A330

A330-200/300
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 (LVL
2&3) (GE CF6)
AIR CONDITIONING
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved
No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
AIRBUS Environmental Recommendation
Please consider your environmental responsability before printing this
document.
AIR CONDITIONING
Air Conditioning Line Maintenance Briefing (2) . . . . . . . . . . . . . . . . . 2
AIR GENERATION/TEMP CONTROL &

RECIRCULATION
Air Conditioning System Overview (3) . . . . . . . . . . . . . . . . . . . . . . . 24
Pack Air Flow Regulation D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Pack Temperature Control D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Emergency RAM Air Inlet D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Cockpit/Cabin Air Temperature Control D/O (3) . . . . . . . . . . . . . . . . 66
Air Recirculation and Management D/O (3) . . . . . . . . . . . . . . . . . . . 88
COCKPIT/CABINAIR DISTRIBUTION &VENTILATION

Cockpit/CAB Air Distribution & VENT D/O (3) . . . . . . . . . . . . . . . . 96
Galley and Toilet Ventilation D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . 102
Aft Galley Heating D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
CARGO COMPT VENTILATION/TEMPERATURE

CONTROL
FWD Cargo COMPT VENT/TEMP CTL SYS D/O (3) . . . . . . . . . 116
AFT Cargo COMPT VENT D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . 118
Bulk Cargo COMPT VENT/Heating D/O (3) . . . . . . . . . . . . . . . . . 120
PRESSURIZATION
Pressurization System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
AVIONICS EQUIPMENT VENTILATION

Avionics Equipment Ventilation D/O (3) . . . . . . . . . . . . . . . . . . . . . 144
Avionics Eqpt. Ground Cooling D/O (option) (3) . . . . . . . . . . . . . . 152
AIR CONDITIONING BAY VENTILATION

System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
MAINTENANCE PRACTICE
Air Conditioning MCDU Pages (2) . . . . . . . . . . . . . . . . . . . . . . . . . 170
Air Conditioning System Base Maintenance (3) . . . . . . . . . . . . . . . 178
MAINTENANCE COURSE - T1 (LVL 2&3) (GE CF6)
21 - AIR CONDITIONING
TABLE OF CONTENTS Nov 21, 2008
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A330-200/300 TECHNICAL TRAINING MANUAL

G7108471 - G3LT1T0
AIR CONDITIONING LINE MAINTENANCE BRIEFING (2)

GENERAL
The air conditioning system maintains the air in the pressurized fuselage
areas at the correct level of pressure, temperature and freshness. The
pressurized areas are:
- the cockpit,
- the 6 zones of the passenger cabin,
- the lavatories and galleys areas,
- the crew rest compartments, when installed,
- the avionics compartment,
- the FWD, AFT and BULK cargo compartments.
The air conditioning system also ensures the ventilation of the air
conditioning bay, which is a non-pressurized area
Air supply comes from the pneumatic system. Then, air is regulated in
temperature by the temperature regulation sub-system. Correct level of
air freshness in the pressurized areas and proper ventilation of the avionics
equipment is ensured by the ventilation sub-system. The pressurization
sub-system ensures a cabin altitude compatible with crew and passengers
comfort.
AIR CONDITIONING LINE MAINTENANCE BRIEFING (2) Nov 20, 2008
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GENERAL
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TEMPERATURE CONTROL AND RE-CIRCULATION
Bleed air coming from the pneumatic system is first regulated in flow by
two pack flow control valves controlled by the Pack Controllers (PCs)
according to flow demand inputs received from the AIR panel and the
Zone Controller (ZC).
Bleed air is then delivered to two independent air conditioning packs
which ensure basic temperature regulation. Each air conditioning pack
mainly consists of an Air Cycle Machine (ACM) and heat exchangers
using ram air flowing through ram air inlet and ram air outlet flaps. Pack
temperature regulation is controlled by the associated PC according to a
temperature demand computed by the ZC based upon inputs received
from the AIR panel and the Flight Attendant Panel (FAP).
The cooled fresh air is then fed into a mixer unit.
On ground, a ground cart supplies preconditioned air through Low
Pressure (LP) ground connectors. In flight, if both packs are inoperative,
an emergency ram air inlet will enable to maintain air supply to the cabin.
The emergency ram air supply is directly controlled from the AIR panel.
Fine temperature adjustment of air distributed in the pressurized zones
is obtained by controlling the amount of hot air added to the air coming
from the mixer unit. This is under the control of the ZC according to the
temperature demand inputs received from the AIR panel and the FAP.
A part of cabin air is re-circulated by re-circulation fans through
re-circulation valves in order to limit the bleed air demand on the engines.
This re-circulated air is mixed with fresh air coming from the air
conditioning packs into the mixer unit. Re-circulated air is also used for
avionics ventilation purpose. The re-circulation fans and valves are
controlled by the Ventilation Controller (VC). The re-circulation fans
can be manually switched off from the VENTILATION panel.
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TEMPERATURE CONTROL AND RE-CIRCULATION

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AVIONICS AND AIR CONDITIONING COMPT
VENTILATION
The two re-circulation fans used for cabin air re-circulation are also used
as blower fans for the avionics equipment ventilation. The system carries
out proper ventilation of the rack equipment and various panels in order
to avoid any overheat condition. It operates continuously whenever aircraft
electrical power is available. An extract fan extracts the air from the
avionics equipment ventilation. Air is discharged either overboard through
the overboard valve or under the cargo floor through the underfloor valve.
When the overboard valve is open, the underfloor valve is closed and
vice versa. The Avionics Equipment Ventilation Computer (AEVC)
controls and monitors the avionics ventilation system. A manual override
is possible from the VENTILATION panel.
The air conditioning bay is ventilated on ground and in flight as soon as
the air conditioning packs operate in order to avoid any overheat condition
in this compartment. The air conditioning bay ventilation system uses
RAM air through NACA inlet to cool down the compartment. The system
is monitored by the AEVC.
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AVIONICS AND AIR CONDITIONING COMPT VENTILATION

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PRESSURIZATION
The pressurization system makes sure that cabin altitude is safe and
compatible with crew and passenger comfort. The cabin pressurization
is done by controlling the amount of cabin air discharged overboard
through two outflow valves located on the lower part of the aircraft
fuselage. The system is controlled automatically by the Cabin Pressure
Controllers (CPCs), or manually from the CABIN PRESS panel.
When the aircraft is on ground, the Residual Pressure Control Unit
(RPCU) forces both outflow valves to move to the fully open position,
overriding the automatic control from CPCs and the manual control as
well. This is to prevent any violent door opening in case of residual cabin
pressure.
Three safety valves are installed at the rear pressure bulkhead to prevent
excessive positive or negative differential pressure. Due to the large
volume of the fuselage, one negative-pressure relief valve helps the safety
valves to prevent negative differential pressure.
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PRESSURIZATION
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DEACTIVATION OF THE TURBOFAN SUPPLY LINE
WARNING: MAKE SURE THAT AIR IS NOT SUPPLIED TO THE
AIR CONDITIONING SYSTEM FROM THE MAIN
ENGINE, THE APU OR THE GROUND SOURCE. HOT
COMPRESSED AIR CAN CAUSE INJURY TO STAFF.
DO NOT TOUCH COMPONENTS UNTIL THEY ARE
SUFFICIENTLY COOL TO PREVENT BURNING
INJURIES.
Make sure that all BLEED P/Bs are released out and tagged. Put a warning
notice on the HP ground connector as well.
Remove the applicable belly fairing panel(s) for access.
Disconnect the supply line from the turbofan. Connect the supply line to
the dummy connection on the structure and put blanking plugs on the
disconnected line end.
To deactivate the mechanic call horn you must have access to the left
relay plate in the avionic bay; the dedicated pin of the turbofan must be
disconnected from the terminal block on the left relay plate. Only turbofan
monitoring is deactivated, but the related warning stays in view. The call
horn remains functional for the other functions.
NOTE: As an alternative, you can push the HORN RESET P/B on the
external power control panel. This panel is on the fuselage
behind the NLG. This stops the mechanic call horn but you will
hear it again after the subsequent flight if the fault continues.
If no other deactivation servicing tasks have to be performed, the area
can be closed. All tools, test and support used during this procedure
should be removed.
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DEACTIVATION OF THE AVIONICS VENTILATION
OVERBOARD EXTRACT VALVE
Make sure that all engines are shut down and that the Full Authority
Digital Engine Control GrouND PoWeR(FADEC GND PWR) P/Bs are
not selected ON.
CAUTION: DO NOT USEYOUR FINGERS TO SET THE SWITCHES
TO THE "ON" POSITION. USEA STICK,AND BEVERY
CAREFUL TO THE HANDLE THAT WILL ROTATE IF
THE AVIONICS EQUIPMENT VENTILATION
COMPUTER (AEVC) SET THE VALVE TO THE
CLOSED POSITION.
In case of a failure, the avionics ventilation overboard extract valve can
be manually operated and deactivated in the open position for normal
operation on the ground:
- push to release the handle from its recess,
- pull the handle out,
- set the deactivation switch to OFF,
- pull the handle further to engage the drive mechanism,

- fold out the handle and turn clockwise until the main flap is Fully Open
(FO),
- fold and latch the handle.
For dispatch the valve must be deactivated with the main flap closed and
the auxiliary flap open:
- push to release the handle from its recess,
- pull the handle out,
- set the deactivation switch to OFF,
- pull the handle further to engage the drive mechanism,
- fold out the handle and turn it counterclockwise until the main flap is
Fully Closed (FC) and the auxiliary flap is still open,
- fold and latch the handle.
If no other deactivation servicing tasks have to be performed, the area
can be closed. All tools, test and support used during this procedure have
to be removed.
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DEACTIVATION OF THE AVIONICS VENTILATION OVERBOARD EXTRACT VALVE

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DEACTIVATION OF THE PACK FLOW CONTROL VALVE

ENGINE, THE APU OR A GROUND SOURCE. HOT
COMPRESSED AIR CAN CAUSE INJURY TO STAFF.
DO NOT TOUCH COMPONENTS UNTIL THEY ARE
SUFFICIENTLY COOL TO PREVENT BURNING
INJURIES.
Make sure that all BLEED P/Bs are released out and tagged. Put a warning
notice on the HP and LP ground connectors as well.
Release PACK 1 or 2 P/BSW to the OFF position, and open the applicable
RESET Circuit Breaker (C/B) - PACK CONT 1 for pack 1 or PACK
CONT 2 for pack 2. Remove the applicable belly fairing panel(s) for
access.
Remove the lockwire from the locking screw and move the locking screw
from position 1 to position 2.
Close the applicable RESET C/B.
The area can be closed. All tools, test, support and warning notices used
during this procedure should be removed.
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This Page Intentionally Left Blank

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PRESSURIZATION SYSTEM MAINTENANCE TIPS
For the pressurization system, the automatic cabin pressure control system
1 or 2, may be inoperative provided cabin pressure indications are
operative on ECAM in manual mode.
The cabin pressure indications on ECAM are provided by the CPC fitted
at the position of the system 1.
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PRESSURIZATION SYSTEM MAINTENANCE TIPS

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AIR CONDITIONING SYSTEM OVERVIEW (3)

AIR CONDITIONING SYSTEM OVERVIEW
Bleed air coming from the pneumatic system is first regulated in flow by
two pack flow control valves controlled by the Pack Controllers (PCs)
according to flow demand inputs received from the AIR panel and the
Zone Controller (ZC).
Bleed air is then delivered to two independent air conditioning packs,
which make sure that basic temperature is regulated. Each air conditioning
pack mainly has an Air Cycle Machine (ACM) and heat exchangers using
ram air flowing through ram air inlet and ram air outlet flaps. Pack
temperature regulation is controlled by the related PC according to a
temperature demand computed by the ZC based upon inputs received
from the AIR panel and the Flight Attendant Panel (FAP).
The cooled fresh air is then fed into a mixer unit.
On ground, a ground cart supplies preconditioned air through Low
Pressure (LP) ground connectors. In flight, if both packs are inoperative,
an emergency ram air inlet will help to maintain air supply to the cabin.
The emergency ram air supply is directly controlled from the AIR panel.
Fine temperature adjustment of air distributed in the pressurized zones
is obtained by controlling the amount of hot air added to the air coming
from the mixer unit. This air temperature adjustment is done under the
control of the ZC according to the temperature demand inputs received
from the AIR panel and the FAP.
A part of cabin air is re-circulated by re-circulation fans through
re-circulation valves in order to limit the bleed air demand on the engines.
This re-circulated air is mixed with fresh air coming from the air
conditioning packs into the mixer unit. Re-circulated air is also used for
avionics ventilation. The Ventilation Controller (VC) controls the
re-circulation fans and valves The re-circulation fans can be manually
switched off from the VENTILATION panel.
AIR CONDITIONING SYSTEM OVERVIEW (3) Nov 20, 2008
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AIR CONDITIONING SYSTEM OVERVIEW

AIR CONDITIONING SYSTEM OVERVIEW (3) Nov 20, 2008
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PACK AIR FLOW REGULATION D/O (3)

SYSTEM DESCRIPTION
The system ensures:
- pack air flow regulation and shut-off,
- pack air flow measurement,
- ozone filtering.
PACK AIR FLOW REGULATION D/O (3) Nov 20, 2008
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SYSTEM DESCRIPTION
Page 27


SYSTEM DESCRIPTION (continued)
FLOW CONTROL VALVE (FCV)
The Flow Control Valve (FCV) is a modulating and shut-off butterfly
valve. It is controlled by the Pack Controller (PC). The FCV is
pneumatically actuated and:
- electrically controlled through an electrical pressure regulator (normal
mode),
- pneumatically controlled through a pneumatic pressure regulator
(back-up mode).\
The electrical pressure regulator is fitted with a torque motor. The

pneumatic pressure regulator is supplied directly with cabin pressure.
The normal/back-up mode switching is ensured by a control solenoid.
The shut-off function is ensured by an on/off solenoid. Two
microswitches ensure the valve Fully Closed (FC)/Not Fully Closed
(NFC) position detection. The FCV is fitted with a mechanical visual
indicator and a locking screw for maintenance purposes.
SENSORS
Four different sensors are used for the actual pack airflow calculation:
- two flow sensors measure the differential pressure through the FCV,
- a pack inlet pressure sensor reads the air pressure upstream from the
FCV,
- a bleed temperature sensor reads the air temperature upstream from
the FCV.
OZONE CONVERTER
An ozone converter is fitted in the hot bleed air supply duct upstream
from the FCV. The ozone converter removes the ozone from the air
by catalytic effect.
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SYSTEM DESCRIPTION - FLOW CONTROL VALVE (FCV) ... OZONE CONVERTER

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SYSTEM DESCRIPTION - FLOW CONTROL VALVE (FCV) ... OZONE CONVERTER

Page 30


Page 31

PACK FLOW REGULATION

Each FCV has two different flow regulation modes. In this module we
describe only the FCV 1 system. The normal mode operates as long as
the control solenoid is energized by the PC. The pneumatic back-up mode
takes over when the control solenoid is not energized.
NORMAL MODE
The PC controls the electrical pressure regulator through a torque
motor. The PC compares the pack flow demand received from the ZC
to the actual flow. The actual flow is calculated by the PC and based
on:
- two differential pressure inputs,
- the bleed air temperature,
- the pack inlet pressure,
- the cabin altitude.
PNEUMATIC BACK-UP MODE
The pneumatic back-up mode operates if the control solenoid electrical
power supply is lost or the electrical pressure regulator torque motor
fails. The pneumatic pressure regulator regulates the flow to 125%
and keeps it constant according to:
- a differential pressure measured within the FCV,
- a pneumatic cabin pressure input.
The FCVs pneumatically close if the pack inlet pressure drops below
5 PSI.
INDICATING
The FCV position, the actual flow and the pack flow demand target
data for normal mode are transmitted to the EIS through the ZC. These
indications are displayed on the ECAM BLEED page.
FCV SHUT-OFF
The FCV shut-off is ensured by the on/off solenoid. The FCV closes
when the on/off solenoid is energized. The FCV flow regulation is enabled
when the on/off solenoid is de-energized. A pack closure relay directly
commands the on/off solenoid according to:
- the associated PACK P/BSW position,
- an engine start/relight condition,
- an engine fire condition,
- the DITCHING P/BSW position,
- the cabin and cargo doors status.
ON/OFF FUNCTION
FCV 1 closes when the PACK 1 P/BSW is set to OFF. FCV 2 closes
when the PACK 2 P/BSW is set to OFF.
ENGINE START/RELIGHT
Each PC closes its associated FCV as soon as an engine start or relight
sequence is initiated. EIVMU 1 transmits engine start data to PC 1

for control of FCV 1. EIVMU 2 transmits engine start data to PC 2
for control of FCV 2. The FCV opens at the end of the start sequence
in flight or after a delay following the start sequence on ground. The
EIVMU will not generate an FCV closure signal during an engine
relight in flight with N2>50% (N3>50% for RR engine). Both FCVs
close if an engine start occurs with the crossbleed valve in open
position.
ENGINE FIRE
FCV 1 closes if ENGine 1 FIRE P/BSW is released out. FCV 2 closes
if ENG 2 FIRE P/BSW is released out.
Page 32

DITCHING
Both FCVs close as soon as the DITCHING P/BSW is set to ON. The
ditching signal is transmitted to each pack close relay via a ditching
relay.
DOORS NOT CLOSED AND LOCKED
The ZC checks the door status inputs after the first engine is started
and continuously monitors the door status until the throttle lever are
set to take-off power (flight phase 2). During flight phase 2, the PC
will automatically close both FCVs to prevent fuselage pressurization
if the door status is "doors not closed and locked". The PC will open
both FCVs as soon as the door status becomes "doors closed and
locked".
From flight phase 3, the latest door status monitored during phase 2
will be memorized and latched. The memorized door status will be
reset and the actual door status monitoring resumed if at least throttle
lever 2 or 3 is removed from the take-off power position and the A/C
is on ground.
FCV POSITION DISAGREEMENT
A FAULT light comes on, on the PACK 1(2) P/BSW when the FCV 1(2)
position disagrees with the commanded position. The fault light is
triggered through an FCV 1(2) disagree relay. An associated ECAM
warning message will be triggered on the EWD.
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PACK FLOW REGULATION ... FCV POSITION DISAGREEMENT

Page 34


Page 35


PACK FLOW DEMAND
The pack flow demand calculation is performed by the Zone Controller
(ZC). It is used as a target value by each PC for controlling the FCVs.
The pack flow demand basically depends on the AIR FLOW selector
position. The pack flow demand is set to:
- 100% if the selector is in MAN position,
- 80% if the selector is in LO position.
The demand is variable if the selector is in NORM or HIGH position.
AIR MANAGEMENT
The air management function ensures a fuel consumption reduction
without affecting passenger comfort. It calculates a pack flow demand
based on:
- the NORM/HIGH AIR FLOW selector position,
- the cabin layout from the Cabin Intercommunication Data System
(CIDS).
CARGO OFFSET
The pack flow demand is offset if optional cargo compartment heating
or cooling systems are installed. The offset depends on:
- the FWD cargo cold air valve position, if installed,
- the aft cargo cold air valve position, if installed.
These positions are transmitted by the Ventilation Controller (VC).
LOWER DECK FACILITY OFFSET
The pack flow demand is also offset if an optional lower deck facility
is installed. The offset value depends on the lower deck facility
configuration transmitted by the CIDS.
ONE BLEED OFF
The pack flow demand is limited if both packs are operative and one
engine bleed air system is off.
APU BLEED AIR SUPPLY
The pack flow demand is set to 123.5% if both packs are operative
and the APU bleed valve is open.
FLOW INCREASE REQUEST
The pack flow demand is increased in order to maintain cabin
pressurization. The demand comes from the CPCs.
TAKE-OFF/OPPOSITE PACK START
Each PC overrides the pack flow demand received from the ZC to
prevent pack compressor overheat. Thus, pack flow demands are set
to 80% during take-off or opposite pack starting sequence.
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PACK FLOW DEMAND - AIR MANAGEMENT ... TAKE-OFF/OPPOSITE PACK START

Page 37


PACK FLOW DEMAND (continued)
ABNORMAL OPERATION: ZONE CONTROLLER
FAILURE
In case of zone controller failure, the flow is set to 100% or 140% if
single pack operation. The pack outlet temperature is set to 20 deg.C.
Page 38

PACK FLOW DEMAND - ABNORMAL OPERATION: ZONE CONTROLLER FAILURE

Page 39


PACK FLOW DEMAND (continued)
ABNORMAL OPERATION: PACK CONTROLLER
FAILURE
In case of pack controller failure, the Flow Control Valve operates
pneumatically. The flow is set to 120 % of nominal flow

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PACK FLOW DEMAND - ABNORMAL OPERATION: PACK CONTROLLER FAILURE

Page 41

PACK TEMPERATURE CONTROL D/O (3)

PACK OVERVIEW PRINCIPLE
A dedicated PC controls the pack air temperature.
SYSTEM ARCHITECTURE
The pack air temperature is controlled by:
- the Temperature Control Valve (TCV) for short-term regulation,
- the RAI and Ram Air Outlet (RAO) flaps for long-term regulation.
The TCV directly modulates the pack discharge temperature by adding
hot air to the ACM outlet. The RAI and RAO flaps modulate the ram
airflow through the ram air system. Electrical actuators actuate the
flaps. During take-off and landing, the RAI flap fully closes to prevent
ingestion of foreign matter. An anti-ice valve prevents ice build-up
in the water extraction loop. The AIV pneumatically modulates hot
bleed air supply to the ACM outlet in case of icing conditions.
In the event of ACM failure, the cooling is performed by the heat
exchangers and the pack temperature control is achieved by means
of ram air modulation and temperature control valve regulation.
SYSTEM CONTROLS
The PC electrically controls the TCV and the actuators according to:
- the pack temperature demand calculated by the ZC,
- the actual pack temperature.
The pack temperature demand calculation depends on the lowest
temperature demand based on:
- the temperature selections on the AIR panel,
- the cabin area temperature adjustment on the Flight Attendant Panel
(FAP) through the CIDS.
SYSTEM MONITORING
Each PC provides basic temperature and flow regulation of its
associated pack. The PC contains two independent computer lanes,
each of which is capable of performing all control and monitoring
functions. One of these lanes is designated as being ''active'' while the

other lane remains in a passive ''hot-standby'' mode. An automatic
changer over occurs at the end of each flight or during the flight, if
there is a failure in the active lane. If a fault occurs in both lane, active
control will be passed to the lane with the least significant fault.
PACK CONTROLLER
Each Pack Controller (PC) contains two independent computer lanes,
each of which is able to perform all control, monitoring and BITE
functions. One of these lanes is designated as being "active" while
the other lane remains in a passive "hot-standby" mode. An automatic
changeover occurs at the end of each flight or during the flight, if
there is a failure in the active lane. Should a fault exist in both lanes,
active control will be passed to the lane with the least significant fault.
A covered RS232 test equipment connector is fitted to the controller
front.
PACK TEMPERATURE CONTROL D/O (3) Nov 20, 2008
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PACK OVERVIEW PRINCIPLE - SYSTEM ARCHITECTURE ... PACK CONTROLLER

Page 43


SYSTEM DESCRIPTION
The pack temperature regulation system ensures:
- pack discharge temperature regulation,
- ice build-up protection,
- overheat protection,
- main pack parameters monitoring.
PACK COMPONENT D/O: COOLING/WATER
EXTRACTION
The air cooling system decreases the temperature of the hot bleed air
from the pneumatic system. It also reduces the quantity of water in the
hot bleed air.
The water extractors are installed between the condensers and the
reheaters. They remove the water that condenses in the condensers. The
condensed water and the water from the split duct drains to the applicable
water injectors.

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SYSTEM DESCRIPTION & PACK COMPONENT D/O: COOLING/WATER

EXTRACTION
Page 45


PACK COMPONENT D/O: HEATING SYSTEM
AIR INLET/OUTLET FLAP ACTUATORS
Each actuator is mechanically driven by an electrical motor controlled
by the pack controller. Each actuator is fitted with:
- 2 potentiometers for actual position feedback,
- 2 limit switches to prevent damage in case of potentiometer failure.
TEMPERATURE CONTROL VALVE
The temperature control valve is a modulating butterfly valve. The
temperature control valve is mechanically actuated by a stepper motor
and electrically controlled by the pack controller. The temperature
control valve is fitted with potentiometers installed at the end of its
shaft which send electrical resistance value in relation to the valve
position. The lower end of the valve shaft has an indication-mark
showing the position of the valve.
ANTI-ICE VALVE
The anti-ice valve is a modulating butterfly valve. The anti-ice valve
is pneumatically actuated and:
- pneumatically controlled through high and low pressure delta P
servos when operating in the anti-ice mode,
- pneumatically controlled through a pneumatic temperature sensor
when operating in the temperature regulation pneumatic mode.
The delta P servos measure the differential pressure across the
condenser for high and low pressure airflow paths. The temperature
regulation pneumatic mode is enabled by a solenoid that is electrically
controlled by the pack controller. There is a manual lever used for
observing the butterfly valve position and manually operating it.
Page 46

PACK COMPONENT D/O: HEATING SYSTEM - AIR INLET/OUTLET FLAP

ACTUATORS ... ANTI-ICE VALVE
Page 47


SENSORS
TEMPERATURE SENSORS
There are five double element sensing thermistor-type temperature
sensors installed throughout the pack which provide temperature
feedback to the pack controller for temperature control, monitoring
and indicating.
The temperature sensors include:
- a compressor inlet temperature sensor located upstream from the
compressor (4),
- a compressor discharge temperature sensor located downstream from
the compressor (6),
- a heat exchanger temperature sensor located near the split duct (7),
- a pack temperature sensor located near the water extractor (8),
- a pack discharge temperature sensor located downstream from the
turbine (10).
PNEUMATIC SENSORS
There are two pneumatic sensors of clapper type. A pneumatic
compressor overheat sensor (5) is installed at the compressor outlet
and it is connected to the Flow Control Valve (FCV). It controls the
FCV to protect the pack in case of compressor outlet overheat. The
pneumatic temperature sensor (9) installed at the pack outlet is
connected to the anti-ice valve. It controls the anti-ice valve to regulate
the pack discharge temperature in case of normal temperature
regulation failure.
Page 48

SENSORS - TEMPERATURE SENSORS & PNEUMATIC SENSORS

Page 49


PACK TEMPERATURE REGULATION: NORMAL MODE
The normal mode is based on the pack temperature demand, which
corresponds to the lowest zone temperature demand. The pack temperature
demand is computed by the zone controller and limited to a low value
by the pack controller. The low value depends on the aircraft altitude.
To prevent ice formation in the High Pressure (HP) section of the pack,
the temperature is kept above freezing until humidity no longer exists in
the bleed air.
The pack controller sets the pack temperature demand to 20C as default
value, if there is no demand signal sent by the zone controller. The limited
pack temperature demand is then compared to the actual temperature
measured by the pack temperature sensor (8) or, if failed, by the pack
discharge temperature sensor (10).The pack discharge temperature data
is transmitted to the EIS through the zone controller and displayed on
the ECAM BLEED page.
The temperature error signal is processed through a temperature control
valve control logic and used to:
- control the temperature control valve stepper motor,
- calculate the temperature control valve actual position.
The temperature control valve actual position determination is based on
a step counting principle, after a self-adjustment during a power-up test.
The temperature regulation through the temperature control valve is used
for short-term regulation. For long-term regulation, the ram air doors
slowly take over from the temperature control valve by modulating the
ram airflow while the temperature control valve is driven back to an
optimized position. This enables the system to:
- satisfy pack flow requirements, and
- minimize ram air drag.
Under normal conditions, the air outlet flap actuator control is based on
the temperature control valve control signal. The air inlet flap actuator
is slaved to the actual air outlet flap actuator position. Potentiometers are
used to get actual position feedback. Under specific aircraft operating
phases, fixed ram air door position signals are used as reference signals.
Page 50

PACK TEMPERATURE REGULATION: NORMAL MODE

Page 51


ABNORMAL/DEGRADED OPERATION
The pack control system is able to:
- prevent ice build-up in condenser,
- prevent compressor overheat,
- detect compressor overheat,
- detect pack discharge overheat.
CONDENSER ICE BUILD-UP PREVENTION
If there is ice build-up in the condenser, the differential pressure sensed
across it increases proportionally. The anti-ice valve delta P servos
open the Anti-Ice Valve. Hot air supplied to the turbine outlet melts
the ice in the condenser and causes the differential pressure sensed
across the condenser to decrease. The anti-ice function is also operative
during the temperature regulation pneumatic back-up mode.
PACK OVERHEAT (ACM COMPRESSOR OVERHEAT
PROTECTION)
COMPRESSOR OVERHEAT PREVENTION
The pack controller continuously monitors high temperatures in the
vicinity of the compressor through:
- the compressor discharge temperature sensor (6),and
- the compressor inlet temperature sensor (4) if the compressor
discharge temperature sensor (6) is inoperative.
Either of these temperatures is displayed on the ECAM BLEED page.
To prevent compressor overheat, the pack controller processes a signal
via a compressor overheat regulator as soon as the compressor
discharge temperature rises above 170C. This signal overrides the
normal temperature regulation and drives the ram air doors to a more
open position. This increases the ram airflow passing through the ram
heat exchanger and the compressor discharge temperature is decreased.
If the overheat condition persists, the pneumatic compressor overheat
sensor (5) protects the pack by progressively closing the FCV. The
FCV starts to close at 235C and it is fully closed at 260C.
COMPRESSOR OVERHEAT DETECTION
The pack controller will automatically close the FCV on ground, if
the compressor discharge temperature (6) rises above 260C. A
compressor overheat condition will also trigger:
- a FAULT light on the associated PACK P/BSW,
- an ECAM warning message on the EWD,

- an amber compressor discharge temperature indication on the ECAM
BLEED page.
In flight, the crew will be requested to manually set the associated
PACK P/BSW to OFF. The FAULT light will disappear as soon as:
- the related FCV is fully closed, and
- the compressor discharge temperature drops below 180C.
Page 52

ABNORMAL/DEGRADED OPERATION & PACK OVERHEAT (ACM COMPRESSOR

OVERHEAT PROTECTION)
Page 53


PACK OVERHEAT (PACK DISCHARGE)
PACK DISCHARGE OVERHEAT DETECTION
A pack discharge overheat condition is set as soon as the pack
discharge temperature (10) rises above 95C.
It will trigger:
- a FAULT light on the associated PACK P/BSW,
- an amber pack discharge temperature indication on the ECAM
BLEED page.
The crew will be requested to manually set the associated PACK
P/BSW to OFF. The FAULT light will disappear as soon as:
- the related FCV is fully closed, and
- the pack discharge temperature drops below 60C.
PACK OVERHEAT PROTECTION ON GROUND
On ground only, the PCs ensure packs overheat protection in case the
packs are running without any crew in the cockpit. The PC closes the
associated FCV if the following conditions occur:
- compressor overheat or pack discharge overheat, and
- no FCV electrical closure command, and
- aircraft is on ground .
Page 54

PACK OVERHEAT (PACK DISCHARGE) - PACK DISCHARGE OVERHEAT

DETECTION & PACK OVERHEAT PROTECTION ON
GROUND
Page 55


PACK PNEUMATIC MODE
The pneumatic back-up mode operates if there is:
- a pack controller failure,
- a pack controller power supply loss,
- a temperature control valve failure.
When the anti-ice valve solenoid is de-energized. The pneumatic
temperature sensor (9) modulates the anti-ice valve position in order to
control the pack discharge temperature to approximately 11C. The ram
air doors are set to fixed positions depending on the failure.
Page 56

PACK PNEUMATIC MODE

Page 57


ACM SEIZURE (PACK IN BYPASS MODE)
An air cycle machine seizure is detected when the temperature difference
between the Compressor inlet temperature sensor (4) and the Compressor
discharge temperature sensor (6) is less than 12deg. The pack operates
in pure heat exchanger mode, the HP water extraction loop is operative
but it has a limited effect on the water extraction process. The normal
pack temperature regulation is kept, however it is only based on the use
of the pack discharge temperature sensor (10) instead of the pack
temperature sensor (8). When the pack operates in heat exchanger mode,
ram air door closure is not accomplished during landing phase. Due to
the air cycle machine design, air passes through the air cycle machine
and water extraction loop as in normal operation. The compressor is
bypassed through the pack check valve only if there is not enough bleed
air pressure. The air cycle machine seizure status is transmitted to the
EIS through the zone controller and displayed on the ECAM BLEED
page.
Page 58

ACM SEIZURE (PACK IN BYPASS MODE)

Page 59


PACK HEAT EXCHANGER CONTAMINATION
(ABNORMAL)
Although the ram heat exchanger is designed to minimize contamination,
a long-term ingestion of dust could lead to a pack performance loss. Thus,
the ram heat exchanger is automatically trend-monitored in order to detect
a start of contamination. In order to start the trend monitoring, the pack
controller checks the prerequisite conditions. The aircraft must be on
ground with the APU and the pack ON. If the conditions are fulfilled,
the pack controller checks the stability of the following data:
- the bleed temperature (1),
- the Total Air Temperature (TAT),
- the pack inlet pressure (2),
- the heat exchanger temperature (7).
The data is recorded once it is stabilized and the trend monitoring will
accomplished. The outlet temperature of the main part of the ram heat
exchanger is extrapolated with the bleed temperature, the TAT and the
pack inlet pressure, and compared to the actual heat exchanger
temperature.
The pack controller stores the temperature error (delta T) and associated
flight leg data in its Electrically Eraseable Programmable Read Only
Memory (EEPROM) as soon as a new flight leg starts. The memory has
a storage capacity of up to 65 flight legs and can be reset from a Central
Maintenance System (CMS) menu page though the zone controller.
A new average temperature error is then calculated with the last 32 flight
legs. The pack controller triggers a message on the CMS if the average
value rises above 15C.
Page 60

PACK HEAT EXCHANGER CONTAMINATION (ABNORMAL)

Page 61

EMERGENCY RAM AIR INLET D/O (3)

GENERAL
The A/C is equipped with one emergency ram air inlet flap located at the
lower left-hand belly fairing of the fuselage. It shares the same duct as
the low pressure ground connections.
EMERGENCY RAM AIR INLET D/O (3) Nov 20, 2008
Page 62

G7108471 - G3LT1T0 - FM21D4F21TL0102
GENERAL
Page 63

G7108471 - G3LT1T0 - FM21D4F21TL0102
EMERGENCY RAM AIR INLET D/O (3)

OPERATION
The emergency ram air inlet flap can be opened for A/C ventilation in
case of complete loss of the operation of the two air conditioning packs.
OPENING
To open the emergency ram air inlet, lift the guard and set the ram air
pushbutton switch to ON. If ditching is not selected ON, a signal is
sent to the emergency ram air inlet actuator and the emergency ram
air inlet allows the external airflow to enter.
A signal is also sent to the Cabin Pressure Controller (CPC) and if
the altitude of the A/C is less than 10.000 ft and the difference of
pressure between the pressure in the fuselage and the external pressure
( P) is less than 1 PSI, the outflow valves open half way.
CLOSING
To close the emergency ram air inlet lift the guard and select the ram
air pushbutton off. The outflow valves close as necessary to maintain
cabin pressurization. Another signal is sent to the emergency ram air
inlet actuator and the emergency ram air inlet closes.
The emergency ram air inlet closes automatically when the DITCHING
pushbutton is set to ON.
Page 64

G7108471 - G3LT1T0 - FM21D4F21TL0102
OPERATION - OPENING & CLOSING

Page 65

G7108471 - G3LT1T0 - FM21D4F21TL0102
COCKPIT/CABIN AIR TEMPERATURE CONTROL D/O (3)

SYSTEM DESCRIPTION
The system does the:
- cockpit/cabin temperature control and monitoring,
- zone component monitoring,
- abnormal/degraded operation handling,
- calculation of demands to other A/C systems.
COCKPIT/CABIN AIR TEMPERATURE CONTROL D/O (3) Nov 20, 2008
Page 66

G7108471 - G3LT1T0 - FM21D5AIRCCTL03
SYSTEM DESCRIPTION
Page 67


SYSTEM DESCRIPTION (continued)
ZONE CONTROLLER
The Zone Controller (ZC) contains two independent computer lanes,
each of which is able to do all control, monitoring and BITE functions.
One lane is designated as being "active" while the other lane remains
in a passive "hot-standby" mode. An automatic changeover occurs at

the end of each flight or during the flight, if there is a failure in the
active lane. If a fault exists in both lanes, active control will be sent
to the lane with the least significant fault. The ZC provisions are
defined through pin programming.
TRIM AIR PRESSURE REGULATING VALVES
(TAPRVs)
Two Trim Air Pressure Regulating Valves (TAPRVs), and each valve
is a pressure regulating and shut-off butterfly valve. There is one
TAPRV per trim air system. Each valve has:
- a pneumatic actuator, spring-loaded closed,
- a solenoid for the shut-off function,
- a double limit switch for Fully Closed (FC) / Not Fully Closed (NFC)
position detection.
The valve is failsafe closed. A manual lever shows the valve position
and makes manual overriding possible.
TRIM AIR SHUT-OFF VALVE (TASOV)
The Trim Air Shut-Off Valve is a shut-off butterfly valve. It is
mechanically actuated by a 28V DC motor and electrically controlled
from the ZC. The valve has two positions and has two limit switches
for FC / Fully Open (FO) position detection. The valve has a thermal
overheat protection. A manual lever shows the valve position and
makes manual overriding possible.
TRIM AIR VALVES (TAVs)
The Trim Air Valves (TAVs) are modulating butterfly valves. There
is one trim air valve per each of the 6 cabin areas and one for the
cockpit. All valves are interchangeable. Each valve is mechanically
actuated by a stepper motor and electrically controlled from the ZC.
The trim air valve has a limit switch for FC / NFC position detection.
A manual lever shows the valve position and makes manual overriding
possible.
HOT AIR PRESSURE SWITCHES
There is one hot air pressure switch (1) per trim air system. It has a
diaphragm, a disk spring and a microswitch. The two hot air pressure
switches are interchangeable.
MIXER UNIT/DUCT TEMPERATURE SENSORS
There is one duct temperature sensor per each of the 6 cabin areas
and one for the cockpit (3). They give duct temperature feedback to
the ZC for duct temperature control, monitoring and indicating. There
is also one temperature sensor installed on the mixer unit (2). It gives
a mixer unit temperature feedback to the ZC for pack temperature
demand calculation. All sensors are double element-sensing units of
the thermistor type. All mixer unit and duct temperature sensors are
interchangeable.
Page 68

SYSTEM DESCRIPTION - ZONE CONTROLLER ... MIXER UNIT/DUCT

TEMPERATURE SENSORS
Page 69


HOT AIR SUPPLY NORMAL OPERATION
The TAPRVs 1 and 2 supply pressure-regulated hot air to the TAVs for
fine temperature adjustment. The two trim air systems can be
interconnected through the TASOV installed on the hot air manifold.
Each TAPRV has a hot air pressure regulation function and a hot air
supply shut-off function.
The ZC opens TAPRVs 1 and 2 (solenoid energized), if:
- hot air is available, TAPRVs close when solenoids de-energized,
- HOT AIR P/BSW is set to ON, and the solenoid is energized; if
pneumatic pressure is available, TAPRV opens and starts regulating the
trim air pressure.
When open, TAPRVs 1 and 2 regulate the hot air pressure around 4 psi
above the cabin pressure in order to make sure that proper hot air mixes
up with conditioned air from the mixer unit in the different supply ducts.
The ZC sends the TAPRVs 1 and 2 and TASOV position signals to the
EIS. These parameters are displayed on the ECAM COND page.
Page 70

HOT AIR SUPPLY NORMAL OPERATION

Page 71


COCKPIT/CABIN TEMPERATURE REGULATION TARGETTEMPERATUR CALCULATIONTEMPERATURE
MONITORING
The ZC:
- calculates a target temperature for the cockpit and the cabin areas
according to temperature selections on the AIR panel and Flight Attendant
Panel (FAP),
- determines a pack temperature demand, which agrees with the lowest
temperature demand from either the cockpit or the cabin areas,
- sends this signal to both Pack Controllers (PCs) for basic air temperature
regulation,
- controls the trim air valves of areas for which the temperature demand
is above the lowest value for fine temperature adjustment.
TARGET TEMPERATURE CALCULATION
The crew, via two temperature selectors located on the AIR panel,
selects the basic reference temperatures. One selector is dedicated to
the cockpit temperature regulation and the other one to the cabin. The
selection range is between 18C (COLD) and 30C (HOT).
An additional altitude correction is added to all cockpit and cabin
areas to compensate reduced humidity and decreased inside wall
surface temperature. The altitude correction depends on:
- the A/C altitude from the Cabin Pressure Controllers (CPCs),
- a correction factor selected on the Environmental Control System
(ECS) ALTITUDE CORRECTION page from the MCDU (ECS
SPECIFIC DATA menu).
The altitude correction can reach either 1.5C or 0.75C at an altitude
of 40,000 ft at the most, or be disabled using the MCDU specific data
menu.
For each of the cabin areas, the reference temperature set by the cabin
temperature selector can be increased or decreased by the cabin crew
by using the CABIN TEMPERATURE page on the FAP. The offsets
are limited to 3.0C by increment of 0.5C. The cabin offsets are
sent to the ZC from the Cabin Intercommunication Data System
(CIDS).
DUCT TEMPERATURE DEMAND CALCULATION
Each target temperature is compared to the actual temperature
measured by the applicable cockpit or cabin temperature sensor. The
ZC generates, for the cockpit and the cabin areas, a temperature error
signal, which agrees with to a duct temperature demand.
The duct temperature demands are:
- limited to low and high values for the pack temperature demand
calculation and the trim air valves control,

- unlimited for the calculation of demands sent to other A/C systems.
The limit values can be changed on the ECS DUCT TEMP
LIMITATION page from the MCDU (ECS SPECIFIC DATA menu).
PACK TEMPERATURE DEMAND CALCULATION
The lowest of the duct temperature demands is compared to the actual
temperature measured by the mixer unit temperature sensor (2). The
ZC generates a mixer unit temperature error signal, which agrees with
the pack temperature demand. This value is sent to both PCs and used
as a reference temperature for pack 1 and pack 2-temperature control.
TRIM AIR VALVE CONTROL
The fine temperature adjustment in the cockpit and in each of the
cabin areas is achieved by adding hot air through the trim air valves
to the air from the packs and the recirculation system. Each trim air
valve control is based on a duct temperature error calculation. For
that function, the actual duct temperature, measured by the applicable
duct temperature sensor (3 and 4), is compared to the related limited
duct temperature demand. The trim air valve position is kept constant
when the actual duct temperature is equal to the demand. Each trim
air valve position monitoring is based on a step-counting principle.
Page 72

TEMPERATURE MONITORING
The ZC sends the actual duct temperature signals to the EIS. These
parameters are displayed on the ECAM COND page. The ZC also
sends the actual cockpit and cabin area temperature signals to the EIS
and CIDS. These parameters are displayed on the:
- ECAM COND page,
- ECAM CRUISE page,
- FAP CABIN TEMPERATURE page (cabin area temperatures only).
Page 73

COCKPIT/CABIN TEMPERATURE REGULATION - TARGET TEMPERATUR

CALCULATION TEMPERATURE MONITORING - TARGET
TEMPERATURE CALCULATION ... TEMPERATURE MONITORING

Page 74


Page 75


COCKPIT/CABIN TEMPERATURE SENSORS
COCKPIT TEMPERATURE SENSORS
There is a temperature sensor in the cockpit located near the oxygen
mask of the 3rd occupant. It gives zone temperature feedback to the
ZC for zone temperature control, monitoring and indicating. The
sensor is double element-sensing units of the thermistor type. The
cockpit sensor are interchangeable.
Page 76

COCKPIT/CABIN TEMPERATURE SENSORS - COCKPIT TEMPERATURE SENSORS

Page 77


COCKPIT/CABIN TEMPERATURE SENSORS (continued)
CABIN TEMPERATURE SENSORS
There is one temperature sensor per each of the 6 cabin areas located
on the External Galley/Toilet duct. They give zone temperature
feedback to the ZC for zone temperature control, monitoring and
indicating. All sensors are double element-sensing units of the
thermistor type. All cabin temperature sensors are interchangeable.
Page 78

COCKPIT/CABIN TEMPERATURE SENSORS - CABIN TEMPERATURE SENSORS

Page 79


ZONE CONTROLLER INTERFACES (COMMANDS)
In case of insufficient cooling or heating capacity or non-satisfied
temperature demands, the ZC generates additional demand signals to
carry out the environmental temperature and flow requirements. These
signals are sent to:
- a flow demand sent to the APU Electronic Control Box (ECB),
- a pressure demand sent to the Engine Interface and Vibration Monitoring
Units (EIVMUs),
- a temperature demand sent to the BMCs,
- a crossbleed valve opening request sent to the BMCs.
The various demands are set to default values in case of ZC failure.
APU FLOW DEMAND
During ECS operation with APU bleed air supply, the thermal
requirements of the zones will control the airflow taken from the APU.
The ZC calculates an APU flow demand signal for the ECB according
to:
- the lowest unlimited duct temperature demand when more cooling
is required on a very hot day and the cooling capacity is not sufficient,
- the highest unlimited duct temperature demand when a maximum
heating is required on a cold day and the packs together with the trim
air valves are insufficient to satisfy the zone duct temperature demands.
EIVMU PRESSURE DEMAND
When the engines are at idle speed, the bleed air pressure can become
too low to satisfy the zone cooling requirements. The ZC calculates
a pressure demand signal for the EIVMUs, which has an effect on the
idle speed of the engines. The EIVMU pressure demand signal varies
according to the lowest unlimited duct temperature demand.
BLEED TEMPERATURE DEMAND
If the cooling capacity of the packs is not sufficient to maintain the
selected temperature requirements for the cabin or cargo, a signal is
sent to the BMCs by the ZC in order to decrease the bleed air
temperature regulation from 200C to 150C. This bleed temperature
demand is sent to the BMCs if:
- at least one pack is in full cooling mode (ram air outlet nearly FO)
and the A/C is in flight,
- at least one pack temperature cannot meet its pack temperature
demand.
The bleed temperature demand is inhibited during flight if the wing
anti ice system is operative (WING ANTI ICE P/BSW set to ON).
CROSSBLEED VALVE OPENING REQUEST
During a single
k operation, it is necessary to open the crossbleed

valve in order to:
- reduce the pressure drop inside the bleed system,

- increase the running pack power due to second bleed system
activation.
Page 80

ZONE CONTROLLER INTERFACES (COMMANDS) - APU FLOW DEMAND ...

CROSSBLEED VALVE OPENING REQUEST
Page 81


ABNORMAL OPERATION: DUCT OVERHEATAND OVER
PRESSURE
The system is able to:
- cope with a single trim air supply failure,
- cope with complete trim air supply loss,
- detect a duct overheat,
- detect an overpressure,
- cope with a ZC failure.
DUCT OVERHEAT DETECTION
A duct overheat condition is activated as soon as a duct temperature
is sensed by the cockpit duct temperature sensor (3) or any one of the
cabin duct temperature sensors (4) rises above 88C.
Depending on the affected trim air system, the ZC will automatically
close:
- the TAPRV,
- the applicable TAVs,
- the TASOV if open.
Moreover, if a duct overheat occurs in both trim air systems, the fine
temperature in each zone will be completely lost.
The ZC will trigger:

- a FAULT light on the related HOT AIR P/BSW,
- an amber duct temperature indication on the ECAM COND page.
The duct overheat condition is reset if:
- the duct temperature drops below 70C,
- the related HOT AIR P/BSW is set to OFF then back to ON.
As a consequence, the ZC reopens the applicable TAPRV and the
FAULT light on the related HOT AIR P/BSW goes off.
OVERPRESSURE DETECTION
The hot air pressure switch (1) closes if the pressure rises above 6.5
psi in the applicable trim air supply system. Thus, an overpressure
signal is sent to the ZC until the pressure drops back below 5 psi.
Consequently, the ZC transmits.
Page 82

ABNORMAL OPERATION: DUCT OVERHEATAND OVER PRESSURE - DUCT

OVERHEAT DETECTION & OVERPRESSURE DETECTION
Page 83


ABNORMAL OPERATION: HOT AIR SOURCE FAILURE
SINGLE TRIM AIR SUPPLY FAILURE
The ZC automatically opens the TASOV if one trim air supply is lost
due to a TAPRV failed closed or spring-loaded closed (one pack off).
It enables the system to restore hot air supply and thus fine temperature
adjustment in the failed side. However, the TASOV is kept closed in
case of manual TAPRV closure from the HOT AIR P/BSW.
A single trim air supply loss may occur if one TAPRV or the TASOV
has failed closed. In such a case, the ZC automatically closes the
affected TAVs. The ZC will also trigger:
- a FAULT light on the related HOT AIR P/BSW,
- an amber TAPRV position indication on the ECAM COND page,
- an amber TASOV position indication on the ECAM COND page.
COMPLETE TRIM AIR SUPPLY LOSS
The fine temperature adjustment is no longer possible when both trim

air supplies are lost. This may occur if both TAPRVs have failed
closed. In such a case, the ZC automatically closes all TAVs. The ZC
will also trigger:
- a FAULT light on both HOT AIR P/BSWs,
- an amber TAPRVs 1 and 2 position indication on the ECAM COND
page.
Page 84

ABNORMAL OPERATION: HOT AIR SOURCE FAILURE - SINGLE TRIM AIR SUPPLY
FAILURE & COMPLETE TRIM AIR SUPPLY
LOSS
Page 85


ABNORMAL OPERATION: ZONE CONTROLLER TOTAL
FAILURE (LANE 1+2 FAIL)
All control and monitoring functions remain if one lane has failed. The
other lane takes over and triggers:
- an amber ZC lane indication on the ECAM COND page.
A full ZC failure or ZC power supply loss leads to the closure of the
TAPRVs (solenoid de-energized). The TAVs and TASOV remain in their
last position and the fine temperature adjustment is no longer possible.
As no data is available, the PCs set the various demands usually sent by
the ZC to default values. Indications about the cockpit and cabin
temperature control system are no longer available on the:
- ECAM COND page,
- ECAM CRUISE page,
- FAP CABIN TEMPERATURE page.
Moreover, the EIS triggers:
- an amber ZONE CTLR indication on the ECAM COND page.
The ZC can be reset from the ZC reset P/B located on the RESET panel.

Page 86

ABNORMAL OPERATION: ZONE CONTROLLER TOTAL FAILURE (LANE 1+2 FAIL)

Page 87

AIR RECIRCULATION AND MANAGEMENT D/O (3)

SYSTEM DESCRIPTION
The system makes:
- the recirculation flow regulation,
- the cabin air filtering,
- the avionics equipment air supply.
RECIRCULATION FANS
The two re-circulation fans are constant speed fans. Each fan has:
- a fan wheel in a housing,
- a three-phase 115V AC induction synchro motor,
- thermal switches.
The thermal switches shut off the power supply to protect the motor
in case of temperature overheat.
RECIRCULATION VALVES
The two re-circulation valves are shut-off butterfly valves. Each valve
is mechanically actuated by a 28V DC motor and electrically
controlled from the Ventilation Controller (VC). The recirculation
valves have two positions, open or closed. In closed position, the
butterfly still allows airflow through the valve, so they operate as
restrictors. Each valve has 2 limit switches for Fully Closed/Not Fully
Closed (FC/NFC) and Fully Opened/Not Fully Opened (FO/NFO)
position indication. There is a manual lever used to see the butterfly
valve position and to manually change it.
RECIRCULATION FILTER-HOUSINGS/FILTERS
There are two FWD filter-housings located at the rear of the FWD
cargo compartment, near the mixer unit. Each one has:
- a double frame,
- a pressure port for the clogging indicator connection,
- quick release fasteners for filter locking,
- 2 filter elements.
There are 2 aft filter-housings located at the front of the aft cargo
compartment. Each one has:
- a single frame,
- quick release fasteners for filter locking,

- 2 filter elements.
All filter elements are identical and disposable.
CLOGGING INDICATORS
There are two clogging indicators. Each one is connected through a
duct to a FWD recirculation filter-housing. The clogging indicators
are differential pressure switches.
AIR RECIRCULATION AND MANAGEMENT D/O (3) Nov 20, 2008
Page 88

G7108471 - G3LT1T0 - FM21D6AIRRECI03
SYSTEM DESCRIPTION - RECIRCULATION FANS ... CLOGGING INDICATORS

Page 89


RECIRCULATION FANS SHUT-OFF
The VC will automatically stop the fans through discrete OFF command
signals according to:
- the CAB FANS P/BSW position,
- fan overheat status.
ON/OFF FUNCTION
The VC stops both recirculation fans when the CAB FAN P/BSW is
set to OFF.
FAN OVERHEAT/RESET
In case of fan overheat, the VC gets a FAN OVERHEAT STATUS
signal via the CAN bus and sends back a discrete OFF command
signal to the concerned recirculation fan. The VC will also trigger:
- the FAULT light on the OVHT COND FANS RESET P/B,
- a related ECAM warning message on the EWD,
- an amber FAN symbol on the COND page.
If the overheat condition no longer exists and if the OVHT COND
FANS RESET P/B is pressed in, a common FAN RESET signal is
sent to the VC. The FAULT light on the OVHT COND FANS RESET
P/B and related warnings will go off. The VC will send a discrete ON
command signal to the concerned recirculation fan.
Page 90

RECIRCULATION FANS SHUT-OFF - ON/OFF FUNCTION & FAN

OVERHEAT/RESET
Page 91


RECIRCULATION VALVES CLOSURE
The two recirculation valves are normally controlled to the open position.
In order to supply sufficient air to the avionics compartment, the VC
controls both valves to close if:
- both packs are off (FCV1 and FCV2 FC),
- at least one fan out of fan 1 and fan 2 is operative.
Page 92

RECIRCULATION VALVES CLOSURE

Page 93


RECIRCULATION FILTERS CLOGGING
In case of filter clogging, the related clogging indicator detects a
differential pressure and sends a signal to the VC. This signal is valid
only if:
- the A/C is on ground,
- both packs are off (FCV1 and FCV 2 FC),
- both recirculation fans are operative.
The recirculation filter clogged valid signal is transmitted as a class 2
failure to the Central Maintenance Computer (CMC) if it has been
detected in 3 different flight legs.
Page 94
RECIRCULATION FILTERS CLOGGING

Page 95

COCKPIT/CAB AIR DISTRIBUTION & VENT D/O (3)

AIR DISTRIBUTION
The air distribution system supplies controlled temperature and
conditioned air to the cabin, cockpit, lavatory and galley areas. The cabin
is divided into 6 areas. Each cabin area corresponds to a distribution duct
coming from the mixer unit. In each zone, distribution is equally split
between left and right hand sides. Used cabin air, which has entered the
underfloor area, is drawn by recirculation fans to the mixer unit. The
fresh air that enters the mixer unit in normal operation comes from the
air conditioning packs. In flight, if both air conditioning packs are not
serviceable, outside ambient can be used to supply the mixer unit through
the emergency ram air inlet. When the aircraft is on ground, a ground air
cart can be connected to the LP ground connectors. This can supply air
to the distribution network without operation of the packs.
COCKPIT/CAB AIR DISTRIBUTION & VENT D/O (3) Nov 20, 2008
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AIR DISTRIBUTION
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AIR DISTRIBUTION (continued)
COCKPIT AIR DISTRIBUTION
The cockpit supply duct is connected to a cockpit duct network in
order to spread the air throughout the cockpit zone. Air enters the
cockpit through fixed and adjustable outlets. It is extracted through
vents in the floor. Cockpit air supply mainly comes from pack 1 even
if air goes through the mixer unit. It minimizes the possibility of smoke
and odors entering the cockpit from other compartments.
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AIR DISTRIBUTION - COCKPIT AIR DISTRIBUTION

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AIR DISTRIBUTION (continued)
CABIN AIR DISTRIBUTION
The system supplies controlled temperature and conditioned air to
each cabin passenger area and to each passenger through individual
air outlets from the cabin distribution ducts. The distribution ducts
are installed in the ceiling area of the cabin. The air then flows to
supply ducts at overhead storage compartment level and in the lateral
and center overhead stowages and out of the individual air outlets.
The individual air outlets are installed in the Passenger Service
Information Unit (PSIU). Flexible hoses connect the supply ducts to
individual air outlets. Each individual air outlet has a ball mechanism,
which permits the airflow to be adjusted. The same type of air outlet
is also installed in the lavatories. Ambient air is extracted through
vents at the floor level. It is then either recirculated or discharged
overboard by the pressurization system.
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AIR DISTRIBUTION - CABIN AIR DISTRIBUTION

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GALLEY AND TOILET VENTILATION D/O (3)

SYSTEM DESCRIPTION
The system performs the:
- galley and toilet ventilation control and monitoring,
- abnormal/degraded operation handling.
VENTILATION CONTROLLER (VC)
The Ventilation Controller (VC) contains two independent computer

lanes, each of which is able to perform all control, monitoring and
BITE functions. One of these lanes is designated as being "active"
while the other lane remains in a passive "hot-standby" mode. An
automatic changeover occurs at the end of each flight or during the
flight, if there is a failure in the active lane. Should a fault exist in
both lanes, active control will be passed to the lane with the least
significant fault. A covered RS 232 test equipment connector is fitted
to the controller. The VC provisions are defined through pin
programming.
EXTRACTION FAN
The extraction fan is a single speed fan. It is driven by a three-phase
induction motor and controlled from the VC. Thermal switches ensure
overheat protection by cutting off the motor power supply.
SAFETY SWITCH
The safety switch is a differential pressure switch. It detects any
negative differential pressure between the cabin and the extraction
duct and sends a signal to the VC.
DIFFERENTIAL PRESSURE SWITCH
The differential pressure switch measures the difference between the
internal and external pressure and sends a signal to the VC if the
pressure is above 1 psi. It is used to stop the extraction fan. This
differential pressure switch is fitted in the FWD cargo compartment,
near to the cargo door.
GALLEY AND TOILET VENTILATION D/O (3) Nov 20, 2008
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SYSTEM DESCRIPTION - VENTILATION CONTROLLER (VC) ... DIFFERENTIAL

PRESSURE SWITCH
Page 103

GALLEY AND TOILET VENTILATION D/O (3)

NORMAL OPERATION
The ventilation system is automatically controlled by the VC, using
Flight/Ground input from LGCIU 2. In normal conditions, the VC controls
the extraction fan. The galley and toilet ventilation is ensured by
differential pressure, when the differential pressure is greater than 1 psi.
The VC switches on the extraction fan power supply when aircraft is on

ground, or in flight if the differential pressure is less than 1 psi. The VC
monitors the extraction fan power feedback.
GENERAL
The galley and toilet extraction fan stops in case of:
- ditching,
- both packs off,
- emergency configuration,
- fan failure,
- fan overheat,
- VC failure.
The system is also able to detect an underpressure condition in the
extraction duct. In case of VC fault or fan fault status on ground, the
cabin temperature sensors are no longer properly ventilated and cabin
temperature measurement is not accurate enough to be used as actual
temperature. The Zone Controller (ZC) shall use a fixed duct
temperature demand depending on the Total Air Temperature (TAT)
for the cabin temperature regulation.
DITCHING
When ditching is selected on the DITCHING P/BSW, the VC stops
the extraction fan.
BOTH PACKS OFF
When no air conditioning is available (both packs off), the VC stops
the extraction fan.
EMERGENCY CONFIGURATION
If the aircraft is in an emergency configuration (loss of all four main
AC-bus bars), the VC shuts down the extraction fan.
FAN FAILURE
If no power feedback is received, the VC switches off the extraction
fan power supply and triggers an ECAM warning message on the
EWD.
FAN OVERHEAT/RESET
In case of fan overheat condition, thermal switches cut off the
extraction fan power supply. The VC triggers a FAULT light on the
OVHT COND FANS RESET P/BSW and latches the fan overheat
condition. The fan overheat condition can be reset by pushing the
OVHT COND FANS RESET P/BSW. As a consequence, the FAULT
light goes off and the extraction fan starts again, provided the overheat
condition is no longer present.
UNDERPRESSURE
The VC triggers an ECAM warning message on the EWD when an
underpressure condition is sensed by the safety switch at an aircraft

altitude greater than 20.000 ft during three consecutive flight legs.
VENTILATION CONTROLLER FAILURE
All control and monitoring functions remain if one lane has failed.
The other lane takes over and triggers:
- an amber VC lane indication on the ECAM COND page.
The VC faulty lane can be reset from the dedicated VENT CONT
LANE reset P/B located on the RESET panel.
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NORMAL OPERATION & ABNORMAL/DEGRADED OPERATION

Page 105

AFT GALLEY HEATING D/O (3)

GENERAL
The aft galley-area heating system increases the temperature of the air
in the aft galley area. The air comes from the cabin air supply area and
flows through a heater located in the upper part of the aft galley.
AFT GALLEY HEATING D/O (3) Nov 20, 2008
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GENERAL
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POWER SUPPLY LOGIC
The heater is powered by the 115 VAC service bus. The 115 VAC is
available only if at least one air conditioning pack operates and galley
power is "ON" provided the cargo loading is not operating.
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POWER SUPPLY LOGIC

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CONTROL AND INDICATING
As soon as all the heater supply initial conditions are fulfilled, the
"AVAIL" indication illuminates on the aft GALLEY AREA HEATING
panel meaning that the heater is available.
Two temperature settings (LOW or HIGH) can be selected through two
p/b switches located on the GALLEY AREA HEATING panel.
The "LOW ON" selection powers one heating element while the "HIGH
ON" selection powers the three elements.
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THERMAL PROTECTION
In case of heater overheat the thermal switch opens. This causes the heater
supply to be interrupted. The "AVAIL" indication on the GALLEY AREA
HEATING panel will extinguish as long as the overheat exists.
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THERMAL PROTECTION
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FWD CARGO COMPT VENT/TEMP CTL SYS D/O (3)

GENERAL
The forward cargo compartment is ventilated by cabin air, cooled by cold
air from pack 2 and heated by hot air from trim air Pressure Regulating
Valve (PRV) 1. The temperature of the forward cargo compartment is
controlled from the overhead panel in the cockpit.
INLET ISOLATION VALVES
The inlet isolation valves allow cabin air, from openings in the cabin
floor, to enter the compartment. Control is achieved, via the Ventilation
Controller (VC), by the ISOLation VALVES P/BSW. To isolate the cargo
compartment, the isolation valves close if DITCHING is selected or if
smoke is detected in the compartment.
TRIM AIR VALVE
Heating regulation is achieved by a trim air valve, which allows hot air
to be mixed with cabin air. The VC controls the trim air valve through a
stepper motor according to cockpit control selection.
The trim air valve closes if:
- the FWD cargo compartment door is opened from the Proximity Switch
Control Unit (PSCU),
- the extraction fan is inoperative,
- duct overheat is detected,
- FWD cargo smoke is detected by the Smoke Detector Control Unit
(SDCU),
- there is no hot air supply when trim air PRV 1 and trim air Shut-off
Valve (SOV) closed, from the Zone Controller (ZC).
COLD AIR VALVE
Cooling regulation is achieved by a cold air valve, which allows cold air
to be mixed with cabin air. The cold air valve is controlled by the VC
according to the cockpit cooling selector position.
The valve closes in case of:
- ISOL VALVES or COOLING OFF selection,
- DITCHING configuration,
- both flow control valves closed,
- FWD cargo smoke warning,
- extraction fan inoperative,
- one isolation valve closed.
When NORMal or MAXimum is selected, the ZC receives signals to
increase the flow delivered by the pack flow control valves.
OUTLET ISOLATION VALVE
The outlet isolation valve allows air to be sent overboard via the FWD
outflow valve. Control is achieved, via the VC, by the ISOL VALVES
P/BSW. To isolate the cargo compartment, it closes if DITCHING is
selected or if smoke is detected in the FWD cargo compartment.
EXTRACTION FAN
The two-speed extraction fan extracts the FWD cargo compartment air.
It operates provided normal or max cooling is selected and both flow
control and isolation valves are open. High speed is only used when
NORM or MAX cooling is selected, and both pack flow control valves
and isolation valves are open.
TEMPERATURE SENSORS
Two dual duct temperature sensors and one dual compartment temperature
sensor send temperature signals to the VC for temperature control and
duct overheat detection. The VC sends a FWD cargo duct overheat signal
to the ZC in order to close the trim air PRV 1 and the trim air SOV, if
open.
FWD CARGO COMPT VENT/TEMP CTL SYS D/O (3) Nov 20, 2008
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GENERAL ... TEMPERATURE SENSORS

FWD CARGO COMPT VENT/TEMP CTL SYS D/O (3) Nov 20, 2008
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AFT CARGO COMPT VENT D/O (3)

GENERAL
The aft cargo compartment is ventilated with cabin air.

INLET ISOLATION VALVES
The inlet isolation valves allow cabin air, from openings in the cabin
floor, to enter the compartment. Control is achieved, via the ventilation
controller, by the ISOL VALVES pushbutton switch.
To isolate the cargo compartment, they close if DITCHING is selected
or if smoke is detected in the aft or bulk cargo compartment.
EXTRACTION FAN
The extraction fan extracts the air from the cargo compartment.
The extraction fan operates provided at least one inlet isolation valve is
open and the outlet isolation valve is open. It stops if smoke detected in
the aft or bulk cargo compartment.
OUTLET ISOLATION VALVE
The outlet isolation valve allows the air to be ducted overboard through
the aft outflow valve. Control is achieved, via the ventilation controller,
by the ISOL VALVES pushbutton switch.
To isolate the cargo compartment, it closes if DITCHING is selected or
if smoke is detected in the aft or bulk cargo compartment.
AFT CARGO COMPT VENT D/O (3) Nov 20, 2008
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GENERAL ... OUTLET ISOLATION VALVE

AFT CARGO COMPT VENT D/O (3) Nov 20, 2008
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BULK CARGO COMPT VENT/HEATING D/O (3)

SYSTEM DESCRIPTION
The system performs the:
- bulk cargo compartment ventilation control and monitoring,
- bulk cargo compartment heating control and monitoring,
- bulk cargo compartment component monitoring,
- abnormal/degraded operation handling.
VENTILATION CONTROLLER (VC)
The Ventilation Controller (VC) contains two independent computer
lanes, each of which is able to perform all control, monitoring and
BITE functions. One of these lanes is designated as being "active"
while the other lane remains in a passive "hot-standby" mode. An
automatic changeover occurs at the end of each flight or during the
flight, if there is a failure in the active lane. Should a fault exist in

both lanes, active control will be passed to the lane with the least
significant fault. A covered RS232 test equipment connector is fitted
to the controller. The VC provisions are defined through pin
programming.
ISOLATION VALVES
Each isolation valve is a shut-off butterfly valve. It is mechanically
actuated by a 28V DC motor and electrically controlled from the VC.
The valve has two positions and is fitted with two limit switches for
Fully Closed (FC)/Fully Open (FO) position detection. The valve also
has a thermal overheat protection. A manual lever shows the valve
position and makes manual overriding possible.
EXTRACTION FAN
The bulk cargo compartment extraction fan is a single speed fan. It
is driven by a three-phase induction motor and controlled from the
VC. Thermal switches are installed to stop the electrical power supply
to the induction motor if the temperature increases to 140 C (284 F)
or more.
FAN HEATER
For the bulk cargo compartment heating, an electrical fan heater is
installed in the inlet duct of the bulk ventilation system. The fan heater
has two three-phase electrical heater element blocks and a three-phase
motor. The motor drives a fan wheel that causes air to flow through
the fan heater. The temperature control function and the equipment
monitoring is done by the VC according to the cockpit panel selection.
The heater elements are power supplied by 115V AC. Thermal
switches ensure overheat protection by cutting off the power supply
to the elements.
DUCT/COMPARTMENT TEMPERATURE SENSORS
Two sensors measure the air temperature throughout the system. The
duct temperature sensor (1) measures the air temperature in the inlet
duct. The compartment temperature sensor (2) measures the air
temperature at the compartment ceiling. Both sensors are double
element-sensing units of the thermistor type. They give duct and
compartment temperature feedback to the VC for heating control,
temperature monitoring and indicating.
BULK CARGO COMPT VENT/HEATING D/O (3) Nov 20, 2008
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SYSTEM DESCRIPTION - VENTILATION CONTROLLER (VC) ...
DUCT/COMPARTMENT TEMPERATURE SENSORS

Page 121


VENTILATION SYSTEM NORMAL OPERATION
The VC automatically controls the ventilation system. In normal
conditions, the VC controls both isolation valves to open provided the
BULK ISOLation VALVES P/BSW is pressed in. As soon as the isolation
valves are FO, the VC switches on the extraction fan power supply. The
VC monitors:
- the position of the isolation valves,
- the extraction fan power feedback.
HEATING SYSTEM NORMAL OPERATION
The VC automatically controls the heating system. In normal conditions,
the VC switches on the fan heater power supply, provided the HOT AIR
P/BSW is pressed in. The VC triggers bulk air heating if:
- the isolation valves are FO,
- the compartment temperature is lower than the selected temperature.
The VC defines a required heating performance based on:
- the selected temperature,
- the compartment temperature,
- the fan heater temperature.
The VC controls one heater-element block with a pulse-width-modulated
signal. It gives a continuous heating performance between 0 and 3 kW.
If the required heating performance exceeds this value, the VC switches
on a second block with a constant performance of 3 kW, thus allowing
a continuous performance between 0 and 6 kW.
The VC monitors:
- the duct temperature,
- the compartment temperature,
- the fan heater power feedback.
VENTILATION SYSTEM ABNORMAL/DEGRADED
OPERATION
The bulk cargo compartment ventilation is shut down in case of:
- manual ventilation off command,
- smoke warning,
- ditching,
- isolation valve failed closed,
- fan failure,
- fan overheat.
MANUAL VENTILATION OFF COMMAND
As soon as the BULK ISOL VALVES P/BSW is released out, the
OFF light comes on. The VC stops the extraction fan and controls
both isolation valves to close until they have reached their FC position.
SMOKE WARNING
When the Smoke Detection Control Unit (SDCU) triggers an
AFT/BULK smoke warning, the VC automatically closes both
isolation valves and the extraction fan stops.
DITCHING
When the DITCHING P/BSW is set to ON, a discrete signal is sent
to the VC to close the isolation valves.
AIRCRAFT EMERGENCY CONFIGURATION
Two electrical aircraft emergency configuration signals coming from
a relay logic are used to stop the extraction fan and the fan heater.
VALVE POSITION DISAGREEMENT
When any isolation valve position disagrees with the command, the
VC triggers the FAULT light on the BULK ISOL VALVES P/BSW.
The VC also triggers an ECAM warning message on the EWD. The
Page 122

extraction fan is automatically switched off if at least one isolation

valve has failed closed.
FAN FAILURE
If no power feedback is received, the VC switches off the extraction
fan and triggers an ECAM warning message on the EWD.
FAN OVERHEAT/RESET
If there is a fan overheat, the FAULT light on the OVerHeaT
CONDition FANS RESET P/BSW comes on and the extraction fan
stops. If the overheat has gone, the extraction fan can be reset by
pushing the OVHT COND FANS RESET P/BSW. As a consequence,
the FAULT light goes off and the extraction fan starts again.
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VENTILATION SYSTEM NORMAL OPERATION ... VENTILATION SYSTEM


Page 124


Page 125


HEATING SYSTEM ABNORMAL/DEGRADED
OPERATION
The heating system stops in case of:
- manual heating off command,
- bulk cargo door opening,
- ventilation not operative,
- fan heater failure,
- duct overheat.
MANUAL HEATING OFF COMMAND
As soon as the HOT AIR P/BSW is released out, the OFF light comes
on and the VC switches off the fan heater power supply.
BULK CARGO DOOR OPENING
As long as the Proximity Switch Detection Unit (PSCU) detects a
bulk cargo door open, the VC stops the fan heater operation.
VENTILATION NOT OPERATIVE
As long as one of the two isolation valves are Not Fully Open (NFO),
the VC stops the fan heater operation.
EMERGENCY CONFIGURATION
If the A/C is in an emergency configuration (loss of all four main AC
bus bars), the VC switches off the fan heater power supply.
FAN HEATER FAILURE
If no power feedback is received, the VC switches off the fan heater
power supply and triggers an ECAM warning message on the EWD.
DUCT OVERHEAT
A duct overheat condition is set as soon as the duct temperature, sensed
by the duct temperature sensor (1), rises above 88C. The VC latches
the duct overheat condition and automatically switches off the fan
heater power supply. The VC will trigger:
- a FAULT light on the HOT AIR P/BSW,

- an amber duct temperature indication on the ECAM COND page.
Provided the duct temperature drops below 70C, the duct overheat
can be reset by using the HOT AIR P/BSW. When the HOT AIR
P/BSW set to OFF, the FAULT light on the HOT AIR P/BSW goes
off and the fan heater is enabled to start again.
VC FAILURE
All control and monitoring functions remain if one lane has failed. The
other lane takes over and triggers:
- an amber VC lane indication on the ECAM COND page.
The faulty VC lane can be reset from the dedicated VENT CONT LANE
reset button located on the RESET panel.
A full VC failure or VC power supply loss leads to the extraction fan and
fan heater shutdown but the isolation valves remain in their last position.
Indications about the bulk cargo compartment heating system are no
longer available on the ECAM COND page. Moreover, the EIS triggers
an ECAM warning message on the EWD.
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HEATING SYSTEM ABNORMAL/DEGRADED OPERATION & VC FAILURE

Page 127

PRESSURIZATION SYSTEM D/O (3)

GENERAL
The amount of cabin air discharged overboard is controlled for the cabin
pressurization. This is achieved through two outflow valves located on
the lower part of the aircraft fuselage. This system can be operated
automatically, manually or both.
PRESSURIZATION SYSTEM D/O (3) Nov 20, 2008
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GENERAL

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GENERAL (continued)
SYSTEM ARCHITECTURE
Each outflow valve can be operated by 3 different systems:
- automatic system 1,
- automatic system 2,
- a manual system.
There are 2 types of safety device which operate independently:
- two negative pressure relief valves for the A340-500/600, one
negative pressure relief valve for the A330/A340-200/300, which
prevents negative differential pressure in the fuselage. They are
mechanically spring-loaded closed valves,
- three safety valves which prevent excessive positive or negative
differential pressure in the fuselage installed on the aft pressure
bulkhead. The safety valves operate pneumatically.
SYSTEM CONTROLS
In automatic operation, outflow valves are alternatively operated by
system 1 or system 2. The Cabin Pressure Controller 1 (CPC 1)
controls the System 1. The CPC 2 controls the System 2.
There are 2 automatic modes:
- the external mode pressurizes the cabin according to the Flight
Management Guidance and Envelope System (FMGES) data during
climb and descent. It optimizes passenger comfort,
- the internal mode pressurizes the cabin according to ambient
parameters.
The CPCs automatically close both outflow valves in case of ditching
selection.
In manual operation, the manual system is controlled from the CABIN
PRESSurization panel. It is activated when the MODE SELection
P/BSW is selected to the MANual ON position. The outflow valves
can be simultaneously or independently selected through the VALVE
SEL switch and operated by action on the Vertical/Speed ConTroL
toggle switch.
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GENERAL - SYSTEM ARCHITECTURE & SYSTEM CONTROLS

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GENERAL (continued)
SYSTEM MONITORING
The CPCs monitor the position of the outflow valves and safety valves.
The valve position indications are shown on the ECAM CAB PRESS
page. Automatic system failures are displayed on the MODE SEL
P/BSW.
NOTE: The three safety valves are monitored by the CPC's.
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GENERAL - SYSTEM MONITORING

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CPC
There are two interchangeable controllers, which are identified as CPC
1 and CPC 2 by means of a pin programming. Each controller has an
automatic and manual part which are functionally and electronically
independent of each other. One controller operates the system at a time
according to flight profile data and A/C configurations. The second
controller is in active standby with automatic change over after each
flight or in case of failure of the active one.
The CPCs inputs are:
- flight profile data: FMGES,Air Data/Inertial Reference System (ADIRS)
and Onboard Maintenance System (OMS),
- A/C configurations: Engine Interface and Vibration Monitoring Unit
(EIVMU), Landing Gear Control and Interface Unit (LGCIU), Proximity
Switch Control Unit (PSCU) and Environmental Control System (ECS).
The CPCs outputs data for indicating and monitoring are: ECAM, ECS
and OMS.
When manual mode is used, the manual part of controller 1 operates only
as a back-up indication circuit processing outputs for indicating and

monitoring. CPC 1 manual part outputs for monitoring and indicating
are: ECAM, ECS and OMS. CPC 2 manual part is not used.
OUTFLOW VALVES
The operating controller controls the outflow valves in automatic mode.
The two outflow valves are of the double flap and motor driven type.
Depending on the operating controller, electrical motor 1 or motor 2
operate each outflow valve:
- motor 1 is controlled by controller 1,
- motor 2 is controlled by controller 2.
Two electronic actuators carry out the interface with the controllers. A
pressure switch, which operates independently from the automatic mode,
is installed in each electronic actuator. It closes the applicable outflow
valve in case of cabin altitude above 15000 ft. Motor 3 is controlled from
the CABIN PRESS panel by the MAN V/S CTL toggle switch when
manual mode is selected on the MODE SEL P/B.
Both valves may be independently or simultaneously selected by use of
the ACTIVE VALVE selector. If only one outflow valve is manually
selected, the other one remains under the active CPC control (mixed
mode). The corresponding electronic actuator uses automatic mode signal.
Manual mode feedback (N3) signal is directly sent to controller 1 manual
part for outflow valve position indication. Controller 2 manual part is
not used.
SAFETY VALVES
The safety valves prevent excessive positive and negative differential
pressure in the fuselage. They open when the differential pressure exceeds
8.85 psi or goes below -1 psi. They are installed on the rear pressure
bulkhead above the A/C flotation line.
NEGATIVE PRESSURE RELIEF VALVE
The negative pressure relief valve helps the safety valves to prevent
negative differential pressure in the cabin. It shall start to open between
-0.26 and -0.36 psi. It is installed below the floor level aft of left door
number 1, above the floating line. The second valve only installed on the
A340-500/600 is located below the floor level aft of right door number
2, also above the floating line.
RESIDUAL PRESSURE CONTROL UNIT (RPCU)
The Residual Pressure Control Unit (RPCU) takes over the control of the
outflow valves automatically if one or both outflow valves are not in the
fully open position when the aircraft is on ground. This is to prevent any
door violent opening in case of residual cabin pressure. The RPCU opens
each outflow valve via its manual motor when:
- the outflow valve is not fully open, and
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- both CPCs have failed, or the manual mode is selected,

- the aircraft is on ground,
- and all engines are shutdown, or all ADIRS indicate an airspeed below
100 knots.
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CPC ... RESIDUAL PRESSURE CONTROL UNIT (RPCU)

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CABIN PRESSURE ALTITUDE ENVELOPE
The A340 normal cabin altitude is limited to 7350 ft with a differential
pressure of 8.60 psi for an A/C altitude of 41000 ft. The A330 normal
cabin altitude depends on the flight duration. It is limited for an A/C
altitude of 41000 ft to:
- 8000 ft, with a differential pressure of 8.32 psi for flights shorter than
2.5 hours,
- 7350 ft, with a differential pressure of 8.60 psi for flights longer than
2.5 hours.
If the cabin altitude reaches 9550 ft, the master warning comes on, and
at 11300 ft, passenger signs are activated. In each outflow valve, a safety
device closes the valve when the cabin altitude reaches 15000 ft.
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CABIN PRESSURE ALTITUDE ENVELOPE

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FLIGHT PROFILE
This topic describes the normal operation during a typical flight profile:
- take off altitude: 500 ft (QNH),
- landing altitude: 800 ft.
The Landing Field Elevation (LFE) must be set to AUTO position.
NOTE: To display the LFE on the ECAM when the Landing Field
Elevation Selector (LFES) is set to AUTO, LFE must be
received from the FMGES.
GROUND
On ground, the outflow valves are fully open to make sure that the
cabin is depressurized. To indicate the A/C is on ground, a signal is
sent when the L/G 1 or 2 is compressed. The Avionics Equipment
Ventilation Computer (AEVC) closes the overboard valve and the
optional skin valve, when engine 1 or 2 is running for the A330 (engine
2 or 3 for the A340).
TAKE-OFF
The cabin is pre-pressurized as soon as power is set to take off to
prevent a pressure surge during rotation. To activate the
pre-pressurization, a signal is sent when:
- engine 1 or 2 are set to take off power for the A330 (engine 2 or 3
for the A340),
- main shock absorber 1 or 2 is compressed,
- doors are closed.
The active CPC controls the outflow valves to regulate a fixed cabin
rate of descent. The cabin vertical speed (V/S) is 500 ft per minute
down until the differential pressure reaches 0.1 psi.
CLIMB
The pressurization is initiated at take-off. The CPC always switches
to CLIMB INTERNAL mode for about 30 s to allow the FMGES data
validation before going to CLIMB EXTERNAL mode. During this
data validation, the FMGES sends, among other things, the remaining
flight time to destination to the CPC. This flight duration is computed
from the flight plan entered by the crew and used for the maximum
normal cabin differential pressure set-up. The active CPC switches
to CLIMB INTERNAL when:
- engine 1 or 2 set to take off power for the A330 (engine 2 or 3 for
the A340),
- main shock absorbers extended.
After 30 seconds, if FMGES data is validated, the CPC switches to
CLIMB EXTERNAL mode.
Pressure control is based on the FMGES inputs taking into account
top of climb and planned A/C cruise altitude. During climb the cabin
altitude increases at a constant rate, up to the top of climb. Cabin
vertical speed is limited to 1000 ft/mn. In case of long level off, the
system reverts to CLIMB INTERNAL mode. If FMGES data is not
validated, the system will remain in CLIMB INTERNAL mode. This
requires the LFE to be set manually. In CLIMB INTERNAL mode,
the cabin pressure will follow the ambient pressure evolution according
to a proportional schedule. Internal scheduling also makes sure that
the maximum cabin differential pressure is not reached during climb.
NOTE: ABORT mode is selected below A/C altitude of 8000 ft if
descent rate is higher than 2000 ft/mn for 30 s. The CPC
processes an internal schedule in order to land with a
differential pressure of 0.1 psi.
CRUISE
The cabin cruise altitude will agree with the highest value computed
from A/C planned altitude or actual A/C altitude.
NOTE: The LFE selection takes over from the computed cruise
cabin altitude if the LFE is higher.
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DESCENT
The CPC always switches to DESCENT INTERNAL mode for about
30 seconds to allow the FMGES data validation before going to
DESCENT EXTERNAL mode. If the FMGES data is validated, the
CPC switches to the DESCENT EXTERNAL mode after 30 s. The
cabin pressurization profile is computed according to the A/C descent
speed, landing altitude, field baro setting and remaining time of arrival.
The cabin vertical speed is limited to -750 ft/mn. The CPC computes
an ideal constant cabin rate in order to reach an altitude lower than
the LFE, before landing.
The cabin altitude goes down below the LFE. Then the cabin altitude
remains constant with a differential pressure of 0.1 psi. However, the
system will remain in DESCENT INTERNAL mode if the FMGES
data is not validated at the top of descent. This requires the LFE to be
set manually. The cabin pressurization profile is computed according
to the ambient pressure, A/C descent speed, manually selected LFE
and landing field baro setting. The cabin vertical speed is limited to
-750 ft/mn. The cabin rate is adjusted, so that the cabin altitude reaches
the selected LFE plus an offset of 0.1 psi prior to landing. The offset
carries out a pressurized landing.
GROUND AFTER LANDING
We are now entering into the depressurization phase. To activate the
depressurization, a signal is sent when landing gear 1 or 2 is
compressed. The cabin is depressurized at a fixed rate until the
differential pressure reaches 0 psi. The rate limiter is overridden and
the outflow valves are driven fully open, 70 s after touchdown to make
sure that the cabin is fully depressurized. At the same time, a controller
change over occurs automatically.
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FLIGHT PROFILE - GROUND ... GROUND AFTER LANDING

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AVIONICS EQUIPMENT VENTILATION D/O (3)

GENERAL
The system ensures the ventilation of the avionics equipment in order to
guarantee a high reliability level. This is done in compliance with the
ARINC 600 requirements. The main items of equipment which are
ventilated in the cockpit are:
- the Display Units (DU),
- the Flight Control Unit (FCU),
- the pedestal,
- the overhead panel,
- the cockpit temperature sensor.

The main items of equipment which are ventilated in the avionics
compartment are:
- the electronics racks,
- the weather radar shelf,
- the AC/DC power center,
- the forward shelf,
- the Air Data/Inertial Reference Units (ADIRUs),
- the batteries.
The avionics equipment ventilation includes three main subsystems:
- the blowing system,
- the battery ventilation system,
- the extraction system.
BLOWING SYSTEM
The required blowing airflow is bled from the cabin air recirculation
system. UNDER NORMAL CONDITIONS the recirculation fans supply
the system with the required airflow. The Cooling Effect Detector (CED)
ensures permanent monitoring of the cooling capacity of the blowing
airflow.
BATTERIES VENTILATION SYSTEM
The batteries are ventilated by an independent sealed circuit. The air
extraction is provided by a venturi. The ventilation is only effective with
cabin differential pressure.
EXTRACTION SYSTEM
The air used for the avionics equipment ventilation is extracted by means
of the extract fan. The air is discharged either to the FWD cargo
compartment underfloor through the underfloor valve or overboard
through the overboard valve. This system is controlled by the Avionics
Equipment Ventilation Computer (AEVC).
EXTRACTION SYSTEM MAIN COMPONENTS
The extraction system is composed of:
- an extract fan,
- an underfloor valve,
- an overboard valve,
- an extract pressure switch.
The fan runs as soon as the aircraft electrical network is powered and
remains on as long as electrical supply is available to the motor. The
fan is of the one speed, three-phase 115/200V AC-powered type.
The overboard valve is of the skin mounted type. An electrical actuator
controls the flap and microswitches detect the three positions of the
valve, fully open, partially open and fully closed. A crank fitted on
the valve is provided to manually set the valve in the required position.
The underfloor valve is of the butterfly type, electrically controlled

by an actuator. Two positions are available: Fully open and fully
closed. Microswitches are provided to detect the positions of the valve.
A manual lever and visual indicator are provided to operate the valve
manually.
The pressure switch monitors the operation of the system. It senses
the differential pressure between the cabin and the extraction system.
AVIONICS EQUIPMENT VENTILATION D/O (3) Nov 20, 2008
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NORMAL OPERATION
On ground with the aircraft electrically supplied, the fan starts to run, the
overboard valve is fully open and the underfloor valve is fully closed.
Air is extracted overboard. As soon as one engine is running (inboard
engines running for the A340), or in flight the overboard valve closes
and the underfloor valve opens. Air is extracted underneath the forward
cargo floor compartment. Note that the underfloor extract valve can close
only if the overboard valve is fully open.
When OVerRiDe is selected, the automatic operation of the system is
overridden:
- the overboard valve opens partially,
- the underfloor valve closes,
- the extract fan runs if serviceable. This permits extraction of the air by
differential pressure between the cabin and outside in case of a
malfunction in the system.
These are the cases of malfunction:
- extract fan failure,
- dispatch of A/C with the overboard valve manually placed in partially
open position,
- it is also used for the avionics smoke procedure.
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GENERAL ... NORMAL OPERATION

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ABNORMAL OPERATION: VENTILATION FAILURE
In this topic the following abnormal situations are detailed:
- insufficient cooling,
- fan failure,
- overboard valve failure,
- underfloor valve failure.
INSUFFICIENT COOLING
On ground, insufficient cooling detected by the CED activates the
following warnings:
- mechanics call horn,
- AVNCS VENT caution light,
- ECAM message.
During flight, in case of insufficient cooling, the CED sends a signal
to the AEVC. The AEVC sends a signal to the ECAM.
FAN FAILURE
In case of extract fan failure, the low airflow condition is detected by
the pressure switch. A signal is sent to the AEVC. On ground with
no engine running, the following warnings are activated:
- AVNCS VENT caution light,
- ECAM,
- Central Maintenance Computer (CMC),
- FAULT legend on the EXTRACT P/B.
As soon as one engine is running (engine 2 or 3 for the A340), the
following warnings are activated:
- FAULT legend on the EXTRACT P/B,
- ECAM,
- CMC.
In case of overheat in the electrical motor of the fan, thermal switches
cut off the electrical supply.
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ABNORMAL OPERATION: VENTILATION FAILURE - INSUFFICIENT COOLING &

FAN FAILURE
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ABNORMAL OPERATION: VENTILATION FAILURE
OVERBOARD VALVE FAILURE
On ground, at first engine start (engine 2 or 3 start for the A340), if
the overboard valve is detected jammed in the open position by the
valve microswitches, the following warnings are activated:
- ECAM,
- CMC.
On ground, at both engines shutdown (engines 2 and 3 shut-down for
the A340), if the overboard valve is detected jammed in the closed
position by the valve microswitches, a warning message is sent to the
CMC.
UNDERFLOOR VALVE FAILURE
On ground, at first engine start (engine 2 or 3 start for the A340), if
the underfloor valve is detected jammed in the closed position by the
pressure switch and the valve microswitches, the following warnings
are activated:
- ECAM,
- CMC.
On ground, at both engine shutdown (engines 2 and 3 shut-down for
the A340), if the underfloor valve is detected jammed in the open
position by the microswitches, a warning message is sent to the CMC.
In case of valve positioning failure at engine start, the overboard valve
can be partially opened and the underfloor valve closed manually.
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ABNORMAL OPERATION: VENTILATION FAILURE - OVERBOARD VALVE FAILURE

& UNDERFLOOR VALVE FAILURE

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AVIONICS EQPT. GROUND COOLING D/O (OPTION) (3)

GENERAL PRINCIPLE
When operating in hot climates, an optional ground cooling system can
be used to provide additional cooling of the avionics equipment.
AVIONICS EQPT. GROUND COOLING D/O (OPTION) (3) Nov 20, 2008
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GENERAL PRINCIPLE
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GENERAL PRINCIPLE (continued)
PRINCIPLE
The air is cooled by a refrigerant-fluid cycle system called the Ground
Refrigeration Unit (GRU). The airflow required for the GRU condenser
is supplied by the GRU fan in the avionics compartment. The fan
blows ambient air from the avionics compartment through the
condenser and then overboard, through the GRU skin valve.
MAIN COMPONENTS
The avionics equipment GND cooling system includes these components:
- a GRU fan,
- a GRU,
- a GRU skin valve.
FAN
The fan is of the one speed design. It is directly controlled by the GRU
Electronic Control Box (ECB). The fan starts and stops simultaneously
with the GRU compressor.
A thermal switch is connected to the fan motor to stop the fan in case
of overheat. There is an overheat indicator and a reset P/B installed
on the fan housing.
GROUND REFRIGERATION UNIT (GRU)
The GRU is a compact assembly and consists of a refrigerant-fluid
cycle system. When the refrigerant fluid is in a vapor state, it is
compressed and transformed into liquid form by an electrical scroll
compressor and cooled through a condenser.

The liquid passes through a tank desiccant filter to remove water
particles and impurities. Then it is expanded through a calibrated
expansion orifice in order to ensure sufficient sub-cooling.
The refrigerant fluid is piped to the evaporator where it is transformed
into a gaseous state by cooling the air blown to the avionics. The
condensation water formed in the evaporator is drained into the lower
fuselage area.
The unit is controlled and monitored by an ECB located on the upper
part of its structure. It is possible to test and reset the ECB through a
specific connector. A plug protects this connector during GRU normal
operation.
The GRU is equipped with a filling valve on the tank filter inlet. The
valve is used for servicing the GRU. It is protected by a threaded plug.
SKIN VALVE
The GRU skin valve has two positions. The valve is actuated by a 28
VDC electrical motor. It is controlled and monitored by the Avionics
Equipment Ventilation Controller (AEVC). In the event of an electrical
failure, a manual override mechanism enables valve operation from
outside the A/C. A deactivation switch set in the OFF position enables
the valve to be manually operated by use of the stowed handle.
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GENERAL PRINCIPLE & MAIN COMPONENTS

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NORMAL OPERATION
The system operation can be controlled through the GND COOL P/B.
AUTO CONTROL
When the GND COOL P/B is set to AUTO, the AEVC controls the
skin valve to open, if the A/C is on ground, and the engines are shut
down.
When the skin valve has reached its Fully Open (FO) position, and
both air conditioning packs are stopped for at least 2 minutes, the
valve open signal is sent to the GRU ECB.
As soon as the skin valve open signal is received, the GRU is in

standby mode.
When the temperature exceeds 27.5C, the fan and the GRU are
automatically powered. The automatic shutdown occurs when the
temperature drops below 23C. The skin valve closure or at least one
pack flow control valve opening lead to the fan and GRU shutdown.
MANUAL SHUTDOWN
When the GND COOL P/B is set to OFF, the skin valve is directly
controlled to the closed position and the fan and GRU power supply
is switched off through power relays control.
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NORMAL OPERATION - AUTO CONTROL & MANUAL SHUTDOWN

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ABNORMAL OPERATION
This topic will describe the abnormal operation of the avionics equipment
GND cooling sys
.
VALVE JAMMING
If the skin valve is jammed in the open position at engine start, the
crew must try to close the valve with the GND COOL P/B. If it fails
to close, manual closure from the outside will be requested.
The skin valve jammed in the open position at engine start will cause
the:
- illumination of the FAULT legend on the GND COOL P/B,
- generation of warnings on the EWD,
- display of amber skin valve indication on the CAB PRESS page,
- display of amber GND COOL indication on the CAB PRESS page.
If the skin valve is jammed in the closed position at engine shutdown,
the GND COOL P/B must remain in AUTO position and manual
opening from the outside is requested.
The skin valve jammed in the closed position at engine shutdown will
cause the:
- generation of warnings on the EWD,

- display of amber skin valve indication on the CAB PRESS page,
- display of amber GND COOL indication on the CAB PRESS page,
- activation of the ground horn,
- illumination of the AVNCS VENT CAUT light on the external power
panel.
VALVE DEACTIVATION/REACTIVATION
If manual operation is requested, a PUSH handle latch allows the
handle to be folded out then deployed. Before turning the handle to
close or open the valve, a deactivation switch must be set to the OFF
position.
The deactivation switch must be set back to the ON position as soon
as the problem is fixed in order to recover automatic control.
FAN OVERHEAT
If a fan overheat occurs, the overheat protection removes the power
supply to the fan. The crew is requested to set the GND COOL P/B
to the OFF position.
- A fan overheat will cause the:
- illumination of the OVHT light on the fan flange,
- generation of warnings on the EWD (VENT GND COOL FAULT),
- display of the amber GND COOL indication on the CAB PRESS
page,
- illumination of the AVNCS VENT CAUT light on the external
warning panel.
FAN RESET
A fan reset must be performed after the OVHT light comes on and
the trouble shooting procedure has been completed. The fan and the
GRU will start and the OVHT light will go off, only if the overheat
condition is no longer detected.
GRU FAILURE
If a fault occurs, a GRU fault logic in the ECB will automatically
switch off the compressor motor and fan power supply. The GRU
failure may also come from the GRU contactor malfunction.
A GRU failure will also cause the:
- generation of warnings on the EWD (VENT GND COOL FAULT),
- display of amber GND COOL indication on the CAB PRESS page,
- illumination of the AVNCS VENT CAUT light on the external power
panel,
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- the crew is requested to set the GND COOL P/B to the OFF position.
GRU RESET
If the reset of the GRU is performed from the overhead panel, the
GRU may restart but the ECB memorizes the fault. It is only possible
to clear the fault by means of a special fault control box connected to
the GRU test and reset connector.
GRU TEST
If a failure occurs, it is possible to test the GRU by means of a special
test control box connected to the GRU test and reset connector.
However, it is impossible to start up the GRU again until the system
failures that caused the overheating, overpressure or under pressure
conditions have been corrected.
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ABNORMAL OPERATION - VALVE JAMMING ... GRU TEST

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SYSTEM D/O (3)

GENERAL
The system ensures proper air circulation in the air conditioning bay in
order to maintain a temperature compatible with structure constraints in
the relevant area.
SYSTEM D/O (3) Nov 20, 2008
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GENERAL
Page 163

SYSTEM D/O (3)

GENERAL (continued)
SYSTEM ARCHITECTURE
The left and right packs are located in the air conditioning bay. The
air conditioning bay is located in the unpressurized belly fairing
forward of the wheel well on the lower fuselage. The air conditioning
packs and their associated hot air pipes provide in-operation heat
dissipation. The air conditioning bay ventilation is performed through
the left-hand pack and the right-hand pack. The ventilation principle
is based on the use of external air through a NACA air inlet. Air is
distributed by means of piccolo tubes and finally discharged overboard
through an air outlet. The system has:
- a turbofan,
- a turbofan supply valve,
- a check valve,
- a pressure switch.
SYSTEM CONTROLS
The turbo supply valve controls:
- start of the turbofan on ground,
- stop of the turbofan in flight.
The Landing Gear Control and Interface Unit (LGCIU) 1 directly
controls turbofan supply valve.
SYSTEM MONITORING
The Avionics Equipment Ventilation Computer (AEVC) monitors
the turbofan supply valve and the pressure switch to send the necessary
information to the Central Maintenance Computer (CMC) to take the
maintenance corrective action. In case of system abnormal operation,
a visual warning is displayed on the external power control panel. In
addition, an aural warning is triggered through the ground horn. In
flight, a warning message on the EWD is displayed.
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GENERAL - SYSTEM ARCHITECTURE ... SYSTEM MONITORING

Page 165

SYSTEM D/O (3)

DESCRIPTION
The air conditioning packs are located in an unpressurized area on the
lower fuselage. To ensure air circulation to maintain safe compartment
temperatures, the air conditioning compartment ventilation system uses
air supplied by a dedicated turbofan on ground and by a related NACA
air inlet in flight. Three piccolo tubes enable correct air distribution in
the air conditioning compartment. The ventilation air is discharged
overboard through an orifice in the lower part of the belly fairing.
AEVC
The AEVC monitors the position of turbofan supply valve. It also
monitors the pressure switches for sufficient airflow to the
compartment. The AEVC outputs are:
- one discrete output connected to both System Data Acquisition
Concentrators (SDAC) in order to generate class 2 fault signals,
- one ARINC 429 bus connected to the CMC to generate the relevant
maintenance messages.
TURBOFAN
The turbofan is located in the belly fairing and is attached to the A/C
structure by four shock absorbers. The turbofan is a
pneumatic-powered, turbine-driven fan. Its housing can contain fan
impeller fragments in case of a failure.
TURBOFAN SUPPLY VALVE
The pneumatically operated turbofan supply valve is installed on the
turbofan turbine air supply line. A solenoid controls the valve open
and closed and it is spring-loaded closed in the absence of air pressure.
A safety altitude device prevents inadvertent opening of the valve
when the A/C altitude exceeds 15,000 ft. Two microswitches are fitted
to supply position information.
CHECK VALVE
A check valve is installed on the ventilation system of the air
conditioning compartment. It is closed on ground and open in flight.
The check valve prevents air recirculation in the duct and ensures
correct operation of the turbofan.
PRESSURE SWITCH
The differential pressure switch is monitored by the AEVC. The
pressure switch position is used with the pack Flow Control Valve
(FCV) position to trigger a warning when the FCV is open and the
pressure switch is sensing low flow.
OPERATION
The air conditioning bay ventilation system has 2 operational modes:
- a ground mode,
- a flight mode.
ON GROUND
On the ground, the LGCIU 1 controls the turbofan supply valve to
open, by de-energizing the valve solenoid. Provided there is pneumatic
supply (crossbleed duct supplied), high-pressure air passes through
the turbofan supply valve and drives the turbofan. Then, the turbofan
draws air, through the NACA air inlet, to supply the necessary airflow
in the air conditioning compartment. The check valve is closed during
operation. The turbine airflow is discharged into and mixed with the
turbofan air. A pressure switch is connected to the upstream turbofan
pressure-port (port P2) and to the downstream turbofan pressure-port
(port P1). This permits ventilation monitoring of the air conditioning
compartment provided at least one FCV is open.
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IN FLIGHT
In flight, ram air through the NACA inlet is sufficient for cooling, so
the LGCIU1 controls the turbofan supply valve closed by energizing
the solenoid.
ABNORMAL OPERATION
Here is a detailed description of the different failures that can occur in
the air conditioning bay ventilation system.
MAINTENANCE ACTION
For maintenance action on ground, a blanking plug is fitted in the
vicinity of the turbofan to blank the turbine supply line. This
deactivates a failed turbofan and allows dispatch under Master
Minimum Equipment List (MMEL) condition. The blanking plug
prevents:
- permanent hot air leakage on the ground in case of failure of the
turbofan (jammed),
- excessive rotation speed of the turbofan in flight in case of failure
of the turbofan supply valve (jammed in the open position).
TURBOFAN SUPPLY VALVE FAILURE
On ground, if the turbofan supply valve fails to open when one pack
FCV is open, the following warnings are activated:

- a warning message is displayed on the EWD,
- an audio warning is triggered through the ground horn,
- an AVioNiCS VENTilation caution light comes on the external
power control panel,
- a message is sent to the Central Maintenance System (CMS). The
packs should be switched OFF on the ground. They can be selected
back ON after takeoff.
In flight, if the supply valve is detected open by the AEVC, the
warnings are activated:
- a message is sent to the CMS.
TURBOFAN JAMMING
On ground, if the turbofan is detected jammed by the pressure switch,
when at least one FCV is open, these warnings are activated:
- an AVNCS VENT caution light appears on the external power control
panel,
The packs should be switched OFF on the ground. They can be
selected back ON after takeoff.A maintenance action with the blanking
plug is needed before dispatch under MMEL condition.
CHECK VALVE FAILURE
A check valve stuck in the closed position cannot be detected. But on
ground, the pressure switch enables a check valve stuck in open
position to be detected and the warnings to be activated:
- an AVNCS VENT caution light appears on the external power control
panel,
The packs should be switched OFF on the ground. They can be
selected back ON after takeoff.
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DESCRIPTION ... ABNORMAL OPERATION

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DESCRIPTION ... ABNORMAL OPERATION

Page 169

AIR CONDITIONING MCDU PAGES (2)

GENERAL
The SYSTEM REPORT/TEST function of the CMS ground menu, on
the MCDU for the air conditioning system, gives access to an interactive
mode.
This mode allows fault interrogation and testing of:
- the Avionics Equipment and Ventilation Controller (AEVC),
- the Ventilation Controller (VC),
- the Environmental Control System (ECS) through the Zone Controller
(ZC) and the Pack Controllers (PCs),
- and finally the Cabin Pressure Controllers (CPCs).
AIR CONDITIONING MCDU PAGES (2) Nov 20, 2008
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GENERAL
Page 171


AIR CONDITIONING TEST CAPABILITY
The air conditioning SYSTEM REPORT TEST capabilities are:
- the AVNCS VENT test,
- the CRG VENT tests and the specific functions,
- the CAB TEMP tests and the specific data,
- and the CAB PRESS test.
AVNCS VENT TEST
From the main menu of the air conditioning SYSTEM REPORT
TEST, the selection of the AVNCS-VENT line key will give access
to the Avionics Equipment and Ventilation Controller (AEVC)menu.
The AEVC is a type 2 computer which allows the operator to perform
a system test including an overboard extract valve functional cycle

test.
CRG VENT TESTS AND SPECIFIC FUNCTIONS
TEST, the selection of the CRG-VENT line key will give access to
the Ventilation Controller (VC) menu.
The VC is a type 1 computer with GND SCANNING capability. In
addition, the VC menu page allows the operator to perform the
following specific functions:
- the SYSTEM TEST to check the VC and the related components,
- the ADDITIONAL TEST which are the back up test and the power
supply test,
- the SPECIFIC FUNCTIONS to display specific data and component
status.
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AIR CONDITIONING TEST CAPABILITY - AVNCS VENT TEST & CRG VENT TESTS
AND SPECIFIC FUNCTIONS
Page 173

Page 174

Page 175


AIR CONDITIONING TEST CAPABILITY (continued)
CAB TEMP TESTS AND SPECIFIC DATA

TEST, the selection of the CAB TEMP line key will give access to
the Environmental Control System (ECS) menu.
The ECS menu enables interrogation of the Zone Controller (ZC) and
the Pack Controllers (PCs) which are type 1 computers with GND
SCANNING capability. In addition, the ECS system page allows the
operator to perform the following specific functions:
- the TEST to check the ZC, the PCs and their related components,
as well as the pack flap rigging purposes,
- the SPECIFIC DATA to display system data and to adjust
temperature parameters as duct temperature limitation and altitude
correction.
CAB PRESS TEST
TEST, the selection of the CAB PRESS line key will give access to
the Cabin Pressure Controllers (CPCs) menu.
Tests can be performed through CPC 1 or CPC2.
The CPCs are type 1 computers with GND SCANNING capability.
The CPCs menu allows the operator to perform the TEST of the
computers and their related components.
Page 176

AIR CONDITIONING TEST CAPABILITY - CAB TEMP TESTS AND SPECIFIC DATA
& CAB PRESS TEST
Page 177

AIR CONDITIONING SYSTEM BASE MAINTENANCE (3)

FILTER ELEMENTS REMOVAL AND INSTALLATION
The purpose of this module is to present the FWD and AFT recirculation
filter elements removal and installation.
NOTE: Note that the aft filter elements are disposable and not cleanable.
JOB SET-UP
ENGINE, THE APU OR A GROUND SOURCE. HOT
COMPRESSED AIR CAN CAUSE INJURY TO

STAFF.
Open the FWD cargo compartment door for FWD filters access and
the AFT cargo compartment door for AFT filters access.
Remove applicable panels to get access to filters. For the FWD filters,
remove the FWD cargo compartment rear wall panels. For the AFT
filters, remove the FWD wall panels.
On the AIR control panel, make sure that the APU BLEED, the ENG
BLEED and the PACK 1(2) P/BSWs are released out (OFF legend
on). Put a warning notice on the High Pressure (HP) and Low Pressure
(LP) ground connectors to warn persons not to supply the A/C with
a ground air source.
AIR CONDITIONING SYSTEM BASE MAINTENANCE (3) Nov 20, 2008
Page 178

G7108471 - G3LT1T0 - FM21Y2BASEMCE03
FILTER ELEMENTS REMOVAL AND INSTALLATION - JOB SET-UP

Page 179


Page 180


Page 181


(continued)
REMOVAL OF THE FWD FILTER ELEMENTS
CAUTION: Do not step on the ducts due to their fragility. You must
replace all the filters on the same side of the A/C at the
same time:
-the RH FWD filters with the RH AFT filters,

-the LH FWD filters with the LH AFT filters.
To remove the left FWD filter elements:
- unlock the locks and open the fasteners of the mounting assembly,
- release each of the two fasteners,
- pull the tabs off the studs,
- disengage the channels from the two studs and pull the filter element,
- remove the filter element from its mounting assembly.
Use the same procedure to remove the right FWD filter elements.
Page 182

FILTER ELEMENTS REMOVAL AND INSTALLATION - REMOVAL OF THE FWD

FILTER ELEMENTS
Page 183

FILTER ELEMENTS REMOVAL AND INSTALLATION - REMOVAL OF THE FWD

FILTER ELEMENTS
Page 184


Page 185


(continued)
REMOVAL OF THE AFT FILTER ELEMENTS
The AFT filter elements removal procedure is similar to the one for
the FWD filter elements. The AFT filters are accessible through the
forward wall of the aft cargo compartment.

Page 186

FILTER ELEMENTS REMOVAL AND INSTALLATION - REMOVAL OF THE AFT

FILTER ELEMENTS
Page 187


(continued)
INSTALLATION OF THE FWD FILTER ELEMENTS
Follow the reverse removal sequence to install the FWD filter
elements.
NOTE: Note: Make sure that the silicone seal is in good condition
before you close the fasteners.
Page 188

FILTER ELEMENTS REMOVAL AND INSTALLATION - INSTALLATION OF THE FWD

FILTER ELEMENTS
Page 189


(continued)
INSTALLATION OF THE AFT FILTER ELEMENTS
The AFT filter elements installation procedure is similar to the one
for the FWD filter elements.
Remove all warning notices and close the FWD and AFT cargo
compartment doors.
Page 190

FILTER ELEMENTS REMOVAL AND INSTALLATION - INSTALLATION OF THE AFT

FILTER ELEMENTS
Page 191

FILTER ELEMENTS REMOVAL AND INSTALLATION - INSTALLATION OF THE AFT

FILTER ELEMENTS
Page 192


Page 193

AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE G7108471
NOVEMBER 2008
PRINTED IN FRANCE
AIRBUS S.A.S. 2008
ALL RIGHTS RESERVED
AN EADS COMPANY

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A330-200/300

TECHNICAL TRAINING MANUAL

AIR GENERATION/TEMP CONTROL &

COCKPIT/CABINAIR DISTRIBUTION &VENTILATION

CARGO COMPT VENTILATION/TEMPERATURE

Pressurization System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128

AVIONICS EQUIPMENT VENTILATION

AIR CONDITIONING BAY VENTILATION

A330-200/300 TECHNICAL TRAINING MANUAL

AIR CONDITIONING LINE MAINTENANCE BRIEFING (2)

A330-200/300 TECHNICAL TRAINING MANUAL

A330-200/300 TECHNICAL TRAINING MANUAL

AIR CONDITIONING LINE MAINTENANCE BRIEFING (2)

A330-200/300 TECHNICAL TRAINING MANUAL

TEMPERATURE CONTROL AND RE-CIRCULATION

A330-200/300 TECHNICAL TRAINING MANUAL

AIR CONDITIONING LINE MAINTENANCE BRIEFING (2)

A330-200/300 TECHNICAL TRAINING MANUAL

AVIONICS AND AIR CONDITIONING COMPT VENTILATION

A330-200/300 TECHNICAL TRAINING MANUAL

AIR CONDITIONING LINE MAINTENANCE BRIEFING (2)

A330-200/300 TECHNICAL TRAINING MANUAL

A330-200/300 TECHNICAL TRAINING MANUAL

AIR CONDITIONING LINE MAINTENANCE BRIEFING (2)

A330-200/300 TECHNICAL TRAINING MANUAL

DEACTIVATION OF THE TURBOFAN SUPPLY LINE

A330-200/300 TECHNICAL TRAINING MANUAL

DEACTIVATION OF THE TURBOFAN SUPPLY LINE

A330-200/300 TECHNICAL TRAINING MANUAL

DEACTIVATION OF THE TURBOFAN SUPPLY LINE

A330-200/300 TECHNICAL TRAINING MANUAL

AIR CONDITIONING LINE MAINTENANCE BRIEFING (2)

- pull the handle further to engage the drive mechanism,

A330-200/300 TECHNICAL TRAINING MANUAL

DEACTIVATION OF THE AVIONICS VENTILATION OVERBOARD EXTRACT VALVE

A330-200/300 TECHNICAL TRAINING MANUAL

DEACTIVATION OF THE AVIONICS VENTILATION OVERBOARD EXTRACT VALVE

A330-200/300 TECHNICAL TRAINING MANUAL

DEACTIVATION OF THE AVIONICS VENTILATION OVERBOARD EXTRACT VALVE

A330-200/300 TECHNICAL TRAINING MANUAL

AIR CONDITIONING LINE MAINTENANCE BRIEFING (2)

AIR CONDITIONING SYSTEM FROM THE MAIN

A330-200/300 TECHNICAL TRAINING MANUAL

DEACTIVATION OF THE PACK FLOW CONTROL VALVE

A330-200/300 TECHNICAL TRAINING MANUAL

DEACTIVATION OF THE PACK FLOW CONTROL VALVE

A330-200/300 TECHNICAL TRAINING MANUAL

This Page Intentionally Left Blank

A330-200/300 TECHNICAL TRAINING MANUAL

AIR CONDITIONING LINE MAINTENANCE BRIEFING (2)

A330-200/300 TECHNICAL TRAINING MANUAL

PRESSURIZATION SYSTEM MAINTENANCE TIPS

A330-200/300 TECHNICAL TRAINING MANUAL

AIR CONDITIONING SYSTEM OVERVIEW (3)

A330-200/300 TECHNICAL TRAINING MANUAL

AIR CONDITIONING SYSTEM OVERVIEW

A330-200/300 TECHNICAL TRAINING MANUAL

PACK AIR FLOW REGULATION D/O (3)

A330-200/300 TECHNICAL TRAINING MANUAL