Single Aisle Technical Training Manual Maintenance Course - M35 Line Mechanics (V2500-A5/ME) Pneumatic

SINGLE AISLE
TECHNICAL TRAINING MANUAL
MAINTENANCE COURSE - M35 LINE MECHANICS
(V2500-A5/ME)
PNEUMATIC
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.
SINGLE AISLE TECHNICAL TRAINING MANUAL
PNEUMATIC
Pneumatic Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Bleed System Description (3) . . . . . . . . . . . . . . . . . . . . . . . . 16
APU Bleed Air SPLY/X-Bleed System D/O (3) . . . . . . . . . . . . . . . . 20
Pneumatic Leak Detection System D/O (3) . . . . . . . . . . . . . . . . . . . . 22
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MAINTENANCE COURSE - M35 LINE MECHANICS (V2500-A5/ME) TABLE OF CONTENTS May 11, 2006
36 - PNEUMATIC Page 1
PNEUMATIC LEVEL 2 (2)

However, APU BLEED air could also be used in flight, depending
SYSTEM OVERVIEW on altitude. The APU bleed supply is connected to the left side of the
crossbleed duct.
The Pneumatic system is used to supply High Pressure (HP) air for air
On the ground, a HP ground power unit can be connected to the left
conditioning, pressurization, engine start and anti-icing. HP air can be
side pneumatic system. The right side may be supplied by opening
supplied from both engines, the APU or an external ground source.
the crossbleed valve.
ENGINE BLEED
The engine bleed air is pressure and temperature regulated prior to
supplying the pneumatic system. Air is bled from two engine High
Pressure Compressor (HPC) stages, the Intermediate Pressure (IP)
stage and the HP stage.
The High Pressure Bleed Valve (HPV) supplies air to the system when
the engines are at low power. Once the IP bleed is sufficient, the HPV
closes.
All the engine bleed air is supplied to the pneumatic system through
the main engine BLEED valve (or Pressure Regulating Valve (PRV)),
which acts as a shut off and overall system pressure regulating valve.
Each Bleed Monitoring Computer (BMC) monitors system pressure
and will shut down the engine bleed in case of excessive pressure. In
addition, an Overpressure Valve (OPV) is installed downstream from
the bleed valve to protect the system in case of overpressure.
The temperature of the engine bleed air is regulated to a maximum
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value. The hot bleed air goes through an air-to-air heat exchanger
called the precooler. Fan discharge air modulated by the Fan Air Valve
(FAV), blows across the pre-cooler to maintain the temperature within
limits.
APU BLEED/EXTERNAL AIR
The left and right bleed systems are connected by a crossbleed duct.
A crossbleed valve enables their interconnection or isolation.
The APU can also be used for bleed air supply. This is usually done
on the ground for air conditioning and for engine start.
MAINTENANCE COURSE - M35 LINE MECHANICS (V2500-A5/ME) PNEUMATIC LEVEL 2 (2) May 10, 2006
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SYSTEM OVERVIEW - ENGINE BLEED & APU BLEED/EXTERNAL AIR

SYSTEM OVERVIEW (continued)
LEAK DETECTION
Leak detection loops are installed along the hot air supply ducts of
the pneumatic system and are connected to the BMCs. The leak
detection system is organized into three loops. Here are the loops and
the protected areas: - PYLON: the pre-cooler outlet area,
- WING: wing leading edge and belly fairing,
- APU: APU aft supply duct (left hand side of the fuselage) from APU
firewall to wheel well area.
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SYSTEM OVERVIEW - LEAK DETECTION

MEL/DEACTIVATION
PRV AND HPV DEACTIVATION
In case of failure, the pneumatic system HPV must be deactivated
CLOSED for dispatch per Minimum Equipment List.
The deactivation procedure is the same for both valves.
Procedure:
- associated BLEED switch selected OFF,
- APU BLEED switch selected OFF,
- open the fan cowl and thrust reverser cowl,
- deactivate the thrust reverser at the Hydraulic Control Unit (HCU),
- on the PRV, move the manual override to the CLOSED position,
- secure in CLOSED position with locking pin,
- reactivate the thrust reverser,
- close cowls.
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MEL/DEACTIVATION - PRV AND HPV DEACTIVATION

MEL/DEACTIVATION (continued)
WING LEAK DETECTION
The WING leak detection is a dual-loop system. To generate a WING
LEAK warning, both A and B loops have to detect the overheat. For
dispatch, WING leak detection must be operational (at least one loop)
on each wing. If a single loop fails, the MAINTENANCE message
AIR BLEED will be displayed on the STATUS page associated with
a Centralized Fault Display System (CFDS) message L(R) WING
LOOP (INOP). The aircraft may be dispatched per Minimum
Equipment List with the MAINTENANCE message displayed.
For troubleshooting it is important to understand that the WING
detection elements monitor much more than just the wings alone. The
protected areas are:
- wing leading edge (wing anti-ice supply duct),
- air conditioning compartment - belly fairing - (pack supply,
crossbleed manifold, APU supply, ground air supply),
- APU forward supply duct (from the APU check valve through the
wheel well).
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MEL/DEACTIVATION - WING LEAK DETECTION

MAINTENANCE TIPS
TROUBLESHOOTING NOTE
Normal operation of the pneumatic system does not require electric
power. The HPV, PRV, OPV and FAV are all controlled and operated
pneumatically. The BMC monitors the system operation and shuts
down the system in case of over temperature, over pressure or a Leak.
During troubleshooting, it is very important to check the integrity of
all pneumatic sense-line connections. The BMC BITE does not
confirm the integrity of the system.
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MAINTENANCE TIPS - TROUBLESHOOTING NOTE

MAINTENANCE TIPS (continued)
TEST SET
A Test Set is available to assist in troubleshooting the pneumatic
system. The test set enables calibrated pressure to be applied to
individual valves, components and isolated parts of the system to
check for normal operation and sense line integrity. Several kinds of
valves can be tested through the pneumatic system test set like:
Pressure Regulating Valve, High Pressure Valve, Overpressure Valve,
Fan Air Valve.
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MAINTENANCE TIPS - TEST SET

MAINTENANCE TIPS (continued)
ENGINE START WITH GROUND AIR
To perform an engine start with ground air, the connection is located
on the lower fuselage. The access door is on the belly fairing.
During a ground air start, the crossbleed valve must be operated
manually. For safety, it is recommended to use the ground air supply
to start the first engine. Then disconnect the ground air supply and
perform a crossbleed start for the second engine.
On the ECAM BLEED page, the GND indication DOES NOT indicate
ground air supply connected or available. This indication appears
when the aircraft is on the ground to show that the ground air is
directly supplied to the LEFT side of the system only. The left bleed
system pressure indicator will indicate pressure when the ground air
is supplied.
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MAINTENANCE TIPS - ENGINE START WITH GROUND AIR
ENGINE BLEED SYSTEM DESCRIPTION (3)

(842°F). The PRV is pneumatically controlled by an external
GENERAL servo-control, the bleed pressure regulated valve control solenoid (CTL
SOL), located downstream from the precooler. The control solenoid
The engine air bleed pressure is pneumatically regulated by the High
operates in two modes, pneumatic and electric, causing a partial or
Pressure (HP) Valve (VLV) when air is supplied by the HP stage, or by
complete closure of the PRV.
the Pressure Regulating Valve (PRV) when the air is supplied by the
Intermediate Pressure (IP) stage. The pressure regulation system is
NOTE: Note: for the A318, the control solenoid operates in two modes,
monitored by two Bleed Monitoring Computers (BMCs).
pneumatic and electric, causing complete closure of the PRV.
HP VALVE The pneumatic mode is used for:
- reverse flow protection - the PRV is closed when a delta pressure
Switching between IP and HP is done pneumatically when the IP stage between the precooler outlet and the PRV inlet is detected,
pressure is not sufficient (engine at low speed). The HP VLV - temperature limitation downstream from the precooler, through the
pneumatically regulates the air supply between 8 and 36 psi. The HP thermostat located in the control solenoid. When the temperature increases
VLV is forced to close when the PRV is closed via the PRV/HP VLV and reaches 235°C (455°F), the PRV downstream pressure is
sense line. In flight, the Engine Electronic Controller (EEC) for IAE progressively reduced. When the temperature increases to more than 245
V2500-5A engines or the BMC for the A318/A319 fitted with CFM56 °C, the downstream pressure is reduced to a maximum of 17.5 psi.
engines maintains the HP VLV closed.
When the solenoid is de-energized, the opening of the HP VLV is not NOTE: Note: for the enhanced pneumatic system, the thermostat of the
inhibited. The solenoid will be energized by the BMC/EEC (depending control solenoid is no longer installed. The temperature
on the engine type) when: limitation function is no longer available. When 235°C (455°F)
- the engine is above idle, the pressure PS3 is greater than 110 psi for the is reached, the PRV no longer decreases the pressure to reduce
single aisle family IAE V2500 engines, or 80 psi for the CFM-56 engines. the temperature downstream.
- the Wing Anti-Ice (WAI) is OFF, The electrical mode with PRV shut-off function through energization of
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- the altitude is over 15,000 ft, the control solenoid is used when:
- the pack configuration is normal. - the ENGine BLEED P/B is selected "OFF",
- the ENGine FIRE P/B is RELEASED OUT,
IP CHECK VALVE The solenoid is automatically energized by the BMC in the following
cases:
The IP check valve protects the IP stage from reverse flow when the HP
- over-temperature downstream of the precooler - the heat exchanger
VLV is open.
outlet temperature sensor senses a temperature above 257°C (527°F),
PRV/CONTROL SOLENOID - overpressure downstream of the PRV when the pressure-regulated
transducer senses a pressure greater than 57 psi,
The PRV pneumatically regulates the bleed pressure around 44 psi. A - leak detection in pylon/wing/fuselage ducts and surrounding areas,
thermal fuse causes the valve to close in case of engine fire at 450°C - APU bleed valve not closed,
MAINTENANCE COURSE - M35 LINE MECHANICS (V2500-A5/ME) ENGINE BLEED SYSTEM DESCRIPTION (3) May 10, 2006
- corresponding starter valve not closed. HEAT EXCHANGER OUTLET TEMPERATURE SENSOR
OPV The heat exchanger outlet temperature sensor, connected to both BMCs,
reads the regulated temperature downstream from the precooler. This
The Overpressure Valve (OPV), which is normally open, closes
temperature is shown on the ECAM and used to monitor the system.
pneumatically. The OPV starts to close at 75 psi. It is fully closed at 85
psi and opens again at around 35 psi.
NOTE: Note: for the enhanced system, the high outlet temperature
REGULATED PRESSURE threshold is decreased. If the precooler exchanger outlet
temperature reaches 240°C (464°F), the BMC generates a class
A transducer, connected to both BMCs, reads the regulated pressure 2 maintenance message - "AIR BLEED" - on the ECAM
downstream from the PRV. This pressure is indicated on the ECAM. STATUS page. An associated maintenance message
"Thermostat (THRMST), FAV or sense line" can be seen on
NOTE: Note: for the enhanced pneumatic system, the cooling efficiency the MCDU.
is increased due to a new heat exchanger.
TRANSFERRED PRESSURE
A transducer, connected to the related BMC, reads the transferred pressure
downstream from the High Pressure Valve (HPV). This pressure is used
to monitor the PRV and the HPV.
FAV/CONTROL THERMOSTAT
The Fan Air Valve (FAV) pneumatically regulates the fan airflow to the
precooler for bleed air temperature regulation at 200°C (392°F). The
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FAV is pneumatically controlled by an external servo-control: the FAV

control thermostat (CTL THERMST), located downstream from the
precooler.
PRECOOLER
The precooler is an air-to-air heat exchanger.
NOTE: for the A318, the thermal efficiency is increased.
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GENERAL ... HEAT EXCHANGER OUTLET TEMPERATURE SENSOR
This Page Intentionally Left Blank

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APU BLEED AIR SPLY/X-BLEED SYSTEM D/O (3)

- the secondary motor is used to override the AUTO mode. The position
APU BLEED of the valve is then controlled by the X-BLEED selector for SHUT - off
or OPEN, on the overhead panel.
The pneumatic system can be supplied by the APU bleed air, through the
APU bleed valve, provided that the APU is running. HP GROUND CONNECTION
The Bleed Load Valve for the APU GTCP 36-300A (GARRETT) and
the Load Control Valve of Honeywell APU 131-9A are electrically The pneumatic system may be supplied by a ground cart. The supply
controlled by the ECB (solenoid) and pneumatically operated. In the duct is located to the left of the cross bleed valve. Only the LH bleed
absence of air pressure or electrical power, the valves are spring-loaded system is supplied. When the X-BLEED selector is in the OPEN position,
closed. the ground air supply will be available to supply the LH and RH system
together.
NOTE: These valves are of the ON/OFF type
The APU Bleed Control Valve for the APIC APU is electrically controlled
and fuel operated by a servo valve. The Electronic Control Box (ECB)
monitors the fuel muscle pressure, which closes or opens the APU bleed
valve. In the absence of fuel pressure or electrical power, the valve shuts
off the bleed supply to the aircraft pneumatic system.
X-BLEED SYSTEM
The cross bleed (X-BLEED) valve permits the isolation or the
interconnection of the left and right bleed air systems. The OPEN manual
control is used for:
- cross supply of the packs,
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- engine cross bleed start on ground only,

- engine bleed air failure in icing conditions for Wing Anti-Ice (WAI)
supply,
- engine 2 start from ground cart supply.
The X-BLEED valve is an electrically controlled shut-off valve. It is
operated by two electrical DC motors:
- the primary motor is used for AUTOmatic mode, the position of the
valve is controlled by the Bleed Monitoring Computer (BMC) according
to APU bleed configuration,
MAINTENANCE COURSE - M35 LINE MECHANICS (V2500-A5/ME) APU BLEED AIR SPLY/X-BLEED SYSTEM D/O (3) May 10, 2006
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APU BLEED ... HP GROUND CONNECTION
MAINTENANCE COURSE - M35 LINE MECHANICS (V2500-A5/ME) APU BLEED AIR SPLY/X-BLEED SYSTEM D/O (3) May 10, 2006
PNEUMATIC LEAK DETECTION SYSTEM D/O (3)

ROUTING
The leak detection system is used to detect leaks in the vicinity of the
packs, wings, pylons and APU hot air ducts. Each wing is monitored by
a double loop. The pylon and APU hot air ducts are monitored by a single
loop. A continuous monitoring system detects ambient overheat in the
vicinity of the hot air ducts.
Protected areas with double loop for:
- RH wing and pack 2,
- LH wing, pack 1 and mid fuselage APU duct.
Protected areas with single loop for:
- LH and RH pylons,
- AFT fuselage APU duct.
NOTE: Each loop consists of sensing elements connected in series.

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MAINTENANCE COURSE - M35 LINE MECHANICS (V2500-A5/ME) PNEUMATIC LEAK DETECTION SYSTEM D/O (3) May 10, 2006
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ROUTING

WARNING LOGIC
Both Bleed Monitoring Computers (BMCs) receive signals from the leak
detection loops. They exchange data via an ARINC bus for the wing
double loop detection.
NOTE: The wing loops A are connected to BMC 1 and wing loops B
to BMC 2. The crosstalk bus allows wing leak warnings to be
activated through an AND logic. The APU loop is connected
to BMC 1 only. The pylon loop is connected to the related
BMC.
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WARNING LOGIC

FAULT LOGIC
The ENG BLEED FAULT light comes on when a leak is detected by the
wing loops A and B or by the pylon loop. The APU BLEED FAULT
light comes on when an APU duct leak is detected. If one BMC is failed,
the adjacent BMC takes over monitoring of the bleed system and ensures
the following ECAM warnings:
- OVERPRESSure,
- OVERTEMPerature,
- WING LEAK.
Nevertheless the associated FAULT light on the AIR CONDitioning
panel is lost, and the associated bleed valve does not close automatically.
The ENG BLEED LEAK warning is lost for the associated engine as
well as the APU BLEED LEAK warning if BMC 1 is failed.
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FAULT LOGIC

LEAK CONSEQUENCE
A detected leak will close associated valves, as shown on this table. These
valves are automatically controlled to close if they were open.
NOTE: APU and cross bleed (X-BLEED) valves do not close during
Main Engine Start (MES).
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LEAK CONSEQUENCE
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U3U06191
MAY 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

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What does the pneumatic system supply high pressure air for?

What does the pneumatic system supply high pressure air for?

How can high pressure air be supplied to the pneumatic system?

How can high pressure air be supplied to the pneumatic system?

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

PNEUMATIC LEVEL 2 (2)

SYSTEM OVERVIEW - ENGINE BLEED & APU BLEED/EXTERNAL AIR

PNEUMATIC LEVEL 2 (2)

SYSTEM OVERVIEW - LEAK DETECTION

PNEUMATIC LEVEL 2 (2)

MEL/DEACTIVATION - PRV AND HPV DEACTIVATION

PNEUMATIC LEVEL 2 (2)

MEL/DEACTIVATION - WING LEAK DETECTION

PNEUMATIC LEVEL 2 (2)

MAINTENANCE TIPS - TROUBLESHOOTING NOTE

PNEUMATIC LEVEL 2 (2)

MAINTENANCE TIPS - TEST SET

PNEUMATIC LEVEL 2 (2)

MAINTENANCE TIPS - ENGINE START WITH GROUND AIR

ENGINE BLEED SYSTEM DESCRIPTION (3)

FAV is pneumatically controlled by an external servo-control: the FAV

NOTE: for the A318, the thermal efficiency is increased.

GENERAL ... HEAT EXCHANGER OUTLET TEMPERATURE SENSOR

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APU BLEED AIR SPLY/X-BLEED SYSTEM D/O (3)

- engine cross bleed start on ground only,

APU BLEED ... HP GROUND CONNECTION

PNEUMATIC LEAK DETECTION SYSTEM D/O (3)

NOTE: Each loop consists of sensing elements connected in series.

PNEUMATIC LEAK DETECTION SYSTEM D/O (3)

PNEUMATIC LEAK DETECTION SYSTEM D/O (3)

PNEUMATIC LEAK DETECTION SYSTEM D/O (3)

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