Airbus 49 A300 A310 Auxiliary Power Unit (APU)

AUXILIARY POWER UNIT
GTCP331 - 250
A300/310
MTT
For Training Purposes Only
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MODEL GTCP331 - 250
THIS PAGE INTENTIONALLY LEFT BLANK
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MODEL GTCP331 - 250
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MODEL GTCP331 - 250
AUXILIARY POWER UNIT

The auxiliary power unit is a self contained unit which
makes the aircraft independent of external pneumatic
and electrical power supply.
The APU fuel consumption with bleed air extracted

and generator under load may be averaged at 441
lbs/hr. on the ground. In flight consumption is lower
than consumption on the ground.
On the ground the APU:
APU RUNNING indication is displayed on the ECAM

MEMO page. The basic element of the APU is the
gas turbine which delivers mechanical shaft power
for driving the accessory gearbox and produces
bleed air for engine starting and for pneumatic
system supply. It consists of three main
components: .The power section has a two-stage
centrifugal compressor driven by a three stage axial
turbine governed to a constant speed by variation of
fuel flow which is controlled by the fuel control unit
(FCU) and the electronic control box (ECB). The
load compressor has a single-stage centrifugal
compressor directly driven by a power section and
delivers bleed air to the aircraft pneumatic system,
controlled by modulating inlet guide vanes. The
accessory gearbox is directly driven by the power
section and carries the fuel control unit, lubrication
pumps, AC generator, cooling air fan and starter
motor.
Provides bleed air for starting the engines at altitudes

in the range of 1,000 ft. to 8,000 ft. and supplies the air
conditioning system of the aircraft. It also provides
electrical power to supply the aircraft electrical system.
During takeoff, if optimum aircraft performance is
required, the APU can supply bleed air for air
conditioning and wing anti-icing, in this way avoiding
engine thrust reduction caused by use of engine bleed
air.
In Flight the APU provides back-up power for: *
electrical system (below 40,000 ft.)* air conditioning
(below 20,000 ft.)* wing anti-icing (below 15,000 ft.)
For APU start and operation, only electrical power
(batteries, AC emergency inverter) and fuel supply at
positive pressure are required.
Under normal conditions APU starting is permitted
throughout the operating speed range up to 25,000 ft.
pressure altitude
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MODEL GTCP331 - 250
APU ENGINE
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MODEL GTCP331 - 250
APU ENGINE
The GTCP331-250 Auxiliary Power Unit is designed
to provide pneumatic supply and electrical power for
the A300-600, and the A310 Airbus aircraft, both on
the ground and in-flight. This capability makes it
possible for new generation aircraft to use remote
airfields which may not have ground power facilities.
The APU may also be used to provide pneumatic
bleed air to the aircraft's pneumatic system during
maximum performance takeoffs.
Specifically, the APU provides compressed air for
cabin air environmental control during aircraft
servicing and loading, starting the main engines and
aircraft de-icing. In addition the APU can also provide in-flight emergency electrical power in the event
of a main engine generator failure. Electrical power
can be provided independently of, or in combination
with, pneumatic supply. Electrical power has priority
in all modes of operation.
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MODEL GTCP331 - 250
APU DESIGN FUNCTION
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MODEL GTCP331 - 250
APU DESIGN FUNCTION

The GTCP 331-250 Auxiliary Power Unit (APU) is a
constant speed gas turbine engine that features
rugged, economical state of the art design. The basic
APU is comprised of three major sections; the power
section, load compressor section and the accessory
gearbox section.
The power section utilizes a single shaft, and consists
of two centrifugal compressors which employ radial
flow impeller wheels. A three stage turbine is
provided with containment for the three axial flow
wheels. The turbine also includes three stators and a
single reverse flow annular combustor. The power
section drives the load compressor and the accessory
gearbox sections.
The load compressor section consists of a single
backward curved radial impeller wheel and a diffuser.
Inlet air is controlled by inlet guide vanes. The load
compressor shares the same inlet plenum duct with
the power section.
The accessory gearbox section provides gear
reduction for the high speed torque of the power
section and the APU's accessory components. The
gearbox provides mounting drive pads for the
customer furnished 90 KVA A.C. generator,
lubrication pressure and scavenge pumps, fuel
control unit, cooling fan and the starter motor. The
gearbox also serves as a reservoir for the oil
lubrication system.
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MODEL GTCP331 - 250
MODEL GTCP331-250
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MODEL GTCP331 - 250
APU LOCATION
The GTCP331-250 Auxiliary Power Unit is located in
the aircraft tail cone beneath the vertical stabilizer. The
tail cone is a non-pressurized compartment arranged
principally to support the APU and serve as an
aerodynamic fairing. Access to the APU for installing,
removing, servicing, and maintaining is provided
through the large clamshell doors that are hinged to
open outwardly and located on the underside of the tail
cone. The access doors are approximately 16 feet
above the ground level.
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MODEL GTCP331 - 250
APU LOCATION
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MODEL GTCP331 - 250
APU INSTALLATION
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GTCP331 - 250 LEFT SIDE VIEW
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MODEL GTCP331 - 250
GTCP331 - 250 RIGHT FRONT VIEW
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MODEL GTCP331 - 250
GTCP331 - 250 RIGHT AFT VIEW
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MODEL GTCP331 - 250
APU CONTROL
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MODEL GTCP331 - 250
APU CONTROL SYSTEM

The APU control system consists of manual and
automatic controls for starting, shutting down and
maintaining the APU within safe limits during its
operation. Control of the APU during all phases of its
operation is primarily an automatic electronic function
of the Electronic Control Box (ECB).
The APU master control panel provides manual switch
functions that control inlet door actuation and low
pressure fuel boost pump operation. The panel also
initiates the start and normal shutdown sequence. The
panel is equipped with indicating lamps which are
provided to monitor APU fuel supply pressure status,
start, acceleration, ready to load status, and fault
shutdowns. In order for the APU to be operated
without constant monitoring, the protective shutdown
system of the ECB is complimented by an automatic
fire detection and extinguishing system. In the event of
an APU fire or other emergency condition the APU can
also be shutdown by pulling the fire handle; pressing
the APU emergency shutdown push button located on
the refueling panel; pressing the APU shutdown button
located on the nose gear interphone panel or by
setting and holding the fire test switch, located on the
APU maintenance panel, in the UP position.
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MODEL GTCP331 - 250
APU CONTROL SYSTEM
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APU CONTROL PANEL

AVAIL/FAULT Lights
AVAIL (blue) - Illuminates when:
95% RPM is reached. APU power is available.
APU RUNNING appears on ECAM MEMO page.
LO PR (amber) -Illuminates if:.

APU fuel supply pressure drops below 6 PSI (MASTER Switch ON) .
FAULT (amber) Illuminates when:

Air intake flap is not open within 30 seconds with APU
MASTER switch selected ON.
When APU automatic shutdown occurs, except initiated
by APU MASTER switch.
APU START Switch
ON(white) -Initiates start sequence.
At 7% RPM, the ignition is initiated and fuel is supplied.
At 50% RPM, starter disengages and ON light
extinguishes.
At 95% RPM, ignition is de-energized.
ACCEL (blue)
Illuminates at 7% N.
Extinguishes when RPM reaches 95%.
APU FUEL PUMP Switch
AUTO -APU fuel pump operates automatically if:
APU MASTER switch is selected ON.
Fuel line pressure from tank pumps is below 22 PSI.
OVRD (white) -APU fuel pump operates continuously
with APU MASTER switch selected ON.
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APU MASTER SW
Controls basic power supply for APU starting,
operation and protection.
ON.
Control and protection systems energize.
Fuel isolation valve opens.
APU FUEL PUMP arms or activates
BAT line contactors close
Start system is armed
In flight, if gear is up, the air intake flap opens.
OFF
APU shutdown initiates. If the APU bleed air has
been used, the shutdown is delayed 60 seconds to
allow for a cooling period.
Fuel isolation valve closes.
APU FUEL PUMP, starting control and protection
systems de-energize.
When gear is up. the air intake flap closes 60 seconds after N drops below 7%.
Resets APU circuit after automatic shutdown.
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MODEL GTCP331 - 250
APU MASTER SWITCH
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APU MAINTENANCE PANEL

1. Oil quantity
Oil quantity is indicated in U.S. quarts. Below 60% RPM
the oil quantity indication is static. Above the indication
it becomes dynamic.
2. RPM Indication
The RPM is indicated in percent of nominal speed.
Active when MASTER SW is selected ON, de-activated
60 seconds after the APU speed is below 7% RPM.
3. EGT Indication
Exhaust gas temperature at turbine exit is indicated in
degrees Celsius. Active when MASTER SW is selected
ON, deactivated 60 seconds after the APU speed is
below 7% . The signal is attenuated during start.
4. HOUR METER
The indicator totalizes the APU operating time when
above 95% RPM
5. ISOL VALVE Indication
Position of the fuel supply isolation valve is indicated by
OPEN or SHUT White lights.
6. ECB BITE DISPLAY MFA
Stores ECB faults leading to an APU automatic
shutdown.
7. START CTL M.F.A.

Stores start contactors failures.
8. FLAP CTL M.F.A.
Stores air intake flap malfunctions.
9.FLAP CTL TEST Pushbutton
When pressed in for 30 seconds, intake flap sequence.
10.AUTO EXITING TEST RESET Switch.
Test is to be performed on ground on:
TEST: Switch must be held during test SW must be
selected ON. APU FIRE warning, auto extinguishing
shutdown circuits are tested. The OK White light comes
on to indicate a successful test.
NOTE:
If in operation, the APU shuts down.
RESET: Test circuit is reset.
Neutral: Test circuit is not energized.
11. AUTO EXITING OK Light
Comes on White when auto extinguishing sequence is
completed and test results positive.
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MODEL GTCP331 - 250
APU MAINTENENCE PANEL
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POWER CONTROL
The electronic control box (ECB) is primarily a full
authority digital electronic APU Controller that performs
the bulk of the APU system logic for all modes of engine
operation including self-testing, shutdown protection and
continuous monitoring of essential APU parameters as
follows:
Speed is monitored according to bleed air demand:
Sequence of start
Monitoring of start
Monitoring of speed (RPM)
Monitoring of operating temperature (EGT)
Sequence of stopping
Automatic stop
Monitoring of bled air
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ELECTRONIC CONTROL BOX
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APU FIRE HANDLE

NOTE
1. APU FIRE HANDLE (red, latched in)

Illuminate under the same conditions as stated
for ENG 1(2) FIRE handle. Accompanied by
LOOP lights illumination.
All these functions are electrically actuated.

Extinguishes LOOP A and B lights.
Illuminates AGENT SQUIB light indicating
extinguisher circuits armed. The aural warning (CRC)
silences.
ON GROUND accompanied by:

Activation of the nose gear bay external horn.
The APU FIRE light on the nose gear interphone panel.
Automatic shutdown and extinguishing sequence
after a time delay.
2. SQUIB TEST Switch

The functions are identical to the engine SQUIB
TEST Switch (2 squibs, 1 bottle).
PULLED
The APU shuts down and isolates all systems:
Fuel (APU LP VAL VE and isolation valve
close).
Pneumatics (APU BLEED valve,
and X FEED valve close).
3. AGENT Switch
The functions are identical to the engine AGENT
Switches (2 squibs, 1 bottle).
4. LOOP A (B) Switches
The functions are identical to the engine LOOP
Switches.
NOTE
The X FEED valve does not close if X FEED valve is
MAN selected in-line.
5. LOOP TEST Switch

The functions are identical to the engine LOOP
TEST Switches (2 squibs, 1 bottle).
Electrical (APU generator line contactor opens).

NOTE
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During APU LOOP TEST, automatic shutdown,

extinguishing, the nose gear interphone panel APU
FIRE light and the external horn are inhibited.
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MODEL GTCP331 - 250
APU FIRE HANDLE LOCATION
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REFUEL/DEFUEL CONTROL PANELS
NO EMERGENCY SHUTDOWN
SWITCH ON THIS PANEL
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MODEL GTCP331 - 250
INTERPHONE PANEL - NOSE GEAR
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AIR INTAKE
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MODEL GTCP331 - 250
AIR INTAKE
The air intake, which is detachable, is mounted on
the bottom fuselage in front of FR95 by means of
bolted joints.The air intake is provided with a flap
which is closed when the APU is inoperative. When
the APU is in operation either in flight or on the
ground the flap is open, the operation of the flap is
controlled by the APU MASTER SW switch 14KD.
The one-piece air intake housing is a sandwichtype construction, made from NOMEX honeycomb,
covered with reinforced fiberglass laminate, as are
the air intake lip and the air intake flap. An
additional sound insulating layer, made from
aluminum-honeycomb with felt metal facing, is
provided on the aluminum upper face of the leading
edge and the opposite, inside face of the housing.
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MODEL GTCP331 - 250
AIR INTAKE COMPONENTS
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AIR INTAKE FLAP ACTUATOR DEACTIVATION/REACTIVATION

The APU air intake flap actuator can be deactivated in
the event it becomes inoperative and cannot be
repaired immediately.
DEACTIVATION
a. Disconnect the plug from the connector 6039VC
b. Install protective cap onto plug and secure to air
intake flap.
c. Manufacture a dummy connector per MM: 49-16-00.
d. Install dummy connector onto receptacle 6039VC.
e. Carry out manual opening of air intake flap per MM
49-16-12.
f. Close applicable circuit breakers.
REACTIVATION
a. Disconnect dummy connector.
b. Loosen plug from air intake act\ connect to
receptacle 6039VC.
c. Close applicable circuit breakers
d. Carry out adjustment/test of air intake system
per MM 49-16-12.
e. Carry out adjustment/test of air intake system
per MM: 49-16-00.
f. Remove tag in flight compartment.
g. Record reactivation in aircraft log book.
NOTE: Circuit breaker 1KB remains open and tagged

until reactivation.
g. On APU maintenance panel 472VU:
1. Make certain that flap CTL MFA 65KD is off.
h. On the front panel of the Electronic Control Box
make certain that indicator "Inlet Door" on fault
display matrix is off.
i. Install a tag in the flight compartment to inform flight
crew that the APU is deactivated in the open
position
j. Make the appropriate entry in the aircraft log book.
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AIR INTAKE FLAP ACTUATOR - ELECTRICAL CONNECTION
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DRAIN SYSTEM
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POWER PLANT DRAIN SYSTEM

A drain system is installed in the APU where it is
necessary to evacuate fuel, oil, water and air. It
prevents the possibly harmful accumulation of
liquids in the APU bay. Water drains are run
directly to the atmosphere. Fuel, oil and air drains
are routed to a drain tank. The drain tank is
exhausted by a suction line through the external
drain mast which operates in flight at speeds
above 200 knots.
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DRAIN SYSTEM
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FUEL
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APU FUEL SYSTEM

General
Normal fuel supply for the APU is from the left
wing tanks. To use fuel from the right wing tanks,
the crossfeed valve must be opened. The required
positive pressure for the APU is available via tank
or APU fuel pump. Fuel flow to the APU is
normally controlled by the isolation valve. In case
of fire, the fuel supply is interrupted by the fire
shutoff valve.
Fuel feed
A centrifugal LP pump , installed in the crossfeed
line, is electrically supplied by the AC EMER BUS.
When the APU MASTER SW is selected to ON
and : * FUEL PUMP pushbutton switch is selected
AUTO: The pump is activated automatically when
the pressure in the supply line is below 22 PSI.
Fuel system
When the tank pumps are operating, the APU pump
will not operate since tank pump pressure output
exceeds 22 PSI.
FUEL PUMP pushbutton is in OVRD:
The pump is continuously in operation.
An isolation valve is installed downstream of the LP
pump. When the APU is not in operation, the valve
is closed to prevent the fuel line from being
pressurized.
A fire shut-off valve upstream of the APU
compartment firewall is controlled by the APU FIRE
handle (overhead panel) and on the ground by the
automatic APU fire extinguishing system. The valve
position is indicated by the LP VALVES APU
indication on the fuel panel.
The LO PR light in the FUEL PUMP pushbutton
switch on the APU panel comes on when the
pressure switch downstream of the fire shut-off
valve senses the fuel pressure is below 6 PSI.
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FUEL SYSTEM
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APU FUEL FEED SYSTEM

The APU fuel feed system obtains fuel from the left
wing tanks via aircraft fuel system. By opening the
crossfeed valve, fuel from the right tanks can be used.
Fuel tank booster pumps or APU LP fuel pump 8QC
supply APU fuel feed system. The APU fuel feed
system consists of the APU LP fuel pump 8QC,
isolation valve 11QF, fire shutoff valve 12QF, pressure
switches 15QC, 2KEand fuel feed line.
LP Fuel Fire Shut-Off Valve 12QF
The LP fuel fire shutoff valve, located between STA
5520 (FR90) and STA5547 (FR91), isolates the APU
fuel feed line in the event of an emergency. The
electrically operated, spherical type valve is controlled
by the APU FIRE handle on APU FIRE control module
20WG or on ground by the automatic fire extinguisher
system.
APU LP fuel pump 8QC
The APU LP pump is a centrifugal pump, driven by a
single-phase 115 VAC motor. This motor is powered
either from the normal aircraft electrical network or by
the aircraft batteries via an inverter. The fuel pump is
located at the rear spar of the center wing (center tank).
APU LP fuel pump 8QC can be operated via pushbutton
switch 12QC to purge APU fuel feed system for
maintenance purposes. Pushbutton switch 12QC is
located in the APU compartment at FR 95.
Pressure switch 15 QC
The pressure switch is located at the rear spar of the
center wing (center tank) with LP fuel pump 8QC
and isolation valve 11QF. The pressure switch
activates the APU LP fuel pump 8QC if fuel pressure
in APU fuel feed line is below 22 psi and APU
MASTER SW switch 14KD is ON.
Low Pressure Switch 2KE
The low pressure switch, located between STA5502
(FR90) and STA5547 (FR91), is a differential
pressure switch referenced to ambient pressure at
its location in the unpressurized rear fuselage. At 6
psi or less fuel pressure in the APU fuel feed line,
the low pressure switch contacts change-over and
on APU main panel 429VU FUEL PUMP indicator
3QC, LO-PR comes on.
APU Isolation Valve 11QF
The 28 VDC electrically operated spherical plug type
isolation valve located at the rear spar of the enter
wing (center tank) prevents the APU fuel feed line
being pressurized if APU MASTER SW switch 14
KD is OFF.
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APU FUEL FEED SYSTEM COMPONENT LOCATION
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APU FUEL FEED SYSTEM - COMPONENT LOCATION
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APU FUEL CONTROL

High pressure fuel is delivered to the fuel control
by the HP pump driven by the accessory gearbox.
The fuel control unit operates hydromechanically
to allow the proper amount of fuel in each
operating condition; mechanical, pneumatic and
electronic signals are processed by the fuel
control unit. The metered fuel is injected into the
combustor through two manifolds, each with nine
atomizing nozzles.
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APU FUEL SYSTEM SCHEMATIC
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APU FUEL SYSTEM

The APU fuel system located on the APU consists of
a Fuel Control Unit (FCU), fuel flow divider, primary
and secondary manifolds and nozzles. The APU fuel
system provides the correct amount of fuel flow to
ensure initial combustion, acceleration and on-speed
governing. The actuator pressure regulator installed
in the fuel control unit provides high pressure fuel to
the inlet guide vane actuator for maintaining the load
compressor inlet guide vanes to the bleed air
demand.
Metered fuel flows through the primary and secondary

fuel manifolds and is injected into the combuster by the
primary and secondary fuel nozzles. To obtain optimum
fuel distribution, the fuel nozzles are inserted in equally
spaced positions around the combustor plenum.
Fuel Control Unit (FCU) provides metered fuel for

APU operation via the flow divider to the fuel nozzles
and high pressure regulated fuel to the IGV actuator.
The metered fuel for APU operation and regulated
high pressure fuel to the IGV actuator are analog to
the received signal from the ECB.
The purpose of the flow divider is to sequence and
distribute fuel to the primary and secondary
manifolds. Incorporated in the flow divider are built-in
manifold drain valves which drain both the primary
and secondary manifolds during shutdown to prevent
coking of the fuel nozzles.
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APU FUEL SYSTEM
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FUEL CONTROL UNIT

The fuel control unit (FCU) provides metered fuel to
the flow divider in direct proportion to the signal
received from the ECB. The fuel control assembly
contains a fuel pump, regulators, filters, metering valve
and torque motor.
High pressure regulated fuel to the inlet guide vane
actuator assembly is also provided by the FCU. This
high pressure fuel is utilized to position and control the
load compressor inlet guide vanes. Incorporated within
the FCU is the fuel shutoff solenoid valve, which
controls the supply of fuel.
The fuel control assembly (FCU) is mounted to a
flange on the forward side of the oil pump assembly.
The flange on the oil pump is equipped with an
alignment pin that engages into a slot on the mating
flange of the FCU. This provides proper orientation
and alignment of the offset drive shaft.
The fuel control unit consists of an inlet section, a
pump section, regulating section and metering section.
Let's examine the fuel control unit one section at a
time for a better understanding commencing with the
inlet section.
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FUEL CONTROL UNIT
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FUEL CONTROL INLET SECTION

The fuel control inlet section consists of the inlet fuel
filter, differential pressure indicator and a differential
pressure bypass valve. The pressure at the fuel inlet
connection should be a minimum of 10 psig above fuel
vapor pressure and not exceed a maximum of 55 psig.
The aircraft boost pump delivers a positive supply of
fuel to the pump inlet. A positive supply of fuel is
necessary to prevent pump cavitation and ensure lubrication and cooling.
Fuel filtration is provided by the inlet fuel filter. The
element is a non-cleanable cartridge filter with a
filtration rating of 10 micron nominal, 40 micron
absolute. The filter element is an LRU that requires
periodic replacement. A visual indication of filter
contamination is provided by the incorporation of a
differential pressure (Delta P) indicator. The red
indicator will extend when the pressure differential
across the filter exceeds 5 + 0.5 psid. The indicator
may be manually reset by depressing the indicator.
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FCU INLET SECTION
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FUEL SHUTOFF VALVE

The fuel shutoff valve is a normally closed, electrically
opened solenoid valve. During the APU start
sequence, the solenoid shutoff valve will receive a
command signal from the ECB to open at seven percent rpm. On normal or fault shutdowns, the solenoid
shutoff valve is commanded by the ECB to close. The
fuel shutoff valve is mounted to the fuel pump
assembly, to the right of the fuel torque motor, as
shown here. The fuel shutoff valve is considered an
LRU.
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FUEL SOLENOID S/O VALVE
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FLOW DIVIDER
The purpose of the flow divider is to sequence and
distribute fuel to the primary and secondary
manifolds.The flow divider consists of a screen mesh
inlet filter element, a start and a run sequencing valve,
a primary and secondary drain valve, and a normally
closed solenoid valve. The flow divider is mounted to
the combustor heat shield at the eight o'clock position
and is considered an LRU.
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FUEL FLOW DIVIDER SYSTEM
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FUEL MANIFOLD
Metered fuel is injected into the fuel manifolds and
atomizer assemblies to provide optimum fuel distribution.
The primary and secondary atomizers are alternately and
equally inserted in and around the combustor plenum. The
primary atomizer tips are sized with a small orifice that
provides proper atomization of fuel for light off. Whereas,
the secondary atomizer tips are sized with a larger orifice
to provide adequate fuel flow to sustain operation for
acceleration on-speed governing, and variations in load.
The primary and secondary atomizers are not
interchangeable.
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FUEL MANIFOLD
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DRAIN VALVE
A combustion chamber case drain valve is provided to
drain overboard excess fuel that would accumulate in the
combustor case following a no flame condition not
attributed to fuel. The drain valve is located at the lowest
point in the case to ensure complete drainage prior to
another attempted start. Draining the excess fuel
precludes a possible hot or torching start.
The valve is normally open when the APU is not running
and pressure closed when pressure reaches 9-16 psig
during acceleration. Upon shutdown, the valve should
open when pressure is reduced to a minimum of 5 psig.
An arrow is marked valve on the valve body and points in
the direction of flow overboard drain line.
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DRAIN VALVE
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AIR
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BLEED AIR SYSTEM

The fully automatic bleed air system supplies and
controls air bleed from the load compressor for the
pneumatic system. The APU bleed air system is
separated from the aircraft pneumatic system by a
bleed check valve and the APU load control valve.
The load control valve is a shut-off butterfly valve,
spring loaded, normally closed when the APU is
inoperative. It is pneumatically powered and
controlled by the electronic control box and the APU
bleed control switch. The amount of air supplied by
the APU, in accordance with aircraft system
demand, is determined by the inlet guide vanes
position. The position is in response to an electrical
voltage signal from the electronic control box. A
surge valve, installed between the compressor and
the APU load control valve, ensures that sufficient
air is diverted from the load compressor to maintain
an adequate surge margin.
Surge air flow is discharged in the tailpipe. A load
compressor inlet temperature sensor monitors the
compressor inlet temperature as a means of sensing
reverse flow. An increase of temperature, as a result
of reverse flow, will initiate an APU shut down to
protect the unit against damage. Additionally, the
bleed air system will be monitored via the system
CRT.
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MODEL GTCP331 - 250
AIR BLEED CONTROL SYSTEM
A300/310
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MODEL GTCP331 - 250
BLEED AND SURGE AIR

The APU bleed and surge air system provides
bleed air for Main Engine Start (MES), for operating
the Environmental Control System (ECS) and for
the De-Icing System (De-Ice). The bleed air, which
is delivered by the load compressor, is ducted to
the aircraft pneumatic system via the bleed load
valve. When no APU bleed air is required with APU
running, the bleed load valve and Inlet Guide
Vanes (IGV) are closed, and the remaining air is
routed to the APU exhaust, modulated by the surge
control valve.
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MODEL GTCP331 - 250
BLEED AIR SYSTEM
A300/310
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MODEL GTCP331 - 250
BLEED LOAD VALVE / SURGE CONTROL VALVE

Bleed Load Valve
The bleed load valve is a spring loaded closed
shutoff valve. It consists of a butterfly valve,
pneumatic actuator, solenoid valve, position
switch and a visual position indicator. When the
solenoid is energized, the actuator is pressurized
by 40 psig from the surge control valve regulator
and opens the valve. When the solenoid is deenergized, the actuator pneumatic pressure is
vented to ambient and the spring maintains the
butterfly valve in the closed position.
Surge Control Valve (SCV)
The surge control valve is a spring loaded open,
flow modulating valve and is located between the
load compressor and the bleed load valve. It
consists of a butterfly flap, pneumatic actuator,
servo valve, torque motor, pressure regulator,
pressure relief valve and a quick-dump element.
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MODEL GTCP331 - 250
BLEED LOAD VALVE / SURGE CONTROL VALVE
BLEED LOAD VALVE
SURGE CONTROL VALVE
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MODEL GTCP331 - 250
PRESSURE SENSORS
Pressure Sensors
The total pressure sensor is a probe, installed in the
load compressor scroll. It supplies bleed air total
pressure to the total pressure transducer and to the
delta pressure transducer. The static pressure sensor
is an annular sensor with eight sampling ports and is
installed between the load compressor outlet and the
bleed surge duct. It provides the delta pressure
transducer with static pressure.
Transducers
The delta pressure transducer converts the difference
between the total and static pressure input into an
electrical signal. It is located at the load compressor
housing on the right of the APU.The total pressure
transducer converts the total pressure into an
electrical signal. It is located at the load compressor
housing on the right side of the APU.
Variable Volume Chamber
The variable volume chamber avoids damaging of the
transducers and acts as a shock absorber. It consists
of two chambers, divided by a diaphragm and is
located at the load compressor housing on the right
side of the APU.
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SCV AND PCD PICKUP LOCATIONS
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MODEL GTCP331 - 250
INLET GUIDE VANE ACTUATOR

The inlet guide vane actuator assembly controls the
IGV position in response to an electrical signal from
the ECB. The IGV position determines the amount of
air supplied by the APU in accordance with aircraft
system demands. During the APU start cycle, the IGV
actuator drives and holds the inlet guide vanes closed
to preclude loading the APU during acceleration.
The actuator assembly is installed on the right side of
the APU below the load compressor discharge port.
The IGV actuator assembly is a line replaceable unit.
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MODEL GTCP331 - 250
INLET GUIDE VANE ACTUATOR
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MODEL GTCP331 - 250
COOLING FAN SYSTEM

The cooling fan system, provides air to the APU
compartment for cooling and ventilation. The
cooling air system consists of the following
components: cooling fan isolation valve, cooling
fan, oil cooler, and associated ducting.
In operation, cooling air flows from the inlet plenum
duct of the cooling fan. The fan forces the air to
flow to the APU compartment cooling air outlet and
through the oil cooler. Discharged air from the oil
cooler is vented overboard through a series of
ducts that are attached to an overboard port
located in the APU access door.
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COOLING FAN SYSTEM
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MODEL GTCP331 - 250
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INDICATION
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APU CONTROL PANEL

EGT Indicator
Temperature at turbine exit in C. Active when MASTER
SW is selected ON, deactivated 60 sec. after APU speed
is below 7% RPM.
RPM Indicator
Indicated in% of nominal speed. Active when MASTER
SW is selected ON, deactivated 60 sec. after APU speed
is below 7% RPM.
OIL QTY Indicator
Below 60% RPM the oil quantity indication is static.
Above the indication becomes dynamic.
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APU CONTROL PANEL
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APU ECAM SYSTEM DISPLAY

1. APU GEN Load Indication (Green)
The APU GEN load is given in percent. Above
110% the indication becomes Amber. The
indication is replaced by a triangle (White) when
the APU MASTER SW is selected OFF.
vertical scale. Above 107% the indication becomes

Amber.
2. APU GEN Indication (White)

The indication becomes Amber when APU GEN
P/B switch is selected OFF/R and APU MASTER
SW is selected ON.
3. APU GEN Voltage Indication (Green)
The APU GEN Voltage is displayed in volts in
digital format. Below 110 V the indication becomes
Amber. Above 120 V the indication becomes
Amber. The indication is replaced by OFF (White)
when APU GEN P/B switch is selected OFF/R. The
indication is not displayed when APU MASTER SW
is in OFF position.
4. APU GEN Frequency Indication (Green)
The APU GEN frequency is displayed in Hertz in
digital format. Below 390 Hz the indication
becomes Amber. Above 416 Hz the indication
becomes Amber. The indication is not displayed
when the APU MASTER SW is in the OFF position
or the APU GEN P/B switch is selected OFF/R.
5. APU N% Indication (Green)
The APU speed (RPM) is displayed percent on a
MTT
6. APU EGT Indication (Green)

The APU Exhaust Gas Temperature is displayed in
degrees Celsius on a vertical scale. Above 540oC the
indication flashes. Above 585C the indication
becomes Amber.
NOTE: When the APU MASTER SW is selected OFF,
the APU shut down is performed via the auto-shut down
circuit for test purposes. A full scale EGT deviation is
momentarily displayed, independently of the real EGT
value.
7. APU FUEL PUMP Indication (White)
With LO PR indication (Amber) when a fuel low
pressure is detected. With PUMP OVRD (Green) when
FUEL PUMP pushbutton switch is selected OVRD.
There is no indication displayed in normal operation or
when APU MASTER SW is selected OFF.
8. AVAIL Indication (Cyan)
The indication comes on when APU RPM is greater
than 95% and APU MASTER SW is selected ON.
9. APU BLEED Pressure Indication (Green)
The APU BLEED pressure is displayed in PSI in digital
format. Above 57 PSI the indication becomes Amber.
The indication is not displayed when the bleed valve is
closed.
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APU
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MODEL GTCP331 - 250
APU RPM INDICATION

The APU's electronic control unit depends on a speed
signal to compute control signals for APU operation.
This speed signal is provided through a monopole
transducer. The speed sensor or monopole is a
magnetic, non-contact variable transducer that
consists of a pole piece coil assembly, magnet and
transformer.
the APU speed is below 7% RPM. The RPM

indicator is supplied via the time delay relay
and indication relay which is controlled by the
APU main relay and the 7% relay.
The monopole tip is positioned and set in close

proximity of the power section bearing assembly
retaining nut. The monopole produces a magnetic
field, as the nut passes through the field a frequency
is generated. The frequency is computed to rotational
speed by the ECB. Due to the importance of the
speed signal, two identical and redundant speed
sensors are provided. The ECB uses the highest of
the two signals generated by the monopoles. The
monopoles are located on the left and right side of the
APU in the air inlet plenum duct as depicted in the
illustration above. No.1 monopole is on the right side
and No.2 is on the left side of the APU. A special tool
is provided to remove and install the monopoles. The
monopoles are considered to be LRU's. The RPM
indicator 50KN is installed on the APU maintenance
panel 472VU.
The indicator is active when the MASTER SW is ON,
but inactive in the shutdown sequence 60 sec after
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POWER INDICATING
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APU TEMPERATURE INDICATION

Both thermocouple (TC) rakes are tested and
monitored during the prestart, monitor, and self test
BITE routines. The ECB monitors both TC rakes for
a signal greater than -100 degrees F (-75 degrees
C); additionally when speed is greater than 95
percent rpm and No.1 and No.2 TC rake signals
differ by more than 150 degrees F (66.6 degrees C)
the rake with the lowest signal is considered to be
failed.
When one TC rake is failed the APU continues to
run and operates on the remaining TC rake signal,
and the failed TC rake is stored in memory. Self
test or fault unit interrogation will illuminate the
appropriate failed "TC RAKE in the lower matrix. If
both TC rakes have failed the APU will shutdown,
fault display interrogation will illuminate "FAILED
SENSOR" in the upper matrix followed by "NO 1
TC RAKE" illuminating in the lower matrix.
NOTE:
If a restart is attempted the start will be inhibited.
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MODEL GTCP331 - 250
THERMOCOUPLE HARNESS
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APU OIL LEVEL INDICATION

The oil level indicating system consists of an oil
level transmitter and indicator. The transmitter is
installed so that it protrudes into the APU
sump to monitor the sump oil level. The indicator
is installed in maintenance panel 472VU and
provides an indication of oil level from MIN to
FULL divided into four quarters. Because, during
APU running, the oil level in the sump will be less
than when the APU is not running, the transmitter
has a DYNAMIC and a STATIC operating mode.
the potential at oil transmitter. This enables the input

voltage supplied to the indicator to remain at maximum
so that the indicator continues to show a FULL
indication.
Static Operation Mode

With a full quantity of oil in the APU sump, switch
1 in the oil transmitter causes the resistance
network to provide maximum input voltage to be
supplied to the indicator control circuit and the
indicator will show a FULL indication. As the oil
level in the sump falls, switch 1 and 2 together
change the value of the resistance network
reducing the input voltage to the indicator control
circuit, and the indicator will show a reduced
indication.
Dynamic Operation Mode
With a full quantity of oil in the APU sump when
the APU starts to run, the oil circulates throughout
the APU lubrication system and the oil level in the
sump falls. As the APU reaches 60% of its full
running speed, a relay energizes and switches
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APU MAINTENANCE PANEL
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MODEL GTCP331 - 250
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OIL
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OIL SYSTEM
The APU utilizes an integral independent lubrication
system for lubrication and cooling the APU,
accessory gearbox and oil cooled generator. The oil
level indicating system consists of an oil level
transmitter and indicator. The transmitter is installed
into the sump oil level. The indicator is installed on
lateral panel and provides an indication of oil level
from MIN to FULL divided into four quarters.
Because, during APU running, the oil level in the
sump will be less than when the APU is not running,
the transmitter has a dynamic and a static operating
mode, provided by a 60% relay.
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OIL SYSTEM
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OIL SYSTEM
The APU oil system is a wet sump design with an
internal and external system and a
monitoring/indication system. The internal. system
consists of the oil reservoir, which is integrated in the
gearbox, the oil pump assembly with oil filter element,
magnetic drain plug, generator scavenge pump with oil
filter element, turbine bearing scavenge pump, and the
normally closed (NC) solenoid valve (de-oil). The
external system consists of the oil cooler with attached
thermal bypass valve and required tubing. The
monitoring/indication system includes the remote oil
level indication with an indicator on the APU
maintenance panel 472VU and high oil
temperature/low oil pressure monitoring.
High oil temperature below oil pressure parameters
are monitored by and, in case of fault, indicated on the
Electronic Control Box (ECB) 59KD. An APU AUTO
SHUT DOWN occurs in case of high oil
temperature/low oil pressure and is indicated on the
LH ECAM display unit.
The ECB also gives a fault signal to the FAULT light
on the APU overhead panel 429VU and to the
MASTER CAUTION lights.
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OIL SYSTEM
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APU OIL SYSTEM

The APU oil system provides lubrication and cooling
to the APU modules, which are power section, load
compressor and gearbox with accessories, as well as
to the oil cooled auxiliary AC generator. The APU oil
system is a wet sump design with an internal and
external system and a monitoring/indication system.
The internal system consists of the oil reservoir,
which is integrated in the gearbox, the oil pump
assembly with oil filter element, magnetic drain plug,
generator scavenge pump with oil filter element,
turbine bearing scavenge pump, the normally closed
(NC) solenoid valve (de-oil) and several valves.
The external system is the oil cooler with attached
thermal bypass valve and required tubing.
The monitoring/indication system includes the remote
oil level indication with an indicator on the APU
maintenance panel 472VU and high oil temperature/low oil pressure monitoring. High oil
temperature/low oil pressure parameters are
monitored by and, in case of fault, indicated on the
Electronic Control Box (ECB) 59KD. An APU auto
shutdown occurs in case of high oil temperature/low
oil pressure and is indicated on the LH ECAM display
unit. The ECB also gives a fault signal to the FAULT
light on the APU overhead panel 429VU and to the
MASTER CAUTION lights.
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OIL SYSTEM SCHEMATIC
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OIL SYSTEM
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OIL PUMP
The oil pump is used to supply lubricating oil under
pressure to the engine gears, bearings and
accessories, then return the oil to the gearcase.The
oil pump is a 2 element (one pressure, one
scavenge) positive displacement gear pump. The
oil pump contains the pressure pump, scavenge
pump, filter element, oil pressure relief valve, oil
pressure regulating valve, differential pressure
indicator and provisions for mounting the fuel
control unit.
The pump is a positive displacement gear type
pump, capable of pumping 12 gpm when the APU
speed is at 100 percent (7,902) rpm. The
lubrication pump assembly is mounted on, and
spline driven from the gearbox. The oil transfer
tubes allow oil to flow into and out of the pump
assembly. The forward end of the pump provides a
mounting flange and drive for the fuel control unit
assembly.
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LUBRICATION PUMP ASSEMBLY
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APU OIL
Oil flowing from the oil cooler assembly is filtered
before it is distributed throughout the lubrication
system. The oil filter element contains fiberglass
filtering material reinforced with a pleated wire mesh
screen. The filter element is a non-reuseable
element and is rated at 10 micron nominal and 25
micron absolute. The filter system is equipped with a
Delta Pressure indicator that provides a visual
indication when the filter element becomes
contaminated. The Delta Pressure indicator button is
retracted when the oil is flowing freely through the
filter element. When the Delta p across the filter
element exceeds 20 + 5 psid, a red indicator button
is extended. The extended button can be manually
reset. A mechanical thermal lockout incorporated
within the indicator prevents the indicator from
extending when oil temperature is cold and a high
Delta Pressure is temporarily sensed across the
element. The oil temperature must be above 46 + 14
degrees C (115 degrees + 25 degrees F) for the
indicator to function.
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OIL FILTER ASSY / DELTA P INDICATOR
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GENERATOR SCAVENGE SYSTEM

A generator scavenge system is provided to
return oil from the customer furnished 90 KVA oil
cooled generator to the gearbox reservoir. The
scavenge system consists of a scavenge pump
and a filter assembly. The generator scavenge
pump is a positive displacement gear type pump
capable of scavenging oil at a rate of 7.5 gpm
when rotating at a speed of 8360 rpm at 100
percent. The pump is mounted inside the
generator drive pad cavity and driven by a gear
on the generator output drive shaft. The
generator scavenge pump is considered to be an
LRU. Scavenged oil is filtered by the generator
filter assembly which is mounted to the gearbox
module. Two transfer tubes allow oil to flow into
and out of the filter assembly.
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GENERATOR SCAVENGE SYSTEM
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OIL COOLING
Oil cooling is accomplished by using an air/oil
heat exchanger with airflow supplied by the
gearbox driven cooling fan. The oil cooler is
designed to maintain the operating oil
temperature below 305+7 degrees F (151.6
degrees C). Nominal operating oil temperature
is approximately 150 degrees F above ambient
temperature. The oil coolers thermal bypass
valve is an integral part of the oil cooler
assembly and is not considered to be a line
replaceable component, however, the oil cooler
assembly is an LRU.
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OIL COOLER LOCATION
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OIL SERVICING WARNING LABEL

An oil servicing warning label is affixed to the left
side of the inlet plenum duct adjacent to the sight
gage. The label points out that the oil filler cap on
the gravity fill port should not be removed
whenever oil is hot because the oil level may be
above the sight glass add mark. Non-adherence
to this warning may result in personal injury if the
hot engine oil splashes out of the cavity fill port. If
removal of the filler cap is required; maintenance
personnel should ascertain that engine oil has had
sufficient time to cool after engine shutdown.
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OIL SERVICING WARNING LABEL
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STARTER AND IGNITION
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STARTING
After the MASTER switch is selected ON and the LO PR
light in the FUEL PUMP pushbutton switch is off, the
start can be initiated by pressing the START pushbutton
switch. The automatic start sequence begins:
The White ON light in the START pushbutton switch
comes ON.
The Blue integrated indication light ACCEL comes on
after the air intake has fully opened (or simultaneously if
the flap is already open) and the starter motor of the
APU is supplied simultaneously.
The ignition is initiated at 7% RPM and fuel is supplied.
If gear is up: The air intake opens if the MASTER switch
is selected ON.
If gear is down: The air intake flap is open if the
MASTER switch is ON.
The starter motor cuts out at 50% RPM and the white
ON light in the START P/B switch goes off.
The APU continues to accelerate to normal regulated
speed.
The Blue AVAIL light comes on, the Blue ACCEL light in
the START P/B switch goes out and the ignition is
terminated at 95% RPM. The combuster flame is now
self sustaining.
NOTE: The start is inhibited as long as the air intake flap
is closed. After a shutdown the MASTER switch has to
be selected OFF then ON again for resetting before
every new start attempt.
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STARTING SYSTEM
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START MOTOR
The Start Motor is designed to accelerate the APU
from start initiation through light off, and to assist the
APU in reaching self sustaining speed. Starter dropout is programmed to occur at 50 percent rpm. The
starter is capable of accelerating the APU without
the aid of combustion to an approximate speed of 20
percent. The Start Motor is equipped with a brush
wear indicator. The brush wear indicator pin will
recede and not be visible when the brushes require
replacement. The visible length of a new brush is 1/4
inch.
The Start Motor is equipped with an overspeed burst
containment cover that envelopes the commutator
and armature. A drive shaft located at the front of
the Start Motor provides a means of manually
rotating the engine.
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APU START MOTOR
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STARTER MOTOR
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APU IGNITION SYSTEM

The APU Ignition System provides an effective high
energy spark for light off during the start cycle, from
7 to 95 percent rpm. Activation of the ignition
system until 95 percent rpm provides a relight
capability in the event of a blow-out.
The Ignition Unit is a high energy unit that converts
28 VDC into a high voltage of approximately 18,000
volts which is conducted to the Ignition Plug by the
Ignition Lead. This high energy producing unit was
selected to ensure positive ignition under all
operating conditions including prolonged cold soak,
up to 25,000 feet.
The Ignition Unit is located on the right side of the
APU, and is mounted to the mid-frame directly
behind the inlet plenum. The Ignition Unit is
considered an LRU. The ignition electrical lead is
capable of transmitting 18 kv pulses per second to
the igniter plug. The low resistance value of the
electrical lead (0.01 ohms) ensures maximum
conductivity. The lead is insulated and sealed to
prevent electrical energy loss and to prevent
moisture and other contaminants from entering.
The lead and connectors are shielded to prevent
radio interference. The igniter electrical lead is an
LRU.
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APU IGNITION UNIT
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TROUBLESHOOTING
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ECB FRONT PANEL
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ECB BITE INTERROGATION PROCEDURE
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ECB BITE INTERROGATION PROCEDURE
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FAULT ISOLATION PROCEDURES - MONITORED
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APU STARTING - FAULT SYMPTOMS
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FIGURE 119
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MINIFLAG DISPLAY - INDICATION / OPERATION
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J12 PIN ASSIGNMENT
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ECB/J12 TEST CONNECTION
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Airbus 49 A300 A310 Auxiliary Power Unit (APU)

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Airbus 49 A300 A310 Auxiliary Power Unit (APU)

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AUXILIARY POWER UNIT

MODEL GTCP331 - 250

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MODEL GTCP331 - 250

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MODEL GTCP331 - 250

AUXILIARY POWER UNIT

The APU fuel consumption with bleed air extracted

On the ground the APU:

APU RUNNING indication is displayed on the ECAM

Provides bleed air for starting the engines at altitudes

MODEL GTCP331 - 250

MODEL GTCP331 - 250

MODEL GTCP331 - 250

APU DESIGN FUNCTION

MODEL GTCP331 - 250

APU DESIGN FUNCTION

MODEL GTCP331 - 250

MODEL GTCP331 - 250

MODEL GTCP331 - 250

MODEL GTCP331 - 250

MODEL GTCP331 - 250

GTCP331 - 250 LEFT SIDE VIEW

MODEL GTCP331 - 250

GTCP331 - 250 RIGHT FRONT VIEW

MODEL GTCP331 - 250

GTCP331 - 250 RIGHT AFT VIEW

MODEL GTCP331 - 250

THIS PAGE INTENTIONALLY LEFT BLANK

MODEL GTCP331 - 250

MODEL GTCP331 - 250

APU CONTROL SYSTEM

MODEL GTCP331 - 250

APU CONTROL SYSTEM

MODEL GTCP331 - 250

APU CONTROL PANEL

LO PR (amber) -Illuminates if:.

FAULT (amber) Illuminates when:

MODEL GTCP331 - 250

APU MASTER SWITCH

MODEL GTCP331 - 250

APU MAINTENANCE PANEL

7. START CTL M.F.A.

MODEL GTCP331 - 250

APU MAINTENENCE PANEL

MODEL GTCP331 - 250

Speed is monitored according to bleed air demand:

MODEL GTCP331 - 250

ELECTRONIC CONTROL BOX

MODEL GTCP331 - 250

APU FIRE HANDLE

1. APU FIRE HANDLE (red, latched in)

All these functions are electrically actuated.

ON GROUND accompanied by:

2. SQUIB TEST Switch

5. LOOP TEST Switch

Electrical (APU generator line contactor opens).

During APU LOOP TEST, automatic shutdown,

MODEL GTCP331 - 250

APU FIRE HANDLE LOCATION

MODEL GTCP331 - 250

REFUEL/DEFUEL CONTROL PANELS

MODEL GTCP331 - 250

INTERPHONE PANEL - NOSE GEAR