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AUXILIARY POWER UNIT

ATA 49

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ATA 49 AUXILIARY POWER TABLE OF CONTENTS

FLOW SENSOR MODULE .................................................................. 56


PROTECTIVE SHUTDOWN................................................................ 58

AUXILIARY POWER TABLE OF CONTENTS: ..................................... 2

ELECTRONIC CONTROL UNIT (ECU)............................................... 60

GRAPHIC .............................................................................................. 3

ECU FRONT PANEL/BITE TEST INSTRUCTIONS ........................... 62

GENERAL DESCRIPTION......................................................................4

MINI-FLAG TEST................................................................................. 64

INTRODUCTION ................................................................................... 6

INDICATION GENERAL DESCRIPTION ............................................. 66

GTCP 331-200ER.................................................................................. 8

APU INDICATION MONOPOLES (RPM) ............................................. 68

ENGINE ............................................................................................... 10

APU INDICATION EGT THERMOCOUPLES....................................... 72

APU SYSTEMS AND COMPONENTS................................................ 12


GEARBOX AND ACCESSORIES ....................................................... 14
ELECTRONIC CONTROL UNIT (ECU) INPUTS/OUTPUTS .............. 16
POWERPLANT AIR INTAKE SYSTEM................................................ 18
POWERPLANT AIR INTAKE DOOR AND ACTUATOR ...................... 20
AIR INTAKE DOOR INDICATIONS...................................................... 22
LUBRICATION SYSTEM..................................................................... 24
OIL SUPPLY AND RESERVOIR ......................................................... 26
OIL SYSTEM ....................................................................................... 28
GEARBOX PRESSURIZATION SYSTEM........................................... 32
APU AND GENERATOR OIL SCAVENGE SYSTEM ......................... 34
FUEL SYSTEM.................................................................................... 36
FUEL CONTROL UNIT........................................................................ 40
DRAIN AND VENT ASSEMBLY .......................................................... 42
IGNITION AND STARTING SYSTEM ................................................. 44
IGNITION SYSTEM ............................................................................. 46
PNEUMATIC SYSTEM........................................................................ 48
INLET SENSORS ................................................................................ 50
INLET GUIDE VANE ACTUATOR....................................................... 52
SURGE BLEED SYSTEM ................................................................... 54

AUXILIARY POWER UNIT


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APU - GENERAL DESCRIPTION

APU and Generator Lubrication System

General

The APU and generator lubrication system lubricates and cools these
components:

The APU system contains these subsystems:


- Power plant (49-10)
- Engine (49-21)
- APU and generator lubrication system (49-27)
- Fuel system (49-31)
- Ignition/starting system (49-41)
- Air system (49-50)
- Control system (49-61)
- Indicating system (49-70)
- Exhaust system (49-81)
- Oil indicating system (49-94)
Control System
An APU controller controls APU system functions and is an interface with other
airplane systems.

APU bearings
Gearbox
Electric generator

Oil Indicating System


The APU oil indicating system supplies this data about the APU oil to flight deck
displays:
-

Temperature
Pressure
Quantity

Engine Fuel System

Power Plant

The APU engine fuel system supplies pressurized and metered fuel to the APU
combustion chamber. It also supplies pressurized fuel to operate the inlet guide
vanes.

The APU is a single shaft gas turbine engine which drives an electric generator
and a load compressor. A gearbox on the front of the APU supplies power to
APU accessories.

Ignition/Starting System

The power plant has these systems and components:


-

Auxiliary power unit


APU mounts
APU wire harness
APU air intake
APU drains and vents

Engine
The APU engine has these components:
- Two-stage centrifugal flow compressor
- Reverse flow annular combustion chamber
- Three-stage axial flow turbine

During engine start, the ignition/starting system turns the APU and supplies
ignition.
Air System
The APU air system supplies pressurized air to the airplane pneumatic system.
Inlet guide vanes control the amount of air supplied to the load compressor. A
surge valve releases excess bleed air overboard. A cooling system cools the
APU compartment and the engine oil.
Indicating System
The APU indicating system supplies APU EGT data for flight deck displays.
Exhaust System
The APU exhaust system sends the APU exhaust gases out of the tail cone.

AUXILIARY POWER UNIT

CONTROL

ENGINE FUEL

IGNITION/STARTING

POWER PLANT

ENGINE

AIR

APU
GENERATOR

APU AND GENERATOR


LUBRICATION

GEARBOX AND
ACCESSORIES

LOAD
COMPRESSOR

POWER
SECTION

EXHAUST

OIL INDICATING

APU GENERAL DESCRIPTION


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AUXILIARY POWER UNIT


INTRODUCTION
General
The airborne auxiliary power system supplies electrical and pneumatic power
for the airplane. On the ground, this electrical and pneumatic power make the
airplane independent of ground support equipment. The APU can be started up
to 43,100 feet.
The Garrett GTCP (Gas Turbine Compressor Powered) 331-200ER engine is
electronically controlled. The APU control unit or Electronic Control Unit (ECU)
supervises all operations of the APU. The ECU is located in the Main
Equipment Center - MEC. The E6 rack contains the APU battery, and battery
charger. The ECU coordinates the starting sequence, monitors the operation
and pneumatic output of the APU and ensures proper shutdown. The ECU
features extensive built in test equipment (BITE) that monitors many line
replaceable units. It also initiates protective shutdowns to prevent damage to
the APU. These shutdowns and failed components are shown on the front face
of the ECU.
The airborne auxiliary power system is controlled from the APU control panel
located on the P5 panel. This panel features a three-position rotary switch, and
fault and run annunciator lights. EICAS shows APU exhaust gas temperature
(EGT), RPM. To shut down the APU, turn the control switch off. To shut down
the APU during an emergency pull the APU fire handle on the P8 panel, or
activate the APU shutdown switch on the APU remote shutdown panel (P40)
located on the aft side of the nose gear. When the APU is shut down using the
P40 APU shutdown switch, the battery switch in the flight deck must be cycled
off and on before the APU can be started.

INTRODUCTION
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AUXILIARY POWER UNIT


GTCP 331-200ER
General
The APU, with generator installed, weighs approximately 518 lbs (235 kg). It is
capable of supplying 115 volt ac, 3-phase, electrical power up to the airplane
service ceiling. Pneumatics are available to an altitude of 19,000 feet. The
APU supplies enough pneumatics to start the main engines up to an altitude of
14,000 feet and to maintain a 24 degrees C cabin on a 40 degrees C day at sea
level.
Pneumatic Modes and Control
The ECU senses six different pneumatic modes of operation from the airplane
pneumatic systems. The ECU positions the IVGs in response to these modes
to assure efficient operation and load compressor surge control.
If both electrical and pneumatic demands are present, the ECU reduces the
pneumatic output as necessary to prevent exceeding APU EGT limits.
Harness
All electrical wiring to the APU, except APU generator and starter motor
connections, are contained in a single wire bundle. The wire bundle is attached
to the APU and stays with the APU during removal. It is connected to the
airplane with two electrical connectors at the APU firewall.
Air Intake and Exhaust
Air for the APU enters the right side of the fuselage through the APU air intake
door located below the vertical stabilizer. Between the intake door and the APU
firewall is approximately 10 feet (3 meters) of composite air ducting leading into
the air intake plenum. Air flows from the APU air intake plenum into the top of
the APU. APU exhaust is ducted overboard through the tail cone of the
airplane. The load compressor supplies compressed air to the airplane
pneumatic system through the pneumatic system air supply duct.
Access to the APU air intake door actuator is through the service access door in
the lower fuselage.

Drains and Vents


Any liquid accumulated in the APU air intake plenum is drained out the right side
of the compartment through the APU air intake drain. The APU plenum drain
drains any liquid accumulation in the APU intake into the APU compartment.
The APU drain mast located in the right APU access door, drains the APU drain
assembly overboard.

STA
1728

APU AIR
INTAKE D00R

STA
1809

STA
1843

APU AIR
INTAKE PLENUM

APU AIR
INTAKE DOOR
ACTUATOR

APU AIR
INTAKE
DUCTING

APU
EXHAUST
DUCT

APU
SUPPORT
MOUNTS

APU
FIREWALL
APU
HARNESS
APU AIR
INTAKE
DRAIN
(RH SIDE)

STABILIZER
BLOCK

APU DOORS
(CLAM SHELL DOOR)

SERVICE ACCESS
DOOR (RH SIDE)

APU AIR SUPPLY


CONTROLS SHUTOFF VALVE
BAY ACCESS
DOOR

APU
PLENUM
DRAIN

APU DRAIN MAST


(RH APU DOOR)

GTCP 331-200ER
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AUXILIARY POWER UNIT - ENGINE


General
The APU engine is composed of three distinct modules:
Power section
Load compressor
Gearbox
Air flows into both the power section and the load compressor. The power
section is a single shafted gas turbine engine which converts air and fuel into
shaft horsepower. The shaft horsepower generated by the power section is
used to drive the load compressor, gearbox and accessories.
Power Section
The power section consists of a two stage centrifugal flow compressor, a
reverse flow annular combustor, and a three stage axial flow turbine. The inlet
bearing has a labyrinth seal pressurized with Pressure Compressor Discharge
(PCD1) or PCD2 buffer air.
Load Compressor
The load compressor is a centrifugal flow compressor that supplies compressed
air for the airplane pneumatic system. It is driven by the power section. Inlet
guide vanes regulate the amount of airflow through the compressor. Both load
compressor bearings have labyrinth seals pressurized with PCD1 or PCD2
buffer air.
Gearbox
The gearbox is also driven by the power section. It contains gears and drive
pads for the various APU accessories including the APU generator.

GEARBOX

AIR INLET

LOAD
COMPRESSOR

POWER SECTION
AIR FLOW

COMPRESSOR
BLADES

COMPRESSOR
BLADE

LABYRINTH
INLET
SEALS
GUIDE
VANES

LABYRINTH
SEAL
CROSS SECTION
_______________

TURBINE
BLADES

ENGINE
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AUXILIARY POWER UNIT


APU SYSTEMS AND COMPONENTS
Systems
Primary APU systems include:

Air intake
APU and generator lubrication
Engine fuel
Ignition/Starting
Air system
Control
Indicating

Air Intake System


External ambient air enters the APU through an APU air intake door. This door
is located on the upper right side of the fuselage next to the vertical stabilizer.
An electrical actuator drives the door open to allow air into the APU air inlet
plenum. Air that enters the plenum is used for cooling, supporting combustion
and as a pneumatic power source.
APU and Generator Lubrication System
The APU uses a common oil system to cool and lubricate the bearings, gearbox
and generator of the APU. The APU generator has a separate, non-bypass oil
filter. If the generator should fail, the filter protects the rest of the APU from
damage.
Engine Fuel System
The APU engine fuel system regulates and distributes fuel for engine
combustion and pneumatic control.
Ignition and Starting System
The APU is started by using a 28 VDC powered electric motor. A single ignition
unit sends a high voltage to the igniter plug that sparks combustion.

Control System
All operations of the APU are controlled and monitored by the APU Electronic
Control Unit (ECU).
Two APU monopoles supply redundant speed signals to the ECU. The APU
inlet pressure and temperature sensors send signals of inlet air conditions to the
ECU. The ECU uses this information for fuel flow scheduling and surge
protection. APU EGT thermocouples measure exhaust gas temperature.
Indicating System
Operating conditions of the auxiliary power unit are sent to the EICAS
computers for display. EICAS shows APU RPM, EGT, as well as fault
messages.
Oil level information is sent from the oil quantity low level switch directly to
EICAS.
Four EGT thermocouples measure exhaust gas temperature.

APU AIR
INTAKE DOOR

APU FUEL
SHUTOFF
VALVE

APU CONTROL PANEL (P5)


APU

OFF

ON

START

RUN w
FAULTa

APU
COOLING
AIR

AIRPLANE PNEUMATIC
DEMAND SIGNALS
APU FIRE DETECTION

FUEL CONT UNIT

APU CONTROL UNIT


(E6)

IGNITION
UNIT

LOW OIL
PRESS
SWITCH

APU FAULT (C)

STARTER
MOTOR
DE-OIL
SOLENOID
VALVE

OIL
TEMP
SENSOR

GEARBOX
PRESS
REG VLV

EICAS
COMPUTERS

GEN OIL FIL


DIFF PRESS
SWITCH

INLET
TEMP
SENSOR

IGNITER

INLET GUIDE
VANES

APU GEN

SWITCHING
VALVE

SURGE
VALVE

SHUTTLE
VALVE

MONOPOLES

APU
EXHAUST

FUEL
PNEUMATICS

APU SYSTEMS AND COMPONENTS


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SECONDARY
FUEL
NOZZLES

POWER
SECTION

FLOW
SENSOR

APU AIR
VALVE

EICAS DISPLAY UNITS


(P2)

INLET
PRESSURE
SENSOR

PRIMARY
FUEL
NOZZLES

EXHAUST

LOAD
COMPRESSOR

DE-OIL SOL
OIL TEMP SW

APU DOOR (SM)


APU OIL QTY (SM)
APU BITE (M)

INLET
GUIDE VANE
ACTUATOR

FLOW DIVIDER

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49-00-980564M

EGT
SENSORS

OIL QTY

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APU ENGINE
GEARBOX AND ACCESSORIES
General
The gearbox contains the various gears and drive pads necessary to drive the
APU generator and accessories. The gearbox is spline shaft driven by the
power section. The various gearbox spur gears convert the power section input
speed into the appropriate accessory speed.
Maintenance TIP
The APU generator seal plate is installed on the APU with a rubber gasket when
it leaves the Garrett factory. This seal plate has porting for the generator
scavenge pump system to allow the APU to be operated without a generator
installed. However the rubber gasket must be removed and the normal
generator aluminum gasket installed prior to APU operation. The rubber gasket
does not allow proper porting, and is for shipping only.

STARTER MOTOR
COOLING FAN

OIL PUMP ASSEMBLY

GENERATOR

FRONT VIEW
FUEL CONTROL UNIT
GENERATOR SCAVENGE PUMP

GEARBOX AND ACCESSORIES


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49-27-980561M

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ENGINE CONTROLS
ELECTRONIC CONTROL UNIT (ECU) INPUTS/OUTPUTS
Control
The ECU may be powered by turning the APU control switch to START, or when
this switch is OFF, by activating one of the three toggle switches on the face of
the controller. The controller automatically powers down when the APU control
switch is OFF, APU RPM is below 7 percent, and BITE procedures are
complete.
Input/Output
The ECU receives analog and discrete inputs from the airplane and the APU.
These inputs allow the controller to perform the software tasks that control the
APU engine.
ECU outputs include EGT and RPM signals to EICAS, aircraft discrete signals,
and APU signals, both analog and discrete, for torquemotors and solenoids.
Operation
Normal operation of the APU and ECU is completely automatic, once START is
selected on the APU Control Panel. Once the APU is on-speed (over 95
percent rpm), the operator may draw electrical power, and/or pneumatic power
as desired. System monitoring and protective shutdown functions are
automatically performed by the ECU.

28 V DC

CO NTROL
SW (P5)

ROTA RY SWITCH OPERATION

ST ART/O N

AI RCRAFT
A NALOG

________
LAST RUN- If Reason is NORMAL STOP SIG, the aircraft
commanded APU stop and all Faulty LRUs detected during last
run can be displayed. If Reason is an automatic shutdown,
displayed Faulty LRUs are only the failed LRUs that could cause
the shutdown.

T
E
S
T

_____- Second, third, and fourth historical fault shutdowns.


2.3.4
Displayed Faulty LRUs are only the failed LRUs that could cause
the associated shutdown.

EC S DEM AND

LRU
SUMMARY - Record of all Faulty LRUs detected since the
___________
last Memory Erase.

S ELF

LAMP

ME S
AI R SUP PLY V ALVE
IN LET D OOR

REASON
APU NOT
OPERATING

CONTROL
FAILURE
EGT
OVERTEMP
FIRE
EMERG

STATUS

SPARE

SPARE

INLET
DOOR RLY
#1 SPD
SENSOR

LCIT
SENSOR
#2 SPD
SENSOR
EGT #2
CIRCUIT

AI R/GRO UND
AD P

757/7 67

FAULTY
LRU

IG V POS ITION
EG T 1
EG T 2

RECORD
SELECTED

SP D 1
AP U
ANAL OG

EGT #1
CIRCUIT
FLOW
DIV SOL
P2
SENSOR
CURRENT/
LAST RUN

ECS
CONTROL
ECU
SHUTDOWN
2

UNDER
SPEED
DC PWR
LOSS
O/S TEST
CIRCUIT
NO
DATA
FUEL
SOL
LOP
SWITCH
IGV
ACT
APU
STARTER
FAN
VALVE
SHUTDOWN
3

START
ABORTED
LOW OIL
PRESSURE
HIGH OIL
TEMP
WAIT
PT
SENSOR
FUEL
CONTROL
IGN
UNIT
A/C STRT
CIRCUIT
FILTER
SW(GEN)
SHUTDOWN
4

NO
LIGHTOFF

F R EASON
A
U
L
T LR U

LC IT

PT
TP

R
E
C
O
R
D

S
E
L
E
C
T

APU FAULT

APU FUEL C0NT RLY

OVER
SPEED

AIR SUPPL Y REL AY

TEST
OK
EP
SENSOR
SURGE
VALVE
DEOIL
SOL
HOT
SENSOR
SEE MNT
MANUAL
LRU
SUMMARY

GEN LOAD
AVAI LABLE
STAR T REL AY (K 197)

FUEL CONT TORQ UEMOT OR


SURG E VAL VE
TORQ UEMOT OR

DE-O IL SO LENOI D
ERASE
MEMORY

FUEL SOLE NOID


IGNI TION
LVDT EXCI TATIO N

LO P
ST ARTER POWE R
GE N OIL FILT ER
FA N VAL VE

M206 APU CONTROL UNIT (ECU)

ELECTRONIC CONTROL UNIT (ECU) INPUTS OUTPUTS


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AP U
AN ALOG

IGV TORQU EMOTO R

+10V DC R EF

ATA 49-00

AI RCRAF T
DI SCRET E

FLOW DIVI DER


SOLE NOID

OI L TEM P

B767-3S2F

RELA Y

GEN
FILTER

SP D 2
P2

APU
D ISCRE TE

E ICAS

STAR T REL AY (K 1)
NORMAL
STOP SIG
REVERSE
FLOW
DOOR
SYSTEM

EC S ENA BLE

SIGN ATURE
PIN

EGT
RPM

FI RE

AIRCRA FT
DISCRE TE

CONT ROL P ANEL "RUN" LIGH T

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49-60-R18776M

APU
DISC RETE

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POWER PLANT
AIR INTAKE SYSTEM
General
The APU Air Intake System supplies the APU with air for pneumatics,
combustion and cooling. The system components include the APU Air Intake
Door and Actuator, APU Air Intake Duct Assembly, and APU Air Intake Plenum.
Air Intake Duct Assembly
The forward and aft air intake ducts connect an intake port to the APU Air Intake
Plenum. The air intake port is a Kevlar/graphite fiberglass composite structure
that houses the APU Air Intake Door and Actuator. The air intake duct is a
two-piece composite structure, forward and aft. The forward duct is a Kevlar/
graphite fiberglass composite structure. The aft duct is a Kevlar/graphite
structure with a fiberglass honeycomb core. Access is through the service
access door in the lower fuselage.
Air Intake Plenum
The APU Air Intake Plenum is an aluminum-stainless steel structure attached to
the aft side APU firewall. An APU plenum access panel is located in the
firewall. Access to the plenum access panel is through the controls bay access
door.
The APU compressor inlet plenum attaches to the APU intake plenum. An
access panel in the compressor inlet plenum allows inspection of the power
section and cooling fan intake screens.

WARNING: STAY OFF THE AFT BODY SERVICE ACCESS DOOR AND
THE CONTROLS BAY ACCESS DOOR. YOUR WEIGHT
CAN CAUSE THE SPRING LOADED LATCHES TO
RELEASE.

APU AIR
INTAKE
DOOR

APU AIR
INTAKE
DOOR
ACTUATOR

APU AIR
INTAKE
PLENUM

APU AIR
INTAKE
PORT

AFT APU AIR


INTAKE DUCT

FWD APU AIR


INTAKE DUCT
APU COMPRESSOR
INLET PLENUM

APU
FIREWALL
APU
PLENUM
ACCESS
PANEL
CONTROLS BAY
ACCESS DOOR
ACCESS
PANEL
STABILIZER
CENTER
SECTION
(REF)

SERVICE
ACCESS
DOOR

AIR INTAKE SYSTEM


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49-16-977595M

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POWER PLANT
AIR INTAKE DOOR AND ACTUATOR OPERATION

until RPM is less than 15 percent, and also allows the door to remain open in
the air with the main battery switch OFF.

Air Intake Door

The actuator may be manually operated should the electrical operation fail. An
opening on the inboard side of the actuator container provides access to a
manual drive. The 1/4 inch actuator clutch square drive disengages the electric
motor from the actuator. This also rotates the clutch position flag to reveal the
actuator square drive. A 1/4 inch drive may be inserted in the manual drive to
position the actuator. Thirty turns are required to fully extend the actuator.

The APU Air Intake Door is a one piece cast aluminum door. The door is
located in the unpressurized section of the fuselage, to the right of the leading
edge of the vertical stabilizer. The door is hinged on the aft end to the APU Air
Intake Duct which is located on the upper right side of the fuselage. The APU
Air Intake Door Actuator positions the door in the fully open or fully closed
position. The door opens approximately 22 degrees from the fuselage.
Two seals on the APU Air Intake Duct form an aerodynamic and anti-corrosion
seal to the APU. A removable "P-shaped" seal is bolted to the aft end of the
intake duct port near the intake door hinges. A rectangular seal is bonded to the
forward and side portions of the APU Air Intake Duct.
Air Intake Door Actuator
The APU Air Intake Door Actuator is an electrically operated linear actuator.
A 28 VDC reversible motor drives the actuator. The ten pound (4.5 kg) actuator
extends or retracts in less than 60 seconds. The stroke of the actuator is
approximately 4 inches (11 cm). The actuator is installed in a white actuator
container which is V-band clamped to the APU Air Intake Duct.
Operation
When the APU intake door relay (K176) is relaxed, power is available to the
door closed (retract) contacts of the actuator; and when K176 is energized,
power is available to the door open (extend) actuator contacts. The K176 relay
solenoid is supplied power by either the APU battery bus or the main battery
bus. A ground for the solenoid is supplied by either of two sources.
K176 is initially energized to open the intake door by a ground supplied through
an energized APU fuel control relay (K175), the APU switch in ON or START,
and the main battery switch ON. K175 is energized when no faults or fire
signals exist, the fire switch is NORMAL, and the APU control switch and main
battery switch are both ON. (See APU normal operation) A ground for K176 is
supplied by an electronic switch inside the ECU whenever the speed is 15
percent or greater, to assure that the door remains open during APU shutdown

Maintenance Practices
To remove the APU Air Intake Door, disconnect the actuator by unscrewing the
actuator rod end fitting from the door. The rod end fitting remains attached to
the actuator. Remove the hinge cover plate and remove the bolts from the two
intake door hinges. Installation requires proper positioning of the actuator rod
end fitting into the intake door before fastening the intake door hinges.
To remove the APU Air Intake Door Actuator, disconnect the APU Air Intake
Door from the actuator. Remove and save the actuator rod end fitting from the
rod end of the actuator. The actuator is removed by releasing the V-band clamp
and sliding the actuator out of the APU Air Intake Duct. Installation requires
assembly of the actuator in the container and then attachment of the actuator
rod end fitting. The rod end fitting is then attached to the intake door.
Adjustment of the actuator to close the intake door flush with the fuselage
requires adjustment of the lock nuts at the bottom of the actuator.
CAUTION: DO NOT ATTEMPT ACTUATOR ADJUSTMENT AT ROD END
ATTACHING ACTUATOR TO AIR INTAKE DOOR. DAMAGE TO
THE ACTUATOR WILL RESULT.

POWER

APU AIR
INTAKE DOOR
APU AIR
ACTUATOR
INTAKE
DOOR

AIR INTAKE
DOOR

AIR INTAKE
DOOR SEAL
(BONDED)

APU AIR INTAKE


DOOR FLANGE

ROD END
FITTING
SCREWS (4)
ACTUATOR ROD
END FITTING

ACTUATOR
ROD END
AIR INTAKE
DOOR SEAL
(REMOVABLE)

SERVICE
ACCESS DOOR

APU AIR INTAKE


DOOR ACTUATOR

HINGE COVER
PLATE

V-BAND
CLAMP

TRANSFER
FLAG

ACTUATOR CLUTCH
SQUARE DRIVE
ACTUATOR
CONTAINER

MAN

APU INTAKE DOOR


OPEN SW MAGNETIC
TARGET (ATTACHED
TO DOOR)

MANUAL/ELECTRICAL
SELECTOR SHAFT

ACTUATOR
SQUARE DRIVE
DOOR POSTITION
ADJUSTMENT
FITTING

GROUNDING
STRAP

S506 APU INTAKE


DOOR OPEN SWITCH
(ATTACHED TO APU
AIR INTAKE DUCT)

AIR INTAKE
DUCT

CLUTCH POSITION FLAG


(SHOWN IN MANUAL DRIVE POSN)

ELEC
MANUAL DRIVE SOCKET

AIR INTAKE DOOR AND ACTUATOR OPERATION


B767-3S2F
Page - 21

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

49-15-977593M

B767-3S2F
Page - 22

ATA 49-10
5/6/13

EFF - ALL

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

POWER PLANT
AIR INTAKE DOOR INDICATION
Power
Power for operation of the APU Air Intake Door Actuator is supplied by the 28
VDC APU battery bus.
Power for the APU control circuits is supplied by either the main battery bus or
the APU 28 VDC battery bus by a diode circuit.
Air Intake Door Open Switch
The door open switch for the APU Air Intake Door inputs door position to the
APU Control Unit (ECU) and the EICAS computers. The switch is a magnetic
reed switch that provides a ground signal to the ECU and the EICAS computers
when the door is open. The switch is mounted on the intake duct.
The target for the switch is mounted on a flange on the right side of the door.
Door Disagreement Indication
An EICAS status and maintenance message APU DOOR appears whenever a
commanded and actual door position disagreement exists for longer than 60
seconds. The EICAS computer is looking for an open signal. If a ground is
detected in excess of the time delay, the message appears. On the ECU,
DOOR SYSTEM would appear in the REASON APU NOT OPERATING field.
In the FAULTY UNIT field, INLET DOOR RLY or SEE MNT MANUAL would
appear. INLET DOOR RLY appears if it was detected as faulty. SEE MNT
MANUAL appears when no faulty components were detected. The ECU
records a BITE fault when the door does not open within 30 seconds. If the inlet
door eventually opens, the BITE indications are not retained in memory. If there
was a fault, the BITE indications are retained until the next APU start. At the
next start attempt, the BITE indications are erased.
CASE 1: When K176 is first energized, the door full open actuator switch
must be driven to the momentary position within 60 seconds.
CASE 2: When K176 is de-energized on shutdown, the door full closed
actuator switch must be driven to the momentary position within 60
seconds.

CASE 3: The actuator position is also compared to the door position as


sensed by the door open switch (S506) and the door open relay (K547). If
a ground is available longer than 60 seconds the EICAS message APU
DOOR appears.
If S506 fails closed (door open signal) the ECU starts the APU before the door
is fully open.

28V DC APU
BAT. BUS

"DOOR OPEN"
SIGNAL TO
ECU

C1385
APU INTAKE
DOOR ACTUATOR

AFT EQUIP CENTER (E6)

DOOR FULL CLOSED

28V DC MAIN
BAT. BUS

RETRACT
C1391
APU ALTN CONT CB

P11 CIRCUIT BREAKER PNL

EXTEND
R11

28V DC APU
BAT. BUS

FULL OPEN
DOOR FULL OPEN

C1383
APU PRIME CONT CB

R12

S506 APU INTAKE


DOOR OPEN SW

C20
APU START

M406 APU INTAKE


DOOR ACTUATOR

E6 AFT EQUIP CTR


K176 APU
INTAKE DOOR
RLY (P49)

N>15%

60 SEC
START
ON

OFF

ON

K547 APU INTAKE


DOOR OPEN RLY
(P49)

START

ON
INTAKE DOOR &
FUEL DRIVER

OFF

S1 APU SW
(P5)

M206 ECU (E6-1)


ENERGIZED
- NO FAULTS
- NO FIRE
- FIRE SW "NORMAL"
- APU SW "ON"
- MAIN BAT. SW "ON"

L & R EICAS
COMP

OFF

EICAS DISPLAY UNITS

S2 MAIN
BAT. SW
(P5)

K175 APU
FUEL CONT
RLY (P37)

AIR INTAKE DOOR INDICATION


B767-3S2F
Page - 23

ATA 49-10
5/6/13

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

APU DOOR
(S,M)

49-70-R187949-70-

B767-3S2F
Page - 24

ATA 49-20
5/6/13

EFF - ALL

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

APU ENGINE
LUBRICATION SYSTEM
General
The lubrication system consists of oil supply; a pressure system for oiling the
bearings, generator, and starter clutch; a scavenge system for returning oil to
the sump from the bearings, a generator oil scavenge system; a gearbox
pressurization system; and an oil cooler.

Gearbox Pressurization System


At higher altitudes (approximately 18,000 ft), the low ambient air pressure could
cause oil foaming. The gearbox pressurization system prevents this by
pressurizing the gearbox with 2nd stage compressor air (PCD2). Components
include a gearbox shutoff valve, a shuttle valve, and a gearbox pressure
regulating valve. Operation is automatic and controlled pneumatically. This
system also increases bearing seal buffering air pressure at high altitudes.
ECU Bite

Oil Supply
The APU gearbox serves as an oil reservoir. Servicing is by a pour-type fill port
or through the pressure fill connections. Oil quantity is indicated by a sight
glass and an oil quantity signal to EICAS. Magnetic chip detectors are also
installed.
Oil Pressure System
A gear-type oil pump in the gearbox sends pressurized oil through an oil cooler
and filter to the bearings and generator. When the oil is cold, a de-oil solenoid
valve opens allowing the pump to draw air from the gearbox. This unloads the
oil drag, enabling easier starting. A low oil pressure switch and oil temperature
sensor signal the ECU, causing protective shutdowns if limits are exceeded.
Oil Cooling
An air-type oil cooler is located between the oil pressure pump and bearings.
An oil cooler bypass valve sends cold oil around the oil cooler. This valve also
allows bypass of an obstructed cooler.
Oil Scavenge System
Three scavenge pumps return oil to the reservoir. The compressor bearing
scavenge pump and generator scavenge pump are positive-displacement
gear-type. The turbine bearing scavenge pump is a gerotor type.
Scavenge oil from the generator flows through a non-bypass filter to protect the
APU from oil contamination if the generator fails. A generator oil filter
differential pressure switch signals the ECU if the generator oil filter becomes
obstructed. This initiates a protective shutdown.

Protective shutdowns occur for low oil pressure , high oil temperature , and for a
blocked generator oil filter GEN FILTER.
The faulty LRUs stored in the ECU memory include LOP SWITCH, DEOIL SOL,
HOT SENSOR, and FILTER SW(GEN).

GEARBOX
PRESSURE
DEOIL
REGULATING
COOLING SOLENOID
VALVE
OIL
FAN (REF) VALVE
COOLER

SHUTTLE
VALVE

FAN ISOLATION
VALVE (REF)

TO SURGE
VALVE

OIL COOLER
BYPASS VALVE
APU
GENERATOR
DRIVE PAD
AND SEAL
PLATE (REF)

PCD 1

LOP
SWITCH

PCD 2

HOT
SENSOR

OIL FILL
PORT
GENERATOR
SCAVENGE
OIL PUMP

OIL PUMP
AND FILTER
ASSY

LOW OIL
LEVEL SWITCH

GEARBOX SHUTOFF
VALVE
FWD

GEN OIL
FILTER DP
GEN OIL
SWITCH
FILTER

LOW OIL
LEVEL SWITCH

STATUS

FAULTY
LRU

NORMAL
STOP SIG

CONTROL
FAILURE

UNDER
SPEED

REVERSE
FLOW

EGT
OVERTEMP

DC PWR
LOSS

LOW OIL
PRESSURE

GEN
FILTER

DOOR
SYSTEM

FIRE
EMERG

O/S TEST
CIRCUIT

HIGH OIL
TEMP

OVER
SPEED

SPARE

SPARE

NO
DATA

WAIT

TEST
OK

LCIT
SENSOR

FUEL
SOL

PT
SENSOR

EP
SENSOR

#1 SPD
SENSOR

#2 SPD
SENSOR

FUEL
CONTROL

SURGE
VALVE

EGT #1
CIRCUIT

EGT #2
CIRCUIT

LOP
SWITCH
IGV
ACT

IGN
UNIT

DEOIL
SOL

FLOW
DIV SOL

ECS
CONTROL

APU
STARTER

A/C STRT
CIRCUIT

P2
SENSOR

RECORD
SELECTED

START
NO
ABORTED LIGHTOFF

INLET
DOOR RLY

CURRENT/
LAST RUN

ECU
SHUTDOWN
2

FAN
VALVE

FILTER
SW (GEN)
SHUTDOWN SHUTDOWN
3
4

APU GENERATOR
MAGNETIC CHIP
DETECTOR PORT

DE-OIL
SOLENOID
VALVE LOW
TEMP SWITCH

FRONT VIEW
REASON
APU NOT
OPERATING

DE-OIL SOLENOID
LOW TEMP SWITCH

LOW OIL
LEVEL SWITCH

UP

HOT
SENSOR
SEE MNT
MANUAL
LRU
SUMMARY

M206 ECU

LUBRICATION SYSTEM
B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

49-27-R78294

B767-3S2F
Page - 26

ATA 49-20
5/6/13

EFF - ALL

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

APU ENGINE
OIL SUPPLY AND RESERVOIR
Oil Reservoir
Oil reservoir capacity is 6.2 quarts (5.9 liters). Service the APU by pouring oil
through the fill port until it almost overflows into the scupper drain. Pressure fill
connections are adjacent to the sight glass. A drain plug with a magnetic chip
indicator is located on the bottom of the gearbox.
Oil Quantity Indication
An oil level sight glass is located near the fill port. Oil level information is sent to
the EICAS computers by a low oil level switch.

DE-OIL
SOLENOID
VALVE
LOW TEMP
SWITCH

FILL PORT AND SCUPPER DRAIN


OIL RESERVOIR DRAIN PLUG
AND MAGNETIC CHIP DETECTOR

OIL
LEVEL
SIGHT
GLASS

PRESSURE
FILL
PROVISIONS

OIL LEVEL TO EICAS

FRONT VIEW

SIDE VIEW

OIL SUPPLY AND RESEVOIR


B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

49-27-980555M

B767-3S2F
Page - 28

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5/6/13

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

APU ENGINE - OIL SYSTEM

HOT Sensor

General
Operation of the APU oil system is automatic. Pressure regulation, cooling,
de-oiling, and protective monitoring all occur without external control or
indication.

The ECU tests the oil temperature sensor during pre-start, monitor and self-test
BITE. If the sensor is detected as failed, the ECU uses 60oF (16oC) for the first
three minutes of operation and 120oF (49oC) for the remainder of operation.
The de-oil solenoid valve is deactivated at start and the APU runs without high
oil temperature protection.

Oil System Protective Shutdowns

Gen Filter

Protective Shutdowns occur for low oil pressure, high oil temperature or
generator filter blockage. The APU FAULT light and APU FAULT advisory
EICAS message appear until the APU control switch is turned OFF. All three
switches are LRUs. Further LOP start attempts are inhibited until the fault
memory is erased.

A blockage of the generator filter opens the generator filter differential pressure
switch, causing a GEN FILTER protective shutdown. To prevent nuisance
shutdowns, this protective shutdown is inhibited if the oil temperature is less
than 46oC.

Low Oil Pressure (LOP)


The LOP switch is normally open, and is closed by pressure. An oil pressure of
less than 31 psig for 15.5 seconds causes a LOW OIL PRESSURE protective
shutdown. If a LOW OIL PRESSURE protective shutdown occurs during a start
attempt the time limit for oil pressure to reach 31 psig decreases from 15
seconds to 1 second on the second start attempt. If the second start fails to
meet the new oil pressure requirements, all further starts are inhibited. This
start inhibit is indicated during an APU BITE procedure by a flashing LOW OIL
PRESSURE lamp. To remove the start inhibit, erase the ECU's memory.
LOP SWITCH
The low oil pressure switch is tested by the ECU during pre-start and self-test
BITE. If the switch fails in the closed (ground) position, the ECU records LOP
SWITCH as a faulty unit. APU start is inhibited. If the switch fails in the open
position, this fault remains undetected by the ECU until an APU start is
attempted. With no signal of oil pressure, the ECU initiates the false LOW OIL
PRESSURE protective shutdown.
High Oil Temperature (HOT)
A protective shutdown is initiated at a sensed oil temperature greater than 154o
C.

Gen Filter Switch


The switch is normally closed. If it is found open during the Prestart BITE,
FILTER SW(GEN) is stored as a faulty LRU. The APU starts and operates
normally but does not have blocked generator filter protective shutdown
capability. If it opens while the APU is running, a protective shutdown occurs.
Scavenge Pump
The scavenge pump is a gear pump that scavenges oil from the APU
compressor bearings. The pump is driven by the gearbox and provides about 4
gpm of scavenge oil flow.
Oil Pump Assembly
The oil pump assembly is bolted to the gearbox case. The pump assembly is
an LRU but requires removal of the fuel control unit for access. The assembly
consists of the pressure pump, scavenge pump, pump relief valve, oil filter with
a differential pressure pop-out indicator, and the pressure regulator valve. The
pressure pump is a gear-type pump that supplies 12 gpm of oil flow to the
lubrication system. The gearbox drives the pump through a spline shaft. The
pump relief valve prevents oil system over pressurization. The valve is a spring
loaded piston and sleeve unit. The valve opens at 200 +/- 5 psid. It is an LRU.
The oil filter is a pleated fiberglass 10 micron nominal disposable filter element.
It is housed in a screw-on cap and requires maintenance every 500 hours.
There is no filter bypass.

POWER
POWER

HARDWARE
SOFTWARE

PWR
SUPPLY
+28V

GEN FILTER S/D

5 SEC

TO EICAS

K175
APU FUEL
CONT RLY
28V DC

95% SPEED

LOP
LOGIC

LOW OIL
PRESS S/D

APU FAULT
RELAY

SPEED < 95%

SIG
COND

OIL
TEMP
SENSING

SPEED > 7%
START/ON SIGNAL
START RLY ENERGIZED

T >46C

MD&T

A A
(L1) APUFAULT

T <6.7 6.6C

M1 APU CONT PNL (P5)

10 SEC

T >154C
95% SPEED

OIL TEMP S/D

M206 APU CONT


ROL UNIT(ECU) (E6)

VENT
OIL
TEMPERATURE
SENSOR

GEARBOX
PRESSURE
REGULATING
VALVE

P
LOW OIL
PRESSURE
SWITCH

GEN
28V DC
(STARTER)

GEARBOX
SWITCHING
VALVE

FAN
BUFFER
AIR

AIR/OIL SEPARATOR
SEAL
BUFFER
AIR
STARTER
CLUTCH
COOLING
FAN BRG

DE-OIL
SOLENOID
VALVE

TO
SURGE
VALVE

2ND
STAGE

< -4C
DE-OIL SOL
TEMP SW

SEAL BUFFER 1ST STG


AIR

EXHAUST
TURBINE
BRG SCAVENGE
PUMP

PRESSURE
FILTER

TEST
PORT

GEN OIL
FILTER DIFF
PRESS SW

GEN OIL
FILTER ASSY
2

AIR/OIL
COOLER

THERMAL
T BYPASS
VALVE

PUMP RELIEF VLV


PRESS
REG
VALVE

APU FAUL
T (C)
SCAVENGE
PUMP
EICAS COMPUTE
RS

PRESS PUMP

OIL PUMP ASSEMBLY


PRESSURE
SCREEN
SUPPLY
BALL BEARING
SCAVENGE
AIR LINE
ROLLER BEARING
OIL JET
PRESSURING
MAG CHIP DET
VENT

OIL QTY
GEARBOX
GEARBOX DRAIN
PLUG MAG CHIP
DETECTOR

SHUTTLE VALVE
MAG CHIP DET

OIL SYSTEM
B767-3S2F
Page - 29

ATA 49-20
5/6/13

EFF - ALL

STATUS ECS/MSG
2

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

APU BIT
E (M)
APU OILQTY (S,
M)

B767-3S2F
Page - 30

ATA 49-20
5/6/13

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

APU ENGINE - OIL SYSTEM (CONT.)


Oil Pump (Cont.)
The oil filter differential pressure indicator is a standard pop-out type indicator.
It activates at 20 +/- 5 psid across the pressure filter. The indicator is
mechanically locked when the oil temperature is below approximately 46
degrees C. This prevents viscous cold oil from activating the indicator. It is an
LRU. The pressure regulator valve regulates the output pressure from the oil
pump assembly to 65 +/- 5 psid. It is a spring-loaded piston and sleeve valve. It
is an LRU, but is not line adjustable.
Pump De-Oiling System
Cold, viscous oil causes a high drag on the APU during starts, possibly leading
to START ABORTED protective shutdowns. Adding air to the oil unloads the
system. The de-oil solenoid valve, when energized, ports gearbox air to the
inlet of the pressure pump. The pump de-oils during normal shutdowns and
during starts when APU oil is cold.
Operation
To prepare the APU for the next start, the ECU energizes the de-oil valve
solenoid during the normal shutdown cycle. When the APU control switch is in
the OFF position and APU RPM is less than 95%, the ECU energizes the
solenoid. When APU RPM drops below 7% the ECU de-energizes the solenoid,
terminating de-oiling. The solenoid is an LRU.
Two temperature sensors, wired in parallel, are also used to energize the de-oil
valve solenoid. The HOT temperature sensor senses oil temperature in the oil
manifold. If the temperature is less than -6.7 +/- 6.6oC and a start is requested,
the ECU energizes the solenoid. When an APU start is attempted after an
aircraft descent from extended cold soak conditions, the manifold temperatures
might recover more rapidly than other parts of the oil system. To allow the de-oil
solenoid to energize during these conditions, a dedicated de-oil low
temperature switch energizes the solenoid.
The de-oil solenoid low temperature switch is mounted in the generator
scavenge cavity. When 28 volts dc is available at the starter terminal, and the
cavity oil temperature is less than approximately minus 4 degrees C, the de-oil
solenoid energizes. An in-line fuse protects the wiring. If the fuse is open, A/C

STRT CIRCUIT is erroneously stored as a faulty LRU in the ECU memory, since
this signal is also used to detect starter feedback voltage. The temperature
switch remains closed until oil temperature rises above 4oC. It remains open
until oil temperature falls below -4oC. The switch is an LRU.
Failure Modes, BITE, and Troubleshooting
The de-oil solenoid is tested for opens, shorts, and overcurrent during prestart
and self-test BITE. Failure causes DE-OIL SOL to be stored in the ECU
memory. During cold temperatures with a failed closed valve, or electrically
open solenoid, a START ABORTED protective shutdown may result due to
excessive oil drag. A failed open valve causes continuous air addition to the
pressure oil, leading to a LOP protective shutdown. An electrically shorted
solenoid causes the ECU driver to turn off, causing the same conditions as for
an electrical open. If the ECU driver fails high, the solenoid does not
de-energize at starter cutout. This causes a LOW OIL PRESSURE protective
shutdown. ECU is stored as a faulty unit.
Oil Cooler and Thermal Bypass Valve
Oil is cooled by inlet air wich is moved by gearbox driven cooling fan. An oil
cooler bypass valve allows cold oil to bypass the oil cooler for faster warm-ups.
This bypass valve also provides pressure relief for a blocked cooler.
Oil Cooler
The cooler is an air/oil exchanger, designed to maintain the oil temperature at
approximately 66oC above ambient, and below 152oC nominal. The oil cooler
and thermal bypass valve are an LRU as an assembly.
Oil Cooler Bypass Valve
The bypass valve consists of a poppet and thermal expansion element
containing a temperature sensitive compound. As oil temperature increases,
the expansion element closes the poppet, rerouting the oil through the cooler.
The valve is fully open below 60 degrees C and fully closed at 77oC. If the
differential pressure across an obstructed cooler reaches 50 psid, the poppet
opens against the spring to allow bypass. The valve is not an LRU, except by
replacing the oil cooler assembly.

POWER
POWER

HARDWARE
SOFTWARE

PWR
SUPPLY
+28V

GEN FILTER S/D

5 SEC

TO EICAS

K175
APU FUEL
CONT RLY
28V DC

95% SPEED

LOP
LOGIC

LOW OIL
PRESS S/D

APU FAULT
RELAY

SPEED < 95%

SIG
COND

OIL
TEMP
SENSING

SPEED > 7%
START/ON SIGNAL
START RLY ENERGIZED

T >46C

MD&T

A A
(L1) APUFAULT

T <6.7 6.6C

M1 APU CONT PNL (P5)

10 SEC

T >154C
95% SPEED

OIL TEMP S/D

M206 APU CONT


ROL UNIT(ECU) (E6)

VENT
OIL
TEMPERATURE
SENSOR

GEARBOX
PRESSURE
REGULATING
VALVE

P
LOW OIL
PRESSURE
SWITCH

GEN
28V DC
(STARTER)

GEARBOX
SWITCHING
VALVE

FAN
BUFFER
AIR

AIR/OIL SEPARATOR
SEAL
BUFFER
AIR
STARTER
CLUTCH
COOLING
FAN BRG

DE-OIL
SOLENOID
VALVE

TO
SURGE
VALVE

2ND
STAGE

< -4C
DE-OIL SOL
TEMP SW

SEAL BUFFER 1ST STG


AIR

EXHAUST
TURBINE
BRG SCAVENGE
PUMP

PRESSURE
FILTER

TEST
PORT

GEN OIL
FILTER DIFF
PRESS SW

GEN OIL
FILTER ASSY
2

AIR/OIL
COOLER

THERMAL
T BYPASS
VALVE

PUMP RELIEF VLV


PRESS
REG
VALVE

APU FAUL
T (C)
SCAVENGE
PUMP
EICAS COMPUTE
RS

PRESS PUMP

OIL PUMP ASSEMBLY


PRESSURE
SCREEN
SUPPLY
BALL BEARING
SCAVENGE
AIR LINE
ROLLER BEARING
OIL JET
PRESSURING
MAG CHIP DET
VENT

OIL QTY
GEARBOX
GEARBOX DRAIN
PLUG MAG CHIP
DETECTOR

STATUS ECS/MSG
2

1
2

SHUTTLE VALVE
MAG CHIP DET

OIL SYSTEM (CONT)


B767-3S2F
Page - 31

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

APU BIT
E (M)
APU OILQTY (S,
M)

49-27-R54281M

B767-3S2F
Page - 32

ATA 49-20
5/6/13

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

APU ENGINE
GEARBOX PRESSURIZATION SYSTEM
General
The gearbox pressurization system maintains gearbox pressure at four psi
above ambient. This pressure prevents oil foaming which leads to low oil
pressure shutdowns. The system is also used for compressor and cooling fan
seal buffer air.
Operation
When PCD2 pressure is greater than 52 psi, at lower altitudes, the gearbox
shutoff valve closes. Afterward, PCD1air moves the shuttle valve. Then, PCD1
air is used for cooling fan and compressor seal buffer air. The gearbox pressure
regulating valve is open, venting the gearbox to atmosphere.
When PCD2 pressure is less than 52 psi, (at higher altitudes), the gearbox
shutoff valve opens. Afterward, PCD2 moves the shuttle valve. Then, PCD2 is
used for cooling fan buffer air and compressor seal buffer air. PCD2 air also
balances the gearbox pressure regulating valve against gearbox pressure.
Gearbox pressure increases from air leakage past internal seals. The gearbox
pressure regulating valve modulates to maintain gearbox pressure at four psi
above ambient.

ACTUATOR

PCD 2

GEARBOX
PRESSURE

PCD 2

TO TAILPIPE

AIR/OIL
SEPERATOR

SLEEVE
DISCHARGE
TO
TAILPIPE
VENT
POPPET
GEARBOX
PRESSURE

SEAT

AMBIENT
VENTED
TO SURGE
VALVE

SEAL
BUFFER
AIR

DISCHARGE
TO
TAILPIPE
VENT
GEARBOX
PRESSURE

PRESSURIZED
NO REGULATION

VENT

SHUTTLE VLV

GEARBOX
SHUTOFF
VALVE

COOLING
FAN
BUFFER
AIR

PCD 1

GEARBOX
PRESSURE

PRESSURIZED
REGULATED

GEARBOX PRESSURE
REGULATING VALVE

GEARBOX
PRESSURIZATION
AIR
FAN SEAL
BUFFER AIR

SHUTTLE
VALVE

VENT TO
TAILPIPE

BEARING
SEAL
BUFFER
AIR

TO PCD 2
PORT

GEARBOX
SHUTOFF VALVE

GEARBOX PRESSURIZATION SYSTEM


B767-3S2F
Page - 33

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

49-27-980544M

TO SURGE
VALVE
PCD 2

B767-3S2F
Page - 34

ATA 49-20
5/6/13

EFF - ALL

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

APU ENGINE
APU AND GENERATOR OIL SCAVENGE SYSTEM

The delta pressure (pop-out) indicator activates at 20 psid. A mechanical


lock-out prevents activation from DELTA-P when the oil temperature is less than
46OC.

General
The oil scavenge system returns oil to the reservoir after it has been utilized for
lubrication and cooling. There are three scavenge oil pumps. Two pumps are
gear box driven; one for the compressor bearings and one for the generator.
The third pump is driven by the main rotating shaft. It scavenges the turbine
bearing area.
Compressor Bearings Scavenge Pump
This pump is a gear-type pump and is contained within the oil pump assembly.
The oil pump assembly is an LRU. (See the oil pump assembly graphic for
details.)
Turbine Bearing Scavenge Pump
This pump is a gerotor type. The pump is press fit onto the main shaft of the
power section. It returns oil from this cavity to the gearbox through an external
hard line. The pump is not an LRU.
Generator Oil Scavenge System
The oil pumped through the generator flows into a sump cavity between the
generator and gearbox. The generator scavenge pump draws the oil from the
cavity and sends it to the gearbox reservoir.
The generator scavenge pump is a gear pump of 7.5 gpm capacity. It is an
LRU, located in the generator sump cavity. The generator must be removed for
access. If the pump fails, or if the filter becomes obstructed, oil accumulates in
the generator sump cavity until a LOW OIL PRESSURE protective shutdown
occurs. (See the oil supply system) The generator scavenge oil filter prevents
contaminants from a failed generator from re-entering the APU oil gearbox and
damaging the APU.
It is thus a non-bypass type, and uses the same type filter element as the oil
pressure system filter. Indication of a plugged filter is by a pop-out indicator and
a differential pressure switch.

The differential pressure switch is normally closed. It opens when the filter
DELTA-P reaches 35 psid. The ECU initiates a protective shutdown if the
switch opens and oil temperature exceeds 46OC. A failed open or disconnected
switch is faulted in Prestart and Self-Test BITE. The ECU stores FILTER
SW(GEN) as the faulty LRU. If the switch is detected open during Prestart
BITE, the APU then operates without protection from a blocked filter. The
switch is an LRU.

GENERATOR OIL
FILTER DIFFERENTIAL
PRESSURE SWITCH
GENERATOR
DRIVE PAD

GENERATOR
SCAVENGE PUMP

DIFFERENTIAL
PRESSURE
INDICATOR
(POP-OUT)

TURBINE SCAVENGE PUMP


GEN SUMP
CAVITY

GENERATOR OIL
FILTER ASSEMBLY

GENERATOR

GENERATOR OIL
FILTER ASSEMBLY

TURBINE
BEARING
SCAVENGE
PUMP

POWER
35 PSID
GEN FILTER
PROTECTIVE
SHUTDOWN
OIL TEMP >46C
(HOT SENSOR)
SOFTWARE
M206 ECU (E-6)

GEN OIL
FILTER DIFF
PRESS SW

GEN OIL
FILTER ASSY

SCAVENGE
PUMP
OIL PUMP ASSY

GEARBOX

APU AND GENERATOR OIL SCAVANGE SYSTEM


B767-3S2F
Page - 35

ATA 49-20
5/6/13

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TRAINING MANUAL
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49-27-R18972M

B767-3S2F
Page - 36

ATA 49-30
5/6/13

EFF - ALL

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

ENGINE FUEL AND CONTROL


FUEL SYSTEM
General
The APU receives fuel from the left fuel feed manifold through a flexible,
shrouded line. The APU uses fuel for combustion and for muscle pressure to
operate the inlet guide vane actuator (IGVA).
The components of the APU fuel system include the fuel control unit, flow
divider, primary and secondary fuel manifold and nozzles, and the inlet guide
vane actuator.

start, over 100 PSI offsets a check valve in the flow divider for initial start ad
acceleration. The fuel flow divider also has an electric solenoid valve. The valve
opens during the normal run sequence, above 95% to supply secondary fuel to
the APU at a lower pressure setting of 35 PSI. The valve is controlled by the
ECU.
Fuel Manifold/Nozzles
Two separate fuel manifolds encircle the APU combustion chamber. Each
manifold has six, permanently attached, fuel nozzles. The nozzles and
manifolds are replaced as a single unit and are an LRU.
ECU BITE

The Electronic Control Unit (ECU) controls APU operation automatically. The
ECU regulates fuel flow by controlling an excitation current to a torquemotor.
The torquemotor is located on the fuel control unit. The ECU receives air inlet
pressure from the (P2) sensor and inlet air temperature from the load
compressor inlet temperature (LCIT) sensor. The ECU uses these signals to
adjust fuel flow for starting and normal operation. There are two fuel schedules
used for APU operation. The acceleration schedule is used below 95% RPM
while the speed schedule is used above 95% RPM.
The ECU receives EGT from two thermocouple circuits. This signal is used to
adjust fuel flow to prevent an OVERTEMP protective shutdown.
Fuel Control Unit
The fuel control unit filters, pressurizes, and meters fuel. It has two electrical
connections. One electrical connection is for the torquemotor. The torquemotor
meters fuel based on ECU excitation signals. The other connection is for the
fuel shutoff solenoid valve. This valve controls the flow of metered fuel to the
fuel flow divider. The fuel shutoff solenoid valve is an LRU. The torquemotor is
not an LRU.
The fuel control unit is mounted to the oil pump assembly.
Fuel Flow Divider
The fuel flow divider separates fuel flow into the primary and secondary fuel
manifolds. The primary manifold is used all the time. The secondary fuel
manifold is used when higher fuel flows are required. Fuel pressure during

The following REASON APU NOT OPERATING lamps are associated with the
APU fuel system and are shown on the REASON APU NOT OPERATING lamp
field:

UNDER SPEED
START ABORTED
EGT OVERTEMP
OVER SPEED

The following FAULTY LRU lamps are associated with the APU fuel system and
are shown on the FAULTY LRU lamp field: ECU: FUEL CONTROL, FLOW DIV
SOL, FUEL SOL.

FUEL CONTROL

APU INLET
PRESS SENSOR
(P2)

APU INLET
TEMP SENSOR
(LCIT)
FUEL
CONTROL

FUEL
MANIFOLD
MONOPOLE
(REF)

FUEL FILTER

FUEL FILTER
IGVA

FRONT

FUEL FLOW DIVIDER


(BEHIND SURGE VALVE)

TORQUE MOTOR

LEFT SIDE

FUEL SHUTOFF
SOLENOID VALVE

POP-OUT INDICATOR

FUEL CONTROL UNIT


REASON
APU NOT
OPERATING
STATUS

FAULTY
LRU

RECORD
SELECTED

NORMAL
STOP SIG
REVERSE
FLOW
DOOR
SYSTEM

CONTROL
FAILURE
EGT
OVERTEMP
FIRE
EMERG

SPARE

SPARE

INLET
DOOR RLY
#1 SPD
SENSOR
EGT #1
CIRCUIT
FLOW
DIV SOL
P2
SENSOR
CURRENT/
LAST RUN

LCIT
SENSOR
#2 SPD
SENSOR
EGT #2
CIRCUIT
ECS
CONTROL
ECU
SHUTDOWN
2

UNDER
SPEED
DC PWR
LOSS
O/S TEST
CIRCUIT
NO
DATA
FUEL
SOL
LOP
SWITCH
IGV
ACT
APU
STARTER
FAN
VALVE
SHUTDOWN
3

START
ABORTED
LOW OIL
PRESSURE
HIGH OIL
TEMP
WAIT
PT
SENSOR
FUEL
CONTROL
IGN
UNIT
A/C STRT
CIRCUIT
FILTER
SW(GEN)
SHUTDOWN
4

NO
LIGHTOFF
GEN
FILTER
OVER
SPEED
TEST
OK
KP
SENSOR
SURGE
VALVE
DEOIL
SOL
HOT
SENSOR
SEE MNT
MANUAL
LRU
SUMMARY

INLET GUIDE VANE ACTUATOR


(IGVA)

SOLENOID
VALVE
INFLOW
PRIMARY
OUTFLOW

SECONDARY
OUTFLOW

FLOW DIVIDER

FUEL MANIFOLDS

FUEL SYSTEM
B767-3S2F
Page - 37

SURGE
CONTROL
VALVE
(REF)

ATA 49-30
5/6/13

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49-31-R18975M

B767-3S2F
Page - 38

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5/6/13

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

ENGINE FUEL AND CONTROL


FUEL SYSTEM (CONT.)
General
Fuel scheduling is automatically controlled using software in the ECU. The
ECU maintains APU RPM by metering fuel through signals to the fuel control
torque motor. Two major schedules are utilized. One for acceleration, and one
for on-speed operation. Switchover occurs at 95 percent sensed speed.
ECU fuel scheduling requires speed signals from the monopoles, EGT from the
T5 thermocouples, inlet air pressure from the P2 sensor, and inlet air
temperature from the LCIT Sensor. Alternate values are utilized by the ECU
software if P2 or LCIT signals fail. Speed and EGT signals have redundant
inputs to the ECU.

Fuel Shutoff Solenoid Valve


The fuel shutoff solenoid valve is energized at or above 7 percent RPM if
hardware or software protective shutdowns are not detected.
Fuel Flow Divider
The fuel flow divider distributes metered fuel to the primary and secondary fuel
manifold for combustion. It is located behind the surge control valve on the
lower left side of the APU. It is an LRU. Components include an inlet screen,
sequence valves, drain valves, and an ECU controlled solenoid. The inlet
screen is a 200 micron cleanable LRU. The Flow Divider Solenoid is monitored
by an ECU test of the solenoid in Prestart and Self-Test for opens, shorts and
overcurrent. FLOW DIV SOL is stored in the ECU Fault memory if a fault is
detected. A short causes the ECU driver to turn off to protect the ECU, leading
to the same symptoms as for a solenoid valve which fails to open.

Acceleration Scheduling
Operation
The APU is in the acceleration mode when the APU control switch is on,
Prestart BITE is complete, speed is below 95 percent, and no software
protective shutdowns are present. The acceleration schedule is also monitored
to maintain RPM, EGT and acceleration limits. If the APU fails to meet the RPM
time schedule targets, a START ABORTED protective shutdown occurs.
If the APU fails to meet EGT minimums a NO LIGHTOFF protective shutdown
occurs.
To increase high altitude starting capability, a modified acceleration schedule is
used above 30,000 feet. This schedule meters fuel to match less dense air.
On-Speed Scheduling
At 95 percent speed the ECU switches from acceleration to on speed
scheduling. The APU operates at either 100 percent, or 101 percent RPM, as a
function of the pneumatic modes. The lower RPM is used except when Main
Engine Start (MES) or Inflight (INFLT) pneumatic modes are active.
Torquemotor current is a function of actual speed vs the reference speed.
Maximum and minimum fuel schedules are provided for flameout and surge
protection. The minimum fuel schedule prevents flameout. The maximum fuel
schedule prevents power section compressor surge.

The flow divider operation is hydraulic and automatic. The drain valves are
spring loaded to port the manifolds to the drain mast, to prevent nozzle coking
when the APU is not operating. As metered fuel from the FCU enters the
divider, the drain valves are pushed open by fuel pressure, closing the drain port
and allowing flow to the manifolds. The sequence valves delay secondary fuel
flow until the APU requires the higher flow rates for operation.
Since the fuel pump is gearbox driven, output is low when APU rpm is low. To
provide proper atomization at low rpm, such as during the start cycle, a primary
nozzle with a small orifice is used. As pump output increases with rpm, the
small opening restricts flow, increasing pressure. At 100 psi, a start sequence
valve opens, allowing flow to the secondary manifold. This manifold has large
nozzle orifices to support proper atomization at higher fuel flows. The flow
divider solenoid is energized at 95% to allow flow to the secondary manifold
through the run sequence valve. Thus, above 95%, proper atomization is
maintained even if system pressure drops below the 100 psi.

INLET GUIDE
VANE ACTUATOR
AIR INLET
PLENUM

FUEL
METERING
ASSEMBLY

FUEL
PUMP

OIL PUMP
ASSEMBLY

SEAL
DRAIN
FUEL

FUEL
INLET

INLET
FILTER

PRIMARY DRAIN VALVE


SCREEN
(SELF BYPAS SING)
B

FLOW
DIVIDER

SOLENOID
VALVE
FWD

START SEQ
VALVE 100 PSIG

RUN SEQ
VALVE 35 PSIG

SECONDARY
DRAIN
VALVE

FUEL FLOW
DIVIDER

DRAIN
TANK

TO ECU

SPRING

COMBUSTOR
SECONDARY
FUEL NOZZLES
PRIMARY
FUEL NOZZLES

GEARBOX

DRAIN
MAST

(OPTION)

SCREEN

OVERBOARD
DRAIN PORT

FUEL INLET

SECONDARY NOZZLE
PORT

FUEL FLOW
DIVIDER SOLENOID
VALVE

PRIMARY NOZZLE PORT

LOW PRESSURE FUEL


HIGH PRESSURE FUEL
METERED FUEL
REGULATED HIGH
PRESSURE FUEL

FLOW DIVIDER
______________
(LOCATED BEHIND AND UNDER SURGE VALVE)

FUEL SYSTEM
B767-3S2F
Page - 39

ATA 49-30
5/6/13

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49-31-R18976M

B767-3S2F
Page - 40

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5/6/13

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TRAINING MANUAL
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ENGINE FUEL AND CONTROL


FUEL CONTROL UNIT
General
The fuel control unit filters, pressurizes and meters the fuel flow for supply to the
flow divider. It is mounted to the front flange of the oil pump assembly with a
quick attach/detach clamp. The fuel control unit is an LRU. The fuel control unit
consists of the following components.
Inlet Filter
The FCU inlet filter is a 10 micron disposable filter. The filter housing is bolted
to the FCU. The FCU contains a filter bypass valve and a filter differential
pressure indicator. The differential pressure indicator activates at 5 psid across
the filter. The bypass valve activates at 8 psid across the filter. The inlet filter
and the bypass valve are both LRUs.

Torquemotor Metering Valve


The torquemotor metering valve controls the fuel flow output from the fuel
control unit. The valve's position is electronically controlled by the ECU. The
metering valve controls the fuel supplied to the flow divider to between 0 and
660 lbs/hr (299 KG/HR). The torquemotor consists of a keyhole shaped
metering port and a clevis valve. Electrical current from the ECU is sent to a
coil, causing the clevis valve to move, which controls the metering port opening.
The metering valve current is a function of APU speed, inlet temperature and
pressure; and is limited by T5 (EGT). The torquemotor is not an LRU.
Differential Pressure Regulator
The differential pressure regulator maintains a constant differential pressure of
50 psid across the metering valve. This constant differential pressure creates a
linear relationship between fuel flow and torquemotor current.
Pressurizing Valve

Fuel Pump
The fuel pump is a gear pump that provides up to 1980 lbs/hr (898 KG/HR) of
fuel. It is spline driven from the oil pump assembly.

The pressurizing valve is a spring-loaded-closed valve. It opens at fuel


pressures of 100 psid or more. It prevents a fuel flow output until at least 100
psid is present.

Actuator Pressure Regulator

Fuel Shutoff Solenoid Valve

The actuator pressure regulator provides pressurized fuel to the Inlet Guide
Vane Actuator (IGVA). It regulates the fuel pressure supplied to the IGVA to 250
+/- 25 psig.

The fuel shutoff solenoid valve controls the supply of fuel from the control unit.
It is a spring-loaded-closed valve that, when closed, bypasses fuel back to the
fuel pump inlet. The valve is energized to open by 28 volt dc supplied from the
ECU. The valve is an LRU.

High Pressure Relief Valve


The high pressure relief valve protects the fuel system against over
pressurization. It has a crack point pressure of 950 psid.
High Pressure Filter
The high pressure filter is a cleanable stainless steel screen. It is an LRU.

Maintenance TIP
A witness drain plug is located on the bottom of the FCU. Fuel or oil seepage
from this plug indicates seal leakage. The FCU should be replaced.

FUEL TEST PORT


FUEL
SHUTOFF
INLET
SOLENOID
VALVE
FILTER
BYPASS VALVE
ACTUATOR PRESSURE
REGULATOR AND
SUPPLY PORT
METERED FUEL
OUTPUT

QUICK ATTACH
DETACH CLAMP

ACTUATOR
RETURN PORT
FUEL FILTER ELEMENT

FUEL CONTROL
TORQUE MOTOR

IGV ACTUATOR

INLET FILTER
DIFFERENTIAL
PRESSURE INDICATOR
(POP-OUT)

FUEL HIGH
PRESSURE
FILTER

OIL PUMP ASSY


(REF)
ACTR PRESS REG

HIGH PRESS
RELIEF VALVE

FUEL CONTROL UNIT


_______________________

DIFF
PRESS REG

FUEL
HIGH
PRESS
FILTER

FUEL INLET
PORT

PRESSURIZING
VALVE

APU FUEL
FEED SYSTEM

METERING
PORT

METERED
FUEL OUT
METERING
VALVE

FUEL
PUMP
FUEL
FILTER ELEMENT

FUEL CONTROL UNIT

CLEVIS
VALVE

TEST PORT
TORQUE MOTOR
______________
METERING
VALVE
________________

TM

TO ECU

LEGEND
LOW PRESS FUEL
METERED FUEL
REGULATED HIGH PRESS FUEL

FUEL CONTROL
TORQUE MOTOR

TO ECU

FUEL SHUTOFF
SOLENOID VALVE
(DE-ENERGIZED)
FUEL SHUTOFF
SOLENOID VALVE
(ENERGIZED)

HIGH PRESS FUEL

FUEL CONTROL UNIT


B767-3S2F
Page - 41

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5/6/13

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49-31-R20888M

B767-3S2F
Page - 42

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5/6/13

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TRAINING MANUAL
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POWER PLANT
DRAIN AND VENT ASSEMBLY
Description
The drain and vent assembly consists of four drain lines that exhaust fluids
overboard through the APU drain mast. The four drain lines are:
The fuel pump-oil pump and inlet guide vane actuator drain line, which
drain any mechanical seal leakage from these units.
The bearing seal cavity vent line vents the APU bearing seals. Oil leakage
from this line indicates bearing seal wear or a gearbox pressurization
problem.
The turbine plenum drain line drains fuel from wet starts from the turbine
area. A spring loaded open pressure valve is installed in this line which
allows drainage only when low pressures are present in the turbine area.
The flow divider and heat shield drain line drains fuel from the fuel nozzles
and manifolds upon APU shutdown and liquids accumulated around the
combustor.
Tell tale drains are installed in each of the three bearing seal cavity lines and the
fuel pump-oil pump and inlet guide vane actuator drain lines.

IGV
ACTUATOR

TURBINE
PLENUM
DRAIN

MID - BEARING
OIL SEAL
GEARBOX

FWD
LAB SEAL
LAB SEAL
FORWARD
BEARING
OIL SEAL
FUEL CONT
UNIT

FLOW DIVIDER
& HEAT SHIELD
DRAIN
BEARING SEAL
CAVITY VENT
FUEL-OIL PUMPS
& INLET GUIDE
VANE ACTUATOR
DRAIN MAST
(RIGHT APU
APU DRAINS
_____________
ACCESS DOOR)
(BOTTOM VIEW)

MID BEARING
SEAL CAVITY

OIL
PUMP

IGV
ACTUATOR

TELL TALE
DRAINS
FUEL CONTROL UNIT/OIL
PUMP - TELL TALE DRAIN

FUEL FLOW DIVIDER


AND DRAIN VALVE

FUEL CONTROL UNIT/


OIL PUMP

APU INLET
PLENUM DRAIN

TELL TALE DRAINS


(VIEW LOOKING FORWARD)

DRAIN AND VENT ASSEMBLY


B767-3S2F
Page - 43

ATA 49-30
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FORWARD BEARING
SEAL CAVITY

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49-15-977600M

B767-3S2F
Page - 44

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5/6/13

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TRAINING MANUAL
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APU IGNITION/STARTING SYSTEM


IGNITION AND STARTING SYSTEM
General
The ignition/starting system supplies initial APU acceleration and combustion
spark. The system consists of the ignition unit, igniter and the starter motor.
The ignition unit generates igniter spark energy. The igniter provides the spark
to the combustor. Ignition unit power is controlled electrically by the ECU.
Operation
The main battery switch must be ON to start the APU. APU start is initiated by
rotating the APU start switch momentarily to START and releasing it to ON. The
APU air intake door opens, the RUN light blinks twice, indicating completion of
the pre-start BITE, and the FAULT light comes on during APU fuel shutoff valve
transit. After the door is open the ECU energizes the APU crank contactor to
power the starter motor. A 28 VDC dc signal is sent from the starter motor to
the ECU when the starter motor has power. If this signal is interrupted for more
than 50 msec a DC PWR LOSS protective shutdown occurs. At 7 percent
speed the ECU energizes the ignition unit. Starter cutout is a function of altitude
with the -19 ECU. At 95 percent speed the ECU de-energizes the ignition unit.
To prevent damage to the APU engine during start attempts at high altitudes,
only two starts may be attempted if oil pressure fails to meet the minimum
pressure required. Subsequent start attempts are inhibited. See APU oil
system operation for details.

IGNITION/STARTING SYSTEM
B767-3S2F
Page - 45

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5/6/13

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49-41-977630M

B767-3S2F
Page - 46

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5/6/13

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TRAINING MANUAL
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APU IGNITION/STARTING SYSTEM


IGNITION SYSTEM
Ignition Unit
The ignition unit is a high energy (4 joule nominal stored energy) high voltage
(18 kV) exciter mounted to the compressor case. It converts 28 volt dc into 18
kV output sparks. It generates between 2 and 10 sparks per second for supply
to the combustor. The ignition unit is an LRU.
Ignition Lead / Ignitor
The ignition lead is a heavily shielded copper wire conductor that supplies the
ignition spark between the ignition unit and the igniter. The lead is an LRU.
The igniter consists of an insulated tungsten alloy center electrode and a
hastelloy X tip. The igniter is capable of operating at temperatures above 1500
degrees F (816 degrees C). The igniter screws into its mounting on the
combustor case. The igniter is an LRU.
Failure Modes, BITE, and Troubleshooting
The ignition unit is tested in Prestart and Self-Test BITE for opens, shorts or
overcurrent up through the primary coil. IGN UNIT is stored in the fault memory.
A secondary coil, ignition lead, or plug fault is not detected. The ECU initiates a
NO LIGHTOFF protective shutdown.

WARNING: USE CAUTION WHEN REMOVING IGNITION


COMPONENTS TO ASSURE THAT RESIDUAL HIGH
VOLTAGES ARE BLED, TO AVOID POSSIBLE LETHAL
ELECTRICAL SHOCKS.

WARNING: DO NOT PERFORM ECU SELF TEST WHILE PERFORMING


IGNITION SYSTEM MAINTENANCE. AN ELECTRICAL
BURN FROM EXPOSED IGNITER LEAD COULD OCCUR.

RIGHT REAR
MOUNT

CERAMIC
INSULATOR

IGNITER
PLUG

FWD
IGNITION UNIT
IGNITION
LEAD
INPUT
POWER
RIGHT
SIDE
__________

+28V
IGNITE

HASTELLOY X
TUNGSTEN
ALLOY
IGNITER PLUG
_____________

COOLING
AIR HOLES

SOFTWARE HARDWARE

TRIGGER
AND
DISCHARGE
CIRCUITS

IGN
GND

ECU

IGNITER
PLUG
IGNITION UNIT

IGNITION SYSTEM
B767-3S2F
Page - 47

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49-41-B07657M

B767-3S2F
Page - 48

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5/6/13

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TRAINING MANUAL
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APU PNEUMATIC SYSTEM


PNEUMATIC SYSTEM
General
Air from the intake plenum is used for pneumatic power and APU cooling. A
dedicated load compressor, connected to the APU mainshaft, supplies the
pneumatic power. A cooling fan supplies air for oil cooling and compartment
cooling.
Aircraft Pneumatic Power
Pneumatic power for the aircraft is used for environmental control (ECS), main
engine starting (MES), and the air driven hydraulic pump (ADP). Air into the
load compressor is regulated by inlet guide vanes (IGV's) in response to air
pneumatic demand. This improves the efficiency of the APU because the APU
supplies only the pneumatic power required. The IGV's are moved by an IGV
actuator that is controlled by the ECU.
A surge valve directs excess pneumatic outflow into the APU exhaust to prevent
a load compressor surge. The surge valve is controlled by the ECU using
inputs from a flow sensor.
Note:

If pneumatic demand causes EGT to exceed operating limits,


pneumatic demand is reduced.

Cooling Air
Air from the plenum is drawn by the gearbox-driven fan to the oil cooler, and into
the APU compartment.
ECU BITE
The ECU stores REVERSE FLOW and DOOR SYSTEM failures in the
REASON APU NOT OPERATING field. The LCIT SENSOR, ECS CONTROL,
IGV ACT, FAN VALVE, PT SENSOR, DELTA-P SENSOR, SURGE VALVE, and
INLET DOOR RLY can be stored in the FAULTY LRU field.

COOLING
FAN
OIL
COOLING
AIR DUCT

APU INLET TEMP


OIL
SENSOR (LCIT)
COOLER

APU AIR INLET


PLENUM
APU INLET
PRESSURE SENSOR (P2)
ACCESS PANEL

SURGE
VALVE
INLET GUIDE
VANE (IGV) ACTUATOR
APU GEN MOUNT
(REF)

REASON
APU NOT
OPERATING

FWD
STATUS

FAULTY
LRU

FLOW
SENSOR

M206 ECU (E6)

RECORD
SELECTED

UNDER
SPEED

START
ABORTED

REVERSE
FLOW

DC PWR
LOSS

LOW OIL
PRESSURE

GEN
FILTER

DOOR
SYSTEM

FIRE
EMERG

O/S TEST
CIRCUIT

HIGH OIL
TEMP

OVER
SPEED

SPARE

SPARE

NO
DATA

WAIT

INLET
DOOR RLY

LCIT
SENSOR

FUEL
SOL

PT
SENSOR

EP
SENSOR

#1 SPD
SENSOR

#2 SPD
SENSOR

LOP
SWITCH

FUEL
CONTROL

SURGE
VALVE

EGT #1
CIRCUIT

EGT #2
CIRCUIT

IGN
UNIT

DEOIL
SOL

FLOW
DIV SOL

ECS
CONTROL

A/C STRT
CIRCUIT

HOT
SENSOR

P2
SENSOR

ECU

CURRENT/
LAST RUN

SHUTDOWN
2

(ROTATED FOR CLARITY)

PNEUMATIC SYSTEM
B767-3S2F
Page - 49

ATA 49-50
5/6/13

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TRAINING MANUAL
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NO
LIGHTOFF

CONTROL
FAILURE
EGT
OVERTEMP

NORMAL
STOP SIG

49-52-R18797M

IGV
ACT
APU
STARTER
FAN
VALVE
SHUTDOWN
3

FILTER
SW(GEN)
SHUTDOWN
4

TEST
OK

SEE MNT
MANUAL
LRU
SUMMARY

B767-3S2F
Page - 50

ATA 49-50
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TRAINING MANUAL
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APU PNEUMATIC SYSTEM


INLET SENSORS

LCIT Sensor Troubleshooting, Failure Modes, and BITE

Inlet Pressure Sensor (P2 Sensor)

If the load compressor stalls (surges), the LCIT sensor reports the higher
compressed air temperatures to the ECU. The ECU then performs a
REVERSE FLOW protective shutdown.

The APU inlet pressure sensor supplies pressure altitude input to the ECU. The
input is used to modify the fuel schedule for increased efficiency and also adjust
the surge margin for the load compressor. It consists of a tube, open to the
inside of the plenum, connected to a piezoresistive solid-state transducer. It is
an LRU mounted on the left side of the intake plenum duct.

The LCIT sensor is tested during prestart, monitor, and self test BITE. Each test
ensures that the LCIT resistance range is between -100F to 450F (-73.3C to
232.2C). If the LCIT sensor is detected open or out of range LCIT SENSOR is
stored as a faulty LRU.

P2 Sensor Troubleshooting, Failure Modes, and BITE


If the P2 sensor tube is plugged, the APU may experience an OVERSPEED
protective shutdown at altitude, because fuel scheduling is excessive. (The
ECU thinks it is at low altitude).
If the P2 sensor is plugged in a low pressure (high altitude) mode, the fuel
scheduling is reduced. During heavy demand on the APU, the speed decays,
causing loss of pneumatic output, followed by the generator going off-line when
speeds decay to below 95 percent.
The P2 sensor is tested during the prestart, monitor, and self-test BITE for
resistance range. If the APU inlet pressure sensor fails to meet the appropriate
resistance range, P2 SENSOR is stored as a faulty LRU. If the failure occurs on
the ground, the ECU substitutes a programmed value of 13.66 PSIA, and
functions normally. If the failure occurs while airborne, the IGVs close, and the
surge valve opens. The APU operates to supply electrical power only. The
ECU uses a substitute value from the PT sensor for fuel scheduling. (Part of the
flow sensor for the surge valve control.) If PT is also failed, 13.66 PSIA is
utilized.
Load Compressor Inlet Temperature Sensor (LCIT or T2 Sensor)
Air inlet temperature is utilized by the ECU for fuel scheduling, IGV positioning
and surge projection. The load compressor inlet temperature (LCIT) sensor
consists of a chromel-alumel thermocouple assembly.
The assembly consists of two thermocouple probes enclosed in an inconel
support tube attached to a common stainless steel header. The thermocouple
assembly is mounted in the left side of load compressor inlet. It is an LRU.

Detection for the reverse flow protective shutdown is no longer possible with a
failed LCIT SENSOR . An alternate program value, based on P2, is utilized by
the ECU to maintain APU operation, but load compressor surge protection is not
available. The LCIT (T2) value based on P2 is a function of ISA numbers
(International Standard Atmosphere) for altitude versus temperature.

BA SE D ON P

AL TE RN AT E VA LU E
SL . IS A

60
40

4. 4

20

-6 .7

T F
2

LOAD COMPRESSOR
INLET TEMPERATURE
SENSOR (LCIT)

-1 7. 8

0
35,000 ISA

-20
-40
0

10
P PSIA
2

INLET SENSORS
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INLET PRESSURE
SENSOR P2

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-2 8. 9
-4 0
15

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APU PNEUMATIC SYSTEM


INLET GUIDE VANE ACTUATOR
General
The inlet guide vane actuator (IGVA) is an electrically controlled hydraulically
operated linear actuator. The actuator is mounted to the left side of the load
compressor case. The actuator has a total stroke of 1 inch. It is an LRU.
Operation
Pressurized fuel is supplied to the IGVA from the Fuel Control Unit (FCU). This
fuel is supplied within the actuator to the second stage spool and the single inlet
torquemotor. The position of the single inlet torquemotor is controlled
electrically by the ECU. A non-centered inlet to the servo valve causes a
hydraulic pressure unbalance that drives the second stage spool off center. The
second stage spool directs pressurized fuel to the actuator piston. The actuator
piston drives the IGV ring gear positioning the IGV.
The Linear Variable Differential Transformer (LVDT) supplies an electrical
position signal to the ECU.
The IGV's are positioned by the ECU through torquemotor commands as a
function of the pneumatic demand mode, inlet air temperature, function switch
settings, and EGT limit schedules. The highest priority pneumatic mode
commanded is selected by ECU software. In descending order these priorities
normally are: INFLIGHT, MES, ADP, and ECS. The IGV's are always closed
below 95 percent RPM.
Main Engine Start (MES) Mode
During a main engine start, the IGV's are positioned to full open and the APU
RPM is increased to 101 percent. The MES function switch allows positions
less than full open to be selected during main engine starts. This mode allows
the highest EGT vs LCIT schedule.
Air Driven Pump (ADP) Mode
The IGV's open in response to the ADP signal and function switch. (Normally 3
degrees).

Environmental Control Systems (ECS) Mode


The ECS mode is the most sophisticated, as the IGV's are modulated in
response to three function switches, the air inlet temperature (LCIT sensor), and
signals from the zone temperature control unit. This control unit sends an
analog signal to the ECU that represents the difference between commanded
and actual cabin temperatures (DELTA-T). For 767-300 models, the APU
operates at 101% in the ECS mode to provide additional airflow.
Cool down
The APU is operating hot when both pneumatics and electrics are demanded.
For protection, the APU continues to operate without pneumatics for the
duration of the cooldown time, normally 60 seconds, after the APU switch is
turned off. The bleed valve automatically closes when the APU switch is turned
off, and the timer is activated. If the bleed valve switch is first turned off, the
timer activates. After the cool down time has expired, the APU shuts down with
the APU switch. The fire handle, remote shutdown switch (P40 panel on nose
strut) and protective shutdowns all circumvent the cool down cycle. The
function switch allows modification of cool down time. (See APU shutdown).

SINGLE
INLET
TORQUE
MOTOR

COMMAND
SIGNAL
FROM
ECU
SPRING

SERVO VALVE
ygmm-49-52-0003 (mod)

SECOND STAGE SPOOL


IGV
ACTUATOR
PRESSURE
TORQUE MOTOR

RETURN

CONNECTING
ROD (TO IGVS)
EXCITATION
FROM ECU
ELECTRICAL
CONNECTOR
BUSHING
(2 EA)

VANES
CLOSED

OPEN
ACTUATOR
PISTON

FEEDBACK
TO ECU

CLOSE

BLOCK
ASSEMBLY

BELLCRANK

TO FUEL
CONTROL
UNIT

LVDT

INLET GUIDE VANE ACTUATOR

INLET GUIDE VANE ACTUATOR


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APU PNEUMATIC SYSTEM


SURGE BLEED SYSTEM
General
The surge bleed system provides load compressor surge protection by assuring
that pneumatic flow is matched to IGV position. The system consists of total
pressure and static sensors, total and differential pressure transducers, a
variable volume chamber, a load compressor inlet temperature sensor (T2), and
a surge valve.
The flow sensor provides a mass flow signal to the ECU. The ECU modifies the
position of the surge valve based on the flow signal, altitude and position of the
IGVs. PCD2 air is used as the power to modulated the valve.
The LCIT sensor senses hot air back flowing through the duct from surges or
other pneumatic system failures, and initiates a REVERSE FLOW protective
shutdown. The pneumatic system dynamics occasionally allow a one-time
surge, such as during a main engine start valve closure, because of surge valve
response time. The ECU allows a LCIT increase of 11OC in two seconds once,
but not twice in a 15 second interval to prevent nuisance shutdowns due to
these dynamics. The ECU allows a maximum of 99OC for 2.5 seconds, and
initiates a shutdown immediately at 204OC.
APU Surge Valve
The surge valve is a spring-loaded open, modulating valve. It consists of a
pneumatic actuator, torque motor, filter, pressure regulator and butterfly valve.
The valve is clamp ring mounted in a duct connecting the load compressor
output to the APU exhaust. It is an LRU. A cleanable metallic filter is located in
a housing below the surge valve torque motor.
The torque motor is tested during prestart and self-test BITE for opens or
shorts. If the circuit fails the test, the faulty unit SURGE VALVE is stored in the
ECU. The APU operates, but pneumatic output is reduced to the airplane. The
surge valve remains in the fully open position. If the surge valve fails in the
closed position, a REVERSE FLOW protective shutdown occurs.

Operation
Surge protection is maintained by modulating the surge valve to assure that
load compressor output is matched to IGV position. As the IGVs open, the air
mass flow must increase in proportion. For each IGV angle, there is a target
mass flow that maintains an adequate surge margin. As the airplane pneumatic
demand changes, the surge valve modulates to keep the flow on target valve.
The surge valve is positioned by a torquemotor input from the ECU. The valve
is spring loaded open and modulates closed with increasing current.
Target mass flow (values on the control line) is calculated by a schedule, based
on IGV position, in ECU software. This mass flow schedule is adjusted to
varying ambient conditions using inputs from the P2 and T2 sensors.
The actual mass flow is calculated using the Delta-P and PT transducers. The
target and actual mass flows are then compared. If actual mass flow is less
than the target, a signal is sent to the surge valve torquemotor to modulate the
surge valve open. The surge valve remains open when PCD2 is less than 7.5
PSIA. If the DELTA-P or PT sensor signal fails, the torquemotor signal is
removed, causing the surge valve to open. This results in a large reduction in
pneumatic output to the airplane. If there is a rapid rise in LCIT, the torquemotor
signal is removed and a protective shutdown occurs. The surge valve is always
open below 95 percent RPM.

SURGE BLEED SYSTEM


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APU PNEUMATIC SYSTEM


FLOW SENSOR MODULE
General
The flow sensor module measures APU pneumatic output. The ECU uses
these measurements to prevent load compressor surges. All components are
mounted on a line replaceable flow sensor module. The module is bench
calibrated. Components of the module are discussed below.
Total Pressure (PT)
Static Pressure (PS)
Differential Pressure (DP)
Pressure Sensing
Total pressure is measured by a Total Pressure (PT) probe. A piezoresistive
solid state transducer converts the total pressure to an electrical signal for the
ECU.
Static Pressure (PS) is measured by a static pressure probe. PS is sensed by a
differential pressure (DELTA P) transducer. The transducer measures the
differential pressure between PT and PS (DELTA P = PT - PS) and sends it to the
ECU.
Variable Volume Chamber
The variable volume chamber protects the transducers from pressure shock. A
diaphram in the chamber isolates PT and PS.
Directional Flow Control
The directional flow control protects the DELTA P transducer and variable
volume chamber from contaminates and pressure shock. It includes a filter and
a one-way orifice.

VARIABLE VOLUME
CHAMBER
TOTAL PRESSURE
TRANSDUCER

FLEX LINES

TO AIRPLANE

TO SURGE VALVE

PS

DIRECTIONAL
FLOW CONTROL

DIFFERENTIAL
PRESSURE
TRANSDUCER

VOLUME
CHAMBER

PT-PS
ECU

DIRECTIONAL
FLOW CONTROL VALVE

SOFTWARE

PT PROBE
PS PROBE

PT

SURGE
VALVE

FILTERS

ORIFICE
PT

FROM
APU

TOTAL PRESS
TRANSDUCER

FLOW SENSOR MODULE


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49-53-980587M

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ENGINE CONTROLS
PROTECTIVE SHUTDOWN
General
There are two separate APU protective shutdown logic systems in the ECU,
analog (hardware) protective shutdown logic and digital (software) protective
shutdown logic.

Shutdown Annunciation
The ECU sends a signal to the EICAS computer, and illuminates the FAULT
light on the APU control panel whenever a protective shutdown occurs. The
ECU stores the reason for the protective shutdown in nonvolatile memory for
later recall on the REASON APU NOT OPERATING light array on the face of
the ECU.
Restart After Fault Shutdowns

Analog (Hardware) Protective Shutdown


Analog protective shutdowns are initiated by either a 107 percent overspeed or
by an EGT in excess of 621 degrees C if the RPM is greater than 95 percent.
Analog protective shutdowns cause the ECU to de-energize the fuel shutoff
solenoid valve, ignition unit, and starter motor. Enabling signals are removed
for the air valve and the APU generator. The ECU opens the APU inlet door
driver when speed is less than 15 percent, closing the APU air inlet door.

Turning the APU control switch OFF after a protective shutdown turns off the
FAULT light and causes the EICAS APU FAULT advisory message to
disappear. A restart may then be attempted, except for an O/S TEST CIRCUIT
shutdown and certain LRU faults. If the fault is still present, a new protective
shutdown is initiated.
O/S Test Circuit

Digital Protective Shutdown

This shutdown trips an internal breaker in the ECU. The ECU must be replaced.

Digital protective shutdowns are initiated by the following:

LRU Faults

109% overspeed (OVER SPEED)


EGT overtemperature (EGT OVERTEMP)
High oil temperature (HIGH OIL TEMP)
Low oil pressure (LOW OIL PRESSURE)
Loss of dc power (DC PWR LOSS)
APU air inlet door not full open (DOOR SYSTEM)
APU fire (FIRE EMERG)
Reverse flow (REVERSE FLOW)
Loss of both monopoles UNDER SPEED
Shutdown circuit failure (O/S TEST CIRCUIT)
Internal ECU Failure (CONTROL FAILURE)
Generator oil filter differential pressure (GEN FILTER)
APU speed greater than 95% then drops below 88% (UNDER SPEED)
EGT not greater than 150F (65C) above stored valve of EGT at 7% within
30 seconds. (NO LIGHTOFF)
APU SPEED (START ABORTED)

A digital protective shutdown initiates the same signals as an analog shutdown,


but in addition also removes signal to the FCU torquemotor.

Some LRUs are tested in prestart BITE, and terminate the start if detected as
faulty.

LATCH

107%
1

MONOPOLE NO. 1

HIGHEST
WINS

MONOPOLE NO. 2

>95%

ANALOG
PROTECTIVE
SHUTDOWNS

621C

EICAS
COMPUTERS
APU FUEL
SOLENOID VALVE

LATCH

EGT #1 CIRCUIT

HIGHEST
WINS

EGT #2 CIRCUIT

IGNITION UNIT

109%

STARTER MOTOR

OVERSPEED
OVERTEMP

AIR VALVE

DIGITAL

HOT
95%

899C

LOP
95%

GENERATOR

649C
DC PWR LOSS

APU FAULT
RELAY

EGT
DOOR SYSTEM
40%

100%

FIRE EMER
START ABORTED
UNDER SPEED
NO LIGHTOFF
REVERSE FLOW

RPM
NORMAL
STOP SIG

REASON
APU NOT
OPERATING
STATUS

REVERSE
FLOW
DO OR
SYSTEM

SPARE
INLET
DOOR RLY

FAULTY
LRU

CONTROL
FAILURE

EGT
OVERTEMP

FIRE
EMERG

SPARE
LCIT

SENSOR

UNDER

START

NO

SPEED

ABORTED

LIGHTOFF

DC PWR

LOW OIL

LO SS

PRESSURE

O/S TEST HIGH OIL


CIRCUIT
NO
DATA

FUEL
SOL

LOP

TEMP

WAIT

GEN
F ILTER

OVER

SPEED
TEST
OK

PT

VP

SENSOR

SENSOR

#1 SPD
SENSOR

#2 SPD
SENSOR

FUEL

SURGE

EGT #1
CIRCUIT

EGT #2

IGV

IGN

DEOIL

CIRCUIT

ACT

UNIT

SOL

SWITCH

CONTROL

S
E
L
E
C
T

R
E
C
O
R
D

DIGITAL
PROTECTIVE
SHUTDOWNS

LOSS OF MONOPOLE NO. 1


LOSS OF MONOPOLE NO. 2

VALVE

FLOW
APU
A/C STRT
ECS
HOT
DIV SOL CONTROL STARTER
CIRCUIT
SENSOR
FAN
FILTER SEE MNT
P2
ECU
MANUAL
VALVE
SW(GEN)
SENSOR
RECORD CURRENT/ SHUTDOWN SHUTDOWN SHUTDOWN
LRU
SELECTED LAST RUN
2
3
4
SUMMARY

FREASON
A
U
L
T LRU

"FAULT" LIGHT
DC PUMP
FUEL S/O VLV

CONTROL FAILURE
GEN OIL FILTER P
OIL TEMP >46C
ANALOG OVERSPEED SHUTDOWN
CIRCUIT FAILURE
(O/S TEST CIRCUIT)

ERASE
MEMORY

BREAKER

M206 ECU

PROTECTIVE SHUTDOWN
B767-3S2F
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49-61-R20207M

FUEL CONTROL
TORQUE MOTOR

INJECTED OVERSPEED
SIGNAL 107% FOR
NORMAL SHUTDOWN

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ENGINE CONTROLS
ELECTRONIC CONTROL UNIT (ECU)
General
The APU control unit (ECU) is the central element of the APU control system. It
is a digital microprocessor located in the aft equipment center (E6). It weighs
approximately 38 lbs (17.4 kg) and is mounted on the top shelf of the E6 rack
using standard rack type connectors.
Major Software Tasks
The ECU maintains full authority over all APU operations through signals to
torquemotors and solenoids; and by interrogating various APU and airplane
sensors and signals. These tasks include:

Fuel Control, both timed acceleration and on-speed governing


Inlet Guide Vane (IGV) control, to regulate pneumatic output
Surge Valve Control
Built-In-Test (BITE)
Protective Shutdown
Load Sequencing; to prioritize electric and pneumatic loads

ECU BITE Functional Description


The ECU performs three types of BITE:
Prestart BITE - Tests the LRU's when the APU start sequence is initiated
with the APU control switch. The ECU stores the faults, and in some cases
prevents APU start.
Monitor BITE - Monitors the LRU's from prestart to below 7 percent RPM
on shutdown. The ECU stores the faults, and undertakes alternate action
or shuts down the APU as necessary.
Self-test BITE - Self test BITE and Prestart BITE are the same. Self test
BITE only operates with the APU shutdown. Self test BITE is initiated by
moving the test switch to the SELF position. If a faulty LRU is found, a
faulty LRU lamp(s) is displayed.

BUILT IN TEST (BITE) INSTRUCTIONS


APU CONTROL UNIT (ECU)
STEP

S351T020-18 AND PRIOR

1
OFF

ON

START

S351T020-19 AND ON

ENSURE APU START SWITCH IS IN


"OFF" POSITION.

FLIGHT DECK
2
APU RPM%

APU SPEED MUST BE BELOW 7% RPM.

ROTARY SWITCH OPERATION


________
LAST
RUN - If Reason is NORMAL STOP SIG, the aircraft
commanded APU stop and all Faulty LRUs detected during last
run can be displayed. If Reason is an automatic shutdown,
displayed Faulty LRUs are only the failed LRUs that could cause
the shutdown.

APU CAN BE OPERATING OR SHUTDOWN DURING BITE PROCEDURE.

a) PLACE TOGGLE SWITCH TO "LAMP


TEST" POSITION.

a) PLACE TOGGLE SWITCH TO "LAMP


TEST" POSITION.

b) NOTE POSITION OF FAULTY LAMPS


(LAMPS THAT DO NOT ILLUMINATE).

b) NOTE POSITION OF FAULTY LAMPS


(LAMPS THAT DO NOT ILLUMINATE).

UNDER
NORMAL
CONTROL
SPEED
STOP SIG FAILURE
REASON
EGT
REVERSE
DC PWR
APU NOT
OVERTEMP
FLOW
LOSS
OPERATING
FIRE
DOOR
O/S TEST
EMERG
SYSTEM
CIRCUIT
NO
SPARE
SPARE
STATUS
DATA
FUEL
INLET
LCIT
SOL
DOOR RLY SENSOR
LOP
#1 SPD
#2 SPD
SENSOR
SENSOR
SWITCH
FAULTY
EGT #2
EGT #1
IGV
LRU
CIRCUIT CIRCUIT
ACT
APU
ECS
FLOW
DIV SOL CONTROL STARTER
P2
FAN
ECU
SENSOR
VALVE
CURRENT/ SHUTDOWN SHUTDOWN
RECORD
2
3
SELECTED LAST RUN

NOTE: "LAMP TEST" UNAVAILABLE


WITH APU RUNNING.

E.C.U.
4

PLACE "FAULT SELECT" SWITCH TO


POSITION 1.

PLACE "RECORD SELECT" SWITCH TO


"LAST RUN" POSITION.

a) PLACE TOGGLE SWITCH TO "FAULT


DISPLAY" POSITION.

a) PLACE TOGGLE SWITCH TO "FAULT


REASON" POSITION.

b) RECORD "FAULT DISPLAY".

b) RECORD "REASON APU NOT OPERATING" LAMP THAT ILLUMINATES.

E.C.U.
5

E.C.U.

c) RECORD "FAULTY UNIT"


(IF DISPLAYED).

c) PLACE TOGGLE SWITCH TO "FAULT


LRU" POSTION.
d) RECORD ALL "FAULTY LRU" LAMPS
THAT ILLUMINATE.

a) PLACE "FAULT SELECT" SWITCH TO


PREVIOUS SHUTDOWN, 2 THRU 5.

a) PLACE "RECORD SELECT" SWITCH TO


PREVIOUS SHUTDOWN, 2 THRU 4.

b) REPEAT STEP 5 EACH TIME.

b) REPEAT STEP 5 EACH TIME.

a) PLACE TOGGLE SWITCH TO "FAULT


UNIT" POSITION.

a) PLACE "RECORD SELECT" SWITCH TO


"SUMMARY" POSITION.

b) RECORD "FAULTY UNITS"


(IF DISPLAYED).

b) PLACE TOGGLE SWITCH TO "FAULT


LRU" POSITION.

E.C.U.
7

REPAIR/REPLACE FAULTY UNITS AS


INDICATED.

REPAIR/REPLACE FAULTY UNITS AS


INDICATED.

TO CLEAR ECU MEMORY, PUSH


"ERASE MEMORY" TOGGLE SWITCH UP,
LOCATED BEHIND PROTECTIVE COVER.

TO CLEAR ECU MEMORY, PUSH


"ERASE MEMORY" TOGGLE SWITCH UP,
LOCATED BEHIND PROTECTIVE COVER.

ERASE
MEMORY
SELF
TEST

E.C.U.

REASON

LRU

R
E
C
O
R
D

S
E
L
E
C
T

START
NO
ABORTED LIGHTOFF
LOW OIL
GEN
PRESSURE FILTER
HIGH OIL
OVER
TEMP
SPEED
TEST
WAIT
OK
PT
P
SENSOR
SENSOR
FUEL
SURGE
CONTROL
VALVE
DEOIL
IGN
SOL
UNIT
A/C STRT
HOT
CIRCUIT
SENSOR
SEE MNT
FILTER
MANUAL
SW(GEN)
SHUTDOWN
LRU
4
SUMMARY

ERASE
MEMORY

NOTE: "ERASE MEMORY" UNAVAILABLE


WITH APU RUNNING.

E.C.U.
10

F
A
U
L
T

c) RECORD "FAULTY LRU" LAMPS


ILLUMINATED.

E.C.U.
8

LAMP

___________
LRU
SUMMARY - Record of all Faulty LRUs detected since the
last Memory Erase.

EICAS MAINT
PAGE
FLIGHT DECK
LAMP
TEST

SELF
T
E
S
T

_____ - Second, third, and fourth historical fault shutdowns.


2.3.4
Displayed Faulty LRUs are only the failed LRUs that could cause
the associated shutdown.

a) PLACE TOGGLE SWITCH TO "SELF


TEST" POSITION.

a) PLACE TOGGLE SWITCH TO "SELF


TEST" POSITION.

b) "WAIT" LIGHT ILLUMINATES.

b) "WAIT" LIGHT ILLUMINATES.

c) "TST OK" LIGHT ILLUMINATES WHEN


FAULTS CORRECTED.

c) "TST OK" LIGHT ILLUMINATES


WHEN FAULTS CORRECTED.

S351T020-19 CONTROL UNIT

NOTE: "SELF TEST" UNAVAILABLE


WITH APU RUNNING.

SEE MAINTENANCE MANUAL FOR COMPLETE INSTRUCTIONS.


BAC27TAP45

E6 AFT EQUIPMENT CENTER ACCESS DOOR

ELECTRONIC CONTROL UNIT (ECU)


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ENGINE CONTROLS
ECU FRONT PANEL/BITE TEST INSTRUCTIONS (-19 ECU)

Record Selected

General

This lamp field identifies the RECORD SELECT switch position. It is illuminated
when the ECU is powered, except during the mini-flag test.

There are three BITE routines:

Test Switch

Pre-start
Monitor
Self-test
Pre-start BITE is a automatic system self test. It is the first step in the start
sequence. It begins when the APU Start Switch is moved to the START/ON
position.
Monitor BITE is a system monitoring test that works during APU operation. It
begins when the pre-start bite test is completed.
Self test BITE is a system test. It is an operator initiated test. Self test BITE is
initiated without the APU running.
A placard, located on the E6 aft equipment center access door, contains
instructions for doing an ECU BITE procedure. To further clarify ECU BITE, a
description of ECU lamp fields, and switches follows.

The TEST switch is a two position, center off switch. The SELF and LAMP
position do not function with the APU running. Moving the switch to the SELF
position initiates a system test. This test is identical to the pre-start test.
Moving the TEST switch to the LAMP position initiates a test of the lights in
each lamp segment. (i.e. OVERSPEED, LOP SWITCH etc.) There are two
lights behind each lamp segment. The lights are not LRUs. They can only be
replaced in a repair/overhaul facility. BITE is not inhibited when both lights,
behind one lamp segment, fail. However, accurate troubleshooting cannot be
assured.
After all lamp segments are tested, the ECU automatically initiates a mini-flag
test. The mini-flag test, designed primarily for bench troubleshooting, identifies
internal ECU faults as well as external faults. The external faults are associated
with the LRUs that appear in the FAULTY LRU field. Holding the TEST switch in
the LAMP position for greater than 10 seconds also initiates the mini-flag test.
Record Select/Fault Switches

Reason APU Not Operating


This lamp field identifies either the type of protective shutdown or it identifies
that a normal shutdown has occurred.
Status
This lamp field identifies the current status of the APU.
Faulty LRU
This lamp field identifies the faulty LRU that was detected during any of the
three BITE routines.

The RECORD SELECT switch controls what is displayed on the lamp fields.
The FAULT switch selects which lamp field, REASON APU NOT OPERATING
or FAULTY UNIT, illuminates lamp segments. Both switches are used in
conjunction with one another for proper fault identification. The switches may
be used when the APU is running or when it is shutdown.
The following table shows switch position with the corresponding lamp
indication.
Erase Memory Switch
The ERASE MEMORY switch is a momentary, two position switch that is
located behind a metal guard. Moving the ERASE MEMORY switch up erases
the ECU's memory. The memory cannot be erased while the APU is running.

BUILT IN TEST (BITE) INSTRUCTIONS


APU CONTROL UNIT (ECU)
STEP

S351T020-18 AND PRIOR

1
OFF

ON

START

S351T020-19 AND ON

ENSURE APU START SWITCH IS IN


"OFF" POSITION.

FLIGHT DECK
2
APU RPM%

APU SPEED MUST BE BELOW 7% RPM.

ROTARY SWITCH OPERATION


________
LAST
RUN - If Reason is NORMAL STOP SIG, the aircraft
commanded APU stop and all Faulty LRUs detected during last
run can be displayed. If Reason is an automatic shutdown,
displayed Faulty LRUs are only the failed LRUs that could cause
the shutdown.

APU CAN BE OPERATING OR SHUTDOWN DURING BITE PROCEDURE.

a) PLACE TOGGLE SWITCH TO "LAMP


TEST" POSITION.

a) PLACE TOGGLE SWITCH TO "LAMP


TEST" POSITION.

b) NOTE POSITION OF FAULTY LAMPS


(LAMPS THAT DO NOT ILLUMINATE).

b) NOTE POSITION OF FAULTY LAMPS


(LAMPS THAT DO NOT ILLUMINATE).

UNDER
NORMAL
CONTROL
SPEED
STOP SIG FAILURE
REASON
EGT
REVERSE
DC PWR
APU NOT
OVERTEMP
FLOW
LOSS
OPERATING
FIRE
DOOR
O/S TEST
EMERG
SYSTEM
CIRCUIT
NO
SPARE
SPARE
STATUS
DATA
FUEL
INLET
LCIT
SOL
DOOR RLY SENSOR
LOP
#1 SPD
#2 SPD
SENSOR
SENSOR
SWITCH
FAULTY
EGT #2
EGT #1
IGV
LRU
CIRCUIT CIRCUIT
ACT
APU
ECS
FLOW
DIV SOL CONTROL STARTER
P2
FAN
ECU
SENSOR
VALVE
CURRENT/ SHUTDOWN SHUTDOWN
RECORD
2
3
SELECTED LAST RUN

NOTE: "LAMP TEST" UNAVAILABLE


WITH APU RUNNING.

E.C.U.
4

PLACE "FAULT SELECT" SWITCH TO


POSITION 1.

PLACE "RECORD SELECT" SWITCH TO


"LAST RUN" POSITION.

a) PLACE TOGGLE SWITCH TO "FAULT


DISPLAY" POSITION.

a) PLACE TOGGLE SWITCH TO "FAULT


REASON" POSITION.

b) RECORD "FAULT DISPLAY".

b) RECORD "REASON APU NOT OPERATING" LAMP THAT ILLUMINATES.

E.C.U.
5

E.C.U.

c) RECORD "FAULTY UNIT"


(IF DISPLAYED).

c) PLACE TOGGLE SWITCH TO "FAULT


LRU" POSTION.
d) RECORD ALL "FAULTY LRU" LAMPS
THAT ILLUMINATE.

a) PLACE "FAULT SELECT" SWITCH TO


PREVIOUS SHUTDOWN, 2 THRU 5.

a) PLACE "RECORD SELECT" SWITCH TO


PREVIOUS SHUTDOWN, 2 THRU 4.

b) REPEAT STEP 5 EACH TIME.

b) REPEAT STEP 5 EACH TIME.

a) PLACE TOGGLE SWITCH TO "FAULT


UNIT" POSITION.

a) PLACE "RECORD SELECT" SWITCH TO


"SUMMARY" POSITION.

b) RECORD "FAULTY UNITS"


(IF DISPLAYED).

b) PLACE TOGGLE SWITCH TO "FAULT


LRU" POSITION.

E.C.U.
7

REPAIR/REPLACE FAULTY UNITS AS


INDICATED.

REPAIR/REPLACE FAULTY UNITS AS


INDICATED.

TO CLEAR ECU MEMORY, PUSH


"ERASE MEMORY" TOGGLE SWITCH UP,
LOCATED BEHIND PROTECTIVE COVER.

TO CLEAR ECU MEMORY, PUSH


"ERASE MEMORY" TOGGLE SWITCH UP,
LOCATED BEHIND PROTECTIVE COVER.

ERASE
MEMORY
SELF
TEST

E.C.U.

REASON

LRU

R
E
C
O
R
D

S
E
L
E
C
T

START
NO
ABORTED LIGHTOFF
LOW OIL
GEN
PRESSURE FILTER
HIGH OIL
OVER
TEMP
SPEED
TEST
WAIT
OK
PT
P
SENSOR
SENSOR
FUEL
SURGE
CONTROL
VALVE
DEOIL
IGN
SOL
UNIT
A/C STRT
HOT
CIRCUIT
SENSOR
SEE MNT
FILTER
MANUAL
SW(GEN)
SHUTDOWN
LRU
4
SUMMARY

ERASE
MEMORY

NOTE: "ERASE MEMORY" UNAVAILABLE


WITH APU RUNNING.

E.C.U.
10

F
A
U
L
T

c) RECORD "FAULTY LRU" LAMPS


ILLUMINATED.

E.C.U.
8

LAMP

___________
LRU
SUMMARY - Record of all Faulty LRUs detected since the
last Memory Erase.

EICAS MAINT
PAGE
FLIGHT DECK
LAMP
TEST

SELF
T
E
S
T

_____ - Second, third, and fourth historical fault shutdowns.


2.3.4
Displayed Faulty LRUs are only the failed LRUs that could cause
the associated shutdown.

a) PLACE TOGGLE SWITCH TO "SELF


TEST" POSITION.

a) PLACE TOGGLE SWITCH TO "SELF


TEST" POSITION.

b) "WAIT" LIGHT ILLUMINATES.

b) "WAIT" LIGHT ILLUMINATES.

c) "TST OK" LIGHT ILLUMINATES WHEN


FAULTS CORRECTED.

c) "TST OK" LIGHT ILLUMINATES


WHEN FAULTS CORRECTED.

S351T020-19 CONTROL UNIT

NOTE: "SELF TEST" UNAVAILABLE


WITH APU RUNNING.

SEE MAINTENANCE MANUAL FOR COMPLETE INSTRUCTIONS.


BAC27TAP45

E6 AFT EQUIPMENT CENTER ACCESS DOOR

ECU FRONT PANEL/BITE TEST INSTRUCTIONS


B767-3S2F
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49-61-R19065

B767-3S2F
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ENGINE CONTROLS
MINI-FLAG TEST
General
The mini-flag test, designed primarily for bench troubleshooting, identifies
internal ECU faults as well as external faults. The external faults are associated
with the LRUs that appear in the FAULTY LRU field.
Starting the Mini-Flag Test
The mini-flag test may be conducted with or without the APU running.
With the APU shutdown, moving and holding the TEST switch in the LAMP
position for 10 seconds begins the mini-flag test. The mini-flag test also begins
automatically after the LAMP test is completed.
With the APU running, moving the TEST switch to the LAMP position causes a
mini-flag test to begin immediately.
Interpreting the Mini-Flag Test
To proper view fault codes, tilt your head to the right, at a 90 degree position,
relative to the front face of the ECU. The left edge of the ECU face should now
appear as the bottom of the mini-flag fault code display.
The mini-flag fault codes are displayed as numbers from 1 to 199. Use the
maintenance manual to associate a fault code with a failed component.
If no mini-flag fault codes are stored, he letters O K appear.
Note:

Outside of rare internal ECU failures, there are no LRU faults


which appear only on a mini-flag test. Any faults displayed on a
mini-flag test will also be displayed with other BITE tests.

F
A
U
L
T
REASON

Page - 65
LRU
R
E
C
O
R
D
S
E
L
E
C
T

B767-3S2F

5/6/13
MEMORY
ERASE

ATA 49-60

EFF - ALL
EGT

SENSOR

CODE 34

M206 ECU (E6)

TRAINING MANUAL

FOR TRAINING PURPOSES ONLY


LRU

MINI-FLAG TEST

49-61-R19125

LAST RUN

LRU

REASON

CURRENT/
RECORD
SELECTED

SENSOR

R
E
C
O
R
D

SHUTDOWN

ECU

SHUTDOWN

VALVE

FAN

STARTER

CONTROL
DIV SOL
P2

APU

IGV
ACT

SWITCH

ECS

SENSOR
EGT #2
CIRCUIT

SENSOR

FLOW

LOP

#2 SPD
#1 SPD

EGT #1

SOL

CIRCUIT

FUEL

DATA
LCIT
SENSOR

INLET
DOOR RLY

NO

IGN
UNIT

SHUTDOWN

SW(GEN)

FILTER

CIRCUIT

A/C STRT

MEMORY

ERASE

SUMMARY

LRU

MANUAL

SEE MNT

SENSOR

HOT

SOL

DEOIL

VALVE

SURGE

FUEL
CONTROL

EP
SENSOR

PT

OK

TEST

SPEED

OVER

FILTER

GEN

LIGHTOFF

MEMORY

ERASE

SUMMARY

LRU

MANUAL

SEE MNT

SENSOR

SENSOR

WAIT

TEMP

HIGH OIL
CIRCUIT
NO

O/S TEST

FIRE

SPARE

EMERG

DOOR

SPARE

SYSTEM

PRESSURE
LOSS

LRU

S
E
L
E
C
T

START
EGT

LOW OIL

ABORTED

UNDER
SPEED
DC PWR

FAILURE
OVERTEMP

CONTROL

FLOW

NORMAL
REVERSE

SHUTDOWN

STOP SIG

SHUTDOWN

SW(GEN)

FILTER

CIRCUIT

HOT

VALVE

FAN

FAULTY

STATUS

OPERATING

APU NOT

REASON

last Memory Erase.

LRU
SUMMARY - Record of all Faulty LRUs detected since the
___________

the associated shutdown.

Displayed Faulty LRUs are only the failed LRUs that could cause

2.3.4
_____ - Second, third, and fourth historical fault shutdowns.

the shutdown.

R
E
C
O
R
D

SHUTDOWN

ROTARY SWITCH OPERATION

displayed Faulty LRUs are only the failed LRUs that could cause

run can be displayed. If Reason is an automatic shutdown,

commanded APU stop and all Faulty LRUs detected during last

________
LAST
RUN - If Reason is NORMAL STOP SIG, the aircraft

REASON

LAST RUN

CURRENT/
RECORD
SELECTED

ECU

DEOIL

VALVE

SOL

IGN

CONTROL

EP

SURGE

FUEL

OK

TEST

SENSOR

PT

A/C STRT
APU
STARTER

ECS
CONTROL

SENSOR

OVER
SPEED

UNIT
FLOW

P2

NO

FILTER

GEN

LIGHTOFF

SENSOR

WAIT

TEMP

HIGH OIL

PRESSURE

ACT

IGV

SWITCH

LOP

SOL

FUEL

DATA

NO

CIRCUIT

DIV SOL

CIRCUIT

EGT #2

SENSOR
EGT #1

#2 SPD

#1 SPD

CIRCUIT

LCIT
SENSOR

INLET

SPARE

SPARE

DOOR RLY

FIRE
EMERG

DOOR
SYSTEM

LRU

START
SPEED

LOW OIL

ABORTED

UNDER
DC PWR

O/S TEST

FAILURE

LOSS

CONTROL

OVERTEMP

REVERSE
FLOW

NORMAL
STOP SIG

FAULTY

STATUS

OPERATING

APU NOT

REASON

last Memory Erase.

LRU
SUMMARY - Record of all Faulty LRUs detected since the
___________

the associated shutdown.

Displayed Faulty LRUs are only the failed LRUs that could cause

S
E
L
E
C
T

START
NO
NORMAL CONTROL UNDER
REASON STOP SIG FAILURE SPEED ABORTED LIGHTOFF
EGT
GEN
DC PWR LOW OIL
APU NOT REVERSE
PRESSURE FILTER
FLOW OVERTEMP LOSS
OPERATING
FIRE
DOOR
O/S TESTHIGH OIL OVER
EMERG CIRCUIT TEMP
SYSTEM
SPEED
NO
TEST
WAIT
SPARE
STATUS
SPARE
DATA
OK
PT
EP
FUEL
LCIT
INLET
SENSOR SENSOR
SOL
DOOR RLY SENSOR
FUEL
LOP
#1 SPD #2 SPD
SURGE
SENSOR SENSOR SWITCH CONTROL VALVE
FAULTY
DEOIL
IGN
IGV
EGT #1 EGT #2
LRU
SOL
ACT
UNIT
CIRCUIT CIRCUIT
ECS
A/C STRT HOT
APU
FLOW
DIV SOL CONTROL STARTER CIRCUIT SENSOR
FAN
P2
FILTER SEE MNT
ECU
VALVE SW(GEN) MANUAL
SENSOR
RECORD CURRENT/ SHUTDOWNSHUTDOWNSHUTDOWN LRU
2
3
4
SELECTED LAST RUN
SUMMARY
E

LAMP

SELF

LAMP

SELF

___________
LRU
SUMMARY - Record of all Faulty LRUs detected since the

the associated shutdown.

2.3.4
_____ - Second, third, and fourth historical fault shutdowns.

Displayed Faulty LRUs are only the failed LRUs that could cause

the shutdown.

_____ - Second, third, and fourth historical fault shutdowns.


2.3.4

ROTARY SWITCH OPERATION

displayed Faulty LRUs are only the failed LRUs that could cause

displayed Faulty LRUs are only the failed LRUs that could cause

the shutdown.

run can be displayed. If Reason is an automatic shutdown,

commanded APU stop and all Faulty LRUs detected during last

commanded APU stop and all Faulty LRUs detected during last

run can be displayed. If Reason is an automatic shutdown,

LAST
RUN - If Reason is NORMAL STOP SIG, the aircraft
________

ROTARY SWITCH OPERATION

PROPER
MINI-FLAG TEST VIEWING ANGLE
___________________________________

________
LAST
RUN - If Reason is NORMAL STOP SIG, the aircraft

T
E
S
T
SELF

last Memory Erase.

LAMP

OK
NO MINI-FLAG FAULTS

B767-3S2F
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TRAINING MANUAL
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APU INDICATION
INDICATION GENERAL DESCRIPTION
General
The APU control unit (ECU) sends analog signals to the EICAS computers for
display of RPM, exhaust gas temperature (EGT), and EICAS messages.
Indications
APU speed in percent RPM and EGT in degrees Celsius are displayed on the
EICAS PERF/APU page. EGT is also displayed on the STATUS page. The
display of APU RPM is on the status page.
The EICAS advisory message APU FAULT appears and the FAULT light
illuminates to annunciate an APU protective shutdown. The FAULT light also
shows transit of the APU fuel shutoff valve. APU BITE appears on the ECS/
MSG page to indicate that a non-critical LRU fault is stored in the ECU.
However, under almost all conditions, if a failed LRU causes a protective
shutdown or causes a loss of pneumatic power, no APU BITE message will
appear.
The white RUN light on the APU control panel comes on when the APU is
operating above 95 percent speed. The RUN light also blinks two times during
starting. This indicates that the pre-start BITE has been completed.
An APU hour meter shows total APU operating hours when the APU is
operating above 95%.
An APU cycle meter shows the total number of APU starts. The cycle meter
indicates another start each time the APU control switch is placed in the start
position when the APU RPM is less than 95 percent.

INDICATION GENERAL DESCRIPTION


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49-72-R78293M

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APU INDICATION - MONOPOLES (RPM)


General
There are two APU Monopoles (RPM) mounted to the inlet plenum to sense
APU speed. They supply redundant APU speed signals to the APU Control Unit
(ECU). The monopoles consist of a housing with a magnet, coil, transformer,
resistor, and electrical connector. The monopoles are magnetic non-contact,
variable reluctance transducers, that convert the mechanical motion of the APU
drive shaft into an electrical signal. Each time the ferromagnetic nut on the drive
shaft passes the monopole tip, the change in the magnetic field generates an
electrical signal in the monopole coil. The monopole sends this frequency
signal to the ECU. The ECU converts frequency into a speed signal and uses
the highest of the two inputs. The speed signal is also sent by the ECU to
EICAS for display of APU RPM.
Installation
The monopoles consist of a housing with a magnet, coil, transformer, resistor,
and electrical connector. Screw threads near the tip are used to install the unit
in the APU. It should be screwed in only hand-tight.
Removal
There is a knurled section on the monopole near the electrical connector with
two slots that accepts a special monopole removal tool. The monopole may be
removed by unscrewing it with this tool after disconnecting the electrical
connector. The monopole cover should not be removed.
Sensing and Failure Modes
The ECU tests the APU Monopoles during Monitor BITE only. A monopole is
considered failed after the APU runs greater than 50% and the monopole
reports a speed drop below 30% to the ECU. A detected monopole failure
stores #1 SPD SENSOR or #2 SPD SENSOR in the ECU. #1 SPD SENSOR is
the right monopole. #2 SPD SENSOR is the left monopole. If both monopoles
fail during start (APU SPEED < 50 %), the APU shuts down due to START
ABORTED and the ECU identifies APU STARTER as the faulty LRU.

If both monopoles fail during operation (APU SPEED > 50%), the APU shuts
down due to UNDERSPEED or START ABORTED and identifies #1 SPD
SENSOR and #2 SPD SENSOR as the faulty LRU's.
Note:

The monopoles are not tested during Prestart BITE. If they are
faulty, APU start is not inhibited. During start, the starter motor will
rotate the APU. However, since no speed signal is sensed, the
ECU initiates a START ABORTED protective shutdown. The APU
STARTER is identified as the faulty LRU. The monopoles are not
stored as faulty because the ECU logic assumes that the starter
motor did not crank the APU.

Maintenance TIP
Attempting to use pliers or a similar gripping tool on the knurled section to
remove the monopole deforms the housing. This action possibly fractures the
potting material inside which makes the monopole unusable.

APU DR IVE
SHAFT

MONOPOLE
WRENCH

MO UN TI NG
TH RE AD S

FERROMAGNETIC
NUT (P OWER
SECTION BR G.
RETAINING NU T)

KNUR LE D
SECT IO N

MO NO PO LE (2 P LACES)
#1 S PD S ENS OR
#2 S PD S ENS OR

FWD

RE MO VA L SL OT
(2 PLACES)

EL EC TR IC AL
CO NN EC TO R

#2 SP D SE NS OR
(MONOPOLE)

SC RE W TH RE AD S
FO R IN ST AL LA TI ON

PULS E SE NS OR
MAGNET & CO IL

TIP

TRANSFORMER

SE AL S

MONOPOLES (RPM)
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49-61-R18957M

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APU INDICATION
EGT THERMOCOUPLES
General
APU exhaust gas temperature (EGT) is measured by 4 individual
chromel-alumel thermocouple assemblies. Each assembly consists of two
thermocouple probes enclosed in an inconel support tube. The support tube is
attached to a common stainless steel header. The thermocouple assemblies
are mounted in the APU tailpipe. The two assemblies on the left side are wired
together to form EGT CIRCUIT #1. The two assemblies on the right side are
wired together to form EGT CIRCUIT #2. These circuits supply two redundant
EGT signals to the ECU. The ECU uses the highest EGT signal for operation.
The EGT thermocouple assemblies are LRUs.
Sensing and Failure Modes
The ECU tests both EGT circuits during prestart, monitor and self-test BITE for
an output signal greater than -100 degrees F (-88 degrees C).If both EGT circuit
fail pre-start BITE or if they both fail during the start cycle, a START ABORTED
protective shutdown occurs. EGT #1 CIRCUIT and EGT #2 CIRCUIT are
stored as faulty LRUs.
When APU speed is greater than 95%, the two circuits cannot disagree more
than 150OF (66OC). The rake reporting the lower temperature is considered
failed and the ECU records EGT #1 CIRCUIT or EGT #2 CIRCUIT as a faulty
unit.
If both circuits fail, with APU speed above 95%, the inlet guide vanes close and
the surge control valve opens. The APU continues to operate.

APU EGT THERMOCOUPLE


ASSEMBLIES (4 PLACES)

APU EGT
THERMOCOUPLES

EGT #2
CIRCUIT

EGT #1
CIRCUIT

THERMOCOUPLE
PROBE TIPS
(2 PLACES)

REINFORCING
WELDS
(2 PLACES)

INCONEL
SUPPORT
TUBE

STAINLESS
STEEL HEADER

THERMOCOUPLE

EGT THERMOCOUPLES
B767-3S2F
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49-71-R18958M