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B.  False alarms are usually intermittent and rarely remain for any length of time. High ambient temperature coupled with APU heat may cause a false alarm. The system will usually become operable again after a short time. If a false alarm should remain after the accessory unit is replaced, isolation of the sensor, connector or interconnecting wiring will be required. Isolation of the faulty component can be accomplished with the help of the trouble shooting chart.
C.  The sensor and interconnecting wiring can be checked with an ohmmeter. An open sensor can be found by making a continuity check between center pins or sockets on connectors on the ends of the sensor. Shorts can be found by looking for continuity between the pins or sockets and the shell of the connector. If moisture in a connector is found to be the cause of a false alarm, remove moisture by blowing out connectors with dry nitrogen.
D.  Prior to making any tests, equivalent connectors should be installed at the plug or receptacle of the sensor or airplane wiring. The test connector should have exposed contact points to attach or touch test probes. If test connectors are not used, an oversized tests probe may be forced into a socket of the sensor connector; this may spread the contacts and prevent the pin of the mating connector from making proper contact.
E.  Whenever the fire protection module (P8-1) is removed and replaced, a test must be performed on the APU fire detection system (Ref APU Fire Detection System - Adjustment/Test).
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2. APU Trouble Shooting Chart

H30967
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APU FIRE DETECTION SYSTEM - ADJUSTMENT/TEST
1.  APU Fire Detection System Test
A.  Prepare to Test
(1)  
Provide power to the airplane and energize busses on load control center P6.

(2)  
Ensure the following circuit breakers are closed on load control center P6:

(a)  
APU (Fire protection detection)

(b)  
Master Warning and Control

(c) 
 Deleted

(d)  
Landing Gear Indicating Lights

 

(3)  
Ensure the following circuit breakers are open on load control center P6:

(a)  
Engine-1

(b)  
Engine -2

(c) 
 Wheel Well-Wing-Body Overheat

(d)  
Cargo smoke (Passenger/Cargo Convertible Airplanes only)

 

B.  Test System
(1)  
Attempt to pull APU fire switch on the fire protection module. The switch should remain locked.

(2)  
Press override button under APU fire switch and pull switch. Lock should be released and switch pulled out.

CAUTION:  DO NOT ROTATE SWITCH WHILE PULLED OUT. FIRE EXTINGUISHING BOTTLE MAY BE DISCHARGED.

(3)  
Close fire switches.

(4)  
Hold the overheat-fire test switch to the overheat position. No engine fire indications should be presented; the APU detector inoperative light should illuminate.

(5)  
Return the overheat-fire test switch to the off position.

(6)  
Hold the overheat-fire test switch to the fire position. The following warning indications should be presented:

(a)  
Both red fire warning lights on P7 should be illuminated.

(b)  
The APU fire switch handle should be illuminated.

(c)  
The APU fire switches should be unlocked. Verify by pulling out switch.

CAUTION: DO NOT ROTATE SWITCH WHILE PULLED OUT.

(d)  
The fire bell in the control cabin should sound with a steady ringing.

(e)  
The horn and fire warning light in the right main wheel well should go on and off at a 60 cpm rate.

 

(7)  
While the lights are illuminated, position the lights test switch on the P2 panel to DIM and then back to BRT. The master fire warning lights should dim and then return to their original brightness.

(8)  
Test fire bell and horn silencing and extinguishing of fire warning lights on P7 by pressing switches at each of the following stations:

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Apr 01/97  BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.  26-15-0 Page 501 

NOTE:  Release the overheat-fire test switch after silencing and again hold it to the fire position to reactivate bell and horn for next station tested. Fire warning light on remote APU control panel should remain illuminated after bell and horn are silenced.
(a)  
Bell cutout on fire protection panel.
　
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