APU 01

2008 Honeywell Air Transport Operators Conference

131-9[A] APU

Æ Honeywell.com

Honeywell Confidential The enclosed technical data is export classified as EAR99. Its export is being transmitted under U.S. Export Administration Regulations designation “NLR” (No License Required) and is to be used solely by the individual / organization to whom it is addressed. Diversion contrary to U.S. export laws and regulations is prohibited. HONEYWELL CONFIDENTIAL: This copyrighted work and all information are the property of Honeywell International Inc., contain trade secrets and may not, in whole or in part, be used, duplicated, or disclosed for any purpose without prior written permission of Honeywell International Inc. All Rights Reserved.

2 Honeywell Proprietary

Æ Honeywell.com

131-9A Auxiliary Power Unit (APU), 3800278-1 PLATFORM: A318/A319/A320/A321

G7050-101

3 Agenda Code Number – APU 01-07

ATA 49 APU 131-9[A] The Auxiliary Power Unit (APU) provides electrical and pneumatic power to the aircraft for the electrical systems, environmental control system, and main engine starting

HONEYWELL CONFIDENTIAL Use or Disclosure of information contained on this page is subject to restrictions on Page 2

October 2008

Æ Honeywell.com

Agenda – APU 131-9[A] • 1. Reliability • 2. 131-9A APU Technical Programs – 2.1 First Stage Turbine Wheel – 2.2 Load Compressor Rim Separation – 2.3 Starter Motor

• 3. Appendix – – – – – –

3.1 Cross Section 3.2 Load Compressor Carbon Seal 3.3 VECB 3.4 SB list and Manuals 3.5 LRU Part Number List 3.6 Acronym List



October 2008

Æ Honeywell.com

1. Reliability, PN 3800278-1 PLATFORM: A318/A319/A320/A321

ATA 49: APU 131-9[A] 1. Reliability

G7050-101



October 2008

Æ Honeywell.com

131-9[A] Operating Statistics PLATFORM: A318/A319/A320/A321 • • • • • • • • • • •

Through March 31, 2008

No. of Operators Total No. of Aircraft in Service First Aircraft Delivery Date Total Aircraft Hours Total APU Hours APU MTBCR APU MTBUR APUs Shipped Since Inception Total APU Hrs (12 month period) Average APU-to-Aircraft (Hrs) Percent of Fleet Reporting



64 1,582 Sept 98 17,592,428 12,107,911 10,189 9,089 1,910 3,008,236 0.65 84 October 2008

Æ Honeywell.com

131-9[A] Mean Time Reliability Trend December 31, 2004 Through March 31, 2008

MTBCR Core engine component causing UR + LRUs causing secondary damage to core + Assembly errors causing UR

12,000 MTBR

Mean Time Between APU Removal (APU Hours)

10,000

MTBUR

10,189

MTBCR

9,098

8,000

7,492

6,000

MTBUR core engine component causing UR + LRUs causing secondary damage to core + Maint error + FOD + NCFR causing UR + Assembly errors causing UR MTBR All URs + scheduled removals

4,000

Abbreviation:

84% of fleet reporting (based on percent of APU hours) 2,000



Mar-08

Dec-07

Sep-07

Jun-07

Mar-07

Dec-06

Sep-06

Jun-06

Mar-06

Dec-05

Sep-05

Jun-05

Mar-05

Dec-04

-

CR = Confirmed Removal UR = Unscheduled Removal R = All Removals (unscheduled and scheduled) NCFR = No verified cause for removal

October 2008

Æ Honeywell.com

Average Time Between All Shop Visits 31 December 1999 Through 31 March 2008 5000 4,666

Average Time Since Last Removal (APU Hours)

4500

Based on CR's Only

4000 3500 3000 2500 2000 1500 1000 500



Mar-08

Dec-07

Sep-07

Jun-07

Mar-07

Dec-06

Sep-06

Jun-06

Mar-06

Dec-05

Sep-05

Jun-05

Mar-05

Dec-04

Sep-04

Jun-04

Mar-04

Dec-03

Sep-03

Jun-03

Mar-03

Dec-02

Sep-02

Jun-02

Mar-02

Dec-01

Sep-01

Jun-01

Mar-01

Dec-00

Sep-00

Jun-00

Mar-00

Dec-99

0

October 2008

Æ Honeywell.com

Average Time To First Shop Visit 31 December 1999 Through 31 March 2008 6000 5,488 Based on CR's

Average Time To First Shop Visit (APU Hours)

5000

4000

3000

2000

1000



Mar-08

Dec-07

Sep-07

Jun-07

Mar-07

Dec-06

Sep-06

Jun-06

Mar-06

Dec-05

Sep-05

Jun-05

Mar-05

Dec-04

Sep-04

Jun-04

Mar-04

Dec-03

Sep-03

Jun-03

Mar-03

Dec-02

Sep-02

Jun-02

Mar-02

Dec-01

Sep-01

Jun-01

Mar-01

Dec-00

Sep-00

Jun-00

Mar-00

Dec-99

0

October 2008

Æ Honeywell.com

Top Findings for Unscheduled APU Removals 131-9A Top Drivers For Unscheduled APU Removal 10.00 4/06 - 3/07

9.00

4/07 - 3/08

Unscheduled Removal Rate (Removals Per 100,000 APU Hours)

8.00 7.00

84% of fleet reporting

6.63

6.00

Solution In Place

5.00 4.00 3.00 2.16

2.00

1.69

1.81

1.89

1.77 0.80

1.00

0.94

0.95

0.80

0.63

0.55

0.60

0.43

0.40

0.24

-

0.24

0.25

0.16

E/C COMPRESSOR SHROUD

TO BE DETERMINED

DUPLEX BALL BEARING

NO FAULT/CAUSE FOUND FOR REMOVAL

COMBUSTOR

TURBINE SEAL

L/C CARBON SEAL

HOT SECTION

1ST STAGE TURBINE WHEEL (RIVETED)

HIGH TIME WEAROUT

-

4.06 - 3/07: Total Unscheduled Removals = 339; Total APU Hours = 2,006,491 4/07 - 3/08: Total Unscheduled Removals = 280; Total APU Hours = 2,547,330 10 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

APU Removals Correlated to Findings

Correlation Table Can Provide Useful Information for Troubleshooting 11 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

Solutions to Address Top APU Shop Findings No .

APU Shop Findings Category

Removal Rate

Issue

Solution Available

Solution Description

Honeywell Documentation

1

1st Stage Turbine Wheel – Riveted

1.81

Accelerated blade shift of the Riveted design turbine wheel assembly

Yes

Return to bend tab retention configuration BT2

SB 49-7846 Nov 05 SB 49-7856 Nov 05

2

Hot Section

1.77

Thermal deterioration over time

Yes

Improved protective coatings and increased nozzle area flow will help to extend hot section life

SB 49-7778 Mar 04 SB 49-7846 Nov 05 SB 49-7856 Nov 05

3

Load Compressor Seal

0.94

Odor in cabin due to oil bypassing the load compressor seal and rotor

Yes

Hydropad seal assembly

SB 49-7947 Aug 07

4

Turbine Seal

0.63

High oil consumption and leaks due to oil bypassing the aft turbine seal

Yes

Coking and segment breakage, incorporate fractured ring seal

SB 49-7845 Mar 06 P-3072

5

Combustor

0.55

Inner-transition liner (ITL) separation of the combustor module

Deferred

Program Deferred Primary removals for ITL separation significantly reduced since the implementation of increased flow turbine nozzle (SB 49-7778 Mar 04

Not Applicable

6

Duplex Ball Bearing

0.24

Bearing failure

Yes

Bearing internal geometry optimized Manufacturer’s inspection procedures improved, manuals inspections revised

Engine Manual

7

1st Stage Turbine Wheel – Bend Tab 1

Blade shift of the Tab1 design turbine wheel assembly

Yes

Remain with Bend Tab retention configuration along with improved protective coatings which later SBs provide

SB 49-7846 Nov 05 SB 49-7856 Nov 05

8

Load Compressor Impeller

In Process

Crack initiation resulting in impeller rim separation - 9 events since APU inception

Reconvene CSB gate 1, June 16, 2008

Impeller blade erosion

No

Impeller contact with shroud abradable resulting in localized temperature increase – 3 events since APU inception

Not Applicable

Moisture absorption & distortion over time

Yes

Replace EC Shroud coated with Bare metal

SB 49-7718

9

Engine Compressor Shroud


0.16

Rim separation of the impeller


October 2008

Æ Honeywell.com

LRU In-Service Summary



October 2008

Æ Honeywell.com

2. Technical Programs PLATFORM: A318/A319/A320/A321

2. ATA 49: 131-9[A] 2.1 First Stage Turbine Wheel 2.2 Load Compressor Rim Separation 2.3 Starter Motor G7050-101



October 2008

Æ Honeywell.com

2.1 First Stage Turbine Wheel 3840160-5/-7/-8 PLATFORM: A318/A319/A320/A321

2.1 First Stage Turbine Wheel The first stage turbine wheel is an axial flow disk with removable blades Affected Part Numbers 3840160-5/-7/-8



October 2008

Æ Honeywell.com

2.1 First Stage Turbine Wheel 3840160-5/-7/-8 • Issue – Turbine Wheel blade separation and shift

• Background – P/N 3840303-1 Turbine Wheel introduced • Riveted blade retention to prevent blade shift • Under-platform blade coating to prevent blade separations

– Accelerated blade shift occurred with the Rivet retention

1st Stage Turbine Wheel Blade Walk with Rivet Retention Design

• Blade shift at 1800 to 2000 cycles (since installation) causing low time removals and reduction in fleet reliability • Blade shift causes vibration which can result in turbine scavenge tube cracking and high oil consumption 16 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

2.1 First Stage Turbine Wheel 3840160-5/-7/-8 • Solution – Bend Tab blade retention • Incorporates retention method used on original wheel configuration • Includes improved blade coatings which prevents blade separation

Bend Tab - BT2

1st Stage Turbine Wheel with Bend Tab Design (BT2)


1st Stage TW


October 2008

Æ Honeywell.com

2.1 First Stage Turbine Wheel 3840160-5/-7/-8 • Status Action – Release BT2 Service Bulletin

Name Honeywell

Date Complete (Nov 2005)

Honeywell

Complete (Nov 2005)

• GTCP131-9A: 49-7846 • GTCP131-9A: 49-7856

– Production Incorporation • GTCP131-9A: P-3072

• Summary – P/N 3840160-7/-8 turbine wheels have brought APU reliability beyond goals

• Questions?

Fleet Reliability has Exceeded That of the Pre-Rivet Configuration 18 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

2.1 First Stage Turbine Wheel PN 3840310-3 • Solution for further benefit – Dual alloy turbine (DAT) – Eliminates blade walking – blades integral to wheel

• Status – DAT development/validation program complete – Field Evaluation Service Bulletin 13149-7971FE October 2008 • 30ea 131-9A and 30ea 131-9B APUs • 10ea 131-9A and 10ea 131-9B APUs to accumulate 2500 hours each • MSA operators selected • FE hardware availability October 2008

– DAT field evaluation will take 2-3 years



October 2008

Æ Honeywell.com

Contact Information For further information, please contact: • Your local Honeywell Field Service Engineer or, • Honeywell Technical Operations Center (TOC) – Telephone • US/Canada: 800.601.3099 • International: 602.365.3099

– E-mail • [email protected]



October 2008

Æ Honeywell.com

2.2 LC Impeller Rim Separation, PN 3822400-5 PLATFORM: A318/A319/A320/A321

2.2 Load Compressor Impeller The Load Compressor Impeller is a centrifugal flow wheel that provides bleed air



October 2008

Æ Honeywell.com

2.2 LC Impeller Rim Separation, PN 3822400-5 • Issue – Impeller Rim Failures • 9 Rim separation failures on 131-9A • 2 found cracked, no separation

• Background – Material Analysis results • Cracks initiated from the outer diameter rim edge fillet on the suction side of the blade • High Cycle Fatigue (HCF) identified on several crack & fracture surfaces • Cracked impellers exhibited heavy rubs along the blade shroud line

– APU Test Results • Previous testing at heavy blade rubs and cold soak show elevated strains • Repeated surge also generated high dynamic responses 22 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

2.2 LC Impeller Rim Separation, PN 3822400-5 Material Analysis Summary

Rim Separation Occurred ~ 4000-7000 Cycles, Except the 1st Event 23 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

2.2 LC Impeller Rim Separation, PN 3822400-5 • Status – Action

Name

Date

– FPI paying special attention to the known crack initiation site – Currently evaluating impeller rub as possible cause (RCCA)

Shop

On-going

Honeywell

On-going

• Summary – Material Analysis identifies High Cycle Fatigue (HCF)

• Questions?



October 2008

Æ Honeywell.com





October 2008

Æ Honeywell.com

2.3 Starter Motor, PN 2704506-2 PLATFORM: A318/A319/A320/A321

2.3 Starter Motor A brush-type, direct current, series wound motor designed to accelerate the APU from start initiation through light-off, and to assist the APU in reaching selfsustaining speeds



October 2008

Æ Honeywell.com

2.3 Starter Motor, PN 2704506-2 •Issue – Field reports of low time starter removals

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



October 2008

Æ Honeywell.com

2.3 Starter Motor, PN 2704506-2 • Background (cont.)

Operator

S/N

Cycles

Hrs

BWI Showing

1

621

2655

1328

3/4

709

2689

1345

3/4

1164

4983

2687

1/3

1172

4548

2264

1/3

1325

5807

3263

1/3

1765

5842

3358

1/3

– 6 in-service starters obtained from 3 operators – Measured amount of brush wear – High ratio of APU hours to starts

2

3

Predicted Life Based on 0.24 in. of Brush Wear

• Large difference between fastest and slowest wearing brush • Average predicted life low

– Brush spring forces within drawing tolerances

Cycles

– Calculated projected starter life

18000 16000 14000 12000 10000 8000 6000 4000 2000 0

min max

621

709

1765

1325

1164

1172

S/N

Opportunity To Investigate In-Service Starters 28 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

2.3 Starter Motor, PN 2704506-2 • Background (cont.) – Rig testing of 2 new brush grade materials • Completed 65 hours of no load run-in testing found favorable

• Status – – – –

Action Rig testing Additional Load testing Brush selection

Name Honeywell Honeywell Honeywell

Date Complete 1st Qtr 2009 1st Qtr 2009

• Summary – Low starter reliability • Brush wear, armature damage, debris buildup, over duty cycle

– Root Cause Corrective Action (RCCA) in progress

• Questions?



October 2008

Æ Honeywell.com





October 2008

Æ Honeywell.com

Appendix 3. Appendix 3.1 3.2 3.3 3.4 3.5 3.6 3.7

Cross Section Reference – L/C Carbon Seal Reference - VECB Service Bulletins & Manuals List LRU Part Number List Acronym List Key Service Bulletins



October 2008

Æ Honeywell.com

3.1 APU Cross Section, PN 3800708-1



October 2008

Æ Honeywell.com

3.2 LC Carbon Seal & Rotor, PN 3827250-3 PLATFORM: A318/A319/A320/A321

G7050-101


3.2 Load Compressor The load compressor seal and rotor separate the oil-wetted compressor bearing area from the bleed air HONEYWELL CONFIDENTIAL Use or Disclosure of information contained on this page is subject to restrictions on Page 2

October 2008

Æ Honeywell.com

3.2 LC Carbon Seal & Rotor, PN 3827250-3 • Issue – Oil Smell in Aircraft Cabin

Wave Spring

Carbon Seal Nose

• Root Cause – Oil bypassing the carbon seal due to carbon blistering, carbon face coke formation and wear

• Solution – Hydropad design seal with a non-contact face • Seal rotor features cause the carbon seal to lift-off from the face of the rotor allowing an oil film seal

• Benefits – Lower carbon temperatures – Blister resistant carbon material – Lower oil leakage potential at altitude operation



Shallow Hydropads

PN 3827608-3 and PN 3822635-2

October 2008

Æ Honeywell.com

3.2 LC Carbon Seal & Rotor, PN 3827250-3 • Status – 32 seals installed at two operators • FE to end after 2500 APU hours on each of 10 sets of seals

– 131-9[A] FE fleet has accumulated over 84,800 hours • High time unit greater than 5,000 hours • No oil leaks / No reported oil smells

– Field Evaluation requirements have been completed • 10 seals have been inspected with no discrepancies found • SB 131-49-7947 released August 2007



October 2008

Æ Honeywell.com

3.3 Versatile Electronic Control Box - VECB

3.3 Versatile Electronic Control Box - VECB A computer-based control box designed to control and provide an interface with the APU, aircraft and subsystems



October 2008

Æ Honeywell.com

3.3 Versatile Electronic Control Box - VECB • Issue – APU inlet fire

• Background – Fire caused by reverse airflow and negative differential pressure carrying abnormally high temperature air across the APU core toward the inlet duct • The condition of reverse-flow through the APU is only present in-flight when the APU inlet door is closed • No similar incidents on the 131-9[A]

• Solution – VECB logic modification requested by Airbus • Software modification to allow evacuation of fumes following protective shutdowns

PN 3888394-121204 and PN 3888394-221204 37 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

3.3 Versatile Electronic Control Box - VECB • Solution (cont.) – Logic change for prevention of flow reversal using the inlet door during specific flight phases • Aircraft on ground (excluding flight phases 8,9 and 10) – If a protective shutdown occurs, the inlet door will not be allowed to close until 15 minutes after APU speed is below 7 percent and the aircraft has taken off

• Aircraft in flight and on ground during flight phases 8, 9 and 10 – If a protective shutdown occurs, the inlet door will not be allowed to close until 15 minutes after APU speed is below 7 percent

• The VECB will remain powered until the inlet door has closed • During normal and emergency shutdowns the VECB will continue to command the inlet door to close as soon as the APU speed falls

– Incorporation of Airbus Cover SB 49-1075 and Honeywell SB 49-7898 or 49-7899 will be considered the terminating action to AD 2006-0153 (starter motor brush wear indicator inspection and air intake inspection and cleaning) PN 3888394-121204 and PN 3888394-221204 38 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

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

• BITE test additions and improvements • LRU text message clarifications

– Reference Honeywell SB 49-7898 and 49-7899 for further details 39 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

3.3 Versatile Electronic Control Box - VECB • Issue – Operators have expressed a desire to operate the 131-9[A] with optimized fuel usage and reduced emissions

• Solution – Modification of inlet guide vane settings provides option to select more fuel efficient environmental control system (ECS) operations – Performance settings options • Original Performance • Standard Performance • Derate Performance

– Reference SB 49-7900 and Honeywell SIL APU-113

PN 3888394-121204 and PN 3888394-221204 40 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

3.3 Versatile Electronic Control Box - VECB • Status (cont.) – Any combination of performance settings may be configured for any fleet mix of the A321/320/319/318 Fuel Reduction Based On ECS Performance Settings * A/C

Original

Standard (Better)

De-Rated (Best)

A321 Baseline -1.40% -4.00% A320 Baseline -2.00% -4.50% A319 Baseline -2.00% -4.50% A318 Baseline -2.00% -4.50% Cabin Cooling Impact Based On ECS Performance Settings ** A/C - All

Best

Better

Good

• MES Performance is not affected by any ECS Performance setting change • The Standard Performance setting is now the default performance setting, as defined by Airbus

– Duty cycle emission improvements vs the ‘Original’ ECS setting: • Standard: 9.4% decrease in NOx emissions (5.2% reduction in all other emissions) • De-Rate: 10.3% decrease in NOx emissions (5.7% reduction in all other emissions) 41 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

3.3 Versatile Electronic Control Box - VECB • Status – – – – – –

Program kick-off Software code development Honeywell bench testing Airbus flight testing of software Airbus software approval Service Bulletin release


Complete Sept 2005 Complete Oct 2005 Complete Oct 2005 Complete Feb 2006 Complete Mar 2006 Complete Sep 2006


October 2008

Æ Honeywell.com

3.4 SB and manual list Identifier

Description

Issue Date

131-49-7790

Rework ECB PN 3888394-121202 to 3888394-121203 or PN 3888394-221202 to 3888394221203

7/20/2004

131-49-7791

Re-initialization of DMM PN 3876287-1

7/20/2004

131-49-7843

Replace surge duct PN 3884974-1 or PN 3885084-1 with PN 3885084-2

2/17/2006

131-49-7845

Replace rear bearing seal PN 3844561-1 with PN 3844561-3

3/7/2006

131-49-7846

Replace/return for rework first stage turbine rotor assembly PN 3840303-1 with/to PN 3840160-7

11/21/2005

131-49-7856

Replace first stage turbine rotor assembly PN 3840303-1 with PN 3840160-8 or replace/rework first stage turbine rotor assembly PN 3840160-5, with PN 3840160-8

11/21/2005

131-49-7898

Replace ECB with PN 3888394-121204 or 3888394-221204

8/21/2006

131-49-7899

Rework ECB to PN 3888394-121204 or 3888394-221204

8/21/2006

131-49-7900

Modification of APU performance adjustments in Data Memory Module

8/21/2006

131-49-7947

Replace LC carbon seal and rotor PN 3827350-3 and PN 3842418-1 with PN 3827608-3 and PN 3822635-2

8/14/2007

131-GTE1285

Authorize use of ECB PN 3888394-121203 in place of PN 3888394-221203

7/20/2004

160494-49-2378

Rework oil cooler by replacing thermostat PN 2372613-1 with PN 2372613-2

5/15/2004

SIL APU-63

APU operating hours/cycles ratio to aircraft operating hours/cycles

3/28/2002

SIL APU-68

Commercial APU Nameplates

8/19/2002

SIL APU-91

Turbine Blade Walking

1/11/2005

SIL APU-96

APU Oil Cooler Cleaning and Oil Filter Replacement

2/8/2005

SIL APU-113

APU ECS Performance Adjustments

5/16/2006



Rev. Date

10/17/2006

1/27/2005

October 2008

Æ Honeywell.com

3.5 131-9A/B/D LRU Part Numbers



October 2008

Æ Honeywell.com




October 2008

Æ Honeywell.com




October 2008

Æ Honeywell.com




October 2008

Æ Honeywell.com




October 2008

Æ Honeywell.com

3.6 ACRONYMS AD AMM APU ARINC ASD BITE CCA CMM EBPVD EIS FE FCU FIM FPI HCF HIRF HOC HOT HVOF IRM ISSR L/C

Airworthiness Directive Aircraft Maintenance Manual Auxiliary Power Unit Aeronautical Radio, Inc Autoshutdown Built-In Test Circuit Card Assembly Component Maintenance Manual Electron Beam Physical Vapor Deposition Entry Into Service Field Evaluation Fuel Control Unit Fault Isolation Manual Florescent Penetrate Inspection High Cycle Fatigue High Intensity Radiated Electromagnetic Frequencies High Oil Consumption Hot Oil Temperature High Velocity Oxygen Fuel Inspection and Repair Manual In-Service Summary Report Load Compressor


MTBCR MTBF MTBR MTBUR LRT LRU NFF NPRM PIPS RCCA RO RTCM SB SCD SCU S-G SIL SPU TCV TRACE TSI TSR

Mean Time Between Chargeable Removal Mean Time Between Failure Mean Time Between Removals Mean Time Between Unscheduled Removal Loop Resistance Test Line Replaceable Unit No Fault Found Notice of Proposed Rule Making Product In-Service Performance Support Root Cause and Corrective Action Repair and Overhaul Regional Technical Coordination Meeting Service Bulletin Specification Control Drawing Start Converter Unit Starter-Generator Service Information Letter Start Power Unit Temperature Control Valve Total Reliability Analysis of Components and Engines Time Since Installed Time Since Repair


October 2008

Æ Honeywell.com

3.7 Key Service Bulletins



October 2008

2008 Honeywell Air Transport Operators Conference

Auxiliary Power Unit 131-9B

Æ Honeywell.com

131-9B APU P/N 3800702-1 PLATFORM: B737-600/700/800/900

Chapter 49: 131-9B The Auxiliary Power Unit (APU) provides electrical, and pneumatic power to the aircraft for the electrical systems, environmental control system, and main engine starting 52 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

Agenda- APU131-9B, P/N 3800702-1 • 1. Reliability • 2. 131-9B APU Technical Programs – – – –

2.1 ECU Software Roll 2.2 Starter / Generator 2.3 Flow Divider Shut-off Valve 2.4 First Stage Turbine Wheel

• 3. Appendix – – – – – – – –

3.1 APU Cross Section 3.2 Delta P Indicator RCCA 3.3 Condition Monitoring 3.4 131-9B ECU Changes 3.5 Schematics 3.6 Service Bulletin Listing 3.7 131-9ABD Part Number Comparison 3.8 Acronyms



October 2008

Æ Honeywell.com

1. 131-9B Reliability, P/N 3800702-1 PLATFORM: B737-600/700/800/900

Chapter 49: 131-9B 1. Reliability



October 2008

Æ Honeywell.com

131-9B (737NG) Operating Statistics Through March 31, 2008 Number of Operators APU (Aircraft) Entry into Service Date Number of APUs Shipped to Date Total Number of APUs (aircraft) in Service Total Aircraft Hours since Introduction Total APU Hours Since Introduction APU Hours-to-aircraft hours Ratio APU MTBCR APU hours (last 12 Months) Percent of Fleet reporting


94 January 1998 2485 2407 38,431,240 28,080,307 0.70 16,781 5,318,881 86


October 2008

Æ Honeywell.com

131-9B Mean Time Reliability Trend September 30, 2005 Through March 31, 2008 30,000

MTBCR (16,781) Core engine component causing UR + LRUs causing secondary damage to core + Assembly errors causing UR

20,000

86% of fleet reporting 16,781

15,000

14,498 12,382

10,000

MTBUR (14,498) core engine component causing UR + LRUs causing secondary damage to core + Maint error + FOD + NCFR causing UR + Assembly errors causing UR MTBR (12,382) All URs + scheduled removals

5,000

Abbreviation:



Mar-08

Dec-07

Sep-07

Jun-07

Mar-07

Dec-06

Sep-06

Jun-06

Mar-06

Dec-05

Sep-05

Mean Time between APU Removals (APU Hours)

25,000

CR = Confirmed Removal UR = Unscheduled Removal R = All Removals (unscheduled and scheduled) NCFR = No verified cause for removal

October 2008

Æ Honeywell.com

Average Time to First Shop Visit 30 September 2005 Through 31 March 2008 10,000 9,000

8806

Based on CRs

7,000 6,000 5,000 4,000 3,000 2,000 1,000



Mar-08

Dec-07

Sep-07

Jun-07

Mar-07

Dec-06

Sep-06

Jun-06

Mar-06

Dec-05

Sep-05

Average Time To First Shop Visit (APU Hours)

8,000

October 2008

Æ Honeywell.com

Average Time Between Shop Visits 30 September 2005 Through 31 March 2008 10,000 9,000 Based on CRs

7,000 6581 6,000 5,000 4,000 3,000 2,000 1,000



Mar-08

Dec-07

Sep-07

Jun-07

Mar-07

Dec-06

Sep-06

Jun-06

Mar-06

Dec-05

Sep-05

Average Time Since Last Removal (APU Hours)

8,000

October 2008

Æ Honeywell.com

Top Findings for Unscheduled APU Removal 86% of Fleet Reporting 4.50

4.18

4.00

Solution In Place

3.50

4/06 - 3/07 4/07 - 3/08

2.50 2.00

1.72 1.39 1.53

1.50 1.01 1.00 0.59 0.50

0.29

0.50

0.33

0.39

0.29

0.26

0.38 0.20

0.17

0.17

0.05

0.17

0.15

-

L/C SHROUD

E/C COMPRESSOR SHROUD

DUPLEX BALL BEARING

FINDINGS NOT AVAILABLE

TURBINE SEAL

HOT SECTION

NO FAULT/CAUSE FOUND FOR REMOVAL

1ST STAGE TURBINE BLADE

HIGH TIME WEAROUT

-

1ST STAGE TURBINE WHEEL

Unscheduled APU Removal Rate (APU Removals Per 100,000 APU Hours)

3.00

4/06 - 3/07: Total Unscheduled Removals = 399; Total APU Hours = 4,160,831 4/07 - 3/08: Total Unscheduled Removals = 316; Total APU Hours = 4,581,296 59 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

Removals Correlated to Findings

NO FAULT/CAUSE FOUND FOR REMOVAL HOT SECTION TURBINE SEAL FINDINGS NOT AVAILABLE DUPLEX BALL BEARING E/C COMPRESSOR SHROUD TO BE DETERMINED L/C SHROUD L/C CARBON SEAL 1ST STAGE TURBINE DISK OIL COOLER EDUCTOR HOUSING STARTER GENERATOR INLET GUIDE VANE ASSY L/C IMPELLER CONTAMINATED/DIRTY FOREIGN OBJECT DAMAGE

1

2

3

1

1

1

1 1

1 2 3 1

1 2 1

1

2 1

1

1

79 70 27

1

1

1 1 1

1

2 1

1 2 1 1

2 2

1 1 4

1 1

2

1

1

4 1

1

1 1 1

1

1

1

2 1

1

2

1

COMPRESSOR HOUSING / PLENUM / CASE TURBINE BEARING RETURN SCAVENGE TUBE OR LINE Single Item Findings Grand Total

1

1 1 4 62

1 1 1 51

3 43

1 37

1 34

Agenda Code Number – APU 01-07

18 15 12 9 8 8 7 7 6 5 4 4 4 4 3 3 2 2

2 17

2 11

0 11

0 7

0 7

0 5

0 4

0 3

0 3

0 3

1 3

1 3

0 2

0 2

1 2

0 2

0 1

0 1

0 1

0 1

Correlation Table is Useful for Troubleshooting 60

Grand Total

SMOKE IN CABIN

PERFORMANCE TEST

NOT REPORTED FLUCTUATING DUCT PRESS.

FUEL LEAK PREDICTIVE TREND MONITORING

OVERTEMP FAILED BORESCOPE INSPECTION 2

1

2 3

1

WON'T CARRY LOAD (ELECTRICAL) FIRE, FLAMES FROM TAILPIPE

2

1

2

VIBRATION

2

8 1 1

1 1

1 3

SMOKE FROM EXHAUST

3

1

INOPERATIVE

4 3

1 1 1

4 1

NOISY

1 6

1 3

SEIZED

5 3

3 2

ODOR/SMELL IN CABIN

13 6

LOW DUCT PRESSURE

5 13 5

SURGING

6 14 9

METL /FILT/CHIP DET

FAILED TEST/INSPECTION

18 10 7

LOW OIL PRESSURE

27 9

NO START

Shop Finding Group 1ST STAGE TURBINE WHEEL HIGH TIME WEAROUT 1ST STAGE TURBINE BLADE

HIGH EGT

APU Removal Reason

AUTOSHUTDOWN

HOC / OIL LEAK

April 1, 2006 to March 31, 2008


October 2008

2 17 316

Æ Honeywell.com

Solutions to Address Top Shop Findings No.

APU Top Shop Findings Category

1

1st Stage Turbine Wheel

2

Issue

Solution Available

Solution Description

Honeywell Documentation

1.72

Low time blade shift

Yes

Add Coating to blades and return to bend tab retention

49-7857 and 497860 released Nov 05

High Time Wearout

1.52

APU Hours plus cycles =18,000

3

1st Stage turbine wheel blades

0.59

Turbine wheel blade corrosion causes separation at platform

Yes

Add coating to blades and return to bend tab retention

49-7857 and 497860 released Nov 05

4

NCFR

0.39

No Cause For Removal

5

Hot Section

0.33

Environmental wear

Yes

Gas path wash added to AMM

Boeing AMM

6

Turbine seal

0.26

Heat soak back and wear

Yes

Improved turbine seal

49-7881 released Mar 06

7

Findings not available

0.20

No findings available

8

Duplex Ball Bearing

0.17

Low time failure

Yes

Build process cleaning clarified

Engine Manual

9

EC Shroud

0.17

Swelling / erosion

Yes

Bare shroud

SPB GTE1181 released Dec 99

10

LC Shroud

0.15

Swelling / erosion

Yes

Reinforce on-wing short and long term storage requirements

Boeing AMM


Removal Rate


October 2008

Æ Honeywell.com

131-9B APU LRU Reliability Summary January 1, 2006 through December 31, 2006 Part Name*

STARTER GENERATOR BLEED AIR VALVE ELECTRONIC CONTROL FUEL CONTROL UNIT DELTA P SENSOR OIL COOLER TOTAL PRESSURE SENSOR SURGE VALVE IGV ACTUATOR IGNITION EXCITER

Number of Unscheduled Removals 200 122 62 54 21 40 15 37 37 19

MTBUR 9,561 15,923 31,333 35,420 52,457 45,741 70,820 50,761 49,449 74,031

January 1, 2007 through December 31, 2007

Percent of Number of World fleet Unscheduled Reporting** Removals 39% 243 40% 161 40% 81 40% 59 26% 31 39% 52 24% 25 39% 34 39% 30 30% 20

MTBUR 8,836 13,516 26,865 36,014 37,740 38,892 42,622 62,288 67,413 77,209

Percent of World fleet Reporting** 39% 39% 39% 38% 26% 38% 22% 38% 38% 31%

•* May not be the same operators reporting on all LRUs listed (all that are reporting are included) •** Percentage based on world fleet APU hours



October 2008

Æ Honeywell.com

2. Technical Programs 131-9B P/N 3800702-1 PLATFORM: B737-600/700/800/900

ATA 49: 131-9B 2.1 ECU Software Roll 2.2 Starter / Generator 2.3 Flow Divider Shut-off Valve 2.4 First Stage Turbine Wheel



October 2008

Æ Honeywell.com

2.1 P/N 2118196-222 ECU Software Roll PLATFORM: B737-600/700/800/900

2.1 -9B ECU Software Roll The ECU controls APU operation and provides fault notification



October 2008

Æ Honeywell.com

2.1 P/N 2118196-222 ECU Software Roll • Issue – Software update

• Background – Updates based on Boeing and operator input and best practices – Operators are not experiencing APU or ECU removals due to software problems – Changes identified in Appendix Electronic Control Unit (ECU)

• Status Action SB 2118196-49-4209

Name Honeywell

Date Complete (8 August 2008)

ECU Software is FOC and Downloadable On-wing 65 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com





October 2008

Æ Honeywell.com

2.2 Starter-Generator, P/N 28B545-7 PLATFORM: B737-600/700/800/900

2.2 Starter-Generator, P/N 28B545-7 The Starter-Generator is used to start the 131-9B APU and provides electrical power when the APU is onspeed 67 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

2.2 Starter-Generator, P/N 28B545-7 • Issue – Shorted rotating diode

• Background – 60 % of starter generators returned for broken lacing cord wraps causing Broken Diode Posts – 5% of starter generators returned for Main coil leads and Broken Upper and Lower Coil Crossover leads – 3% of starter generators returned for Drive Shaft Polygon and Polygon Adapter Pre-mature Wear Out

Bent Diode Post

Broken lacing cord

Worn Adapter 68 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

2.2 Starter-Generator, P/N 28B545-7 • Solution / Short Term: – Add extra diode lead support – Change to 28B545-7 Style C

• Solution / Long Term: – Requires re-qualification and PN change to 28B545-9 – Change Diode type from terminal post to radial screw connection – Revise Diode Lead support – Revise Rotor main coil upper and lower cross-over connections to braided wire – Revise main coil leads to stranded wire from flat solid wire 69 Agenda Code Number – APU 01-07

Additional Diode Lead Support


October 2008

Æ Honeywell.com

2.2 Starter-Generator, P/N 28B545-7 • Status Action Short term solution / SB Drive shaft wear RCCA Long term solution / SB

Name Honeywell Honeywell Honeywell

Date Q1 2009 Q2 2009 Q1 2010

• Summary – Short term solution will address primary reason for 60% of removals – Long term solution will address remaining shop findings but will require complete requalification and dash number change of the starter/generator

• Questions?



October 2008

Æ Honeywell.com





October 2008

Æ Honeywell.com

2.3 Shut-Off Valve P/N 692546-4 PLATFORM: B737-600/700/800/900

2.3 Fuel Flow Divider Shut-Off Valve (SOV) P/N 692546-4 Fuel Flow divider SOV shuts off fuel to the secondary atomizers above 26,000 ft



October 2008

Æ Honeywell.com

2.3 Shut-Off Valve P/N 692546-4 • Problem – Fuel flow divider shut-off valve (SOV) leaking

• Background – Current SOV and regulator configuration can result in hydraulic lock – Pressures developed during operation can exceed SOV seal capabilities Hydraulic Lock Secondary

Fuel in Flow divider Pressure regulator

Solenoid Shown Powered Closed Primary



October 2008

Æ Honeywell.com

2.3 Shut-Off Valve P/N 692546-4 • Solution – New poppet design to allow for leakage • Alleviate hydraulic lock • Simple field implementation • No software change required. V-Notch in Poppet Seat

• Status Action Testing / Validation Hardware and SB availability

Name Honeywell Honeywell

Date Q1 2009 Q2 2009

• Summary – New regulator will eliminate hydraulic lock

• Questions? 74 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com





October 2008

Æ Honeywell.com

2.4 First Stage Turbine Wheel 3840160-5/-7/-8 PLATFORM: A318/A319/A320/A321

2.4 First Stage Turbine Wheel The first stage turbine wheel is an axial flow disk with removable blades



October 2008

Æ Honeywell.com

2.4 First Stage Turbine Wheel 3840160-5/-7/-8 • Issue – Turbine Wheel blade separation and shift

• Background – P/N 3840303-1 Turbine Wheel introduced • Riveted blade retention to prevent blade shift • Under-platform blade coating to prevent blade separations

– Accelerated blade shift occurred with the Rivet retention • Blade shift at 1800 to 2000 cycles (since installation) causing low time removals and reduction in fleet reliability

1st Stage Turbine Wheel Blade Walk with Rivet Retention Design

– Blade shift causes vibration which can result in turbine scavenge tube cracking and high oil consumption



October 2008

Æ Honeywell.com

2.4 First Stage Turbine Wheel 3840160-5/-7/-8 • Solution – Bend Tab blade retention • Incorporates retention method used on original wheel configuration • Includes improved blade coatings which prevents blade separation

Bend Tab - BT2

1st Stage Turbine Wheel with Bend Tab Design (BT2)


1st Stage TW


October 2008

Æ Honeywell.com

2.4 First Stage Turbine Wheel 3840160-5/-7/-8 • Status Action – Release BT2 Service Bulletin

Name Honeywell

Date Complete (Nov 2005)

Honeywell

Complete (Nov 2005)

• GTCP131-9B: 49-7857 • GTCP131-9B: 49-7860

– Production Incorporation • GTCP131-9B: P-6968

• Summary – P/N 3840160-7/-8 turbine wheels have brought APU reliability beyond goals

• Questions?

Fleet Reliability has Exceeded That of the Pre-Rivet Configuration 79 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

2.4 First Stage Turbine Wheel PN 3840310-3 • Solution for further benefit – Dual alloy turbine (DAT) – Eliminates blade walking – blades integral to wheel

• Status – DAT development/validation program complete – Field Evaluation Service Bulletin 13149-7971FE October 2008 • 30ea 131-9A and 30ea 131-9B APUs • 10ea 131-9A and 10ea 131-9B APUs to accumulate 2500 hours each • MSA operators selected • FE hardware availability October 2008

– DAT field evaluation will take 2-3 years 80 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com





October 2008

Æ Honeywell.com

3. APPENDIX • • • • • • • •

3.1 APU Cross Section 3.2 Delta-P Indicator (RCCA) 3.3 Condition Monitoring 3.4 131-9B ECU Changes 3.5 Schematics 3.6 Service Bulletin Listing 3.7 131-9ABD Part Number Comparison 3.8 Acronyms



October 2008

Æ Honeywell.com

3.1 131-9B Cross Section

G0542-1



October 2008

Æ Honeywell.com

3.2 Delta-P Indicator - P/N 3881052-1 PLATFORM: B737-600/700/800/900

3.2 131-9B Lube Filter Delta P Indicator Provides indication when generator oil filter is blocked 84 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

3.2 Delta-P Indicator - P/N 3881052-1 • Problem – Delta-P indicator (DPI) popping

Temp Bulb

• Background – Operators report finding indicators popped • No contamination found in the filter

– Operators report repeated indicator popping on the same indicator • After changing the filter, the DPI pops again • After changing the DPI, the indicator pops again

Indicator Switch



October 2008

Æ Honeywell.com

3.2 Delta-P Indicator - P/N 3881052-1 • Background (Cont’d) – Repeated indications taking maintenance time to troubleshoot – Hardware review has ranged from ‘badly damaged’ to ‘passes ATP’ – Functional Requirements • Locked up until 70F • Fully Armed after 130F • Actuates at 33 PSID

– P/N 3881052-1 DPI from two sources • 7590601-101 is the P/N of the DPI from PTI technologies. • 1744920 is the P/N of the DPI from Facet.

– Both DPIs reported popped



October 2008

Æ Honeywell.com

3.2 Delta-P Indicator - P/N 3881052-1 • Root-cause findings to date – Actual Delta-P across the filter • Associated with changing oil types • Higher detergent oil scrubbed particles into the filters • Filters did not look clogged but failed delta-P test

– Damage from percussive reset attempts • Findings from returned sensors shows severe mechanical damage • Damage can cause DPI to stick open or stick closed

– Some operators refer to the DPI as a 'hard landing' indicator • No substantiation available

– Two reports that lube module replacement stopped DPI popping – Some APUs with walking turbine blades have popped DPI – Vibration



October 2008

Æ Honeywell.com

3.2 Delta-P Indicator - P/N 3881052-1 •Investigation – DPI popping appears to be driven by vibration. • “From where? and How much is too much?” have not been determined.

Q: What should an operator do if confronted with a popped DPI? A: Record the APU S/N and Hours. If the DPI is popped: 1) Replace oil filter (every time) 2) If the DPI Pops again, Replace the oil filter and the DPI and check for FOD or blade walking 3) If the DPI Pops again, Replace the oil filter and the lube module 4) If DPI pops on that APU again, replace the oil filter and provide the following information to Field Service Engineering a)S/N and hours information recorded for each occurrence. b)APU TSN /TSR c)Last Shop Visit details Including balance in planes ‘C’ and ‘D’ during assembly d)Vibration values during Functional test of the APU 88 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

3.3 131-9B Condition Monitoring • 131-9B APU Condition Monitoring Available – Operators using this method of APU trend monitoring until PTMD is available. – Uses Cockpit Display Unit (CDU) to access CT5ATP • CT5ATP is T5 corrected for outside temperature, generator load and IGV position

– Boeing Fleet Team Digest Article (737NG-FTD-49-04005) provides method and parameters • Check CT5ATP at 45-90 day intervals • When CT5ATP reaches 638C/1180F, reduce interval by 25% to 50% • When CT5ATP reaches 653C/1207F, schedule APU for removal within next 200 hours

Values and Intervals Will Vary Based on Operator Requirements 89 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

3.4 P/N 2118196-222 ECU Software Roll Changes for Operational Problems 1. Cool down through speed reduction •

Not enabled at this time

2. Fault 218 BITE / APU inlet door not closed • • •

Current Operation: Determines whether the APU Inlet door closes within 30 seconds. Check logic includes review of APU Fuel Shut-Off Valve position. Change: Fuel SOV position signal from detectability (when to test) to test conditions (what to test). Reason: Non-clearable fault can occur during production testing.

3. LOQ logic • •

Current Operation: False indication occurs during aircraft movement at APU startup. Aircraft are currently delivered with this indicator functionality turned off to prevent false indications. Change: Disable functionality when main engines on to prevent false indications. Also change the CDU display and Label 270 bits to not change except with the detectability condition (when to test) as defined by fault 227. The MAINT lamp indication will be an operator selectable option. The LOQ Maintenance Light will be enabled or disabled from the CDU Ident./Config. page 2. The on/off toggle will be shown at all times on Line 10 of the CDU. Line 10 will read one of the following messages: -

•

The Scratch Pad Entries for turning this feature on and off will be typed into Line 14 with wording as follows: -

• •

MAINT LIGHT FOR LOQ ON MAINT LIGHT FOR LOQ OFF

LOQON LOQOFF

The Oil Quantity page will no longer be the access point for the LOQ enable / disable. The CDU message notating this will be removed. Reason: Restore original intended functionality and respond to customer requests for LOQ indication.



October 2008

Æ Honeywell.com

3.4 P/N 2118196-222 ECU Software Roll 4. IGV offset restoration • • •

Current Operation: IGV ECS degradation is a value corresponding to the number of IGV degrees versus APU HOURS of IGV opening. It is currently limited to 5 degrees increased open at 10,000 APU hours. Change: Base IGV offset on time since last shop visit instead of APU hours (TSN) Reason: Create ability for APU performance offset for overhauled APUs to be the same as new APUs.

5. APU hours and time since installed hours calculation • • •

Current Operation: Hours are currently calculated in separate timing loops. Change: DMM APU hours and time since installed will be calculated in the same timing loop. Reason: Response to operator request – APU Hours and Time Since Installed currently can be slightly different. APU HOURS has higher resolution, is more accurate, and will be used.

6. DMM will skip storage at 500, 1000 etc. hours • • •

Current Operation: DMM does not store data at multiples of 500 hours if the APU is turned OFF after the time occurs. Change: DMM will now store these previously missed data points. Reason: Helps operators with trending data of APU health.

7. Input Monitoring Display for 900 Series A/C • • •

Current Operation: Current 900 series aircraft are identified as 800 series on the APU Input monitoring CDU display. This identification is used to choose the ECS schedule. The 800 and 900 series aircraft use the same ECS schedules. Change: The APU Input monitoring page will now identify both 800 and 900 series aircraft as 8/900. Reason: Operator request due to the 800 series identification of 900 series aircraft.

8. Bleed Disable •

Current Operation: Activates when flow error (WC error) is greater than 0.1 lbs/sec for a time greater than 1sec. Change: Adds an additional, conditional “AND” requirement to activate bleed disable. Bleed flow (WC) must also be less than 1 lbs/sec to trigger bleed disable in the revised logic. Bleed air enable reset is not affected. • Reason: Application of Honeywell field experience. 91 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

3.4 P/N 2118196-222 ECU Software Roll 9.

Interval records for CT5ATP, CPTATP, CWFATP • • •

Current Operation: ECU records parameters at either 500 or 1000 hour intervals until 10,000 hours and then stops trending information. Change: Add revolving counter. After 10,000 hours, records start over incremented by the 10000 hours. Reason: The APU consistently logs more than 10,000 hours on wing.

10. DMM data exchange with engine change • • •

Current Operation: During improper APU R&R, DC power not disabled, S/N changes ok but data from old APU s/n is not overwritten. Change: This software change will prevent this from occurring if the improper exchange is performed. Reason: Field experience showed exceptions where the DMM data exchange did not occur as expected resulting in lost data.

11. DC power loss. Autoshutdown 019 • • •

Current Operation: Fault is logged when an operator turns off battery power prior to 7% speed on APU powerdown. Change: If the APU switch is “OFF” when the battery is turned off, the DC power loss fault will not be logged into the system, regardless of engine speed. Reason: Customers requested that the fault not be logged when maintenance crews turn off the APU via the battery when on ground as this fault occurs so often it fills the memory logs.

12. Minimum IGV angle in cold temperatures •

• •

Current Operation: ECU IGV schedules do not compensate for cold weather stress on the IGVs. This is relevant, because for a given deflection of the IGVs due to aerodynamic loading, and higher modulus of elasticity due to lower temperatures, there is a higher associated stress on the vanes. The change below is needed to prevent the higher stress. Change: Change IGV schedules to reflect a minimum IGV position of 30 degrees if T2 is below 0oF. Reason: Application of Honeywell experience from other programs to reduce IGV stress levels.



October 2008

Æ Honeywell.com

3.4 P/N 2118196-222 ECU Software Roll 13. Shorted rotating diode protective shutdown. Autoshutdown 026 • Current Operation: Shorted rotating diode in starter generator results in Fault 4941244. Subsequent starts are allowed and may damage older versions of the SCU, 241 and -245 versions. • Change: Adds a protective shutdown on subsequent start attempts for a shorted rotating diode to prevent internal failures of early model (-241/-245) SCUs. Requires operator action in order to attempt a ground start. Starting may be attempted while in flight due to ETOPS considerations. In this case, start attempts could still damage the -241/-245 SCUs. Auto-shutdowns for the SRD (shorted rotating diode) fault will require a scratch pad entry from the CURRENT STATUS CDU page before an APU start may be attempted. Wording for the scratch pad entry is as follows: STARTOK • Reason: Response to operator request to prevent burnout of multiple SCUs.



October 2008

Æ Honeywell.com

3.4 P/N 2118196-222 ECU Software Roll 14. Frozen IGV and IGV sweeping logic • Current Operation: ECU has no logic to address ice accumulation that affects only the pneumatic system. • Change: Add Ice Breaking Logic that will prevent ice accumulation. Operators will notice this logic working as follows:

- 14.1 Transitions (when the APU is moving from one mode to another – i.e. RTL to ECS): - When T2 < 52°F AND when position error is detected which keeps the IGVs from moving, there will be no noticeable effects, but the IGVs will be commanded partially open and closed indefinitely unless APU is shutdown, or until the IGVs move to their commanded position. - 14.2 Ready to Load (APU on, APU Bleed Switch off): - When T2 < 52°F there will be a small noise increase for 2 seconds every 60 seconds due to small IGV commanded movements. This noise is due to a small sweep (+7 degrees and back to RTL position) that serves to detect if vanes are stuck. - 14.3 Duct Pressurization and ECS modes (APU on, APU Bleed Switch on, R&L Packs on or off): - When T2 < 52°F AND when ice is accumulating on the IGVs, there will be an audible “whoosh” for 3 seconds every 60 seconds noticeable in and around the aircraft. This noise is due to the IGVs being commanded full open and back to original position under this weather and ice condition. Correspondingly, the additional air flowing through the load compressor goes downstream to the Air Cycle Machine (ACM), and the resulting spooling up and down of the ACM creates the audible difference. This feature will automatically turn off when the APU is shutdown or when MES is attempted. - 14.4 MES mode will not be affected. In-flight operations will not be affected. - 14.5 The Ice Breaking Logic (IBL) option may be turned on and off from the CDU Ident./Config. page 2. The on/off toggle will be shown at all times on Line 11 of the CDU. Line 11 will read one of the following messages:

ICE LOGIC ON ICE LOGIC OFF

ICELOGICON ICELOGICOFF

- 14.6 The IBL Scratch Pad Entries for turning this feature on and off will be typed into Line 14 with wording as follows: - Reason: Response to operator request to prevent loss of bleed air in cold weather conditions.. 94 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

3.4 P/N 2118196-222 ECU Software Roll Changes Not Noted as Operational Problems 15. LOP lamp logic • Current Operation: Currently the LOP lamp is on during initial startup until the oil pressure reaches a particular level. This is normal. If the LOP lamp comes on after reaching 95% speed and before autoshutdown; this is not in spec compliance. • Change: Logic is being added to show LOP switch status below 95% and above 95% for the first acceleration only, not above 95% once LOP switch status has changed, only after autoshutdown. • Reason: Compliance with Boeing requirements.

16. LOP lamp blinks during idle/test mode. • Current Operation: Currently the LOP lamp blinks during idle/test mode. • Change: Logic is being added to prevent this from occurring. • Reason: Application of field, Honeywell, and Boeing experience.

17. No Flame Shutdown Autoshutdown 011 • Current Operation: EGT rise required to be <300°F for a No Flame ASD • Change: EGT rise required to be <100°F for a No Flame ASD • Reason: Application of Honeywell experience.

18.

Delta P and P total auto zeroing • Current Operation: Currently Delta P and Pt auto-zero previous to APU starting conditions. • Change: This change was deleted. Found to effect performance.



October 2008

Æ Honeywell.com

3.4 P/N 2118196-222 ECU Software Roll 19.

Logic Change for Bleed air disable. • • •

20.

Current Operation: Currently IGV and SCV torque motor failure is incorporated into the Bleed Air enable logic. Change: Torque motor fail inputs have been taken out of the bleedair enable logic only. Reason: Application of Honeywell experience.

Loss of overspeed protection autoshutdown. Autoshutdown 020. • • •

21.

Current operation: Restart can be preformed if BITE power is ON. Change: Operator now needs to enter STARTOK into scratchpad from CURRENT STATUS page to restart APU. Reason: Ensures operator recognizes condition for autoshutdown.

Flow divider ‘on’ logic. • • •

Current Operation: Fuel manifold secondary filling not robust if still filled at time of pulse. This may cause increased speed momentarily due to length of pulse. Change: Add logic to turn off pulse if speed is increasing above setpoint plus margin. Reason: Application of Honeywell experience.

22. Fault 171 / Fuel Flow vs. Command • • •

Current Operation: During start when the Speed is greater than 20% N, fuel flow measured is compared to fuel flow command Change: Changed to 15% N because cranking speed may not reach 20% without lightoff under all conditions. Reason: Application of Honeywell experience.

23. Reverse flow logic. Autoshutdown 017. • • •

Current Operation: SCV position not considered for reverse flow detection. Change: Add SCV position error to reverse flow possible logic. This is used for bleed disable to prevent reverse flow if possible. Reason: Application of Honeywell experience.

24. EGT Meter operation • • •

Current Operation: When APU is powered up into idle or test mode, EGT meter momentarily spikes, drops, then rises as expected. Change: Added logic to eliminate EGT meter spike during test mode or at entry into idle mode. Reason: Response to customer request.



October 2008

Æ Honeywell.com

3.4 P/N 2118196-222 ECU Software Roll 25. Date and Time recording •

• •

Current Operation: During prestart bite failures the date and time sometimes shows dashes (invalid date and time) on the CDU pages. The problem appears to be that the date and time labels are 1 second labels and the faults log in 0.5 seconds. Therefore if the fault is detected in the first 0.5 seconds the valid time and date is missed. Change: Add logic to double check for faults so that the time and date can be logged for faults occurring in the first 0.5 seconds. Reason: Application of Honeywell experience.

26. Generator load shed or underspeed shutdowns while pneumatically loaded • • •

Current Operation: Current logic could cause a generator load shed or underspeed shutdown due to lack of appropriate use of pressure readings. Change: Modify the logic to ensure the inlet pressure sensor alternate value and/or airplane pressure is used appropriately since AC mach number is not valid on ground below predetermined speed. Reason: Application of Honeywell experience.

27. Label 270 Bits 23, 24, 25 follow display or switch logic • • •

Current Operation: Label 270 info not the same as CDU display info Change: Changed all display logic to match transmitted info. ARINC label 270 transmittal will match displayed data on CDU. Reason: Necessary for the LOQ logic change.

28. Change 737-600 ECS schedule • • •

Current Operation: 737-600 ECS 2-pack Hot day normal flow schedules are more open than required to meet flow requirements. They are also more open than the -700 series schedules. Change: Modify -600 series ECS schedules to match the -700 series for similarity. 2-pack High flow is the preferred option for operators requiring additional aircraft cooling. Reason: Similarity between -600 and -700 schedules requested by Boeing.

29. Add label for Time Since Installed to ARINC 429 transmitted labels. • • •

Current Operation: ECU/DMM currently transmits TSN but does not transmit a label for Time Since Installed Change: Add Time Since Installed label 056 Reason: Response to customer request.



October 2008

Æ Honeywell.com

3.5 131-9B P/N 3800702-1 Drains Schematic



October 2008

Æ Honeywell.com

3.5 131-9B Lubrication System Schematic



October 2008

Æ Honeywell.com

3.5 131-9B Fuel System Schematic



October 2008

Æ Honeywell.com

3.5 131-9B Pneumatic System Schematic



October 2008

Æ Honeywell.com

3.6 131-9B P/N 3800702-1 SB Summary

Min-Mod Requirements: (1) Do before subsequent flight or before XX hours, YY cycles, or a specific end date or specified interval. (2) Do as soon as possible without effect on revenue service. (3) Do at next shop visit of engine or module. (4) Do When (area) is exposed. (5)Do as soon as the affected part is removed from the engine.(6) Do when the part is routed for repair. (7) Do at customer convenience or option. (8) Spare parts information. (9) Information only. (S) Supersceded (C) Conversion (S) Supersceded (CMP) Component, (FE) Field 102 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com

3.6 131-9B P/N 3800702-1 SB Summary

Min-Mod Requirements: (1) Do before subsequent flight or before XX hours, YY cycles, or a specific end date or specified interval. (2) Do as soon as possible without effect on revenue service. (3) Do at next shop visit of engine or module. (4) Do When (area) is exposed. (5)Do as soon as the affected part is removed from the engine.(6) Do when the part is routed for repair. (7) Do at customer convenience or option. (8) Spare parts information. (9) Information only. (S) Supersceded (C) Conversion (S) Supersceded (CMP) Component, (FE) Field 103 Agenda Code Number – APU 01-07


October 2008

Æ Honeywell.com




October 2008

Æ Honeywell.com




October 2008

Æ Honeywell.com




October 2008

Æ Honeywell.com




October 2008

Æ Honeywell.com




October 2008

Æ Honeywell.com

3.8 Acronyms AD AMM APU ARINC ASD BITE CCA C/F CMM COE DMC DMM ECB EGT EIS FE FCU FFD FIM FOC GRDE HOC HOT ID/OD IGV IGVA IPC IRM ISSR ISSU L/C LCV LFP LOP 109 Agenda Code Number – APU 01-07

Airworthiness Directive Aircraft Maintenance Manual Auxiliary Power Unit Aeronautical Radio, Inc Autoshutdown Built-In Test Circuit Card Assembly Cooling Fan Component Maintenance Manual Center Of Excellence Direct Maintenance Cost Data Memory Module Electronic Control Box Exhaust Gas Temperature Entry Into Service Field Evaluation Fuel Control Unit Fuel Flow Divider Fault Isolation Manual Free Of Charge Global Repair Development Engineering High Oil Consumption Hot Oil Temperature Inner/Outer Diameter Inlet Guide Vanes Inlet Guide Vane Actuator Illustrated Parts Catalog Inspection and Repair Manual In-Service Summary Report In-Service Summary Update Load Compressor Load Control Valve Low Fuel Pressure Low Oil Pressure

LOQ LRU MA MTBCR MTBF MTBR MTBUR LRT LRU NFF NPRM OIT PIPS PMT P/S PSE PTM RCCA RDE R&O RTCM SB SCD SCV SIL S/N TBD TCV TRACE TSI TSR UTC VECB WPG

Low Oil Quantity Line Replaceable Unit Material Analysis Mean Time Between Chargeable Removal Mean Time Between Failure Mean Time Between Removals Mean Time Between Unscheduled Removal Loop Resistance Test Line Replaceable Unit No Fault Found Notice of Proposed Rule Making Operator Information Telex Product In-Service Performance Support Product Management Team Power Section Product Support Engineering Predictive Trend Monitoring Root Cause and Corrective Action Repair Development Engineering Repair and Overhaul Regional Technical Coordination Meeting Service Bulletin Specification Control Drawing Surge Control Valve Service Information Letter Serial Number To Be Determined Temperature Control Valve Total Reliability Analysis of Components and Engines Time Since Installed Time Since Repair Universal Time Code Versatile Electronic Control Box Workscope Planning Guide


October 2008

APU 01

Recommend Documents