"OVERSPEED" LIGHT IS ON WHEN THE APU (FIG. 102) MASTER SWITCH IS IN THE "OFF" POSITION
APU INDICATION LIGHTS ON THE P5 FORWARD OVERHEAD PANEL DO NOT COME ON WITH THE PRESS-TO-TEST (FIG. 103)
BATTERY VOLTAGE IS LESS THAN 22 VOLTS WITH THE "BAT" SWITCH IN THE "ON" POSI-TION AND NO AC POWER ON THE CHARGER (FIG. 104)
BATTERY VOLTAGE IS LESS THAN 26 VOLTS WITH AC POWER ON THE CHARGER (FIG. 105)
"LOW OIL PRESSURE" LIGHT DOES NOT COME ON WHEN THE APU MASTER SWITCH MOVES TO THE "ON" POSITION FROM THE "OFF" POSI-TION (FIG. 106)
THE APU FUEL VALVE DOES NOT FULLY OPEN OR DOES NOT FULLY CLOSE (FIG. 107)
THE AIR INLET DOOR DOES NOT FULLY OPEN OR DOES NOT FULLY CLOSE (FIG. 108)
CIRCUIT BREAKER ON THE APU CONTROL UNIT OPENS DURING THE APU OPERATION (FIG. 109)
APU START PROBLEMS
STARTER MOTOR DOES NOT TURN (FIG. 110)
STARTER MOTOR TURNS SLOWLY (FIG. 111)
STARTER MOTOR TURNS BUT THE APU ENGINE TURNS SLOWLY OR DOES NOT TURN (FIG. 112)
STARTER MOTOR TURNS THE APU ENGINE BUT THERE IS NO COMBUSTION (NO INCREASE IN EGT)(FIG. 113)
STARTER MOTOR CONTINUES TO TURN WHEN THE APU ENGINE SPEED IS GREATER THAN 50% (FIG. 114)
(FIG. 115 OR 115A) APU ENGINE ACCELERATES SLOWLY OR THE APU ENGINE SPEED DOES NOT GET TO 100%
APU ENGINE HAS AN EXPLOSIVE "PUFF", (FIG. 116) "BANG" OR FLAME DURING AN APU START
Fault Index
Figure 101 (Sheet 1)
EFFECTIVITYùùùùùùùùùùùùùùùùùùùùùùùùùùùùùù. ú
49-00-00
ALL ú ú 01 Page 106 ú Nov 15/95
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
E06537
THE APU OPERATION APU INDICATION PROBLEMS DURING
CIRCUIT BREAKER ON THE APU CONTROL UNIT OPENS DURING THE APU OPERATION (FIG. 109)
95% (FIG. 117) "APU GEN OFF BUS" LIGHT DOES NOT COME ON WHEN THE APU ENGINE SPEED GETS TO
THE "APU FREQ" METER (FIG. 118) APU ENGINE FREQUENCY FOR THE NO-LOAD CONDITION IS NOT BETWEEN 405-410 CPS ON
APU ENGINE SPEED IS 100% (FIG. 119) BLEED LOAD CANNOT BE APPLIED WHEN THE
THAN 12 TO 14 SECONDS (FIG. 120) BLEED AIR VALVE DOES NOT OPEN IN LESS
WHEN A BLEED LOAD IS APPLIED (FIG. 121) APU ENGINE SPEED DECREASES TOO MUCH
EGT IS TOO HIGH OR OUT OF CONTROL DURING THE APPLICATION OF THE BLEED LOAD (FIG. 122 OR 122A)
BLEED AIR FOR MAIN ENGINE START IS NOT SUFFICIENT (FIG. 123 OR 123A)
BLEED AIR VALVE OPERATES OPEN AND OR 124A) CLOSED AGAIN AND AGAIN (FIG. 124
INCREASE IN THE EGT (FIG. 125) APU ENGINE SPEED DECREASES WITH AN
(FIG. 126) CONSTANT DURING THE MAIN ENGINE START PRESSURE IN THE BLEED AIR DUCT IS NOT
THE APU OPERATION APU INDICATION PROBLEMS DURING
HIGH OIL CONSUMPTION (FIG. 127)
(FIG. 128) SMOKE OR FLAME IN THE APU EXHAUST
FUMES OR SMOKE IN THE CABIN (FIG. 129)
(FIG. 130) BLEED" SWITCH IN THE "OFF" POSITION "DUAL BLEED" LIGHT IS ON WITH THE "APU
MODULE (WDM 36-10-01). REPLACE THE P5-10 AIR CONDITIONING IN THE "OFF" POSITION. ENGINE "BLEED 1" AND "BLEED 2" SWITCHES "DUAL BLEED" LIGHT IS ON WITH THE
TION (FIG. 131) EGT IS LESS THAN 620`C WITH BOTH AIR CONDITIONING PACKS IN THE "ON" POSI-
(FIG. 131A) TIONING PACKS IN THE "ON" POSITION SET-POINT OR 566`C WITH BOTH AIR CONDI-EGT IS LESS THAN THE OPERATOR'S EGT
(FIG. 132) WITH A 50 TO 100 AMP ELECTRICAL LOAD NO-LOAD CONDITION OR GREATER THAN 430`C EGT IS GREATER THAN 370`C FOR THE
(FIG. 133) 100 AMP ELECTRICAL LOAD AND THE "APU EGT IS GREATER THAN 430`C WITH A 50 TO BLEED" SWITCH IS IN THE "ON" POSITION (AIR CONDITIONING PACKS ARE CLOSED)
EGT IS GREATER THAN 649`C DURING THE APU OPERATION (FIG. 134 OR 134A)
EGT IS GREATER THAN 760`C (FIG. 135)
Fault Index
Figure 101 (Sheet 2)
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