electronic Control Unit (ECU)
Status
Action Name Date
SB 2118196-49-4209 Honeywell Complete (8 August 2008)
ECU Software is FOC and Downloadable On-wing

Honeywell.com
Contact Information
contact:
Service Engineer
or,
Center (TOC)
Telephone
US/Canada: 800.601.3099
E-mail
Honeywell.com
2.2 Starter-Generator, P/N 28B545-7

PLATFORM: B737-600/700/800/900

The Starter-Generator is used to start
the 131-9B APU and provides
electrical power when the APU is on-
speed
Honeywell.com

Issue
Shorted rotating diode
Background
60 % of starter generators
returned for broken lacing
cord wraps causing Broken
Diode Posts
5% of starter generators Bent Diode Post Broken lacing cord
returned for Main coil leads
and Broken Upper and Lower
Coil Crossover leads
3% of starter generators
returned for Drive Shaft
Polygon and Polygon Adapter
Pre-mature Wear Out
Worn Adapter
Honeywell.com

Solution / Short Term:
Add extra diode lead support
Change to 28B545-7 Style C
Solution / Long Term:
Requires re-qualification and
PN change to 28B545-9
Change Diode type from
terminal post to radial screw
connection
Revise Diode Lead support
Revise Rotor main coil upper
Additional Diode Lead Support
and lower cross-over
connections to braided wire
Revise main coil leads to
stranded wire from flat solid
wire
Honeywell.com

Status
Action Name Date
Short term solution / SB Honeywell Q1 2009
Drive shaft wear RCCA Honeywell Q2 2009
Long term solution / SB Honeywell Q1 2010
Summary
Short term solution will address primary reason for 60% of removals
Long term solution will address remaining shop findings but will require
complete requalification and dash number change of the
starter/generator
Questions?
Honeywell.com
Contact Information
contact:
Service Engineer
or,
Center (TOC)
Telephone
US/Canada: 800.601.3099
E-mail
Honeywell.com
2.3 Shut-Off Valve P/N 692546-4

PLATFORM: B737-600/700/800/900
2.3 Fuel Flow Divider Shut-Off

Valve (SOV) P/N 692546-4
Fuel Flow divider SOV shuts off
fuel to the secondary atomizers
above 26,000 ft
Honeywell.com

Problem
Fuel flow divider shut-off valve (SOV)
leaking
Background
Current SOV and regulator configuration
can result in hydraulic lock
Pressures developed during operation
can exceed SOV seal capabilities
Hydraulic Lock
Fuel in Secondary
Flow divider
Pressure regulator
Solenoid Shown
Powered Closed
Primary
Honeywell.com

Solution
New poppet design to allow for leakage
Alleviate hydraulic lock
Simple field implementation
No software change required.
V-Notch in
Poppet Seat
Status
Action Name Date
Testing / Validation Honeywell Q1 2009
Hardware and SB availability Honeywell Q2 2009
Summary
New regulator will eliminate hydraulic lock
Questions?
Honeywell.com
Contact Information
contact:
Service Engineer
or,
Center (TOC)
Telephone
US/Canada: 800.601.3099
E-mail
Honeywell.com


The first stage turbine wheel is
an axial flow disk with removable
blades
Honeywell.com

Issue
Turbine Wheel blade separation and shift
Background
P/N 3840303-1 Turbine Wheel introduced
Riveted blade retention to prevent blade shift
Under-platform blade coating to prevent blade
separations
Accelerated blade shift occurred with the
Rivet retention 1st Stage Turbine Wheel Blade Walk
with Rivet Retention Design
Blade shift at 1800 to 2000 cycles (since
installation) causing low time removals and
reduction in fleet reliability
Blade shift causes vibration which can result
in turbine scavenge tube cracking and high
oil consumption
Honeywell.com

Solution
Bend Tab blade retention
Incorporates retention method used on original wheel configuration
Includes improved blade coatings which prevents blade separation
Bend Tab - BT2
1st Stage
TW
1st Stage Turbine Wheel with Bend Tab
Design (BT2)
Honeywell.com

Status
Action Name Date
Release BT2 Service Bulletin Honeywell Complete (Nov 2005)
GTCP131-9B: 49-7857
GTCP131-9B: 49-7860
Production Incorporation Honeywell Complete (Nov 2005)
GTCP131-9B: P-6968
Summary
P/N 3840160-7/-8 turbine wheels have brought APU reliability beyond
goals
Questions?
Fleet Reliability has Exceeded That of the Pre-Rivet Configuration

Honeywell.com
2.4 First Stage Turbine Wheel PN 3840310-3

Solution for further benefit
Dual alloy turbine (DAT)
Eliminates blade walking blades
integral to wheel
Status
DAT development/validation program
complete
Field Evaluation Service Bulletin 131-
49-7971FE October 2008
30ea 131-9A and 30ea 131-9B APUs
10ea 131-9A and 10ea 131-9B APUs to
accumulate 2500 hours each
MSA operators selected
FE hardware availability October 2008
DAT field evaluation will take 2-3 years
Honeywell.com
Contact Information
contact:
Service Engineer
or,
Center (TOC)
Telephone
US/Canada: 800.601.3099
E-mail
Honeywell.com
3. APPENDIX
3.1 APU Cross Section
3.2 Delta-P Indicator (RCCA)
3.3 Condition Monitoring
3.4 131-9B ECU Changes
3.5 Schematics
3.6 Service Bulletin Listing
3.7 131-9ABD Part Number Comparison
3.8 Acronyms
Honeywell.com
3.1 131-9B Cross Section
G0542-1
Honeywell.com
3.2 Delta-P Indicator - P/N 3881052-1

PLATFORM: B737-600/700/800/900
3.2 131-9B Lube Filter Delta P

Indicator
Provides indication when
generator oil filter is blocked
Honeywell.com

Problem
Delta-P indicator (DPI) popping
Temp Bulb
Background
Operators report finding indicators
popped
No contamination found in the filter
Operators report repeated indicator
popping on the same indicator
After changing the filter, the DPI pops
again
After changing the DPI, the indicator
pops again Indicator
Switch
Honeywell.com

Background (Contd)
Repeated indications taking
maintenance time to troubleshoot
Hardware review has ranged from
badly damaged to passes ATP
Functional Requirements
Locked up until 70F
Fully Armed after 130F
Actuates at 33 PSID
P/N 3881052-1 DPI from two sources

7590601-101 is the P/N of the DPI from PTI technologies.
1744920 is the P/N of the DPI from Facet.
Both DPIs reported popped
Honeywell.com

Root-cause findings to date
Actual Delta-P across the filter
Associated with changing oil types
Higher detergent oil scrubbed particles into the filters
Filters did not look clogged but failed delta-P test
Damage from percussive reset attempts
Findings from returned sensors shows severe mechanical damage
Damage can cause DPI to stick open or stick closed
Some operators refer to the DPI as a 'hard landing' indicator
No substantiation available
Two reports that lube module replacement stopped DPI popping
Some APUs with walking turbine blades have popped DPI
Vibration
Honeywell.com

Investigation
DPI popping appears to be driven by vibration.
From where? and How much is too much? have not been determined.
Q: What should an operator do if confronted with a popped DPI?
A: Record the APU S/N and Hours. If the DPI is popped:
1) Replace oil filter (every time)
2) If the DPI Pops again, Replace the oil filter and the DPI and check for FOD
or blade walking
3) If the DPI Pops again, Replace the oil filter and the lube module
4) If DPI pops on that APU again, replace the oil filter and provide the
following information to Field Service Engineering
a)S/N and hours information recorded for each occurrence.
b)APU TSN /TSR
c)Last Shop Visit details
Including balance in planes C and D during assembly
d)Vibration values during Functional test of the APU
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3.3 131-9B Condition Monitoring

131-9B APU Condition Monitoring Available
Operators using this method of APU trend monitoring until
PTMD is available.
Uses Cockpit Display Unit (CDU) to access CT5ATP
CT5ATP is T5 corrected for outside temperature, generator load
and IGV position
Boeing Fleet Team Digest Article (737NG-FTD-49-04005)
provides method and parameters
Check CT5ATP at 45-90 day intervals
When CT5ATP reaches 638C/1180F, reduce interval by 25% to 50%
When CT5ATP reaches 653C/1207F, schedule APU for removal
within next 200 hours
Values and Intervals Will Vary Based on Operator Requirements

Honeywell.com

Changes for Operational Problems
1. Cool down through speed reduction
Not enabled at this time
2. Fault 218 BITE / APU inlet door not closed
Current Operation: Determines whether the APU Inlet door closes within 30 seconds. Check logic
includes review of APU Fuel Shut-Off Valve position.
Change: Fuel SOV position signal from detectability (when to test) to test conditions (what to test).
Reason: Non-clearable fault can occur during production testing.
3. LOQ logic
Current Operation: False indication occurs during aircraft movement at APU startup. Aircraft are
currently delivered with this indicator functionality turned off to prevent false indications.
Change: Disable functionality when main engines on to prevent false indications. Also change the
CDU display and Label 270 bits to not change except with the detectability condition (when to test)
as defined by fault 227. The MAINT lamp indication will be an operator selectable option. The LOQ
Maintenance Light will be enabled or disabled from the CDU Ident./Config. page 2. The on/off
toggle will be shown at all times on Line 10 of the CDU. Line 10 will read one of the following
messages:
- MAINT LIGHT FOR LOQ ON
- MAINT LIGHT FOR LOQ OFF
The Scratch Pad Entries for turning this feature on and off will be typed into Line 14 with wording
as follows:
- LOQON
- LOQOFF
The Oil Quantity page will no longer be the access point for the LOQ enable / disable. The CDU
message notating this will be removed.
Reason: Restore original intended functionality and respond to customer requests for LOQ
indication.
Honeywell.com

4. IGV offset restoration
Current Operation: IGV ECS degradation is a value corresponding to the number of IGV degrees
versus APU HOURS of IGV opening. It is currently limited to 5 degrees increased open at 10,000
APU hours.
Change: Base IGV offset on time since last shop visit instead of APU hours (TSN)
Reason: Create ability for APU performance offset for overhauled APUs to be the same as new
APUs.
5. APU hours and time since installed hours calculation
Current Operation: Hours are currently calculated in separate timing loops.
Change: DMM APU hours and time since installed will be calculated in the same timing loop.
Reason: Response to operator request APU Hours and Time Since Installed currently can be
slightly different. APU HOURS has higher resolution, is more accurate, and will be used.
6. DMM will skip storage at 500, 1000 etc. hours
Current Operation: DMM does not store data at multiples of 500 hours if the APU is turned OFF
after the time occurs.
Change: DMM will now store these previously missed data points.
Reason: Helps operators with trending data of APU health.
7. Input Monitoring Display for 900 Series A/C
Current Operation: Current 900 series aircraft are identified as 800 series on the APU Input
monitoring CDU display. This identification is used to choose the ECS schedule. The 800 and 900
series aircraft use the same ECS schedules.
Change: The APU Input monitoring page will now identify both 800 and 900 series aircraft as 8/900.
Reason: Operator request due to the 800 series identification of 900 series aircraft.
8. Bleed Disable
Current Operation: Activates when flow error (WC error) is greater than 0.1 lbs/sec for a time
greater than 1sec.
Change: Adds an additional, conditional AND requirement to activate bleed disable. Bleed flow (WC)
must also be less than 1 lbs/sec to trigger bleed disable in the revised logic. Bleed air enable reset
is not affected.
Reason: Application of Honeywell field experience.
Honeywell.com

9. Interval records for CT5ATP, CPTATP, CWFATP
Current Operation: ECU records parameters at either 500 or 1000 hour intervals until 10,000 hours
and then stops trending information.
Change: Add revolving counter. After 10,000 hours, records start over incremented by the 10000
hours.
Reason: The APU consistently logs more than 10,000 hours on wing.
10. DMM data exchange with engine change
Current Operation: During improper APU R&R, DC power not disabled, S/N changes ok but data
from old APU s/n is not overwritten.
Change: This software change will prevent this from occurring if the improper exchange is
performed.
Reason: Field experience showed exceptions where the DMM data exchange did not occur as
expected resulting in lost data.
11. DC power loss. Autoshutdown 019
Current Operation: Fault is logged when an operator turns off battery power prior to 7% speed on
APU powerdown.
Change: If the APU switch is OFF when the battery is turned off, the DC power loss fault will not
be logged into the system, regardless of engine speed.
Reason: Customers requested that the fault not be logged when maintenance crews turn off the
APU via the battery when on ground as this fault occurs so often it fills the memory logs.
12. Minimum IGV angle in cold temperatures
Current Operation: ECU IGV schedules do not compensate for cold weather stress on the IGVs.
This is relevant, because for a given deflection of the IGVs due to aerodynamic loading, and higher
modulus of elasticity due to lower temperatures, there is a higher associated stress on the vanes.
The change below is needed to prevent the higher stress.
Change: Change IGV schedules to reflect a minimum IGV position of 30 degrees if T2 is below 0oF.
Reason: Application of Honeywell experience from other programs to reduce IGV stress levels.
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13. Shorted rotating diode protective shutdown. Autoshutdown 026
Current Operation: Shorted rotating diode in starter generator results in Fault 49-
41244. Subsequent starts are allowed and may damage older versions of the SCU, -
241 and -245 versions.
Change: Adds a protective shutdown on subsequent start attempts for a shorted
rotating diode to prevent internal failures of early model (-241/-245) SCUs. Requires
operator action in order to attempt a ground start. Starting may be attempted while in
flight due to ETOPS considerations. In this case, start attempts could still damage
the -241/-245 SCUs. Auto-shutdowns for the SRD (shorted rotating diode) fault will
require a scratch pad entry from the CURRENT STATUS CDU page before an APU
start may be attempted. Wording for the scratch pad entry is as follows: STARTOK
Reason: Response to operator request to prevent burnout of multiple SCUs.
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14. Frozen IGV and IGV sweeping logic
Current Operation: ECU has no logic to address ice accumulation that affects only
the pneumatic system.
Change: Add Ice Breaking Logic that will prevent ice accumulation. Operators will
notice this logic working as follows:
- 14.1 Transitions (when the APU is moving from one mode to another i.e. RTL to ECS):
- When T2 < 52F AND when position error is detected which keeps the IGVs from moving, there
will be no noticeable effects, but the IGVs will be commanded partially open and closed
indefinitely unless APU is shutdown, or until the IGVs move to their commanded position.
- 14.2 Ready to Load (APU on, APU Bleed Switch off):
- When T2 < 52F there will be a small noise increase for 2 seconds every 60 seconds due to
small IGV commanded movements. This noise is due to a small sweep (+7 degrees and back to
RTL position) that serves to detect if vanes are stuck.
- 14.3 Duct Pressurization and ECS modes (APU on, APU Bleed Switch on, R&L Packs on or off):
- When T2 < 52F AND when ice is accumulating on the IGVs, there will be an audible whoosh
for 3 seconds every 60 seconds noticeable in and around the aircraft. This noise is due to the
IGVs being commanded full open and back to original position under this weather and ice
condition. Correspondingly, the additional air flowing through the load compressor goes
downstream to the Air Cycle Machine (ACM), and the resulting spooling up and down of the
ACM creates the audible difference. This feature will automatically turn off when the APU is
shutdown or when MES is attempted.
- 14.4 MES mode will not be affected. In-flight operations will not be affected.
- 14.5 The Ice Breaking Logic (IBL) option may be turned on and off from the CDU Ident./Config.
page 2. The on/off toggle will be shown at all times on Line 11 of the CDU. Line 11 will read
one of the following messages:
ICE LOGIC ON
ICE LOGIC OFF
- 14.6 The IBL Scratch Pad Entries for turning this feature on and off will be typed into Line 14
with wording as follows:
ICELOGICON
ICELOGICOFF
- Reason: Response to operator request to prevent loss of bleed air in cold weather conditions..
Honeywell.com

Changes Not Noted as Operational Problems
15. LOP lamp logic
Current Operation: Currently the LOP lamp is on during initial startup until the oil
pressure reaches a particular level. This is normal. If the LOP lamp comes on after
reaching 95% speed and before autoshutdown; this is not in spec compliance.
Change: Logic is being added to show LOP switch status below 95% and above 95% for
the first acceleration only, not above 95% once LOP switch status has changed, only
after autoshutdown.
Reason: Compliance with Boeing requirements.
16. LOP lamp blinks during idle/test mode.
Current Operation: Currently the LOP lamp blinks during idle/test mode.
Change: Logic is being added to prevent this from occurring.
Reason: Application of field, Honeywell, and Boeing experience.
17. No Flame Shutdown Autoshutdown 011
Current Operation: EGT rise required to be <300F for a No Flame ASD
Change: EGT rise required to be <100F for a No Flame ASD
Reason: Application of Honeywell experience.
18. Delta P and P total auto zeroing
Current Operation: Currently Delta P and Pt auto-zero previous to APU starting
conditions.
Change: This change was deleted. Found to effect performance.
Honeywell.com

19. Logic Change for Bleed air disable.
Current Operation: Currently IGV and SCV torque motor failure is incorporated into the Bleed Air
enable logic.
Change: Torque motor fail inputs have been taken out of the bleedair enable logic only.
20. Loss of overspeed protection autoshutdown. Autoshutdown 020.
Current operation: Restart can be preformed if BITE power is ON.
Change: Operator now needs to enter STARTOK into scratchpad from CURRENT STATUS page to
restart APU.
Reason: Ensures operator recognizes condition for autoshutdown.
21. Flow divider on logic.
Current Operation: Fuel manifold secondary filling not robust if still filled at time of pulse. This
may cause increased speed momentarily due to length of pulse.
Change: Add logic to turn off pulse if speed is increasing above setpoint plus margin.
22. Fault 171 / Fuel Flow vs. Command
Current Operation: During start when the Speed is greater than 20% N, fuel flow measured is
compared to fuel flow command
Change: Changed to 15% N because cranking speed may not reach 20% without lightoff under all
conditions.
23. Reverse flow logic. Autoshutdown 017.
Current Operation: SCV position not considered for reverse flow detection.
Change: Add SCV position error to reverse flow possible logic. This is used for bleed disable to
prevent reverse flow if possible.
24. EGT Meter operation
Current Operation: When APU is powered up into idle or test mode, EGT meter momentarily spikes,
drops, then rises as expected.
Change: Added logic to eliminate EGT meter spike during test mode or at entry into idle mode.
Reason: Response to customer request.
Honeywell.com

25. Date and Time recording
Current Operation: During prestart bite failures the date and time sometimes shows dashes (invalid
date and time) on the CDU pages. The problem appears to be that the date and time labels are 1
second labels and the faults log in 0.5 seconds. Therefore if the fault is detected in the first 0.5
seconds the valid time and date is missed.
Change: Add logic to double check for faults so that the time and date can be logged for faults
occurring in the first 0.5 seconds.
26. Generator load shed or underspeed shutdowns while pneumatically loaded
Current Operation: Current logic could cause a generator load shed or underspeed shutdown due
to lack of appropriate use of pressure readings.
Change: Modify the logic to ensure the inlet pressure sensor alternate value and/or airplane
pressure is used appropriately since AC mach number is not valid on ground below predetermined
speed.
27. Label 270 Bits 23, 24, 25 follow display or switch logic
Current Operation: Label 270 info not the same as CDU display info
Change: Changed all display logic to match transmitted info. ARINC label 270 transmittal will
match displayed data on CDU.
Reason: Necessary for the LOQ logic change.
28. Change 737-600 ECS schedule
Current Operation: 737-600 ECS 2-pack Hot day normal flow schedules are more open than required
to meet flow requirements. They are also more open than the -700 series schedules.
Change: Modify -600 series ECS schedules to match the -700 series for similarity. 2-pack High flow
is the preferred option for operators requiring additional aircraft cooling.
Reason: Similarity between -600 and -700 schedules requested by Boeing.
29. Add label for Time Since Installed to ARINC 429 transmitted labels.
Current Operation: ECU/DMM currently transmits TSN but does not transmit a label for Time Since
Installed
Change: Add Time Since Installed label 056
Reason: Response to customer request.
Honeywell.com
3.5 131-9B P/N 3800702-1 Drains Schematic
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3.5 131-9B Lubrication System Schematic
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3.5 131-9B Fuel System Schematic

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3.5 131-9B Pneumatic System Schematic

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3.6 131-9B P/N 3800702-1 SB Summary
Min-Mod Requirements: (1) Do before subsequent flight or before XX hours, YY cycles, or a specific end date or specified interval. (2) Do as soon as possible without effect on
revenue service. (3) Do at next shop visit of engine or module. (4) Do When (area) is exposed. (5)Do as soon as the affected part is removed from the engine.(6) Do when the part is
routed for repair. (7) Do at customer convenience or option. (8) Spare parts information. (9) Information only. (S) Supersceded (C) Conversion (S) Supersceded (CMP) Component,
(FE) Field

Honeywell.com
3.6 131-9B P/N 3800702-1 SB Summary
Min-Mod Requirements: (1) Do before subsequent flight or before XX hours, YY cycles, or a specific end date or specified interval. (2) Do as soon as possible without effect on
revenue service. (3) Do at next shop visit of engine or module. (4) Do When (area) is exposed. (5)Do as soon as the affected part is removed from the engine.(6) Do when the part is
routed for repair. (7) Do at customer convenience or option. (8) Spare parts information. (9) Information only. (S) Supersceded (C) Conversion (S) Supersceded (CMP) Component,
(FE) Field

Honeywell.com

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3.8 Acronyms
AD Airworthiness Directive LOQ Low Oil Quantity
AMM Aircraft Maintenance Manual LRU Line Replaceable Unit
APU Auxiliary Power Unit MA Material Analysis
ARINC Aeronautical Radio, Inc MTBCR Mean Time Between Chargeable Removal
ASD Autoshutdown MTBF Mean Time Between Failure
BITE Built-In Test MTBR Mean Time Between Removals
CCA Circuit Card Assembly MTBUR Mean Time Between Unscheduled Removal
C/F Cooling Fan LRT Loop Resistance Test
CMM Component Maintenance Manual LRU Line Replaceable Unit
COE Center Of Excellence NFF No Fault Found
DMC Direct Maintenance Cost NPRM Notice of Proposed Rule Making
DMM Data Memory Module OIT Operator Information Telex
ECB Electronic Control Box PIPS Product In-Service Performance Support
EGT Exhaust Gas Temperature PMT Product Management Team
EIS Entry Into Service P/S Power Section
FE Field Evaluation PSE Product Support Engineering
FCU Fuel Control Unit PTM Predictive Trend Monitoring
FFD Fuel Flow Divider RCCA Root Cause and Corrective Action
FIM Fault Isolation Manual RDE Repair Development Engineering
FOC Free Of Charge R&O Repair and Overhaul
GRDE Global Repair Development Engineering RTCM Regional Technical Coordination Meeting
HOC High Oil Consumption SB Service Bulletin
HOT Hot Oil Temperature SCD Specification Control Drawing
ID/OD Inner/Outer Diameter SCV Surge Control Valve
IGV Inlet Guide Vanes SIL Service Information Letter
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IPC Illustrated Parts Catalog TBD To Be Determined
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ISSR In-Service Summary Report TRACE Total Reliability Analysis of Components and Engines
ISSU In-Service Summary Update TSI Time Since Installed
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LCV Load Control Valve UTC Universal Time Code
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LOP Low Oil Pressure WPG Workscope Planning Guide


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2008 Honeywell Air Transport Operators Conference

HONEYWELL CONFIDENTIAL: This copyrighted work and all

131-9A Auxiliary Power Unit (APU), 3800278-1

ATA 49 APU 131-9[A]

Agenda APU 131-9[A]

ATA 49: APU 131-9[A]

131-9[A] Operating Statistics

131-9[A] Mean Time Reliability Trend

MTBUR 10,189 MTBUR

9,098 component causing

84% of fleet reporting CR = Confirmed

Average Time Between All Shop Visits

Average Time To First Shop Visit

Top Findings for Unscheduled APU Removals

7.00 6.63 84% of fleet reporting

5.00 Solution In Place

0.80 0.94 0.80 0.95

APU Removals Correlated to Findings

Correlation Table Can Provide Useful Information for Troubleshooting

Solutions to Address Top APU Shop Findings

LRU In-Service Summary

2. ATA 49: 131-9[A]

2.1 First Stage Turbine Wheel 3840160-5/-7/-8

2.1 First Stage Turbine Wheel

2.1 First Stage Turbine Wheel 3840160-5/-7/-8

2.1 First Stage Turbine Wheel 3840160-5/-7/-8

Bend Tab - BT2

2.1 First Stage Turbine Wheel 3840160-5/-7/-8

Fleet Reliability has Exceeded That of the Pre-Rivet Configuration

2.1 First Stage Turbine Wheel PN 3840310-3

2.2 LC Impeller Rim Separation, PN 3822400-5

2.2 Load Compressor Impeller

2.2 LC Impeller Rim Separation, PN 3822400-5

2.2 LC Impeller Rim Separation, PN 3822400-5

Rim Separation Occurred ~ 4000-7000 Cycles, Except the 1st Event

2.2 LC Impeller Rim Separation, PN 3822400-5

2.3 Starter Motor, PN 2704506-2

2.3 Starter Motor

2.3 Starter Motor, PN 2704506-2

2.3 Starter Motor, PN 2704506-2

Predicted Life Based on 0.24 in. of Brush Wear

Opportunity To Investigate In-Service Starters

2.3 Starter Motor, PN 2704506-2

3.1 APU Cross Section, PN 3800708-1

3.2 LC Carbon Seal & Rotor, PN 3827250-3

3.2 Load Compressor

3.2 LC Carbon Seal & Rotor, PN 3827250-3

3.2 LC Carbon Seal & Rotor, PN 3827250-3

131-9[A] FE fleet has accumulated over 84,800 hours

Field Evaluation requirements have been completed

3.3 Versatile Electronic Control Box - VECB

3.3 Versatile Electronic

3.3 Versatile Electronic Control Box - VECB

PN 3888394-121204 and PN 3888394-221204

3.3 Versatile Electronic Control Box - VECB

Incorporation of Airbus Cover SB 49-1075 and Honeywell SB 49-7898 or

3.3 Versatile Electronic Control Box - VECB

BITE test additions and improvements

3.3 Versatile Electronic Control Box - VECB

PN 3888394-121204 and PN 3888394-221204

3.3 Versatile Electronic Control Box - VECB

3.3 Versatile Electronic Control Box - VECB

3.4 SB and manual list