section

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Auxiliary
Power Unit

The material covered in this document is based off information obtained from
the original manufacturers Pilot and Maintenance manuals. It is to be used
for simulation purposes only.

Copyright 2011 by Angle of Attack Productions, LLC

All rights reserved
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Table of Contents
APU Overview
APU Engine Primary Components
APU Fuel Supply
APU Start
APU Operational Modes
APU Altitude Operational Limits
APU Shutdown
APU Normal Shutdown
APU Protective Shutdown

APU Automatic Load Shedding

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Table of Illustrations
3
4
7
9
11
14
15
15
15
17

Figure 9-1. Auxiliary Power Unit Diagram

Figure 9-2. Fuel Supply Diagram
Figure 9-3. Inlet Guide Vanes

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APU Overview
The Auxiliary Power Unit, or APU, is a gas turbine engine
capable of providing electrical and pneumatic services
on the ground and in the air. It allows the aircraft to be selfsufficient on the ground without the need for ground power.
The 737NG uses the AlliedSignal, now Honeywell, 131-9B
APU.
The 131-9B is able to start and operate up to the
aircrafts maximum certified altitude of 41,000 feet.
The APU is installed within a fireproof compartment in the
tail of the aircraft.
A firewall isolates the APU compartment from the aircraft
fuselage and the horizontal stabilizer assembly.
The APU air inlet door is located on the right side of the aft
fuselage and is automatically controlled. This is a NACA
type inlet, a concept originally developed by the US
National Advisory Committee for Aeronautics in 1945.

After combustion, the APU exhausts gases through a muffler

and out of the tailcone.
The high speed flow of the APU exhaust forms a low
pressure area inside the APU compartment which pulls
outside air in through a second hole in the tailcone. This
is called the eductor inlet, and draws outside air into the
APU compartment, cooling the APU oil.
This is an efficient means of cooling and removes the need
for a separate cooling fan, eliminating another moving part.
An Electronic Control Unit, or ECU, continuously monitors
and controls the APU from start to shutdown. It also
provides shutdown protection in the event that any one of
several parameters goes out of limits.
Shutdown protection is discussued in more detail later.

It is a low drag inlet, designed to allow air to flow into the

duct in flight. There is an inlet flow deflector that modifies
the airflow into the intake to ensure that it is laminar and
appropriate for ingestion into the APU.
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APU Engine Primary Components

The APU is very different to the two CFM56 engines on the
737. It has three primary engine components (see figure 8.1) :

The purpose of the pneumatic load compressor is to

supply bleed air to aircraft systems that require it, such as
air conditioning, pressurization, ice protection, and for
engine start.

The power section.

The load compressor.
The accessory gearbox.

The power section drives the load compressor and the

accessory gearbox. The power section consists of:
A single stage centrifugal compressor.
A combustion chamber.
A two stage axial flow turbine.

Air enters the APU through the air inlet, and is directed
into the centrifugal compressor which throws it outwards,
compressing it.
The compressed air is directed into the combustion
chamber where it is mixed with fuel and ignited. Ignition and
expansion of the gas in the combustion chamber forces it
through the turbines, spinning them.
The turbines are connected to a single shaft, which in turn
is connected to the centrifugal compressor. Also attached
to this same shaft are a starter-generator, gearbox, and the
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pneumatic load compressor.

The key difference here is that the two main engines supply
bleed air from the power section, while the APU has a
dedicated compressor for the job.
Because the pneumatic load compressor is attached to
the same shaft as the engine compressor, they both spin at
the same RPM.
In order to vary the amount of bleed air taken from the
APU, the ECU opens and closes Inlet Guide Vanes in the
load compressor inlet. These control the amount of air that
enters the load compressor, and consequently the amount
of air taken from the APU for aircraft systems.
The Inlet Guide Vanes move from 15 degrees to 110
degrees as bleed air demand changes.
The accessory gearbox is also mounted to the APU shaft.

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APU Eng.Prim. Components (Cont.)

This reduces the high rotational speed of the shaft to a
lower speed for the accessories mounted on the gearbox.
The gearbox turns the APU starter-generator, and other
components.

Notes

The starter-generator is used when starting the APU and

generates electrical power once it is running.

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COMPRESSOR
AIR INLET

APU BLEED AIR

VALVE

SURGE CONTROL
VALVE
EDUCTOR INLET

STARTER
GENERATOR

FROM FUEL
SYSTEM

FCU
FROM EDUCTOR
INLET

OIL COOLER

Figure 9-1. Auxiliary Power Unit Diagram

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APU Fuel Supply

Fuel supply to the APU is controlled by the APU Fuel
Control Unit. The Fuel Control Unit regulates the fuel supply
for different running conditions, and uses a motor driven by
the accessory gearbox.
The APU uses the same fuel supply as the two main engines.
Fuel piping is arranged such that the APU normally takes
fuel from the left side of the fuel system. (see figure 8.2)
The APU is capable of drawing fuel without positive
pressure from the fuel pumps. When no fuel pumps are
operational, fuel is suction fed from Main Tank 1 using the
Fuel Control Units own motor.

Under normal conditions once the APU is running, an AC

Fuel Pump is used to pressurize the system. There are two
AC Pumps for each fuel tank.
The fuel system features a Crossfeed Valve that effectively
isolates each side of the fuel system from the other. With the
Crossfeed Valve closed, any of the three AC pumps on the
left side of the system can supply the APU. This includes the
two Main Tank 1 pumps and the left Center Tank pump.
The Main Tank 1 Aft Fuel Pump is normally used to feed the
APU on the ground. If the APU will be run for an extended
period, the left Center Tank pump may be used to prevent
a fuel imbalance.

Operating without the assistance of a fuel pump can

reduce the service life of the Fuel Control Unit motor
however. To address this, an automatically operated DC
Fuel Boost Pump is installed. This pump draws fuel from Main
Tank 1 when the APU Fuel Control Unit senses low fuel
pressure. This provides positive pressure and preserves the
service life of the Fuel Control Unit.

With the Crossfeed Valve open, fuel may also be fed from
Main Tank 2. Operation of the DC Fuel Boost Pump is
automatic, but the AC Pumps must be manually selected
ON or OFF on the Forward Overhead Panel. When an
AC pump is used and pressurizes the system, the DC pump
automatically shuts off.

The DC Fuel Boost Pump is usually used during APU startup

when no AC power source is available to power the AC
Pumps.

APU fuel consumption is roughly 225 pounds per hour

running both packs. This is very much a ballpark figure fuel
consumption varies depending on a variety of conditions.

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TO APU

Figure 9-2. Fuel Supply Diagram

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APU Start
APU start is controlled by the ECU, Electronic Control Unit.
It is a fully automatic start sequence.
The Battery Switch on the Forward Overhead Panel must
be set ON before the APU can be started.
The APU Fire Switch on the Aft Electronics Panel must
also be IN, and the APU Fire Control Handle in the main
landing gear wheel well must be in the UP position.
Controls and indications for the APU are located on the
Forward Overhead Panel.
The start sequence is commenced by holding the APU
switch momentarily to START. The switch is spring loaded
back to the ON position, and will return there when
released. When the switch is selected to START, the
Electronic Control Unit opens the APU Fuel Shut-off Valve
and the APU Air Inlet Door.
Either 28v DC power from the battery or 115v AC power
from AC Transfer Bus #1 may be used to start the APU. This
passes through the Start Power Unit which converts it to
270v DC power.

The Start Power Unit forwards this to the Start Converter

Unit which converts it to AC power for the starter-generator
on the APU gearbox.
As the name implies, the starter-generator performs two
main functions:
It supplies the initial rotation of the APU during the start
cycle.
And provides a source of electrical power for aircraft
systems once the APU is running.

If starting on the battery, there will be a significant

amperage draw indicated on the AC/DC Metering Panel
when the starter-generator kicks in. This is usually in the
region of a 400 amps draw it takes a lot of power to get
that APU turning.
Additionally to the negative amps indication, the BAT
DISCHARGE light will illuminate.
The APU draws power from the Main Battery for startup, so
the Auxiliary Battery is automatically isolated during APU
start.
The LOW OIL PRESS light will illuminate during the start

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APU Start (Cont.)

process, and will extinguish once APU oil pressure reaches
normal levels.
The APUs Exhaust Gas Temperature indication may
fluctuate throughout its entire range during start prior to
normal EGT rise. This is normal, and has no adverse effect
on starting the APU.
Note that there are no limitation indications on the EGT
gauge EGT is monitored automatically by the ECU, and
the APU will be shut down automatically if it exceeds limits.
It is therefore not necessary to monitor EGT during APU
start.
The ECU commands ignition and fuel injection during
startup automatically as the APU reaches the appropriate
speeds.

This minute of idle running is intended as a stabilization

period to extend the service life of the APU. Although the
start cycle itself takes a minute or so, if powered from the
battery at this point it uses the equivalent of approximately
7 minutes of battery life.
Once the start cycle is complete, and the APU has
reached 95% speed, the ECU gives a Ready to Load
signal to other aircraft systems. This signals that the APU is
ready to accept pneumatic and electrical loads.
The electrical system indicates this to the crew by way of
the APU GEN OFF BUS light, which illuminates blue when
the APU is capable of powering an AC bus but is not yet
doing so.
There is no direct equivalent indication for the air system.

The start cycle will terminate automatically after 120

seconds if the APU has not yet reached the required RPM
to disengage the starter.
The start cycle may therefore take as long as 120 seconds,
and the APU should be run for a further minute after start
before it is used as a bleed air source.
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APU Operational Modes

We have already stated that the APU should be run
for at least one minute after start before it is used as a
bleed air source. Taking bleed air from the APU places a
considerable load on it, far more demanding than taking
electrical power from the starter-generator.

the APU power section components.

The ECU selects from four bleed air modes depending on

demand from aircraft systems:

The ECU sets Duct pressurization mode when the APU

Bleed Air Valve is open, but there is no actual demand
from the air system. In this case, the Inlet Guide Vanes open
further to allow the load compressor to pressurize the
pneumatic system air ducts.

No bleed mode
Duct pressurization mode
Main engine start mode
Air conditioning system mode

The no bleed mode is set when there is no bleed air

demand from the pneumatic system and the APU Bleed Air
Valve is closed.
When the pilot selects the APU Bleed Air switch OFF on
the Forward Overhead Panel, the APU Bleed Air Valve
closes.
The ECU closes the Inlet Guide Vanes to 15 degrees.
Even without any bleed air demand, the load compressor
will still be spinning as it is attached to the shaft along with
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To keep the load compressor cool, the Inlet Guide Vanes

do not close fully, even in no bleed mode with no bleed
air demand. They close only as far as 15 degrees.

Main engine start mode opens the Inlet Guide Vanes

as needed to meet the high airflow requirement of main
engine start.
Air conditioning system, or ACS mode sets the Inlet Guide
Vane position as necessary to supply air to the air
conditioning system.
The air conditioning system itself has four modes of
operation:
One pack inflight.
One pack ground.

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APU Operational Modes (Cont.)

Two packs, normal.
Two packs, high.

pressure than two packs would, it requires less actual

quantity of airflow.

The ECU opens the Inlet Guide Vanes to the appropriate

position for each of these modes so as to supply the
required airflow.
APU fuel consumption is considerably greater when
operating a single pack than when operating both.
A single pack must work much harder than two packs to
cool the cabin to a given temperature. The APU must
therefore supply higher pressure bleed air to allow the
single pack to function.

There is therefore a considerable excess of bleed air

produced that is not required.
This excess bleed air is exhausted through a Surge
Control Valve, which ducts it through the APU exhaust. This
increases exhaust gas temperatures, and the additional
airflow through the exhaust can increase the noise
signature of the APU by approximately 2 decibels.
Running both packs on the ground therefore reduces noise,
reduces fuel consumption and extends the life of the APU
hot section. This is the recommended practice.

To supply higher pressure bleed air, the APU Inlet Guide

Vanes must open further than they would otherwise have
to to supply both packs. The further open the Inlet Guide
Vanes are, the greater the torque required to keep the
APU rotating at a constant speed (see figure 8.3).
This requires the Fuel Control Unit to inject more fuel,
increasing fuel consumption.
Additionally, although a single pack requires greater
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15

16

2
3

14
13

12

11

6
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16 Inlet Guide Vanes

Front View

Figure 9-3. Inlet Guide Vanes

Auxiliary Power Unit

Load Compressor
Cross Section

IGVs
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Cross Section

APU Altitude Operational Limits

The APU is able to start and operate up to the aircrafts
maximum certified altitude of 41,000 feet.

Notes

There are limitations on the services it can provide

however, both electrical and pneumatic, that vary with
altitude.
The APU can provide 90 kilovolt amp electrical power up
to 32,000 feet. Between 32,000 feet and 41,000 feet,
only 66 kilovolt amp electrical power is assured.
The APU can provide both electrical and pneumatic
power simultaneously up to 10,000 feet.
Pneumatic power alone is available up to 17,000 feet.
These operational limits are a result of reducing air density
with altitude. The higher the altitude, the less oxygen per
unit volume there is for combustion by the APU. This limits its
performance, and thus its ability to handle pneumatic and
electrical loads.

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APU Shutdown
Like the start process, the Electronic Control Unit, or
ECU, controls the shutdown. There are two types of APU
shutdowns:
Normal shutdown
Protective shutdown

The cool down period preserves the life of the APU hot
section, and prevents coke accumulating in the turbine
bearing and fuel nozzles.
As the APU speed decreases below 30%, the APU Fuel
Shutoff Valve and inlet door start to close.

APU Normal Shutdown

The normal shutdown is initiated by placing the APU switch

to the OFF position.

If the APU Fuel Shutoff Valve does not close, the FAULT
light will illuminate after approximately 30 seconds.

This signals the ECU to begin the shutdown process. The

normal shutdown is preceded by a 60 second cool down
period, which begins as soon as the APU switch is set OFF.

Below 7%, an APU restart can be initiated if desired by

moving the APU switch back to START.

When the APU switch is set OFF, the ECU performs several
actions:
It removes the Ready to Load signal, thus indicating
to aircraft systems that the APU is no longer ready to
accept pneumatic or electric load.
It closes the APU Bleed Air Valve.
Closes the Inlet Guide Vanes to 15 degrees.
Opens the Surge Control Valve.
De-energizes the APU starter-generator.
Starts the 60 second timer for the cool down period.
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The APU can be shut down immediately without the 60

second cool down period by pulling the APU Fire Switch.
Clearly this is not standard practice, and should only be
done in an emergency.
APU Protective Shutdown

Under certain conditions the APU will shut down

automatically to prevent damage to itself or other aircraft
components.
There are three different indications in the cockpit that
indicate a protective shutdown; all three are on the APU

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APU Shutdown (Cont.)

Panel.
The LOW OIL PRESSURE light illuminates when oil
pressure drops below limits for 20 seconds or more.
This causes a protective shutdown.
The FAULT light illuminates for a large number of
conditions:
Fuel shutoff valve not in the commanded position,
Inlet door not in the commanded position,
Loss of DC power,
Electronic Control Unit failure,
APU fire,
APU inlet overheat,
Loss of both Exhaust Gas Temperature signals,
No APU speed signal,
No APU acceleration,
No APU rotation,
Low Exhaust Gas Temperature after introduction of fuel,
Generator filter clogged,
High oil temperature,
APU overtemperature,
Reverse flow through the load compressor,
Oil temperature sensor failure,
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Inlet temperature failure,

APU underspeed.

Any one of these will trigger a protective shutdown.

Finally, the OVER SPEED light will illuminate for a further
three conditions:
Fuel Control Unit solenoid valve fails in the open position,
Loss of overspeed protection,
APU overspeed.

Any one of these will trigger a protective shutdown.

The LOW OIL PRESSURE, FAULT and OVER SPEED lights
will extinguish when the APU switch is cycled to OFF, then
back to ON again with APU speed less than 7%. Why 7%?
Because thats the speed below which the APU can be
restarted again.
The MAINT light illuminates when oil pressure drops below
a specified level, or if the starter-generator has a shorted
rotating diode. In both cases the APU may continue to run,
but will require maintenance as soon as possible.

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APU Automatic Load Shedding

The APU is of course only capable of supplying a finite
amount of electrical power to aircraft systems.

Notes

When the APU is the only source of AC power, system

logic automatically removes electrical loads to prevent an
overload of the APU. This is called load shedding, and
may occur both on the ground and in flight.
In flight, if the APU is the only source of electrical power,
all galley busses are automatically shed. If electrical load
still exceeds design limits, both main AC busses are also
automatically shed.
The APU will also shed load on the ground if it is the only
source of electrical power.
If an overload condition is sensed, the APU sheds the
galley buses first, then the main buses until the load is within
limits.
The APU can take on more load on the ground than in
the air due to better airflow cooling on the ground. It
is therefore capable of handling more demand on the
ground than in the air, so the threshold for load shedding
will be higher.
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