A380 Airbus: Auxiliary Power Unit 49

Airbus
A380
RR RB211 Trent 900
Revision: 1OCT2008
Author: WzT
ATA 49 For Training Purposes Only
E LTT 2007
Auxiliary Power Unit
EASA Part-66
B1/B2
A380_49_B12
Training Manual
For training purposes and internal use only.

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AIRBORNE AUXILIARY POWER A380
49
ATA 49 AIRBORNE AUXILIARY POWER

FOR TRAINING PURPOSES ONLY!
FRA US/T WzT Aug 11, 2008 ATA DOC Page 1

ENGINE
49−20
ATA 49 AIRBORN AUXILIARY POWER

APU ENGINE SYSTEM DESCRIPTION
System Architecture On ground, an emergency shutdown will occur immediately following an APU
APU (Auxiliary Power Unit) load gearbox and AGB (Accessory GearBox) are fire detection. In this case, all APU supplies (fuel and bleed air) are shut
key elements of both APU lubrication and starting systems. immediately. In flight, the APU shutdown is selected by the light crew.
The load gearbox drives the two generators and the dedicated oil pump for During an automatic or an emergency shutdown, there is no cool down period.
generator lubrication.
The AGB is driven by the starter and drives the engine oil pumps.
The APU starting system can be energized by the APU battery or from the A/C
DC network (external power for ground operations).
Two APU P/BSWs, located on the overhead panel, are used for normal start
and shutdown.
An emergency shutdown may be selected at either the NLG (Nose Landing
Gear) control panel or the IRP (Integrated Refuel Panel).
The APU FIRE P/BSW on the overhead panel would also cause an APU
shutdown, in addition to arming the APU fire extinguisher.
The ECB (Electronic Control Box) controls and monitors APU start, operation
and shutdown (normal and emergency).
During the start sequence, the DC starter will drive the HP shaft of the APU.
The same drive through the AGB will also operate the FCU (Fuel Control Unit)
and the engine oil pump. The starter drive will be maintained up to 40 % and
then, the supply to the ignition system is removed.
The APU has two igniter plugs which are used alternatively for each APU start,
and are supplied by a high energy ignition unit.
The APU shutdown can be classified as normal, automatic or emergency.

During a normal shutdown, the ECB will immediately close the APU bleed
valve, and initiate a cooling period of 60 seconds. The shutdown sequence is
controlled based on time. It controls N1 speed reduction and IGVs (Inlet Guide
Vanes) opening.
An automatic shutdown occurs following a fault condition. In this case, ECB
has determined that a monitored parameter is outside the acceptable limits or
an APU component operation is not in the required configuration.
FRA US/T WzT Aug 11, 2008 14|L2 Page 2

ENGINE
49−20
Figure 1 System Architecture

OIL
49−90
APU OIL SYSTEM DESCRIPTION

The APU has two oil sub−systems:
S the main engine section lubrication,
S and the APU generators lubrication.
Oil for both systems is stored in a single tank, which has separate
compartments for the generator section and the main engine section.
The tank has common filler, which lets the generator section be filled first, and
then the oil flows into the main engine section.
In addition, the oil tank has two external oil level indicators: a sigh glass for the
main engine section and a bulls−eye for the generator section.
Note when checking or replenishing the APU oil system, it is important to refer
to the AMM graph to establish if the oil level usage against flight hours is within
acceptable limits.
The APU is certified for either type 1 or type 2 oils:
S PWA 521, Type I oil (3Cs) (MIL−PRF−7808)
S PWA 521, Type II oil (5Cs) (MIL−PRF−23699 STD)
S PWA 521, Type II oil (5Cs) (MIL−PRF−23699 MTS)
An oil filling tool is available for use at the tank.
NOTE: The oil level may also be reported through the service report, and
can be checked as correct through the CMS (Central
Maintenance System).
The APU oil system has filters for both sub−systems. The main engine section
filter is at the AGB and the generator system filter is at the load gearbox. Both
filters have a by−pass and are electrically monitored for clogging.

OIL
49−90
Figure 2 APU Oil System

POWER PLANT
49−10
POWER PLANT SYSTEM DESCRIPTION

APU Drain System
An APU overboard drain outlet is installed on the APU door. It is connected to:
S the AGB drain to collect fuel and oil,
S the starter drain pad for oil,
S the IGV actuator, surge control valve actuator, gas generator and eductor
drains for fuel.
Drains are also installed to drain water from the inlet plenum and the APU
exhaust.
NOTE: Acceptable drain limits are given in the AMM. Following two or
three successive APU shutdown sequences, it is possible that
some drainage can be seen at the APU overboard drain outlet.
After an APU auto−shutdown, the drains should be checked for
fuel drainage.Refer to AMM or TSM for follow−up procedures. A
small plate at the end of the APU drainage pipe is installed in
order to avoid to drain the fluids on the external surface of the
tailcone.

POWER PLANT
49−10
Figure 3 APU Drain System

DOORS A380
DOORS - APU ACCESS
52−41−21
DOORS - APU ACCESS

APU Maintenance Access Doors
The latching system has:
S Four latching hooks
S Eight pin latches.
An hold open rod, attached between the doors structure and the fuselage
structure limits the opening of the doors.
The opening of the APU maintenance doors must be done in a certain
sequence as follow:
S First, the opening of the overpressure/underpressure panel to move the
locking device.
S then the opening of the LH door,
S Finally, the opening of the RH door.
As the opening, the closing of the APU maintenance doors must be done in a
certain sequence as follow:
S Move the locking device,
S First the closing of the RH door,
S Then the closing of the overpressure/underpressure panel,
S Finally the closing of the LH door.
Before the closing of the doors the applicable safety hold open rod of the
related door must be manually released.

DOORS A380
DOORS - APU ACCESS
52−41−21
Figure 4 APU Maintenance Access Doors

GENERAL
49−00
APU BAYS LIGHTS & POWER OUTLETS DESCRIPTION

System Overview
The APU bays have two service lights:
S one halogen light installed in the tail cone APU compartment,
S one LED (Light Emitting Diode) light installed in the air intake area of the
APU and its above fireproof compartment.
Each light is composed of:
S a stainless steel housing,
S a glass lens with steel grid cover,
S one electrical connector and,
S two halogen/LED bulbs.
The service light for the tail cone APU compartment is controlled from a single
toggle switch installed on the APU firewall. Whereas the service light for the air
intake area of the APU and its above fireproof compartment is controlled from a
single toggle switch installed in the fuselage floor of the aircraft section 19, on
the LH of the bay access door (311AB). The system also includes one 28 VDC
power outlets to enable performance of the maintenance tasks in this area. The
service lights and the power outlets are energized from the 28 VDC GND
SVCE BUS.

GENERAL
49−00
Figure 5 APU Bay Lights

GENERAL
49−00
HUMAN FACTOR POINTS:
WARNING: BE CAREFUL WITH HOT COMPONENTS AND SURFACES,
THERE IS A RISK OF BURNING,
BE CAREFUL WITH MOVING SURFACES.
CAUTION: MAKE SURE THAT YOU INSTALL THE CORRECT LAMPS IN
THE APU COMPARTMENT, DO NOT INSTALL LED TYPE
LAMPS BECAUSE THEY ARE NOT RESISTANT TO HEAT.

GENERAL
49−00
Figure 6 APU Bay Lights Safety

ENGINE FUEL AND CONTROL
49−30
APU ENGINE SYSTEM OPS/CTL & IND

General The following parameters are displayed on the APU System Page:
2 Switches, the APU MASTER SW and APU START are used in the cockpit to S The load compressor speed (N1),
launch the APU−Start and APU shut down sequences. For emergency the S The gas generator speed (N2),
APU can be manually shut down by:
S EGT (Exhaust GasTemperature),
S The APU Fire Button in the cockpit.
S The fuel used,
S The APU SHUT OFF button (nose landing gear panel),
S The flap messages: flap open , flap moving,
S The APU EMERGENCY SHUT DOWN push Button (Refuel/de−fuel panel).
S The APU AVAIL message: APU is running,
The APU BLEED pushbutton allows the APU to supply air to start the engine
S The APU GEN A & B parameters,
and for the air conditioning.
S The APU BLEED parameters.
The APU GEN A and B pushbutton allows the APU to supply electrical power
via 2 APU generators. Two APU memos can be displayed on the EWD (Engine Warning Display):
Both, the APU MASTER SWITH and the APU START controls are located on S The APU AVAIL message,
the APU panel, the APU GEN A and the APU GEN B push button switches are S The APU BLEED message.
located on the ELEC panel, the APU BLEED pushbutton switch is located on
the AIR panel. The APU fire controls are located on the APU FIRE panel. All
these controls are installed on the overhead panel.
There are also 3 APU external controls:
Two on the Maintenance Nose Gear panel:
S APU FIRE light,
S APU SHUT OFF pushbutton.
One on the refuel /de−fuel panel at the belly fairing:
S The APU EMERGENCY SHUTDOWN pushbutton.

49−30
Figure 7 APU Controls and Indication

INGINTION AND STARTING
49−40
APU STARTING
APU START
APU Master Switch:
The ”ON” blue light comes on as soon as the switch is pressed, the APU
”FAULT” amber light comes on whenever there is a shutdown not initiated by
the APU Master Switch.
APU Start Switch:

The ”ON” blue light comes on as soon as the switch is pressed. Once the start
sequence is completed, the light ”ON” is off.
The ”AVAIL” green light comes on once the start sequence is completed.
At this time, the APU is ready for using.
When the APU MASTER SW and the APU START SW are pushed to ’ON’ the
ECB energizes the APU main relay, increases the fuel flow, opens the Inlet
Flap and sets the APU Start in Progress Flag.
The ECB:
Signals an ”APU START” when the Inlet Flap is fully opened, Sets the SCV
(Surge Control Valve) to open, Energizes the start contactor and the back−up
start contactor, which supply electrical power to the Starter Motor,
Energizes the shutdown solenoid to let the fuel flow to the engine and set the
ignition to ’ON’ at 8% N2, Sets closed−loop acceleration control to increase the
speed of the engine to N1 100%,
The ECB:
De−energizes the start contactor and the back−up start contactor at 40% N2,
Cancels the APU Start in Progress Flag when N1>95% for 2 seconds.

INGINTION AND STARTING
49−40
Figure 8 APU Start

GENERAL
49−00
APU OPERATION
APU Running Bleed Air Supply Operation condition is as follows:
When the APU is available to supply bleed air, these indications are shown: With bleed air supply from four engines, the LH, RH and CTR crossbleed
S On the APU page of the SD (System Display), the green AVAIL indication valves and the APU isolation valve are closed.
comes on, With APU bleed−air supply, the LH, RH and CTR crossbleed valves, the APU
S On the BLEED page of the SD, the white APU symbol indication and the isolation valve and the APU bleed valve are open.
green bleed−valve symbol in closed position comes on. The bleed air supply When the engines are off the LH, RH and CTR crossbleed valves and the APU
is now available. isolation valve are open.
The APU bleed−air is the primary source when the engine bleed air and the If there is a failure that causes non−symmetrical engine bleed supply, the LH,
APU bleed air are operated at the same time. RH and CTR crossbleed valves open. This allows airflow sharing between the
To operate the bleed air system, push the APU BLEED pushbutton switch on related engines
the AIR PANEL (1225VM). When the APU BLEED pushbutton is pushed, the When the X BLEED selector switch on the AIR PANEL (1225VM) is in the
blue ON legend comes on. OPEN or CLOSE position, all crossbleed valves are controlled at the same
The BLEED page of the SD is then shown: time.
S The green bleed−valve symbol in the open position, The APU bleed valve with ”opening demand” occurs at the same time as the
opening of the APU isolation valve.
S The white APU symbol.
On the ground, when the engines are off, the APU isolation valve is open and
The APU page of the SD shows:
the APU bleed valve is closed.
S The green bleed−valve symbol in the open position,
S The APU bleed air pressure.
The central crossbleed valve opens to supply the APU bleed−air to the left and
the right distribution systems.
To stop the APU bleed−air supply, push the APU BLEED pushbutton switch on
the AIR PANEL (1225VM). When it is pushed, the blue ON light goes off.
The BLEED and the APU pages of the SD (System Display) then show the
green APU bleed valve symbol in the closed position. The BLEED page of the
SD also shows the white APU indication.

If there is an APU emergency or automatic shutdown, the supply of bleed−air
stops and the APU bleed valve closes.
When the X BLEED selector switch on the AIR PANEL (1225VM) is in the
AUTO position, the CTR (CenTeR), LH and RH crossbleed valves are
controlled automatically. The APU isolation valve is already driven
automatically.

GENERAL
49−00
Figure 9 APU Running Bleed Air Supply

GENERAL
49−00
APU Running GEN Supply

The APU GEN A(B) pushbutton switch on the ELEC section of ICP 1225VM
has two configurations (released or pushed).
Released:
S The white OFF legend is on,
S The APU generator 1 (APU GEN A) or the APU generator 2 (APU GEN B)
is de−energized and the related AGC is open.
S The white OFF message comes into view in the middle of the GEN A(B)
gray frame on the ELEC AC page of the SD.
Pushed:
S When the pushbutton switch is pushed and immediately after the electrical
parameters (frequency, voltage) are in the limits, the APU generator 1(2) is
connected to the network.

GENERAL
49−00
Figure 10 APU Running GEN Supply

GENERAL
49−00
APU Shutdown
During a normal shutdown, the ECB receives a Shut−Down signal when the
APU SW is selected ”OFF”.
The ECB then closes the APU Bleed Valve to stop the bleed supply to the
aircraft. Electrical load is removed from the APU Generators. Then a
Cool−Down Cycle of one minute occurs the APU stops.
Select the APU ECAM SD page.
Do a normal APU shut down.
Cool−down period:
At the end of the 50 seconds cool−down, the ECB decreases N1 to 67%
and moves the IGV to open At the end of the 60 seconds cool−down, the
FCU cut−off the fuel.

GENERAL
49−00
Figure 11 APU Shutdown

GENERAL
49−00
APU Emergency Shutdown

In case of an abnormal operation of APU, an APU emergency shut−down must
be done immediately.
You can launch the emergency shutdown from:
S the APU FIRE PUSH switch on the panel 1221VM
S the APU SHUT OFF switch on the maintenance service panel 1GN the APU
EMERG SHUT DOWN switch on the integrated refuel panel 42QU.

GENERAL
49−00
Figure 12 APU Emergency Shutdown

GENERAL
49−00
APU Protective Shutdown

On the ground the Shut−Down is operated automatically by the FDU (Fire
Detection Unit) if a fire occurs in the APU compartment.

GENERAL
49−00
Figure 13 APU Protective Shutdown

OIL
49−90
APU OIL INDICATION

APU Low Oil Level
When the aircraft is on ground and the APU does not operate, you can check
on the CMS (Central Maintenance System) the oil level by an Oil Status
Interactive mode test.
The oil level sensor measures two points:
S Measurement Point number 1 (ADD+60): The APU can operate for 60
hours at normal oil consumption before the ”ADD” mark.
S Measurement Point number 2 (ADD): At the ”ADD” mark, it shows the low
oil−level condition

OIL
49−90
Figure 14 APU Low Oil Level

POWER PLANT
49−10
APU ASSEMBLY DESCRIPTION

General
The APU is installed at a 15 angle in a fireproof compartment of the aircraft
tailcone. Two maintenance doors at the bottom of the tailcone structure give
access to the APU.
The APU air inlet opening is on the upper right hand side of the aircraft
fuselage. The air inlet duct supports the air intake flap, which is operated by a
door actuator (electric motor).
A rain gutter is installed forward the air intake, to protect the air intake against
the precipitation or against ingestion of fluids generated on the fuselage.
Openings for the cooling air compartment (cooling duct) and the APU air
pressure relief door (LH maintenance door) are on the left hand side of the
APU compartment.
The exhaust muffler is the APU exhaust silencer, it has to release combustion
gases into the atmosphere and suppress APU generated exhaust noise. The
Aft part of the muffler is inside the rear fairing.

POWER PLANT
49−10
Figure 15 APU Assembly

POWER PLANT
49−10
APU Mounts
The APU is attached to the APU compartment structure by a suspension
system via three airframe mounts.
The APU attachment points comprise two forward mounts on the top of the
load gearbox and two rear mounts on the gas generator case, aft of the fuel
manifolds.
The rear mounts are attached by links to a common single point.
The three attachment points include shock mounts to prevent transmission of
noise and vibration to the airframe, and to get normal airframe movement that
occurs in flight.

POWER PLANT
49−10
Figure 16 APU Mounts

POWER PLANT
49−10
APU Front Mounts

Each APU front mount is basically comprised of an isolator that connects the
APU bracket to the airframe, and includes an elastomer to limit vibration.

POWER PLANT
49−10
Figure 17 APU Front Mounts

POWER PLANT
49−10
APU Rear Mounts

The APU rear mount has two APU links, which are connected via a common
isolator to the airframe attachment bracket.

POWER PLANT
49−10
Figure 18 APU Rear Mounts

POWER PLANT
49−10
Air Intake Duct Assembly And Cooling Air Inlet

The air intake system supplies sufficient ambient air to the APU air plenum
chamber during ground or flight conditions, and its design maintains a low
noise level with optimum aerodynamic flow.
The air intake system has the following major components:
S Rain gutter,
S Anti ice fence,
S Air intake nose,
S Air inlet flap,
S Air intake flap actuator,
S Air intake duct.
An air intake flap is controlled by the ECB, and is fully open throughout the
APU operation. It will close when the APU is shut down.
The rain gutter and the anti ice fence reduce the possibility of foreign object
ingestion and prevent against ingestion of fluids and of hot APU gases.
The cooling duct is installed in the tailcone. The cooling air inlet supplies air to
the ACOC (Air Cooled Oil Cooler) and helps in the cooling and ventilating of
the APU compartment. Air in the APU compartment moves through the ACOC
collecting heat from the oil systems, the air is then mixed with the exhaust gas
and discharged overboard.

POWER PLANT
49−10
Figure 19 Air Intake Duct Assembly and Cooling Air Inlet

POWER PLANT
49−10
APU Exhaust Muffler

The APU exhaust muffler is composed of:
S Exhaust coupling to the APU,
S Exhaust muffler body, the muffler body has a sound absorbing material
tube,
S Extension duct: This duct is the final part of the exhaust muffler and leads
the hot gases outside the A/C,
S Exhaust muffler suspension: the exhaust muffler suspension has two
forward attachment mounts and two rear attachment points:
These forward attachments are installed in the exhaust axis.
These two rear attachments allow the exhaust muffler expansion.
S Exhaust muffler hoisting: there is two attach brackets on the muffler surface
for hoisting provisions.

POWER PLANT
49−10
Figure 20 APU Exhaust Muffler

OIL
49−90
APU OIL SYSTEM COMPONENT DESCRIPTION

General
The Oil system makes sure that a pressurized and filtered oil is supplied for the
cooling and lubrication of the APU rotating components and the two
generators.
The ECB monitors the oil temperature, the pressure, and the quantity.

OIL
49−90
Figure 21 Oil System Componetns General

OIL
49−90
Oil Tank Assembly

The oil system has two independent systems, one for the APU and the other
one for the APU generators. Each one has an independent tank within the LGB
(Load GearBox), that shares a common filler and a common vent system.
The total capacity of the two oil tanks is 18.9 l (5 USgal).
The APU main oil tank has a capacity of 13.7 l (3.6 USgal).
The generator oil tank has a capacity of 5.1 l (1.3 USgal).
The float valves installed at each oil tank inlet prevent overfilling of the tanks.
Both oil tanks are manually filled through a common oil filler neck.
The filler neck is designed to fill (or top off) the generator oil system first, and
once full, a float valve closes and oil is diverted to the main oil system.
As the scavenge oil is returned to the tanks without cooling, both oil tanks are
referred to as a ”hot tank type”.
Oil cooling is done by an ACOC (Air Cooled Oil Cooler), which is mounted on
the eductor assembly.
Oil tank quantity can be inspected visually through the oil sight glass (APU
main oil tank), Bulls eye (generator oil tank)is electrically monitored by a
transmitter on the APU tank.
The oil level sensor is used by the ECB to determine the oil level at each APU
start.
Oil level is sensed in the main oil tank at the beginning of the start cycle.
Advisory fault signals are transmitted by the ECB to the CMS as the oil quantity
approaches minimum levels.
The first signal is transmitted when usable oil level reaches a preset level. This
signal reflects approximately 60 hours of operation before the oil level reaches
the ”ADD” mark. A second signal is transmitted when the oil level reaches the
”ADD” mark and reflects approximately 60 hours of operation before the oil
reaches the minimum operating level.
The oil tank venting system uses an air/oil separator in the AGB (Accessory
GearBox), which makes sure that the clean air is vented into the exhaust duct.

OIL
49−90
Figure 22 Oil Tank Assembly

OIL
49−90
APU OIL SYSTEM OPERATION

Oil System Oil Filters
As the APU and GEN oil systems are independent, each system has a Each system has its own disposable oil filters, which are used for the filtration
pressure system to deliver the oil to the users, and a scavenge system to of the pressure supply, but can be bypassed if the filter clogged.
return the oil to the tank. The differential pressure across the filter is monitored.
In both cases oil cooling is done on the pressure supply circuit before the oil To prevent oil loss at filter replacement, a check valves is installed inside each
goes through the filter. APU filters housing.
Oil Pump Assemblies Pressure Regulating Valves
Each oil system contains its own oil pump assembly. The main oil pump is Two spring−loaded PRV (Pressure Regulating Valves), one for each system,
installed in the AGB and has an oil pressure element and three scavenge pump maintain a constant oil system pressure.The valves open at preset oil pressure
elements. The generator oil pump is installed in the LGB and has an oil values and bypass oil to the pressure pumps.
pressure element and two generators scavenge pump elements.
Each pressure pump element draws oil from its respective oil tank and pushes Dual Oil Pressure Sensors
it through the system. The scavenge pump elements return oil to the tanks. There is one dual oil pressure sensor for the APU oil circuit and one for the
GENerators oil circuit. Dual oil pressure sensors are located at each filter. The
Cold Start Valves sensors measure oil pressure upstream and downstream of the filters.
Spring−loaded CSV (Cold Start Valves) are installed just downstream of each These inputs are used by the ECB to monitor system oil pressure and identify
oil pressure pump. The valves are used as a safeguard against excessive an impending filter bypass. The downstream channel is used for system oil
pressure buildup during cold weather operation. The valves open and divert oil pressure. The upstream channel is used in conjunction with the downstream to
either to the pump inlet or the generator oil tank via internal cored paths if the calculate filter delta pressure. The upstream channel is also used as backup
oil pressures exceed preset values. system oil pressure should the downstream channel fail.
Air Cooled Oil Cooler Oil Temperature Sensors
The ACOC (Air Cooled Oil Cooler) has two independent core assemblies, one Two oil temperature sensors are installed downstream of each oil filter. Inputs
for the APU oil system and one for the generator oil system. from these sensors enable the ECB to monitor the oil temperature of each oil
Each system has a thermal / pressure relief valve, which lets cold oil bypass system.
the cooler and flow directly to the filter.

Chip Detectors
The design of the pipe−fittings is made so that the oil in the cooler assembly
does not drain back to the tank at the APU shut down. The oil systems include three electrical chip detectors, one in the generator oil
system and two in the main oil system. The detectors include a bayonet fitting
Each core also has a drain valve to let the oil drain at the component removal.
for visual inspection.

OIL
49−90
Figure 23 Oil System & APU Lubrication Functional Operation

OIL
49−90
APU Lubrication Functional Description Generators Oil Pressure System
The APU oil system is composed of the pressure and the scavenge oil circuit Oil is drawn from the tank through an oil strainer by the pressure pump
for the main APU and the GEN oil systems. mounted within the LGB, then pressurized oil goes through the electrical chip
detector.
APU Oil Pressure System
During cold weather operation, the CSV gives a safeguard against excessive
Oil is drawn from the tank through an oil strainer by the pressure pump. The pressure build up through the pump. When the valve opens oil goes back to the
output of the pressure pump is regulated by the PRV, which returns the excess tank.
of oil to the pump inlet. During starting when the oil is cold, the CSV will also
Oil from the pump flows through an ACOC mounted on the eductor assembly.
return oil to the pump inlet to prevent excessive pressure in the system.
Cooled oil from the ACOC then goes through the oil filter mounted on the LGB.
The pressurized oil is directed through the ACOC to the pressure filter but if the A bypass valve is installed around the oil filter to keep oil flowing in the event of
oil temperature is already low, it can by−pass the cooler through the thermal / filter blockage.
pressure relief valves.
Downstream of the filter, oil pressure and temperature signals are sent to the
Pressurized oil will flow through the filter, but if the filter clogs the by−pass will ECB.
open for unrestricted oil flow.
PRV bypasses oil pressure directly to the oil tank thereby maintains a constant
Pressurized oil is delivered to the load gearbox accessory gearbox, and oil pressure.
bearing using a combination of pressure of pressure jets and oil mist.
Pressure oil then flows to the oil inlet ports on the generators and provides
APU Oil Scavenge System generator lubrication and cooling.
The scavenge system returns the oil to the APU main oil tank. Generators Oil Scavenge System
The load gearbox scavenges pumps take oil from the load gearbox sump, Two scavenge pumps, one for each generator, return the oil from the
which includes the oil from the bearing No 0. generators tank. The oil temperature is monitored at the scavenge outlet
Oil from the No 4 bearing is pumped by its own scavenge pump to the
accessory gearbox, which also receives scavenge oil from No 1, 2 and 3
bearings under gravity and secondary air pressure.
This oil is then pumped by the accessory gearbox scavenge pump back to the
tank.

OIL
49−90
Figure 24 Oil System & APU Lubrication Functional Operation

49−30
APU FUEL SYSTEM COMPONENTS DESCRIPTION

FUEL CONTROL UNIT
General
The APU fuel system has components that automatically supply proper APU
acceleration and to maintain a constant operating speed under varying load
and environmental conditions.
The APU fuel circuit can be divided into two separated systems: the APU fuel
control system and the fuel distribution system.
The APU fuel control system is composed of the FCU (Fuel Control Unit) with
the integrated fuel pump, the fuel filter and the low fuel pressure switch. The
FCU is electrically connected to the ECB.
The fuel distribution system feeds the fuel to the SCV and IGV actuators and to
the fuel nozzles through the flow divider and the primary and secondary fuel
manifolds.
The FCU is mounted on an AGB drive pad for the fuel pump shaft.

49−30
Figure 25 Fuel Control Unit

49−30
Fuel Manifolds
Primary and secondary fuel manifolds deliver metered fuel from the flow divider
to the fuel nozzles. The manifolds are flexible lines, which surround the gas
generator case and are connected to the primary or secondary side of each
fuel nozzles.
Flow Divider And Dump Valve

The flow divider is installed on the fuel inlet manifold adapter located at the 6
o’clock position on the gas generator case. It schedules the metered fuel from
the FCU between the primary and secondary fuel manifolds.
Fuel Nozzles
Each of the fourteen duplex fuel nozzles has separate primary and secondary
fuel injectors. The primary fuel injectors are installed inside the secondary fuel
injectors and atomize the fuel for starting. Once the fuel pressure reaches the
required level, the secondary injectors supply additional fuel required for
sustained operation.

49−30
Figure 26 Fuel Manifolds ... Fuel Nozzles

49−30
APU FUEL SYSTEM FUNCTION OPERATION

Fuel Control System Description Fuel Metering Valve
The APU fuel control system functions are to provide the metered fuel flow, A torque motor commanded by the ECB modifies the metering valve position in
IGV (Inlet Guide Vane) and SCV (Surge Control Valve) actuation. order to control metered fuel flow.
Fuel is supplied to the APU from the aircraft fuel system. The major A PRV (Pressure Regulating bypass Valve) keeps the differential pressure
components of the APU fuel control system are: across the metering valve constant.
S Low fuel pressure switch, The flow from the metering valve goes through a shutoff valve before it goes to
S The FCU (Fuel Control Unit), which has a fuel pump, a fuel metering valve, the flow divider.
and a shut−off solenoid, and an actuator regulator. During either a normal or a protective shutdown, the ECB de−energizes the
S Fuel filter and the fuel filter impending bypass switch. shutdown solenoid to stop the fuel flow to complete the APU shutdown.
This solenoid opens an orifice to shunt metered fuel pressure and sends it to
Low Fuel Pressure Switch the shutoff valve, which moves to the closed position.
A low fuel pressure switch is installed at the inlet to the fuel pump.
Fuel Drain and Vent Valve
It opens when the fuel pressure increases, if low fuel pressure occurs the
switch is closed and the low fuel pressure signal is transmitted to the ECB. The fuel drain and vent valve is installed on the APU inlet fuel line. This valve is
used for a venting function to bleed the aircraft supply line.
Fuel Pump
Fuel System Functional Description
The fuel pump is integrated into the FCU and is mainly composed of a boost
stage, disposable filter and a High Pressure gear type pump. The pump During the APU start sequence, the ECB energizes the FCU solenoid valve.
includes a pressure relief valve to protect the HP pump in case of The FCU fuel pump draws fuel from the aircraft supply.
overpressure. Fuel pressure opens the FCU shut off valve and fuel flows through the FCU to
the flow divider.
Fuel Filter And Impending Bypass Switch
Fuel pressure overcomes the flow divider dump valve spring and fuel can flow
The disposable fuel filter protects the fuel pump gear stage and metering through the primary fuel manifold to the fourteen primary fuel injectors.
components from contamination in the fuel supply.
At the relevant pressure, the flow divider valve opens the secondary fuel
The filter is installed before the fuel pump gear stage. manifold to the fourteen secondary fuel injectors. During operation, fuel is
A pressure P switch senses the fuel pressure across the filter and sends an metered by a signal sent to the FCU torque motor by the ECB.
impending filter bypass signal when the filter element becomes clogged. A Pressurized fuel is used to actuate the IGV actuator and SCV. The FCU
bypass valve lets the fuel bypass the filter. actuator regulator regulates constant fuel pressure to these components. At
Impending fuel filter bypass signal is sent to the ECB. APU shutdown, the ECB de−energizes the solenoid valve then the fuel shut off
valve closes.
Actuator Regulator
A dump valve is included in the flow divider. During APU shutdown, a spring
The Actuator regulator is a pressure regulator. The regulator maintains a moves the valve and causes a blockage of the fuel inlet port. Valve movement
constant pressurized fuel supply to the SCV actuator and IGV actuator. also connects the primary and secondary manifolds to the dump valve port and
the remaining fuel is vaporized into the exhaust.

49−30
Figure 27 Fuel Control System Description

AIR
49−50
APU AIR SYSTEM OPERATION

General
APU Bleed Air System,
APU Secondary Air System,
APU Compartment Cooling.
APU Bleed Air System

The functions of the bleed air system are:
Supply APU bleed air to the aircraft ECS (Environmental Control System) and
to the MES (Main Engine Start), Supply load compressor surge protection.
APU Secondary Air System

The secondary air system uses pressurized P3 air to seal the bearing
compartments and to cool the turbine disks.
APU Compartment Cooling

The cooling air system supplies air to the ACOC and helps in the cooling and
ventilating of the APU compartment.

AIR
49−50
Figure 28 APU Bleed Air System

AIR
49−50
APU Compartment Cooling

The cooling air system supplies air to the ACOC and helps in the cooling and
ventilating of the APU compartment.
It uses the eductor to pull air from the APU compartment through the ACOC.
Behind the ACOC, the APU exhaust flow causes a low−pressure, and then the
cooling air is mixed with the exhaust gas and is discharged overboard.
To maintain a normal pressure into the APU compartment an APU pressure
relief flap is installed on the left maintenance door.

AIR
49−50
Figure 29 APU Compartment Cooling

AIR
49−50
APU AIR SYSTEM FUNCTIONAL OPERATION

APU Bleed Air System LC Air Flow Sensor
The bleed air system includes the following components: The LC Air Flow Sensor is installed on the Load Compressor scroll and has a
S BV (Bleed Valve) total pressure port and static pressure port.
S SCV (Surge Control Valve), The total pressure port gives the sense air pressure to the LC Delta Pressure
Sensor.
S IGVA (Inlet Guide Vane Actuator),
The static pressure port gives a sense for static pressure to both the LC Static
S LC (Load Compressor) air flow sensor,
and LC Delta Pressure Sensors.
S Load Compressor Delta Pressure sensor,
S Load Compressor static pressure sensor, LC Delta Pressure Sensor
S LC Air flow sensor, The Delta Pressure sensor gives a load compressor differential pressure input
to the ECB for Surge Control Valve control.
S APU eductor assembly.
LC Static Pressure Sensor
Bleed Valve
The Static Pressure sensor gives a load compressor static pressure input to
The Bleed Valve has a butterfly valve controlled by a solenoid (normally closed
the ECB for Surge Control Valve and a delivery pressure indication to the
solenoid).
airframe.
The ECB commands the opening of the solenoid then the P3 pressure opens
the Bleed Valve. APU Bleed Air System Interface
The two electrical position switches send to the ECB a signal indicating the The ECB is connected to the ADCN to send information to other aircraft
position of the valve (open or closed). systems through the AFDX network.
The ECB sends the APU BLEED VALVE CLOSED signal to the CPIOM
Surge Control Valve
Interface.
The SCV (Surge Control Balve) has a butterfly valve operated by a fuel driven
This discrete signal goes to the PADS (Pneumatic Air Distribution System)
actuator.
application hosted by CPIOM−A (PADS application is a part of the ATA 36).
The SCV actuator receives an electrical command from the ECB.
The ECB positions the valve based upon input from the LC (Load Compressor)
Static Pressure and Delta Pressure Sensors.

A LVDT (Linear Variable Differential Transducer) sends the valve position
feedback to the ECB.
IGV (Inlet Guide Vane) Actuator
The IGV actuator controls the fuel pressure to position the IGV.
The ECB operates the IGV torque motor in response to SCV position and
aircraft demand.
A position transducer in the actuator sends the IGV actuator feedback to the
ECB.

AIR
49−50
Figure 30 APU Bleed Air Functional Description

AIR
49−50
APU Bleed Air Functional Description
During the start sequence, the Bleed Valve remains de−energized closed and
the SCV is energized open. Upon completion of the start sequence, the ”APU
Available” indication is shown on the ECAM and the APU bleed can be
selected.Upon receiving a bleed command from the aircraft, the ECB energizes
the Bleed Valve solenoid open making P3 air open the butterfly valve.
At the same time, the SCV is commanded closed.
The ECB uses a position feedback signals from both the Bleed Valve and
Surge Control Valve to determine the valve positioning.
When MES is selected, the ECB commands the SCV open.
The ECB controls the valve position in order to maintain a preset Load
Compressor discharge airflow value.
The ECB uses inputs from the LC Delta Pressure and Static Pressure Sensors
to determine the Load Compressor discharge airflow.
Based upon the inputs from the LC Delta and Static Pressure Sensors, the
ECB is able to detect an impending compressor surge.
If an impending surge is detected, the SCV is commanded fully open.
During APU cool down and shutdown, the ECB closes the Bleed Valve and
opens the SCV.

AIR
49−50
Figure 31 APU Bleed Air Functional Description

INDICATING
49−70
APU INTERFACES
APU Interfaces
The ECB is a single channel FADEC (Full−Authority Digital Engine Control)
that gives automatic operation of the APU, from APU start procedure to APU
Shut−Down The ECB interchanges information with the aircraft through an
AFDX (Avionics Full DupleX) Ethernet data link.
This system supplies:
S Control for the automatic operation of the APU,
S Control for the APU at a governed speed,
S Automatic cool and stop sequences,
S Protection of the APU from a failure or an overload (Protection Shutdown),
S Monitored LRUs (Line Replaceable Units) and the APU parameters through
the DMM (Data Memory Module),
S APU System Tests. The ECB has a BITE (Built−In−Test Equipment) that
does checks and monitors.
ECB Interfaces With The Aircraft Systems

The ECB interchanges information with the following Aircraft systems:
S ICP (Integrated Control Panel),
S AGS (Air Generation System),
S GGPCU (Generator and Ground Power Control Unit),
S FQMS (Fuel Quantity & Management System),
S FWS (Flight Warning System),
S CDS (Control and Display System),
S FDRS (Flight Data Recording System),

S LGERS (Landing Gear Extention Retraction System),
S ADIRS (Air Data Inertial Reference System),
S Bleed Air System (PADS (Pneumatic Air Distribution System)),
S (EBAS (Engine Bleed Air System)), (OHDS (OverHeat Detection System)),
S OMS (Onboard Maintenance System),
S EEC (Engine Electronic Controller),

INDICATING
49−70
Figure 32 APU Interfaces

INDICATING
49−70
APU DMM (Data Memory Module)

The DMM gives APU life data related to an APU, and keeps the data even if
the ECB is replaced.
The DMM receives its data from the ECB (NVM (Non Volatile Memory)).
The data kept in the DMM are the following ones:
S APU fault Information,
Operational Data:
S APU operation hours,
S Number of APU Starts,
S Number of APU MES (Main Engine Starting) cycles,
S MES operation time,
S ECS operation time,
S Number of unusual shutdowns,
S No load operation Time,
S EGT time limit,
S EGT trim.
Identification Data:
S APU serial number,
S ECB software number.

INDICATING
49−70
Figure 33 APU DMM

IGNITION AND STARTING
49−40
APU IGNITION & STARTING FUNCTION OPERATION

Functional Description
The ignition and starting system supplies the electrical and mechanical energy
necessary to initiate and sustain the combustion process during the APU start
sequence.
The system becomes dormant as soon as the APU is able to sustain
combustion.
The ignition and starting system includes the following components:
S APU switch (cockpit),
S Starter,
S Ignition exciter,
S Ignition cables,
S Igniters.
During the APU start and stop sequences, the ECB gives the automatic
operation. It governs the speed, the temperature, the IGV (Inlet Guide Vane),
the IGV actuator, the SCV (Surge Control Valve) and the Fault detection and
accommodation (BITE).
When the APU switch is pushed ”ON”, the ECB initiates the power up
sequence, and commands the inlet flap to open.
Once all the pre−start conditions have been satisfied, the starter control into
the ECB energizes the main and back up start contactors.
Then the APU TRU or the APU battery supplies the starter motor through the
APU start DC bus.
To control the APU start sequence the ECB uses inputs from N1 and N2 dual
speed coil speed sensors and EGT (Exhaust Gas Temperature) sensors by
comparing speed and the EGT rises against preset values.

During the APU operation, speed sensor inputs are used by the ECB to
maintain 100% N1 engine speed and give N1 and N2 overspeed protection.
EGT Sensors are used by the ECB to maintain the engine EGT within
acceptable limits by controlling the IGV, the FMV (Fuel Metering Valve) and the
fuel shut−off solenoid if a protective shutdown signal occurs.

49−40
Figure 34 APU Starting Functional Description

49−40
APU Start Sequence

The start sequencing includes the following logic:
When the APU Master Switch is pushed ”ON”, the ECB initiates the power up
sequence and energizes the A/C main relay, the fuel demand output, and
commands the inlet flap to open. Once all the pre−start conditions have been
satisfied, the APU Start Switch is pushed ”ON” .
The ECB sets the IGV position to 47% open and sets SCV to open.
It energizes the two start contactors that provide electrical power to the starter
motor.
As the start sequence begins and the engine spools up (8% N2), the ECB
establishes start fuel flow energizing the FCU shut off valve and then igniters
are also energized.
Following completion of a successful start, the starter and igniters are
de−energized (40% N2) and the APU continues to accelerate the speed.
When the engine speed N2 reaches 55%, the IGVs are set to the minimum
position As the free turbine reaches its reference speed, the N2 governor takes
over the control and manages the final acceleration and stabilization to
approximately 86%N2.
The engine 86% N2 is a ”NO LOAD” speed, which is maintained to control
100% N1 (N1 reference speed).
Start parameters such as initial start flow and acceleration rates are adjusted
based on ambient conditions and oil temperature.
As applicable during the start and run−up sequence, pneumatic and generator
loading available signals are indicated.

49−40
Figure 35 APU Start Sequence

ENGINE CONTROLS
49−60
APU Normal Shutdown

The normal APU shutdown cycle begins with an ”APU MASTER SWITCH
OFF” signal that indicates removal of the pneumatic compressor load and
initiation of the shutdown cycle.
The ECB closes the bleed valve and starts a 50 second cool down period.
When the N1 speed decreases to 95% the ”APU AVAIL” indication disappears.
At the end of the cool down period, the ECB decreases N1 speed to 67% and
moves the IGVs to the 47% open position over the next 10 seconds.
To shut down the APU the ECB simulates a N1 overspeed condition,
modulating the FCU torque motor so there is no more fuel flow.
When the system detects the simulated overspeed, it de−energizes the FCU
shutdown solenoid to stop all fuel flow.
At 20% N2 speed the aircraft fuel supply is closed.
When the N2 speed decreases to 7%, the inlet flap is closed and the ECB is de
energized.
The ECB monitors the complete shutdown process; if the protection system
fails the ECB also sets the applicable fault in the DMM.

ENGINE CONTROLS
49−60
Figure 36 APU Normal Shutdown

ENGINE CONTROL
49−60
APU Protective Shutdowns

Each protective shutdown signal results in immediate APU shutdown by A protective shutdown is initiated whenever the following conditions are
de−energizing the FCU shutdown solenoid. encountered in flight:
The cause of any protective shutdown is stored in the DMM and is sent to the S A/C Emergency Stop Discrete (input from airframe),
aircraft maintenance computer for the APU maintenance and fault isolation. S N1 Overspeed (N1 > 106.3%),
The difference between protective shutdown and a normal shutdown is that S N2 Overspeed (N2 > 102.5%),
there is no cool down cycle.
S Significant ECB Fault,
A protective shutdown is initiated whenever the following conditions are
S Fuel Control Unit FCU fault,
encountered on ground:
S Loss of Main DC Supply (except when starting),
S A/C Emergency Stop Discrete (input from airframe),
S Loss of N1 Overspeed protection,
S N1 Overspeed (N1 > 106.3%),
S N2 Overspeed (N2 > 102.5%),
S Both SCV and Bleed Valve Closed (Bleed Valve closed and SCV 90%
S N1 Underspeed (N1 < 88.5%),
closed or if N1 > 20% and BV not fully open and SCV 40%),
S N2 corrected limit exceeded for min fuel flow (function of altitude).
S Low Main Oil Pressure (< 55 psig),
S Low Oil Pressure Gen (< 48 psig),
S Main High Oil Temperature (> 135C),
S High Oil Temperature Gen (> 146C),
S Gen. No. 1 High Oil temperature (> 164C),
S Gen. No. 2 High Oil Temperature (> 164C),
S Engine Oil Filter Bypass (Shutdown in event of oil filter bypass),
S Generator Oil Filter Bypass (Shutdown in event of oil filter bypass),
S EGT Overtemperature (> 900 C for 30 sec and > 934C),
S Significant ECB Fault,

S Loss of Main DC Supply (except when starting),
S Fuel Control Unit FCU fault,
S Reverse Flow (Bleed Valve not closed),
S Both SCV and Bleed Valve Closed (Bleed Valve closed and SCV 90%
closed or if N1 > 20% and BV not fully open and SCV 40%),
S Surge Protection (P STATique rate of change<100 psia / sec).

ENGINE CONTROL
49−60
Figure 37 APU Protective Shutdowns

INDICATING
49−70
APU SYSTEM TEST

APU Tests
The APU provides the following interactive tests:
S APU tests,
S APU safestore function,
S APU status and configuration,
These tests are launched from the OMS HMI.

INDICATING
49−70
Figure 38 APU Tests

INDICATING
49−70
APU Test Menu APU Status Data & Configuration

The APU MENU page of the OMS (Onboard Maintenance System) gives the The APU Status Data & Configuration function comprises:
following functions: S APU Status Data:
S APU tests, The purpose of this function is to show the status of the sensors and
S APU Status Data & Configuration, LRUs of the APU.
S APU Safestore Function. S APU History Data:
The ECB shall store the following parameters that shall be displayed
APU Tests
through this function.
The APU tests comprise:
S Software Pin Programming:
S System Test:
This function allows to access to the current software pin programming
The APU system test consists to check the APU and the ECB general configuration representing the current aircraft version.
status.
S Shutdown Report Data:
S Air Intake Flap Test:
It shall be possible to retrieve by this interactive mode function the faults
The Air Intake flap test consists to perform a flap open/close cycle related to APU shutdowns that are memorized in the BITE memory.
without getting the APU into a start sequence.
These messages are memorized as APU faults, and by accessing the
S Oil StatusTest: engineering data of each failure message it is possible to obtain
The oil staus test allows checking the oil level by verifying the status of additional data of the shutdown ACMS shall also provide an additional
the oil level switches when the APU is off. report with a more extensive content but it is not directly addressed to
Note that the oil levels provided by the switches are discrete the line maintenance mechanic.
values.Therefore three states are possible:
S OIL OK
S CHECK OIL QUANTITY
S APU LOW OIL QUANTITY
− Dry Crank Test,
− Wet Crank Test.
APU Safestore Function

The APU safestore function shall copy the whole NVM (Non Volatile Memory)
content or selected parts of it to the CMS during the interactive Mode.

INDICATING
49−70
Figure 39 APU Test Menu

OIL
49−90
APU OIL SERVICING

APU Oil level
When the aircraft is on ground, you can check the oil level of the APU Oil Tank
through a visual sight glass, and the Generator Oil Tank through a bulls−eye
sight glass.

OIL
49−90
Figure 40 APU Oil Level

OIL
49−90
Check of APU Oil level

During the ECB Power−Up Test, before the APU start sequence starts, the
ECB uses an oil level sensor to monitor the oil level. This test is done at this
time because during APU operation it is not possible to get an accurate oil level
indication.
The oil level sensor measures two points:
S Measurement Point number 1 (ADD+60): The APU can operate for 60
hours at the maximum permitted oil consumption before the ”ADD” mark.
S Measurement Point number 2 (ADD): At the ”ADD” mark, it shows the low
oil−level condition.
When the oil level is above the measurement point number 1, there is no
indication.
If the oil level is below the ADD+60 indication, the CMS receives the message
”CHECK APU OIL”.
The quantity of oil in the APU oil tank is between 12.3 l (3.2 USgal) and 10.8 l
(2.8 USgal).
When the oil level falls below the measurement point number 2, the ECB
transmits a low oil−level condition Failure message to the CMS.
The CDS (Control and Display System) then shows a legend.

OIL
49−90
Figure 41 APU Check of APU Oil Level

A380 49 B12
TABLE OF CONTENTS
ATA 49 AIRBORNE AUXILIARY POWER . . . . . 1
ATA 49 AIRBORN AUXILIARY POWER . . . . . . . . . . . . . . . . . . . . . . . . 2
APU ENGINE SYSTEM DESCRIPTION . . . . . . . . . . . . . 2
APU OIL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . 4
POWER PLANT SYSTEM DESCRIPTION . . . . . . . . . . . 6
DOORS - APU ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
APU BAYS LIGHTS & POWER OUTLETS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
APU ENGINE SYSTEM OPS/CTL & IND . . . . . . . . . . . . . 14
APU STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
APU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
APU OIL INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
APU ASSEMBLY DESCRIPTION . . . . . . . . . . . . . . . . . . . 30
APU OIL SYSTEM COMPONENT DESCRIPTION . . . . 42
APU OIL SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . 46
APU FUEL SYSTEM COMPONENTS DESCRIPTION . 50
APU FUEL SYSTEM FUNCTION OPERATION . . . . . . . 54
APU AIR SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . 56
APU AIR SYSTEM FUNCTIONAL OPERATION . . . . . . 60
APU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
APU IGNITION & STARTING FUNCTION OPERATION 68
APU SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
APU OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Page i
TABLE OF CONTENTS
Page ii
A380 49 B12
TABLE OF FIGURES
Figure 14 System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 49 APU Normal Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 15 APU Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 50 APU Protective Shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 16 APU Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 51 APU Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 17 APU Maintenance Access Doors . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 52 APU Test Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 18 APU Bay Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 53 APU Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 19 APU Bay Lights Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 54 APU Check of APU Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 20 APU Controls and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 21 APU Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 22 APU Running Bleed Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 23 APU Running GEN Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 24 APU Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Figure 25 APU Emergency Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 26 APU Protective Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 27 APU Low Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 28 APU Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 29 APU Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 30 APU Front Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 31 APU Rear Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 32 Air Intake Duct Assembly and Cooling Air Inlet . . . . . . . . . . . 39
Figure 33 APU Exhaust Muffler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 34 Oil System Componetns General . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 35 Oil Tank Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 36 Oil System & APU Lubrication Functional Operation . . . . . . . 47
Figure 37 Oil System & APU Lubrication Functional Operation . . . . . . . 49
Figure 38 Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 39 Fuel Manifolds ... Fuel Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 40 Fuel Control System Description . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 41 APU Bleed Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Figure 42 APU Compartment Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 43 APU Bleed Air Functional Description . . . . . . . . . . . . . . . . . . . 61
Figure 44 APU Bleed Air Functional Description . . . . . . . . . . . . . . . . . . . 63
Figure 45 APU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 46 APU DMM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 47 APU Starting Functional Description . . . . . . . . . . . . . . . . . . . . 69
Figure 48 APU Start Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Page i
TABLE OF FIGURES
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TABLE OF FIGURES
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TABLE OF FIGURES
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A380 Airbus: Auxiliary Power Unit 49

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ATA 49 AIRBORNE AUXILIARY POWER

FRA US/T WzT Aug 11, 2008 ATA DOC Page 1

ATA 49 AIRBORN AUXILIARY POWER

The APU shutdown can be classified as normal, automatic or emergency.

FRA US/T WzT Aug 11, 2008 14|L2 Page 2

Figure 1 System Architecture

APU OIL SYSTEM DESCRIPTION

FRA US/T WzT Aug 11, 2008 15|L2 Page 4

Figure 2 APU Oil System

POWER PLANT SYSTEM DESCRIPTION

FRA US/T WzT Aug 11, 2008 16|L2 Page 6

Figure 3 APU Drain System

DOORS - APU ACCESS

FRA US/T WzT Aug 11, 2008 17|L2 Page 8

Figure 4 APU Maintenance Access Doors

APU BAYS LIGHTS & POWER OUTLETS DESCRIPTION

FRA US/T WzT Aug 11, 2008 18|L2 Page 10

Figure 5 APU Bay Lights

FRA US/T WzT Aug 11, 2008 18|L2 Page 12

Figure 6 APU Bay Lights Safety

APU ENGINE SYSTEM OPS/CTL & IND

FRA US/T WzT Aug 11, 2008 19|L2 Page 14

Figure 7 APU Controls and Indication

APU Start Switch:

FRA US/T WzT Aug 11, 2008 20|L2 Page 16

Figure 8 APU Start

SD also shows the white APU indication.

FRA US/T WzT Aug 11, 2008 21|L2 Page 18

Figure 9 APU Running Bleed Air Supply

APU Running GEN Supply

FRA US/T WzT Aug 11, 2008 22|L2 Page 20

Figure 10 APU Running GEN Supply

FRA US/T WzT Aug 11, 2008 23|L2 Page 22

Figure 11 APU Shutdown

APU Emergency Shutdown

FRA US/T WzT Aug 11, 2008 24|L2 Page 24

Figure 12 APU Emergency Shutdown

APU Protective Shutdown

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Figure 13 APU Protective Shutdown

APU OIL INDICATION

FRA US/T WzT Aug 11, 2008 26|L2 Page 28

Figure 14 APU Low Oil Level

APU ASSEMBLY DESCRIPTION

FRA US/T WzT Aug 11, 2008 27|L3 Page 30

Figure 15 APU Assembly

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Figure 16 APU Mounts

APU Front Mounts

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Figure 17 APU Front Mounts

APU Rear Mounts

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Figure 18 APU Rear Mounts

Air Intake Duct Assembly And Cooling Air Inlet

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Figure 19 Air Intake Duct Assembly and Cooling Air Inlet

APU Exhaust Muffler

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