ANALISIS DAN PENANGANAN KERUSAKAN AUXILIARY
POWER UNIT B737-300 KONDISI AUTOSHUTDOWN
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Institusion
INSTITUT TEKNOLOGI DIRGANTARA ADISUTJIPTO
Author
Prasta Santosa, Millenio
Subject
T Technology (General)
Datestamp
2024-02-27 03:15:31
Abstract :
Almost all commercial aircraft use an Auxiliary Power Unit (APU) for flight operational energy sources. The APU produces energy in the form of pneumatic and electric which can be used for components and systems on aircraft. Aircraft performance will be disrupted if the APU cannot reach 100% speed on time (line up slowly). If the temperature in the oil increases unreasonably, the APU will also be disrupted and will lead to auto-shutdown. So the aircraft will experience difficulties in obtaining pneumatic and electrical energy sources. Repairs were made to aircraft A and aircraft B to replace unserviceable components with new or serviceable components. After carrying out the troubleshooting process in the form of data collection and after that performing a visual check, the results of these components can be seen. This activity uses directions from AMM Boeing 737-300 aircraft chapter 49. When you have replaced the components, you can do a final test to ensure that the APU is back to normal. The results obtained from the final test, namely the APU from the two related aircraft, obtained information, namely the APU was normal with an indication of a normal oil temperature of 130 oC and an engine speed that was able to reach 100% according to the starting time of 90 seconds. The result of this troubleshooting is that both aircraft are back to normal or serviceable.
Almost all commercial aircraft use an Auxiliary Power Unit (APU) for flight operational energy sources. The APU produces energy in the form of pneumatic and electric which can be used for components and systems on aircraft. Aircraft performance will be disrupted if the APU cannot reach 100% speed on time (line up slowly). If the temperature in the oil increases unreasonably, the APU will also be disrupted and will lead to auto-shutdown. So the aircraft will experience difficulties in obtaining pneumatic and electrical energy sources. Repairs were made to aircraft A and aircraft B to replace unserviceable components with new or serviceable components. After carrying out the troubleshooting process in the form of data collection and after that performing a visual check, the results of these components can be seen. This activity uses directions from AMM Boeing 737-300 aircraft chapter 49. When you have replaced the components, you can do a final test to ensure that the APU is back to normal. The results obtained from the final test, namely the APU from the two related aircraft, obtained information, namely the APU was normal with an indication of a normal oil temperature of 130 oC and an engine speed that was able to reach 100% according to the starting time of 90 seconds. The result of this troubleshooting is that both aircraft are back to normal or serviceable.
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