APU Maintenance (MAINT)/LOW OIL QUANTITY Light
MAINT Illuminated (blue) – APU maintenance problem exists:
.
APU may be operated.

.
light is disarmed when APU switch is OFF.

LOW OIL QUANTITY Illuminated (blue) –
.
APU oil quantity is insufficient for extended operation.

.
light is disarmed when APU switch is OFF.

APU LOW OIL PRESSURE Light
Illuminated (amber) –
.
during start until the APU oil pressure is normal

.  oil pressure is low causing an automatic shutdown (after start cycle is
complete)

.  
with Garrett –280 or Sundstrand APS 2000 APU, if light is illuminated
when APU switch is placed to OFF, light extinguishes after 5 minutes.

.
light is disarmed when APU switch is OFF.

APU Exhaust Gas Temperature (EGT) Indicator
Displays APU EGT
With Garrett –280 or Sundstrand APS 2000 APU, EGT indicator remains powered for 5 minutes after APU shutdown.

APU OVERSPEED Light
Illuminated (amber) –
.
APU RPM limit has been exceeded resulting in an automatic shutdown
. overspeed shutdown protection feature has failed a self–test during a

normal APU shutdown (Garrett –129 APU) or during abnormal start or shutdown (Garrett –280 or Sundstrand APS 2000 APU)

.  
with Garrett –280 or Sundstrand APS 2000 APU, if light is illuminated
when APU switch is placed to OFF, light extinguishes after 5 minutes.

.
light is disarmed when APU switch is OFF.

APU FAULT/lHIGH OIL TEMPERATURE Light
FAULT Illuminated (amber) –
.
a malfunction exists causing APU to initiate an automatic shutdown

.  
with Garrett –280 or Sundstrand APS 2000 APU, if light is illuminated
when APU switch is placed to OFF, light extinguishes after 5 minutes.

.
light is disarmed when APU switch is OFF.

.
Additional restarts may be attempted.

Copyright . The Boeing Company. See title page for details.
7.10.26   December 5, 2003

Engines, APU -Controls and Indicators 737 Operations Manual
HIGH OIL TEMP Illuminated (amber) –
.  
APU oil temperature is excessive, causing APU to initiate an automatic shutdown.

.
light is disarmed when APU switch is OFF.

APU Generator AC Ammeter
Displays APU generator load current

APU Switch
OFF – normal position when APU is not running.
.  
for –129 APU, positioning switch to OFF with APU running initiates
APU shutdown, trips APU generator off the bus(es), if connected, and
closes APU bleed air valve.

.  
for –280 APU or APS 2000 APU, positioning switch to OFF with APU running trips APU generator off the bus(es), if connected, and closes APU bleed air valve. APU continues to run for a specified cooling period.

ON – normal position when APU is running.
START (momentary) – positioning APU switch from OFF to START and releasing it to ON initiates an automatic start sequence.
APU Hours Indicator

APU Hours Indicator
Indicates elapsed hours of APU operation since last reset.
Engines, APU -Controls and Indicators 737 Operations Manual

Intentionally
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Copyright . The Boeing Company. See title page for details.
7.10.28  December 5, 2003

737 Operations Manual

Introduction
The airplane is powered by two CFM56–3 engines. The engine is a dual rotor axial flow turbofan. The N1 rotor consists of a fan, a three stage booster section connected by a through shaft to a four stage low pressure turbine. The N2 rotor consists of a high pressure compressor and a high pressure turbine. The N1 and N2 rotors are mechanically independent. The N2 rotor drives the engine gearboxes. A bleed air powered starter motor is connected to the N2 rotor.
The main engine control (MEC) schedules fuel to provide the thrust called for by the forward thrust lever setting. The fuel flow is further refined electronically by the power management control (PMC) without moving the thrust levers.
Each engine has individual flight deck controls. Thrust is set by positioning the thrust levers. The thrust levers are positioned automatically by the autothrottle system or manually by the flight crew. The forward thrust levers control forward thrust from idle to maximum. With the PMCs ON or OFF, advancing the thrust levers full forward provides some overboost and should be considered only during emergency situations when all other available actions have been taken and terrain contact is imminent. The reverse thrust levers control thrust from reverse idle to maximum reverse.
　
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