003 CHAP 21 Air Conditioning

AIRBUS A380 (EA GP 7200)
B1 COURSE
CHAPTER - 21
AIR CONDITIONING
ENGINEERING TRAINING
CHAPTER 21
AIR CONDITIONING
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ENGINEERING TRAINING CHAPTER 21 AIR CONDITIONING
General
The air conditioning system has three main functions:

• supply a high level of comfort to the passengers and crew,
• protect the A/C systems like the avionics,
• protect the livestock and perishables loaded in the cargo as well as the food and beverage stored in the galleys.
FOR TRAINING PURPOSE ONLY

LEVEL I - ATA 21 00-00 AIR CONDITIONING AIR CONDITIONING S YSTEM INTRODUCTION (1)
REV 1 Issue: May ’09 Page 2 of 442

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General
The air conditioning system regulates the temperature, pressure and airflow inside the aircraft.
Bleed air is flow-regulated, and then cooled down by two Air Generation Units (AGUs), also called packs.
Air from the AGUs is mixed with recirculated Main Deck (MD) cabin air in a mixer unit.
Mixed air is then regulated in temperature, by adding hot trim air, to meet the temperature demand for each zone.
Recirculated Upper Deck (UD) cabin air is added to the temperature regulated air before distribution to the cabin zones.

Cabin air recirculation reduces the bleed air demand from the engines whilst maintaining sufficient airflow in the cabin.
MD cabin air is drawn under floor into the Lower Deck (LD).
Part of this air is not recirculated but discharged overboard and thus, makes possible the pressure control inside the fuselage.
Air in the galleys, toilets and staircases is extracted and discharged overboard in order to prevent unpleasant odors entering the
cabin zones.
On ground, air conditioning units can replace the AGUs to supply the aircraft with conditioned air through ground connectors.
When both AGUs are inoperative in flight, ram air is used as an emergency air supply for the cabin.
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Environment Control System
Flow / AGU Control and Monitoring
Four Flow Control Valves (FCVs) adjust the quantity of hot bleed air that flows to the AGUs and the trim air system.
Each AGU has two FCVs.
Two AGUs lower the temperature and remove water from the hot bleed air.
The AGU, also called an air conditioning pack, is an integrated and compact unit with:
• two dual heat exchangers,

• two Air Cycle Machines (ACMs).
The FCVs and AGUs are installed in an unpressurized area in the root of the wings.
The FCVs and AGUs are controlled and monitored by:

• the Air Generation System (AGS) application hosted in the four Core Processing Input/Output Module (CPIOM)-Bs,
• Two Full Digital AGU Controllers (FDACs). The FCVs and AGUs operate according to selections made on the AIR
panel located on the overhead panel.
Some parameters of the system are displayed on the ECAM BLEED page.

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Ground and Emergency Air Supply
Pre-conditioned air by connecting air conditioning units to four LP Ground Connectors (LPGCs) can supply the aircraft on the
ground.
In flight, two Emergency Ram Air Inlets (ERAIs) supply fresh air, if both AGUs are inoperative.
The ERAIs and LPGCs are installed in unpressurized areas of the FWD belly fairing.
They are connected to the lower part of the mixer unit.
The ERAIs are controlled and monitored by:

• the Ventilation Control System (VCS) application hosted in the 4 CPIOM-Bs,
• the Ventilation Control Module (VCM) FWD.
The ERAIs operate automatically or manually via a switch on the AIR panel located on the overhead panel.
Some parameters of the system are shown on the ECAM BLEED page.

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Temperature Control and Monitoring
The function of this system is to get a fine temperature adjustment for:

• the cockpit,
• the 7 UD cabin zones,
• the 8 MD cabin zones.
For each zone, the temperature adjustment is achieved by adding hot air to the air coming from the mixer unit.
This system is located at the back of the FWD cargo compartment.
The temperature control and monitoring system uses hot air tapped downstream from FCV 2 and from FCV 3.

Two Trim Air Pressure Regulating Valves (TAPRVs) regulate the hot air pressure above the cabin pressure to make sure that hot
air will be properly mixed with air coming from the mixer unit. The TAPRVs also have a shut-off function.
Two Trim Air Shut-Off Valves (TASOVs) and four Trim Air Check Valves (TACKVs) separate a trim air manifold in four quadrants.
A Trim Air Valve (TAVs) for the cockpit and a trim air valve per cabin zone, modulate the trim air amount to be added to mixed air,
to meet the temperature demand for the cockpit and each of the 15(16) cabin zones.
The system is controlled and monitored by:

• the Temperature Control System (TCS) application hosted in the 4 CPIOM-Bs,
• a Trim Air Drive Device (TADD). The temperature control system operates according to manual selections made on:
• the cabin temperature pages displayed on the Flight Attendant Panels (FAPs),
• the AIR panel located on the overhead panel. Some parameters of the system are displayed on:
• FAP cabin temperature pages,
• the ECAM COND page.

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Fresh / Recirculated Air Distribution, Control and Monitoring
The A380 has:

• a LP recirculation system,
• a HP recirculation system.
LP Recirculation
The LP recirculation system extracts and filters cabin air from the UD through 9 LP recirculation fans and 9 filters.
The recirculation fans and filters are installed in the UD along the fuselage. LP recirculated air is collected into 2 interconnected
LP recirculation manifolds before being re-distributed into the riser ducts and mixed with fresh air for UD and MD supply.

HP Recirculation
The HP -recirculation system extracts and filters cabin air from the MD through filters using four HP recirculation fans.
The fans are located in the LD at the back of the FWD cargo compartment. 2 spiral housings supply a co-annular flow of HP
recirculated air and fresh air from the AGUs before distribution into the mixer unit.
The LP and HP recirculation systems are controlled and monitored by:

• the VCS application hosted in the 4 CPIOM-Bs,
• the VCMs FWD and AFT.
Both systems operate according to manual selections made on the AIR and VENT panels located on the overhead panel.
Some parameters of the systems are displayed on the ECAM COND page.

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FRESH/R ECIRCULATED AIR D ISTRIBUTION, C ONTROL & M ONITORING

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CAX, Control and Monitoring
Two similar extraction sub -systems installed respectively in the FWD and AFT bilge areas extract used air from the galleys, toilets
and stair houses, and finally dump this air overboard.
Each sub-system is composed of:

• a Compartment Air eXtraction (CAX) isolation valve related to a convergent nozzle,
• a CAX fan.
The CAX fans extract the air and blow it in the vicinity of the OFVs on ground or in flight if the differential pressure is not
sufficient.

In flight when the differential pressure is sufficient, the CAX isolation valves automatically open.
The valves let the air be extracted and dumped overboard through the convergent nozzles.
The CAX system is controlled and monitored by:

• the VCS application hosted in the 4 CPIOM-Bs,
• the VCM FWD and AFT.
During a smoke removal procedure, the CAX fans are automatically activated in flight, whatever the differential pressure.
Overpressure Relief Valve Dumps (ORVDs), installed at the rear pressure bulkhead, open, to help the CAX system to remove the
smoke if the smoke condition occurs in the UD.
The ORVDs are controlled and monitored by the VCMs AFT and operate according to a manual selection made on the AIR
panel.
The ORVD parameters are displayed on the ECAM COND page.
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THIS PAGE IS INTENTIONALLY LEFT BLANK

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Pressurization Control and Monitoring
The pressurization system controls the air pressure in the cabin by controlling the airflow discharged overboard through 4 Outflow
Valves (OFVs).
There are two pairs of OFVs on the fuselage, located FWD and AFT of the belly fairing.
Each OFV is controlled and monitored by: -

• one dedicated CPIOM-B through the Cabin Pressure Control System (CPCS) application,
• one Outflow valve Control (and Sensing) Module (OC(S)M).
The pressurization system includes:

• the automatic control system,
• the manual control system,
• the pressurization protection system.
The automatic control system is composed of:

• the CPCS application hosted in the CPIOM-Bs,
• the OC(S)Ms.
Under normal condition, the pressurization control is fully automatic, the CPCS application computes the cabin target pressure
and the target rates, and sends these values to the OC(S)Ms, which check the pressure error between the actual and target
pressure, and command the OFVs accordingly.

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The manual control system is composed of:

• the OC(S)Ms,
• the CABIN PRESS panel installed on the overhead panel.
The manual control system overrides the automatic control system following a specific pilot demand.
The crew can select the target cabin altitude, vertical speed and the ditching function.
The pressurization protection system, hosted in the OC(S)Ms, is able to override the commands coming from the automatic or the
manual control system, as soon as the limits of the A/C structure or passenger safety are affected.
In case of system failure, 2 mechanical Negative Relief Valves (NRVs) prevent negative differential pressure in the cabin.

The NRVs are installed at the rear pressure bulkhead.
The pressurization system parameters are displayed on the ECAM CAB PRESS page.

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General
In addition to the general standard systems to give passenger comfort, the A/C can have local optional systems for the
ventilation, temperature control and humidification of:
• the Main Deck (MD)Flight Crew Rest Compartment (MDFCRC),
• the Main Deck (MD) Cabin Crew Rest Compartment (MDCCRC),

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General
The transportation of livestock and perishables in cargo compartments as well as food and beverages in the trolleys during long
haul flights is possible thanks to:
• ventilation and temperature control systems installed in the various
Lower Deck Cargo Compartments (LDCCs)
• optional supplemental cooling system.
The Lower Deck (LD) has three different Cargo Compartments (CCs).

The bulk CC has standard ventilation and heating control systems.
Ventilation and heating control functions are both optional for the aft CC.
Ventilation and temperature control functions are both optional for the FWD CC.
The cargo ventilation system uses Main Deck (MD) ambient air and is based on the air extraction principle.
The air extraction draws in MD ambient air; forces this air to flow through the CCs and sends the air into he
t bilge area.
The air is finally discharged overboard through the pressurization control and monitoring system (outflow valves).
The bulk CC heating control system uses LP recirculated air, which is heated before flowing through the bulk CC.
The heating control systems for the FWD and aft CCs mix trim air with the MD ambient air being drawn from the compartments.
For the FWD CC, cold air from the mixer unit can be added if the livestock loaded in the compartment produces too much heat.
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The optional supplemental cooling system uses vapor cycle machines located in the belly fairing, to cool down the coolant.
This coolant flows through a supply duct network to:

• galley trolleys,
• avionics equipment (additional option).
The supplemental cooling system is fully independent from the air conditioning system.


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General
The other function of the air conditioning system is to:

• maintain an acceptable temperature for the avionics and electronics equipment,
• avoid unacceptable hot temperature in the FWD belly fairing and wing roots,
• remove dangerous fumes and fuel vapors from the FWD belly fairing and wing roots.
The avionics and electronics equipments to be ventilated and protected are located in:
• the main avionics bay,
• the cockpit,
• the upper avionics bay,

• the In-Flight Entertainment Center (IFEC),
• the cabin,
• the rear avionics bay.
The avionics equipment ventilation system blows air either from the triangle area or the mixer unit (back-up).
Blown air can get additional cooling through the optional avionics equipment ground cooling system.
This optional system is supplied with coolant fluid by the supplemental cooling system. Blown air supplies:
• the avionics racks and primary power center installed in the main avionics bay,
• the cockpit panels and equipment,
• the avionics racks and emergency power center installed in the upper avionics bay.
The avionics equipment ventilation system extracts the used air and discharges this air either directly overboard or in the vicinity
of the pressurization control and monitoring system (outflow valves).

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The IFEC ventilation system blows air either from the triangle area or from the mixer unit (back-up).
Blown air supplies the optional IFEC installed in a fully isolated section of the upper avionics bay.
The air from the IFEC is discharged in the vicinity of the pressurization control and monitoring system (outflow valves).
The avionics racks located in the rear avionics bay are ventilated with cabin re-circulated air.
The Compartment Air eXtraction (CAX) system extracts the air from the rear avionics bay and air from electrical components
located in the cabin.
The CAX system discharges this air directly overboard or in the vicinity of the pressurization control and monitoring system

through the outflow valves.
The Air Generation Units (AGUs) located in the wing roots, the bleed hot air ducts, and the optional supplementary cooling
system located in the belly fairing, dissipate a large amount of heat during operation.
The Trimmable Horizontal Stabilizer Actuator (THSA) area, adjacent area of fuel trim tank, also contains dangerous concentration
of fuel-fumes. The unpressurized compartments ventilation system uses external air via air inlets to ventilate them.

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Air Conditioning Safety Items
When you work on the air conditioning system, make sure that you obey all the AMM safety precautions.
This will prevent injury to persons and/or damage to the aircraft.
Here is an overview of main safety precautions relative to the air conditioning system.
Before any maintenance operation, make sure that all the safety devices and all the warning notices are in position.
Do not touch the components until they are cooled enough to prevent burns, and wear specific thermal protections.

Hot components can cause injury to personnel.
Make sure that air is not supplied to the air conditioning system from the engines, the APU or any ground cart.
Hot compressed air can cause injury to personnel.
Some air conditioning components installed on the aircraft skin have moving flaps.
Keep away when you operate or test these components.
Make sure these components and associated systems are deactivated during removal and installation tasks.
Moving parts can cause injury to personnel and damage the aircraft.
Make sure that required staff and specific tooling are used for removal/installation tasks of heavy components.
Heavy components can cause injury to personnel and damage the aircraft.

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Air Conditioning GSE
The air conditioning maintenance tasks require some specific Ground Support Equipments (GSE).
Refer to the Aircraft Maintenance Manual (AMM) for the tasks. Also, refer to the illustrated Tool and Equipment Manual (TEM) for
the complete list of tools.
As a first example, the GSEs used for the Air Generation Unit (AGU) removal/installation.
The shipping fixture tool is used for the AGU shipping, handling and tilting.
The hoist device is used to transfer the AGU from the shipping fixture to the trolley and vice versa.

The trolley is used to lift and hold the AGU during the removal and the installation tasks in the AGU bay.
The second example is the bridge to be installed in the aft stairs.
This GSE gives the access to the Overpressure Relief Valve Dumps (ORVDs).

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AIR-CONDITIONING SYSTEMS DESCRIPTION (2)
Architecture/Description
The air conditioning system makes sure that the air temperature, freshness and air pressure are comfortable for
passengers and crew during all operating conditions in different cockpit and cabin zones. The airconditioning system
controls the airflow in the main passenger deck, the upper passenger deck, the cockpit and the lower deck cargo
compartments with a mix of fresh air and re-circulated air.
The air conditioning system is fully automatic. It supplies continuous air renewal, and maintains a constant selected
temperature in the cockpit and cabin zones. Air from the air-conditioning is also used for cargo ventilation.

The bleed air system supplies compressed air from the main enginecompressors and from the APU compressor to the
air conditioning system.
Flow Control Valves adjust the quantity of the bleed air that flows from the engines to the Air Generation Units (AGUs)
and the trim air system.
Two AGUs, also called Air Condition Packs, lower the temperature and remove water from the hot bleed air before it flows
to the air distribution system.
A mixer unit combine s cold air from the AGUs with recycled air from the cockpit and cabin.
The cockpit and cabin air re-circulate to reduce the bleed air demand from the AGUs.
There are four ventilation fans that re-circulate cabin air to the mixer unit. These fans are also referred to as primary fans.
The trim air system adjusts the temperature of the air in each cockpit andcabin zone. Temperature is adjusted by adding
hot air from the bleed system to air from the mixer unit.
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Hot air is added via two Trim Air Pressure Regulating Valves (TAPRVs, also called "hot air valves") and several Trim Air Valves (TAVs).
Two emergency ram air inlets installed on the belly fairing, ventilates the cockpit and cabin, in the event that both AGUs fail.
The RAM AIR P/B on the AIR panel activates the emergency ram air. When set to ON, air from outside the aircraft flows
through two emergency ram air inlets, directly to the mixer unit, to continue ventilating and cooling both the cockpit and cabin.
The emergency ram air supply system, supplies the aircraft with ambient air when the two AGUs are unserviceable during flight.
Independent air sources supply the air conditioning system, when the aircraft is on the ground.
The preconditioning can be done by:

• A ground air supply unit through the 4 Low Pressure (LP) ground connectors. Air supplied through the LP connectors is
directly sent to the air distribution system.
• A ground air supply unit through the 3 High Pressure (HP) ground connectors.
• The APU bleed air supply.
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Preconditioning with Low Pressure
On ground, with packs off, the mixer unit receives conditioned air fromair conditioning units connected to the LP ground inlets.
The air conditioning unit blows the air into the mixer unit. Then the airgoes to the different zones.
NOTE: do not operate AGUs.
Human factor point:

WARNING: MAKE SURE THAT THE FWD AVIONICS COMPARTMENT ACCESS DOOR IS OPEN WITH A
WARNING NOTICE ATTACHED TO IT. THE WARNING NOTICE MUST TELL PERSONS NOT
TO CLOSE THE DOOR. IF THE DOOR IS CLOSED, ACCIDENTAL PRESSURIZATION OF THE
AIRCRAFT CAN OCCUR.
Human factor points:
CAUTION: - MAKE SURE THAT THE GROUND AIR SUPPLY UNIT IS NOT TOO NEAR THE
AIRCRAFT AND THAT THE E NGINE EXHAUST PIPE OF THE GROUND AIR SUPPLY UNIT
POINTS AWAY FROM THE AIRCRAFT. HEAT FROM THIS UNIT AND FROM THE EXHAUST
CAN CAUSE DAMAGE TO THE AIRCRAFT STRUCTURE.
DO NOT USE CONDITIONED AIR FROM THE AGUs AT THE SAME TIME AS AIR FROM
THE LOW PRESSURE GROUND UNITS. THERE IS A RISK OF DAMAGE TO THE CHECK
VALVES
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Preconditioning with High Pressure
Preconditioning by HP Ground Cart
The preconditioning can be done by connecting a HP ground cart to the HP connectors.
NOTE: The AGUs can operate in this condition.

Through these connectors the compressed air is supplied to the cross-bleed duct.
The hot bleed air flows through the flow control valves, then it is possible to start the AGUs.

There are two Flow Control Valves (FCVs) per AGU, to adjustquantity of bleed air.
Each FCV controls half of the total flow.
The AGU controllers control the position of the flow control valves.
If the FCVs close, the flow of hot bleed air to the air conditioning packs and trim air valves stops.
Each group of two FCVs are controlled and monitored by:
• Air Generation System (AGS) application hosted in 4 CPIOMs,

• two Full Digital Air generation unit Controllers (FDACs).
The PACK 1 and PACK 2 P/BSWs installed on the AIR COND panel(1225VM) on the overhead panel, show if there is a failure.
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These P/BSWs can be used to stop the flow of air through an AGU.
The AIR FLOW selector (PACK FLOW selector) on the AIR COND panel (1225VM) controls the flow of hot bleed air
through the air conditioning packs. It adjusts the flow of air with the flow control valves. The flow selector has a MAN,
LO, NORM and HI position.
The air-management function of the AGS application is in operationin the LO, NORM and HI positions.
Human factor point:
WARNING: MAKE SURE THAT THE FWD AVIONICS COMPARTMENT ACCESS DOOR IS OPEN WITH
A WARNING NOTICE ATTACHED TO IT. THE WARNING NOTICE MUST TELL PERSONS

NOT TO CLOSE THE DOOR. IF THE DOOR IS CLOSED, ACCIDENTAL PRESSURIZATION OF THE
AIRCRAFT CAN OCCUR.
Human factor points:
CAUTION: - MAKE SURE THAT THE GROUND AIR SUPPLY UNIT IS FREE FROM OIL CONTAMINATION. OIL
CONTAMINATION CAN CAUSE THE SMELL OF OIL IN THE CABIN AND MAKE THE AIR
CONDITIONING PACKS UNSERVICEABLE.
MAKE SURE THAT THE GROUND AIR SUPPLY UNIT IS NOT TOO MUCH NEAR THE AIRCRAFT
AND THAT THE ENGINE EXHAUST PIPE OF THE GROUND AIR SUPPLY UNIT POINTS AWAY FROM
THE AIRCRAFT. HEAT FROM THIS UNIT AND FROM THE EXHAUST CAN CAUSE DAMAGE TO
THE AIRCRAFT STRUCTURE.

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Preconditioning by APU
The preconditioning can be done by the APU.
The APU air system supplies bleed air to the aircraft pneumaticsystem. The AGUs are users of pneumatic system.
NOTE: The AGUs can operate in this condition.


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LEVEL II - ATA 21 00-00 AIR CONDITIONING PRECONDITIONING WITH H IGH PRESSURE –
PRECONDITIONING B Y H P GROUND CART & PRECONDITIONING B Y APU

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AIR CONDITIONING SYSTEM OPS/CTL & IND (2)
General
On the AIR panel, the APU BLEED PBSW operates the APU bleed valve. When the APU BLEED PBSW is pushed,
the APU bleed valve opens , and the blue ON light indication comes on. Then, a FAULT lightshows an APU bleed leak detection
(associated with an ECAM alert)
On the same panel, a three-position X BLEED selector SW controls the three X bleed valves. In the AUTO position, the X bleed
valves are automatically controlled. In the CLOSE position, the X bleed valves are selected closed, whereas in the OPEN
position, they are selected open.

The center X bleed valve is used to isolate the LH and the RH engine bleed air systems from each other. The two other X bleed
valves are used to isolate the outer engine bleed air systems from each other.
The CKPT rotary selector permits to adjust the temperature for the cockpitzone. In a same way, the CABIN rotary selector allows
to adjust the temperature for the cabin zone.
The PURS SEL position of the CABIN selector enables the cabin zone temperature to be only controlled fromthe Flight
Attendant Panel (FAP).
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Preconditioning Of The A/C Using Low Pressure Ground
Connection
WARNING: MAKE SURE THAT THE FWD AVIONICS ACCESS DOOR 811 IS OPEN WITH A WARNING PLACARD
ATTACHED TO IT.
THE WARNING NOTICE MUST TELL PERSONS NOT TO CLOSE THE DOOR. THIS PREVENTS
ACCIDENTAL PRESSURIZATION OF THE AIRCRAFT.
CAUTION: DO NOT USE CONDITIONED AIR FROM THE PACKS AT THE SAME TIME AS AIR FROM THE

LOW-PRESSURE GROUND UNITS. THIS CAN CAUSE DAMAGE TO THE CHECK VALVES.
MAKE SURE THAT THE GROUND AIR-SUPPLY UNIT IS NOT TOO NEAR THE AIRCRAFT AND
THAT THE ENGINE EXHAUST PIPE OF THE GROUND AIR-SUPPLY UNIT POINTS AWAY FROM THE
AIRCRAFT. HEAT FROM THIS UNIT AND FROM THE EXHAUST CAN CAUSE DAMAGE TO THE
AIRCRAFT STRUCTURE.
When on ground, the preconditioning of the A/C can be done byusing the LP connections. Air from the ground carts is blown
through the LP ground connections directly into the mixer unit and then distributed into the whole A/C. No bleed air is required.
The temperature selectors have to effect on the temperature control, as the output air temperature isset on the ground carts
themselves. Air from the cabin is recirculated by the HP and the LP recirculation fans .
With all the HP fans operational, only two green arrowsare displayed on the ECAM COND page (from the lower deck to the
mixer unit). If a failure occurs the related fan will be displayed in amber and the other ones in green.
The cockpit temperature, the highest and lowest temperatures of the MD& UD are displayed on the ECAM CONDpage.
Note that the green arrows from the mixer unit to the cockpit, UD and MD, are permanent part of the ECAM COND page.
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Preconditioning Of The A/C Using High Pressure Ground
Connection
ATTACHED TO IT.THE WARNING NOTICE MUST TELL PERSONS NOT TO CLOSE THE DOOR. THIS
PREVENTS ACCIDENTAL PRESSURIZATION OF THE AIRCRAFT.
CAUTION: MAKE SURE THAT THE GROUND-AIR SUPPLY IS FREE FROM OIL CONTAMINATION. OIL
CONTAMINATION CAN CAUSE THE SMELL OF OIL IN THE CABIN AND MAKE THE AIR -
CONDITIONING PACKS UNSERVICEABLE.

MAKE SURE THAT THE GROUND AIR -SUPPLY UNIT IS NOT TOO NEAR THE AIRCRAFT AND
THAT THE ENGINE EXHAUST PIPE OF THE GROUND AIR-SUPPLY UNIT POINTS AWAY FROM THE
AIRCRAFT. HEAT FROM THIS UNIT AND FROM THE EXHAUST CAN CAUSE DAMAGE TO THE
AIRCRAFT STRUCTURE
When on ground, the preconditioning of the A/C can be done by using the HP connections. Air from the ground air supply unit is blown
through the HP ground connections into the bleed air manifold.
The bleed air is used:-

By the AGUs to produce fresh air.
By the trim air manifolds to regulate the cabin temperature per zone.
The temperature can be selected using the CocKPiT and the CABIN selectors.-
By the unpressurized compartments ventilation system turbofans to draw ambien t air to ventilate the AGUs.
Air from the cabin is recirculated by the HP and the LP recirculation fans.The PACKs and the HOT AIR data are displayed in green
on the ECAMBLEED page, as soon as bleed air is supplied and the system is correctly operating
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Preconditioning Of The A/C Using APU Bleed Air Supply
ATTACHED TO IT.THE WARNING NOTICE MUST TELL PERSONS NOT
TO CLOSE THE DOOR. THIS PREVENTS ACCIDENTAL PRESSURIZATION OF THE AIRCRAFT.
When on ground, the preconditioning of the A/C can be done by usingthe APU bleed air supply. Air from the APU is blown
through the bleed air manifold to the AGUs, the trim air manifolds and the turbofans.

Air from the cabin is recirculated by the HP and the LP recirculation fans. With the X BLEED selector in the AUTO position, the
APU running and the APU BLEED P/B ON, all the crossbleed valves are open. Both AGUs are then supplied with bleed air.
Note that on the ECAM BLEED page, the white GND symbol and the associated arrow are displayed as soon as the A/C is on
the ground, even if the HP ground air supply is not used
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AIRCRAFT SYSTEM PROTECTION DESCRIPTION (2)
Avionics Equipment Ventilation
The avionics equipment ventilation system has two main sub-systems:
• The blowing sub-system,

• The extraction sub-system.
The blowing sub -system flows proper air through or around the avionics equipment.
The extraction sub-system extracts air through or around the avionicsequipment in order to evacuate the heat dissipation.

Blowing Sub-System
The blowing sub -system is composed of two independent circuits installed on the LH and RH sides in the FWD part of the
aircraft. Each circuit has a filter and a blower fan; the circuit supplies the appropriate ventilation airflow to:
• The avionics racks from the same side,

• The cockpit panels and equipments.
The emergency power center and avionics racks located in the upper avionics bay are supplied by both systems.
The blower fans operate as soon as the aircraft is energized.
A back-up valve, connected to the mixer unit and dedicated to eachcircuit, supplies the necessary airflow in case of relevant
blower fan failure.
LEVEL II - ATA 21 00-00 AIR CONDITIONING AIRCRAFT SYSTEM P ROTECTION D ESCRIPTION (2)
A380 B1
Extraction Sub-System
The extraction sub-system is composed of:
• An extract fan,
• An overboard valve,
• An inboard valve.
The extraction sub-system extracts the air from all equipments including the primary power center.
The extract fan operates as soon as the A/C is energized

During flight, the extracted air is blown under the floor area of the FWD cargo compartment through the inboard valve
and then discharged overboard through the FWD Outflow Valves (OFVs).
On ground, the extracted air is directly discharged overboard throughthe overboard valve.
In case of extract fan failure, the air can be extracted by cabindifferential pressure through the overboard valve.
Controls and Indicating
The blowing and extraction sub-systems are controlled and monitored by the Avionics Ventilation System (AVS) application
hosted in the Core Processing Input/Output Module (CPIOM) -B3 and B4.
If a failure is detected, the extraction sub-system can be overridden from the VENT panel, located on the overhead panel.
The extract P/B in Override position will partially open the overboard valve and close the inboard valve.

A380 B1
Some parameters of the systems are displayed on the ECAM COND and CAB PRESS pages.
In case of system abnormal operation, a visual warning is shown onthe ground service panel.
In addition an aural warning is triggered through the ground horn.
Avionics Equipment Ground Cooling (Optional)
The avionics equipment ground cooling system supplies additional automatic cooling on ground, during external hot conditions.
The system is composed of two Ground Cooling Units (GCUs).

The air from the blowing sub-system exchanges heat with a coolant in each GCU.
The coolant is supplied by the Supplemental Cooling System (SCS).
The GCUs are controlled and monitored through the SCS applicationhosted in the 4 CPIOM-As.
The avionics equipment ground cooling system is activated from the maintenance panel located on the overhead panel.

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LEVEL II - ATA 21 00-00 AIR CONDITIONING AVIONICS EQUIPMENT VENTILATION – BLOWING SUB-SYSTEM –
AVIONICS EQUIPMENT GROUND C OOING (O PTIONAL )

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AIRCRAFT SYSTEM PROTECTION DESCRIPTION (2)
Unpressurized Compartments Ventilation
The AGUs installed in the wing roots and the bleed hot air ducts installed in the belly fairing dissipate a large amount of
heat during operation. The unpressurized compartments ventilation system uses external air to remove and dump this
heat overboard.
The system also removes and dumps outside fuel vapors accumulating below the wing center box and the trim tank.
The ventilation principle is based on the use of external air from air inlets in the belly fairing. Air is distributed by means
of piccolo tubes and finally dumped overboard through air outlets. In the belly fairing and lower-wing area, the air

distribution is done by 2 sub-systems: one on the left hand side and one on the right hand side.
Each side has:
• A turbofan,
• A turbofan supply valve,
• Two check valves.
The ventilation of the belly fairing and lower-wing area is done by ram air in flight or by the turbofans on ground.
The turbofans are pneumatically powered by compressed hot bleed air.
This air is tapped from the cross-bleed system and supplied through the turbofan supply valve.
LEVEL II - ATA 21 00-00 AIR CONDITIONING AIRCRAFT SYSTEM PROTECTION D ESCRIPTION (2)

A380 B1
Bleed air, from any available bleed supply, flows through two supply valves and drives both fans. Ventilation air is discharged
overboard, through 7 air outlets:
• Three in the belly fairing,

• Four in the wing root.
In case of ventilation failure of an AGU compartment on ground, the corresponding AGU is automatically stopped.
The rear fuselage compartment system has a fan. The fan is electrically supplied in 115 VAC on ground, when the
temperature is above 9ºC (48,20ºF). In flight, sufficient airflow ventilates the compartment.
The unpressurized compartments ventilation system is controlled and monitored by:

• The AGS and the VCS applications hosted in the 4 CPIOM Bs,
• Two FDACs,
• The Ventilation Control Module (VCM) aft.
NOTE: The 4 CPIOM Bs incorporate the overall control of the systemas well as the interface to the Air Data
Communication Network (ADCN).
LEVEL II - ATA 21 00-00 AIR CONDITIONING AIRCRAFT SYS TEM PROTECTION D ESCRIPTION (2)

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LEVEL II - ATA 21 00-00 AIR CONDITIONING UNPRESSURIZED C OMPARTMENTS VENTILATION

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AIRCRAFT SYSTEM PROTECTION OPS/CTL & IND (2)
General
The AIR panel is used to control the sub-systems related with:-

• Bleed air system.-
• Air Generation System.-
• Temperature Control System.
The VENT panel is used to:-

• Override the avionics ventilation system automatic mode.-

• Shut down the air recirculation system.-
• Shut down the optional Supplemental Cooling System.
The CABin PRESSure panel is used to:-

• Manually control the cabin pressure.-
• Put the A/C in DITCHING configuration
LEVEL II - ATA 21 00-00 AIR CONDITIONING AIRCRAFT SYSTEM PROTECTION O S/CTL & I ND (2)

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LEVEL II - ATA 21 00-00 AIR CONDITIONING GENERAL

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Check Of Blowing Filter Status
The Avionics Ventilation System filters clogging status can be displayed via the system/report test menu of the Onboard
Maintenance System.

LEVEL II - ATA 21 00-00 AIR CONDITIONING AIRCRAFT SYSTEM P ROTECTION O PS/C TL & I ND (2)

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LEVEL II - ATA 21 00-00 AIR CONDITIONING CHECK O F BLOWING FILTER STATUS

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Filter Replacement
When the threshold value has been reached, the clogged filter has to be replaced.
To perform this replacement, all bleed and ground air sources must be shut down.

LEVEL II - ATA 21 00-00 AIR CONDITIONING AIRCRAFT SYSTEM P ROTECTION O PS/C TL & I ND (2)

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LEVEL II - ATA 21 00-00 AIR CONDITIONING FILTER R EPLACEMENT

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SUPPLEMENTAL COOLING SYSTEM DESCRIPTION (2)
System Architecture/Description
The optional supplemental cooling system can be split into three stages:
• Central Refrigeration Units (CRUs).

• Coolant distribution.
• Cooling units.

CRU
Two CRUs chill the coolant, which circulates through the supplemental cooling system. The two CRUs are installed in the
belly fairing below the center wing box.
The CRUs are vapor cycle machines made of a compressor, a condenser and an evaporator. The CRUs condensers are
cooled by ram air in flight, and by condenser fans on the ground.
A ground inlet flap is opened on ground to increase the airflow.
Each CRU evaporator chills the coolant, which circulates through the supplemental cooling system.
LEVEL II - ATA 21 00-00 AIR CONDITIONING SUPPLEMENTAL COOLING SYSTEM D ESCRIPTION (2)

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Coolant Distribution
The liquid used as coolant in the supplemental cooling system is Galden (Trade mark).
This coolant is:
• non-toxic,
• non-flammable,
• heat resistant,
• non-corrosive.

Two separated cooling loops supply the various consumer stations with coolant.
One cooling loop supplies the RH side of the aircraft, and the otherone the LH side of the aircraft. Both cooling loops supply
the central galleys.
In each cooling loop, the coolant is chilled by both CRUs in series.
Each cooling loop has two pumps for fluid distribution
Cooling Units
Air Cooling Units (ACUs) are installed in the galleys. The number of ACUs depends on the number of trolley compartments to be
cooled.
The ACUs are located behind the lateral galleys and above the central galleys.
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Through the ACUs the air is cooled and then goes either through or over the trolleys.
The Ground Cooling Units (GCUs) transfer the cooling capacity from the coolant to avionics ventilation air.
System Control and Indicating
The Supplemental Cooling System (SCS) is controlled and monitoredby:
• The SCS application hosted in the 4 CPIOM-As.

• Two Supplemental Cooling System Controllers (SCSCs).

The supplemental cooling system operates according to a manual selection made on the VENT panel located on the
overhead panel.
Some parameters of the system are displayed on the galley cooling FAP pages

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LEVEL II - ATA 21 00-00 AIR CONDITIONING SYSTEM ARCHITECTURE/D ESCRIPTION – C RU – S YSTEM C ONTROL AND I NDICATING

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SUPPLEMENTAL COOLING SYSTEM DESCRIPTION (2)
System Architecture/Description (continued)
Transportation Of Cold
The transportation of cold is operated on two separated loops.
Each loop has:
• A twin pumps assembly, for the coolant fluid circulation,

• Two manual Shut-Off Valves (SOVs),

• One reservoir of GALDEN (HT135) on each circuit,
• A Supplemental Cooling System Controller,
• A ground service panel.
On the 2 separated loops, the maximum pipe pressure is of 15 bars.
In case of one pump failure in a pump assembly, the second pumpsupplies 70% of the normal fluid flow on the related loop.
Each Supplemental Cooling System Controller controls and powers one pump of each loop pump assembly.
Servicing
The ground service panel and the SOVs are only used for ground maintenance operations. The ground service panel
access is possible by opening an access door, whereas the SOVs are only accessible by removing belly fairing panels.
LEVEL II - ATA 21 00-00 AIR CONDITIONING SUPPLEMENTAL C OOLING S YSTEM D ESCRIPTION (2)

A380 B1
Ground Support Equipments are used to perform:
• Coolant loop refilling/drainage.

• Partial coolant loop refilling/drainage (for CRU removal/installation).
• Accumulator refilling/venting/drainage.
Consumption Of Cold
The consumption of cold operates on:
• The trolleys, from the Air Cooling Units,

• The avionics bays, from the optional Ground Cooling Units.
The trolleys are cooled with the air through or air over principle.
The Air Cooling Units (ACUs) and the optional Ground Cooling Units (GCUs) have water drain pipes connected to the
water & waste system, to avoid icing of the ACUs/GCUs.
LEVEL II - ATA 21 00-00 AIR CONDITIONING SUPPLEMENTAL C OOLING S YSTEM D ESCRIPTION (2)

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LEVEL II - ATA 21 00-00 AIR CONDITIONING SYSTEM ARCHITECTURE/D ESCRIPTION- T RANSPORTATION O F COLD – C ONSUMPTION O F C OLD

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SUPPLEMENTAL COOLING OPS/CTL & IND (2)
General
On the VENT panel, the COOLinG PBSW is used to control the Supplemental Cooling System status. During normal operation,
the COOLG PBSW is pressed in (AUTO).
When the COOLG PBSW isreleased, the system is stopped, and the OFF indication illuminates. The amber FAULT indication
comes on when the system is inoperative.
On the ELEC panel, the GALLEY PBSW is used to manually shed allthe galley loads, or to restore the galleys after an overload
or an automatic shedding procedure. When all the galleys are shed, the GALLEY PBSWOFF light comes on.

The Air Cooling Units (ACUs) are powered through the galleys. If the galleys are shed, the ACUs are not supplied.
LEVEL II - ATA 21 00-00 AIR CONDITIONING SUPPLEMENTAL COOLING OPS/CTL & IND (2)

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LEVEL II - ATA 21 00-00 AIR CONDITIONING GENERAL

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Cold Generation
With the COOLinG P/B in the AUTO position and the system energized:- the Central Refrigeration Units (CRUs) supply the
necessary coolingcapacity to both coolant loops.
The Supplemental Cooling SystemController (SCSC) adjusts the cooling capacity via the compressor,-
• the condenser fans operate only on the ground, to supply the necessaryairflow to the condenser,-
• ambient air is drawn from the Ram Air Channel and hot air is rejectedoverboard,-
• the 4 centrifugal pumps send the coolant through the piping,- the accumulators adjust the coolant quantity in the loops,
• if thermalexpansion or small leak occur,-

• the Manual Shut-Off Valves (MSOVs) are open.
Coolant Liquid Servicing
• By closing the different MSOVs and using GSEs, parts of the SCS can be drained/filled/pressurized, for each loop
separately:- the acc umulators,-
• the centralized equipments,-
• the Air Cooling Units (ACUs), -
• the SCS Controllers (SCSCs).
Condensers & Filters Service
The filter cartridge of the filter assembly is a consumable item, and therefore has to be replaced when clogged.
An integrated pressure sensor monitors the filter clogging.
A level sensor inside the accumulator also monitors the coolant level.
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LEVEL II - ATA 21 00-00 AIR CONDITIONING COLD G ENERATION – C ONDENSERS & FILTERS SERVICE

A380 B1
Users
The cabin crew can control each ACU temperature independently via the Galley Panel.
FAP Indications
All the ACUs data (location, temperature, status) are displayed on theGalley Cooling FAP page.


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LEVEL II - ATA 21 00-00 AIR CONDITIONING U SERS & FAP INDICATIONS

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System Description
The flow control and monitoring system controls the quantity of hot bleed air that flows to the Air Generation Units (AGU) and trim
air system.
The hot bleed air from the pneumatic system first flows through the ozone converters to convert ozone into oxygen.
It then goes through the Flow Sensing Venturis (FSV) for flow sensing and through the Flow Control Valves (FCV) for flow
regulation.
The FCVs also have a shut-off function.

There are 2 Ozone converters, 2 FSVs and 2 FCVs per side (AGU).
Each FCV controls half of the total flow per side.
This makes sure that proper flow sharing occurs between the related engine bleed systems.
Each FSV senses pressure, delta pressure and temperature for actual flow calculation.
The delta pressure is also used for AGU Heat Exchanger clogging detection.
Flow regulation compensation is supplied by the remaining FCV if the adjacent one has failed.
Due to the AGU design, full operation of the AGU and trim air supply is maintained by the operative FCV.
LEVEL iii - ATA 21 00-00 AIR CONDITIONING FLOW C ONTROL & M ONITORING S YSTEM D ESCRIPTION (3)

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LEVEL iii -ATA 21 00-00 AIR CONDITIONING SYSTEM D ESCRIPTION

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Components Description
The components involved in the flow control and monitoring are:

• 4 Flow Control Valves (FCV),
• 4 Flow Sensing Venturies (FSV),
• 4 ozone converters and, 2
• Full Digital AGU Controllers (FDAC).
Flow Control Valves (FCV)
The FCVs are installed in the unpressurized area in the root of the wings near the AGU.

The FCV is a pneumatically operated butterfly valve that uses a torque motor servo-valve to control the flow.
The FCV is failed-safe closed and spring-loaded closed in the absence of bleed air pressure.
Flow Sensing Venturies (FSV)
Each FSV has:

• A metal venturi duct,
• An absolute pressure sensor,
• A delta pressure sensor,
• A temperature sensor.
All sensors are LRUs.
The FSVs are installed upstream of the FCVs and attached to them..
LEVEL III - ATA 21 00-00 AIR CONDITIONING FLOW C ONTROL & M ONITORING S YSTEM D ESCRIPTION (3)

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Ozone Converters
The ozone converters have a steel body with a metal grid core inside.
The catalytic surface of the metal core is primary made of precious metal like Rhodium and Platinum that change the gaseous
ozone into oxygen.
The ozone converters are installed upstream of the FCVs.
Full Digital AGU Controllers (FDAC)
The FDACs are installed in the LH and RH inner wing.

The FDAC is a shock-protected box, which contains two fully redundant digital channels.
Each digital channel contains its own processor, powersupply, Input/Output, and CAN bus interfaces
LEVEL III -ATA 21 00-00 AIR CONDITIONING FLOW C ONTROL & M ONITORING S YSTEM D ESCRIPTION (3)

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A380 B1
Interfaces Description
Two identical, dual channel Full Digital AGU Controllers (FDACs) give all control and BITE functions required for the flow control
and monitoring. FDAC1 is dedicated to the LH side system and FDAC2 for theRH side one. Only one channel per FDAC
operates at a time, the other channel stays in hot standby.
The FDAC controls the FCVs according to AGU flow demands coming from the AGS application hosted in the CPIOM-Bs.
The FDAC calculates the actual flow according to the signals sent by the sensors installed on the FSVs.
The FDAC compares the actual flow to the flow demand in order to control the FCV torque motors.

A proximity switch sends the FCV Fully Closed /Not Fully Closed position to the FDAC. CPIOMB1 and B3 calculate the LH AGU
Flow demand and CPIOM B2 and B4 calculate the RH AGU Flow demand.
The flow demands depend on various parameters coming from the ADCN. FDAC 1(2) receives direct signals to shut-off its
related FCVs in case of: DITCHING, Door detected unlocked on ground as soon as one engine runs, Mixer unit burst, PACK 1(2)
P/BSW OFF selection.
The Door and Slide Management Control Unit (DSMCU) sends the unlocked door signal.
The VCM FWD (AFT) sends the mixer unit burst signal to FDAC1 (2).
The ENG fire P/BSW selection will lead to the associated FCV shut-off regarding the position of the cross-bleed valves.
The PACK 1(2) reset switch resets:
FDAC 1(2) and The AGS application hosted in CPIOM-B1&3 (2&4).

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A380 B1
ADCN Interfaces Description
The flow demands calculation basically depends on:

• The AIR FLOW selection,
• The PAX number (FMS),
• The cabin Layout (CIDS),
• The cargo cooling selection (VCS).
The flow demand calculation is offset in case of:

• HP recirculation fan failure
• Single AGU operation (AGS)

• APU operation (ECB)
• Engine set to take-off power (EEC)
• Engine bleed supply failure (EBAS)
The AGS sends the AGU flow demands to:

• The CPCS for cabin pressure calculation,
• The VCS for recirculation flow calculation,
• The EBAS and PADS.
The AGS sends the AGU actual flow to the CPCS also for cabin pressure calculation.
The AGS also sends:

• An APU flow demand to the ECB during APU bleed supply.
• An ECS pressure demand to the FADEC during engine bleed supply

A380 B1
The AGS sends an Insufficient Cooling Performance signal to the EBAS if engines supply the bleed air, the FCVs are fully open
and the cooling performance is insufficient.
The EBAS shall in this case take actions to increase the bleed pressure.
The AGS sends a reduce bleed temperature to 150°C request to the EBAS during single AGU operation if all options to obtain
the desired flow within the AGS have been exhausted.
The EBAS shall then reduce the bleed temperature to 150°C.
The AGS sends a reduce bleed manifold 1(2/3/4) pressure request to the EBAS if FCV 1(2/3/4) has failed open and the flow
becomes excessive.

The EBAS shall then reduce the bleed pressure of Bleed Manifold 1(2/3/4) to reduce the flow into the affected AGU.
The AGS sends a bleed flow-sharing request to the PADS if the FCVs draw unequal flow (e.g. in case of ACM or FCV failure).
The PADS shall then (if possible (e.g. no leak)) open all Cross Bleed Valves.
Once at least one Cross Bleed Valve is open, EBAS shall control the engine bleed valves so that each engine delivers the same
flow.
The CPCS sends a Flow Increase/decrease demand to the AGS if the airflow into the cabin is temporary or long term not
sufficient to ensure proper pressurization during flight.
During an engine starting procedure, the associated FCV shuts off regarding the position of the cross-bleed valves.
The FCVs also automatically close as soon as an engine is running if any door is detected unlocke
d on ground (pressurization
inhibition).

A380 B1
The OHDS sends a Flow Control Valve Close Command to the AGS. Depending on the leak location, the isolation is done as
shown in the table. In case of valve failure, the number of valves closing for leak isolation will change.
The AGS transmits data to the FWS for the alert computation need.
The FWS transmits the actual FWS Flight Phase to the AGS for the AGS BITE.
The AGS transmits the following data to the OMS:

• Fault messages from the BITE to the CMS for failure isolation, failure memorization and reports generation,
• Its configuration to the DLCS for configuration monitoring and management,
• System parameters to the ACMS for real time monitoring and reports generation.

The CMS can launch AGS interactive tests from the maintenance terminals.
The DLCS loads the AGS application and AGS pin-programming configuration, in the CPIOM-Bs.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING ADCN INTERFACES DESCRIPTION

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A380 B1
System Description
Two identical Air Generation Units (AGUs) also referred as air conditioning packs, decrease the temperature and remove water
from the hot bleed air that comes from the pneumatic system.
The AGU uses 2 different processes together to decrease the hot bleed air temperature:
• Heat exchange with ram air or external air through heat exchangers (HX) and,
• Compression / expansion through Air Cycle Machines (ACM).
The heat exchange with ram air is the main cooling process in flight.
On ground, the heat exchange with external air is not sufficient.

Consequently, the bleed air compression / expansion takes a major part in the cooling process.
The AGU has:

• 2 ACMs composed of a fan, a compressor and 2 turbines,
• 2 dual HXs with a primary and a secondary section,
• 2 plenum headers,
• 2 fan inlet plenums including a fan bypass check valve and,
• A single high-pressure water separation loop composed of a condenser and a water extractor duct.
Each AGU is connected to a Ram Air Inlet (RAI) system and two Ram Air Outlet (RAO) systems.
The RAI system is connected to the secondary heat exchangers and supplies the AGU with:
• Ram air in flight or,
• External air on ground.
LEVEL III -ATA 21 00-00 AIR CONDITIONING AIR C ONDITIONING PACKS D ESCRIPTION (3)

A380 B1
The RAI system has:

• A RAI including a door (RAID),
• A RAI channel and,
• 2 flow guidance devices with a spray nozzle.
The RAID and the RAI channel use a common parallel wall intake as the unpressurized bay ventilation system.
There is one RAO system connected to each fan inlet plenum.
The RAO systems discharge ram air or external air used as a heat sink overboard.

Each RAO system is composed of a channel with a RAO Door(RAOD).
Two FCVs supply one AGU with hot bleed air.
The primary section of each dual heat exchanger (HX) receives hot bleed air from one FCV.
However, in case of one FCV failure and thanks to a connection, both primary sections can potentially decrease the temperature
of the hot bleed air coming from any FCV.
To decrease the temperature, the primary section uses ram air or drawn external air as a heat sink.
Bleed air is then sent to the compressor of both ACMs. Bleed air pressure and temperature increase due to compression.
Each compressor has compressor outlet check valve to prevent reverse flow in case of single ACM operation. Bleed air then
goes through the secondary section of the dual heat exchangers.
The bleed air temperature drops againthanks to this second heat exchange process. Bleed air goes to the condenser.

A380 B1
The condenser uses cold bleed air from the first stage turbines to decrease once again the bleed air temperature, and condense
bleed air moisture into liquid water.
A water extractor duct collects and removes liquid water from the air stream to supply two spray nozzles.
Water extraction prevents ice build-up downstream of the turbines and allows low turbine outlet temperature.
Bleed air expands in the first stage turbine.
As a consequence, bleed air temperature and pressure drastically drop.
This cold bleed air goes through the condenser and expands a second time in the second stage turbine.

Cold air delivered by the AGU finally flows through an AGU ChecK Valve (ACKV) towards the mixer unit.
The ACKV prevents reverse flow from the mixer unit when the AGU is not operative.
Air used for the heat exchange process first enters the aircraft through the Ram Air Inlet.
Air then successively flows through:

• The RAI channel,
• The two flow guidance devices in two equal air streams,
• The two secondary heat exchangers,
• The two primary heat exchangers,
• The two plenum headers,
• The two fan inlet plenums and
• The two RAO channels.

A380 B1
For each AGU, air finally leaves the aircraft through the two RAOs.
On ground, the two ACM fans draw external air into the system and discharge it overboard.
In flight, ram air dynamically flows into the system and bypasses the fans through fan bypass check valves.
The check valves protect the blades of the fans when the ram airflow exceeds the air drawing capacity of the fans.
The spray nozzles spray water coming from the water extractor duct into the flow guidance devices.
The water evaporates in the dual heat exchangers and consequently improves their efficiency by evaporative cooling.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING SYSTEM D ESCRIPTION (3)

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AGU Components Description
Each AGU is an integrated and compact unit with:

• 2 dual heat exchangers,
• 2 Air Cycle Machines (ACM) and,
• 1 High pressure water separation loop


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LEVEL III -ATA 21 00-00 AIR CONDITIONING AGU C OMPONENTS D ESCRIPTION

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Air Cycle Machines (ACM)
The air cycle machine (ACM) has a 4-wheels design.
Each ACM has two turbine wheels, which operate a compressor wheel and a fan rotor.
All of the 4 wheels are installed on the same shaft.
The rotation of the compressor wheel drives the turbine wheels of the first stage turbine and second stage turbine and the fan
rotor.
A pair of air journal bearings supports the rotative assembly.

A pair of air opposing bearings counteracts axial loads.
Condenser
The Condenser makes water particle formation from humid air, and let condensed water drain into the downstream water
extractor.
Water Extractor Duct
The water extractor duct removes water condensed in the condenser.
The extracted water is then supplied to the spray nozzles.
The dry air from the water extractor goes through the outlet duct into the air cycle machines.

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Dual Heat Exchangers
Each dual heat exchanger arranges the primary and secondary heat exchangers into a single component.
The heat exchanger core is a plate and fin design.
It is made of aluminum.
Each section has a single-pass cross-flow configuration.
Fan Inlet Plenums

Each fan inlet plenum is multi-piece composite structure that connects the dual heat exchangers through the plenum headers, the
air cycle machines (ACMs) and the ram air outlet channels.
Each plenum has a fan inlet housing, an internal channel, and fan-bypass check-valve.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING AGU COMPONENTS D ESCRIPTION –AIR C YCLE MACHINES (ACM)…FAN INLETS P LENUMS

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Flow Guidance Devices
The flow guidance devices are composite structures that connect the dual heat exchangers to the ram air inlet channel.
Spray Nozzles
The spray nozzles are stainless steel fittings with an opening.
The nozzle is screwed into an aluminum housing.
The assembly is bolted onto the flow guidance device.

AGU Check Valve
The AGU check valve is a single hinged flap configuration enclosed in its own housing.
The single flapper approach is used to minimize the obstruction of the sub-freezing AGU discharge airflow, thus preventing the
buildup of frost and snow.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING FLOW G UIDANCE DEVICES …AGU C HECK VALVE

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System Description
The pack control and monitoring fulfills:

• AGU discharge temperature regulation,
• Ice build-up protection,
• ACM low speed protection,
• Overheat protection,
• Main AGU parameters monitoring.
The modulation of 5 bleed air bypass valves and 3 ram air doors controls the temperature within each AGU.

The bleed air bypass valves has:
• 2 Turbine Bypass Valves (TBV),
• 2 Temperature Control Valves (TCV),
• 1 Altitude Valve.
The TBVs control the condensing temperature above freezing to prevent icing in the condenser by bypassing the first stage
turbines.
The TCVs control the AGU outlet temperature in conjunction with ram air modulation by mixing primary heat exchanger outlet air
with second stage turbine discharge air of its associated ACM.
The altitude valve provides increased ventilation flow at altitudes greater than 29,000 ft by bypassing the water extraction loop
and the first stage turbines.
The Ram Air Inlet and Ram Air Outlet doors modulate the amount of ram airflow being used for the heat exchange process.
There are 3 actuators, one for each door. An ACM isolation valve gives the ability to command an ACM OFF in the event of a
system failure or during certain operating conditions (e.g. APU operation on ground).
LEVEL III -ATA 21 00-00 AIR CONDITIONING GROUND & EMERGENCY AIR S UPPLY D ESCRIPTION (3)

A380 B1
Nine sensors monitor the temperature at:

• The primary HX outlet,
• The compressor outlet,
• The secondary HX outlet,
• The condenser inlet,
• The AGU outlet and,
• The mixer unit.
A speed sensor monitors the RPM of each ACM for ACM low speed protection and seizure detection.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING SYSTEM D ESCRIPTION

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A380 B1
The components involved in each AGU control and monitoring are:

• 5 bleed air bypass valves,
• 1 ACM isolation valve,
• 9 temperature sensors,
• 2 ACM speed sensors,
• 3 ram air actuators and,
• 1 Full Digital AGU Controller (FDAC).
Bleed Air Bypass Valves

The bleed air bypass valves has:
• 2 Turbine Bypass Valves,
• 2 Temperature Control Valves and,
• 1 altitude valve.
The Turbine Bypass Valves and the Temperature Control Valves are electrically actuated spool valves.
The spool position within the valve body controls the flow of air through the valve.
The altitude valve is an electrically actuated butterfly valve.
Each valve has a 28DC stepper motor rotary actuator. The motor is connected to a multi-stage reduction gear train.
The actuator has a Rotary Variable
Transformer (RVT) used for position feedback and a visual indicator showing valve position.
The visual indicator of valve position can be used to manually turn and lock the valve to the close position.
A380 B1
ACM Isolation Valve
The ACM isolation valve is an electrically actuated diverter valve.
The isolation valve has four ducts and two ports.
The valve comprises a rotary actuator and internal valve gates.
The rotary actuator includes a 28VDC stepper motor, a Rotary Variable Transformer (RVT) for position feedback and a position
indicator.
The valve can be manually positioned with a wrench


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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS D ESCRIPTION – BLEED AIR B YPASS VALVES & ACM ISOLATION VALVE

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Temperature Sensors
The temperature sensors involved in each AGU control and monitoring are:
• 1 primary HX outlet temperature sensor (Number 4),
• 2 compressor outlet temperature sensors (Number 5),
• 1 secondary HX outlet temperature sensor (Number 6),
• 2 condenser inlet temperature sensors (Number 7),
• 2 ACM discharge temperature sensors (Number 8) and,
• 1 mixer unit temperature sensor (Number 10).
Temperature sensors (Number 4), (Number 6), (Number 7) and (Number 10) are sensors with two thermistor elements.

Temperature sensors (Number 5) and (Number 8) are sensors with one thermistorelement.
The temperature sensors send an electrical signal proportional to the temperature as a feedback to the FDAC.
The temperature sensors have a tubular body with a screw thread for installation and a pin connector for electrical connection.
ACM Speed Sensors
The ACM speed sensor (Number 9) is installed between the compressor and the fan of the ACM.
It has a magnetic tip, which generates impulses proportional to the speed of the ACM shaft.
LEVEL III -ATA 21 00-00 AIR CONDITIONING PACK C ONTROL & MONITORING D ESCRIPTION (3)

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENT D ESCRIPTION – T EMPERATURE S ENSORS & ACM SPEED S ENSOR

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENT D ESCRIPTION – T EMPERATURE S ENSORS & ACM SPEED S ENSOR

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Ram Air Actuators
The ram air inlet actuator is a dual motor driven linear electric actuator.
The actuator is mounted to the airframe with its output shaft connected to the aircraft ram air inlet door linkage.
The actuator sets the ram air inlet door in response to electrical signals from the FDAC.
The ram air inlet actuator has two 270 VDC Brushless motors.
A 28 VDC brake engages upon removal of power. A differential actuates only a single motor.

A rotary variable transformer (RVT) is used for position feedback.
With a fixed link on the actuator, the aircraft ram inlet door can be set manually to the open position, should the actuator become
inoperative.
The ram air outlet actuators are single motor driven linear electric actuators.
The actuator is mounted to the airframe with its output shaft connected to the aircraft ram air outlet door linkage.
The actuator sets the ram air outlet door in response to electrical signals from the FDAC.
The actuator has a 270 VDC Brushless motor. A 28 VDC brake engages upon removal of power.
A rotary variable transformer (RVT) is used for position feedback.
A Fixed Link is installed to manually lock the ram air door inthe open (retracted) position.

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FDAC
The FDACs are installed in the LH and RH inner wing.
The FDAC is a shock-protected box, which contains two fully redu ndant digital channels.
Each digital channel contains its own processor, power supply, Input/Output (I/O) compliment and CAN bus interfaces.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING C OMPONENTS D ESCRIPTION – R AM AIR ACTUATORS & FDAC

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The TCS application ho sted in the 4 CPIOM-Bs determines the lowest duct temperature demand of all zones:
• Cockpit.
• UD and MD Cabin Zones.
• Crew rest areas.
• Cargo compartments.
The TCS transmits this value to the AGS application hosted in the 4 CPIOM-Bs to be used by the FDACs as the mixer unit
temperature demand.

The FDACs compares the mixer unit temperature demand to the actual mixer unit temperature sensed by mixer unit temperature
sensors (Number 10) to control:
• The Ram Air Door Actuators,
• The TCVs and,
• The TBVs (whe n needed for mixer unit temperature control)
The FDACs control the actuators and valves in a scheduled manner (depending on air data).
The TBVs normally regulate the condenser inlet temperature at or above
2.2 deg C (36 deg F) at the condenser inlettemperature sensor location (Number 7).
Maintaining the temperature at this level prevents icing in the condenser and assures sufficient water removal capacity.
The TBVs are needed for control of the mixer unit temperature only when the TCVs have been controlled to their wide open
position and the mixer unit temperature remains below its target temperature.

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The Ram doors fulfill the closed loop control of the compressor temperature (Number 5), although they can be used to control the
mixer unit temperature once the TCVs and TBVs have run out of authority.
The FDAC controls the TCVs and TBVs in a way to:

• Minimize ram air usage,
• Minimize airplane drag,
• Maintain the required ventilation flow,
• Control and limit compressor outlet temperature and,
• Maintain sufficient ACM fan surge margins.
The AGS transmits data to the FWS for the alert computation need.

The FWS transmits the actual FWS Flight Phase to the AGS for the AGS BITE.

• Fault messages from the BITE to the CMS for failure isolation, failure memorization and reports generation,
The AGS sends AGU parameters to the CDS for ECAM display to generate the BLEED page.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING INTERFACES DESCRIPTION (3)

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System Description
An Emergency Ram Air Inlet (ERAI) system is used in case of failure of both AGUs for ventilation purposes.
During normal operation the ERAI is not used. An adjacent Low Pressure Ground Connector (LPGC) system is used on ground
to connect ground carts for ground ventilation of the A/C.
While receiving LP air, it is not necessary to operate the AGUs.
The ERAI and LPGC Systems are grouped together into two symmetrical sub-systems positioned left and right of the A/C
centerline.

Each sub-system connected to the mixer unit includes:
• 1 ERAI scoop,
• 1 ERAI actuator,
• 1 ERAI box flapper,
• 2 LPGCs (one inboard and one outboard LPGC),
• 1 skin check valve and,
• 1 LPGC check valve.
The actuator extends and retracts the ERAI scoop.
The flapper, integrated into the ERAI Box is installed to prevent outflow of ram air through the inboard LPGC during flight when
using the ERAI scoop.
The LPGC check valve prevents reverse airflow out of the outboard LPGC in case of use of the ERAI scoop.
The skin check valve prevents reverse airflow out of the pressurized fuselage through the inboard LPGC and the ERAI scoop.
LEVEL III -ATA 21 00-00 AIR CONDITIONING G ROUND & EMERGENCY AIR SUPPLY D ESCRIPTION (3)

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The components involved in the ground and emergencyair supply are:

• 2 Emergency Ram Air Inlet (ERAI) actuators,
• 4 LP Ground Connectors (LPGC),
• 2 skin check valves,
• 2 LPGC check valves and,
• 1 Ventilation Control Module (VCM) FWD.
Emergency Ram Air Inlet (ERAI) Actuators

The emergency ram-air-inlet actuators are electromechanical actuators and have:
• A 28VDC motor with a brake that stops the motor if there is no power,
• A gear housing,
• A ball screw to give linear movement,
• Two limit switches, which are installed at each end of travel.
One limit switch sends a signal to stop the power supply to the actuator.
The other limit switch sends a position signal to the ventilation control module (VCM FWD).
Skin Check Valves
The skin check valve is installed within the lower skin of the A/C fuselage, between the ERAI and the mixer unit.
The skin check valve is a flapper type non-return valve.

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LPGC Check Valves
The LPGC check valve is installed within the unpressurized belly fairing in the outboard LPGC supply duct, close to the
connector.
The LPGC check valve is a flapper type non-return valve.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS D ESCRIPTION – EMERGENCY R AM AIR I NLET (ERAI) ACTUATORS…LPGC C HECK VALVES

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The VCS application through the VCM FWD automatically opens the ERAIs if both AGUs are off and provided that the open
signal is enabled (pdyn p) by the CPCS application.
The enable signal sent from CPCS is transmitted via AFDX ot the VCS application.
The RAM AIR P/B can be used to open or close the ERAIs independently from the enable signal.
In that case, the manual control has the priority and the manual opening must be done below 10,000 ft to prevent passenger
discomfort

The ram air Pressure must overcome the cabin differential pressure plus the Skin Check Valve Cracking Pressure to let the ram
air entering the system.
Consequently, the cabin differential pressure must be decreased to a minimum value as soon as the ERAIsare detected fully
open.
For that reason, the ERAI position, i.e. fully closed/fully open (FC/FO) is fed back to the CPCS Applications via AFDX.
Based on the position feedback the CPCS will control the position of the OFVs accordingly.
When the Ditching P/B is pressed in, the ERAIs will be commanded to the closed position and the opening signal will be inhibited.
The VCS transmits data to the FWS for the alert computation need.
The FWS transmits the actual FWS Flight Phase to the VCS for the VCSBITE.

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The VCS transmits the following data to the OMS:

• Fault messages from the BITE to the CMS for failure isolation, failure memorization and reports gene ration,
The CMS can launch VCS interactive tests from the maintenance terminals.
The DLCS loads the VCS application and VCS pin-programming configuration, in the CPIOM-Bs.
The VCS sends ERAI parameters to the CDS for ECAM display to generate the BLEED and COND pages.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING INTERFACES DESCRIPTION

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System Description
The trim air system uses hot air tapped downstream from FCV 2 and FCV3.
However, FCV1 and FCV4 can supply the trim air system with hot air, thanks to the AGU internal design.
The trim air system has two Trim Air Pressure Regulating Valves (TAPRV) used for the:
• Trim air pressure regulation,
• Trim air supply shut-off.
Each TAPRV operates with a trim air pressure sensor (pressure feedback).

Both TAPRVs are connected to a trim air manifold with four quadrants.
The 4 quadrants architecture minimizes the impact of a single component failure, local overheat or trim air leak on system
performance and passenger comfort.
A quadrant is a trim air manifold section set between a Trim Air Check Valve (TACKV) and a Trim Air Shut- Off Valve (TASOV).
4 TACKVs participate in the quadrants isolation, but also separate the pressurized fuselage from the un-pressurized AGU bays.
The 2 TASOVs remain in the closed position during normal operation and consequently split the trim air manifold into LH side
quadrants and RH side quadrants.
TAPRV1 supplies the LH side quadrants, whereas TAPRV2 supplies the RH side quadrants.
The A380-800 has 16 various cockpit/cabin temperature zones (17 for the A380 -900).
LEVEL III -ATA 21 00-00 AIR CONDITIONING T EMPERATURE C ONTROL & MONITORINGD ESCRIPTION (3)

A380 B1
The temperature regulation of each zone needs:

• One Trim Air Valve (TAV),
• One duct temperature sensor and,
• One zone temperature sensor.
Each TAV is connected to one specific quadrant.
The TAV adds trim air to its dedicated supply duct.

LEVEL III -ATA 21 00-00 AIR CONDITIONING T EMPERATURE C ONTROL & MONITORING D ESCRIPTION (3)

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LEVEL III -ATA 21 00-00 AIR CONDITIONING SYSTEM D ESCRIPTION (3)

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The components involved in the cockpit and cabin temperature control are:
• 2 TAPRVs,
• 2 Trim air pressure sensors,
• 2 TACKVs,
• 1 TAV per cockpit and cabin zone,
• 2 TASOVs,
• 1 TADD,
• 1 duct temperature sensor per cockpit and cabin zone,
• 1 zone temperature sensor per cockpit and cabin zone.

Trim Air Pressure Regulating Valves (TAPRV)
The Trim Air Pressure Regulating Valve (TAPRV) is a pneumatically actuated butterfly type valve.
A torque motor servo valve controls the position of the butterfly.
The valve regulates the trim air supply pressure above the cabin pressure.
The valve has a wrench and lock plug.
The valve has a visual indicator to show the valve position.
The pneumatic actuator is spring-loaded closed when there is no bleed air.
The energized torque motor permits the valve opening and control according to the downstream pressure sensing (pressure
sensor).

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The TAPRV does not send any electrical position feedback to the TADD.
The TAPRV is installed in the wing root area near the Air Generation Unit.
The visual position indicator can be used to turn the valve manually.
The valve can be deactivated in the closed position with the lock plug.
The valve closes when no bleed air flows through it or when there is no signal from the TADD.
Trim Air Pressure Sensors

The Trim Air Pressure Sensor is an absolute pressure transducer that sends a discrete analog output signal to the TADD.
It is installed in the wing root near the Trim Air Pressure Regulating Valve (TAPRV) and the Trim Air Check Valves (TACKVs)
where the trim air supply duct divides.
Trim Air ChecK Valves (TACKV)
The Trim Air Check Valve (TACKV) is a dual flapper, flange-mounted type valve.
It has two flaps that are attached to a hinge bar.
The flaps open only in the forward flow direction.
A spring holds them in the closed position.
The TACKV prevents airflow in the opposite direction to the bleed air system and is installed in the lower and upper hot trim air
manifolds closed to the TAPRV.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS D ESCRIPTION- T RIM AIR PRESSURE R EGULATING VALVES (TAPRV) ..
T RIM AIR C HECK VALVES (TACKV)

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Trim Air Valves (TAV)
The Tr im Air Valve (TAV) is an electrically actuated butterfly type valve.
The actuator has a DC stepper motor that is connected to a gear reduction system.
The actuator has mechanical stops to keep angular rotation in specified limits.
The actuator has an open valve position switch.
The TAV actuator controls the position of the butterfly.

The valve has a manual wrench and a position indicator.
The TAVs are installed on the trim air manifold near the mixer unit. If there is a malfunction or signal loss, the valve stays in its
last position.
Trim Air Shut-Off Valves (TASOV)
The Trim Air Shut Off Valve (TASOV) is a butterfly type valve with a DC motor.
The actuator has micro-switches that show when the valve is fully open or fully closed.
The val ve can isolate one quadrant of the trim air system or connect them. It is usually closed.
The TASOV is installed in the lower and upper hot trim air manifolds. If there is a malfunction, the valve stays in its last position.
It is possible to operate the valve manually with a manual override handle.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS D ESCRIPTION- T RIM AIR VALVES (TAPV)...TRIM AIR SHUT-O FF VALVES (TASOV)

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Duct Temperature Sensors
All duct temperature sensors are double element sensors with a thermistor.
The sensor monitors the temperature of the air that flows from the mixer unit into the air supply duct.
The sensor sends an analog signal to the Trim Air Drive Device (TADD).
The duct sensors are installed on the distribution ducts set up:
• At the back of the FWD cargo compartment,
• At the front of the T-shape area,
• In the main deck cabin.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS D ESCRIPTION- D UCT TEMPERATURE STORES

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Zone Temperature Sensors
All zone temperature sensors are double element sensors with a thermistor.
One sensor is installed in each temperature zone of the cabin and in the cockpit.
The cabin temperature sensors are installed on the RH side of the MD and UD cab
in zones.
The cockpit temperature sensor is installed above the fourth occupant station.
The sensor monitors the temperature in the cabin / cockpit. Depending on the sensor, an analog signal is sent either to the TADD
or to the Cabin Data Intercommunication System (CIDS).


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LEVEL III -ATA 21 00-00 AIR CONDITIONING C OMPONENTS D ESCRIPTION- ZONE T EMPERAT URE S ENSORS

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Trim Air Drive Device (TADD)
The TADD is an electronic controller with two redundant digital channels.
Each digital control channel has its own processor, power supply, input/output drivers and CAN-bus interfaces. Both TADD
channels communicate with the CPIOM-B.
The TADD has output interfaces for:

• The TAV stepper motor drives.
• The TAPRV torque motor drives.
• The TASOV DC motor drives.

The TADD is installed at the rear part of the LH forward cargo triangle. If one output driver has a failure, the redundant channel
makes sure that the system continues to operate.
The TADD has BITE function.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING C OMPONENTS D ESCRIPTION- T RIM AIR DRIVE D EVICE (TADD)

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The TADD controls the 2 TAPRVs. The TADD hosts the control laws for the pressure control loop.
The TADD uses the pressure signals of the trim air pressure sensors as the feedback of the actual trim air duct pressures. In
case of duct overheat detection, the TADD uses "a Pressure Biasing Logic" to trim down the associated TAPRV to reduce the
regulated pressure and consequently try to stop the overheat condition.
Each TADD channel is capable of controlling both TAPRVs.

The TADD also receives discrete signals from the HOT AIR pushbutton switches when manual shut-off of the TAPRVs is
required.
There are 2 HOT AIR pushbutton switches on the AIR panel.
HOT AIR 1 P/BSW controls TAPRV1 and HOT AIR 2 P/BSW controls TAPRV2.
The TCS application can also ask the TADD to automatically close one or both TAPRVs in case of leak detection.
The TADD controls the 2 TASOVs and monitors their position.
The TADD hosts the trim air manifold quadrant isolation logic.
The TASOVs are normally closed.
The TADD uses the isolation logic to:

 Open one TASOV and close the corresponding TAPRV (e.g. single duct overheat, failed opened TAV),
 Open both TASOVs (e.g. one failed closed TAPRV),
LEVEL III -ATA 21 00-00 AIR CONDITIONING TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)

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The TCS application can ask the TADD to automatically close or keep closed one or both TASOVs in case of leak detection.
The TADD controls the TAVs and monitors their position (step counting principle).
The TADD hosts the control laws for the duct temperature control loop.
The TADD receives duct temperature demands from the TCS application hosted in the CPIOM-Bs and uses these demands as
commands to control the duct temperatures to the requested values.
The TADD receives duct temperatures as feedback. The TADD receives the AGU running status from both FDACs. An AGU
shutdown leads to the pneumatic closure of the associated TAPRV. The

TADD shares system status data like the current position of valves with the TCS application.
Two reset switches installed on the RESET panel 1231 VM can be used to reset the system controllers.
The TCS 1 reset switch sends a reset discrete signal to:

 The TADD channel 1,
 The TCS application hosted in the CPIOM-B1 and B3.

 The TADD channel 2,
 The TCS application hosted in the CPIOM-B2 and B4.

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During the system operation, target temperatures can be selected for all 16 (17 for the A380-900) cockpit/cabin zones from the
AIR panel installed in the cockpit or/and from the FAPs installed in the cabin.
The CKPT temperature selector sends a cockpit target temperature to the TCS application.
The CABIN temperature selector sends either a single cabin target temperature to the TCS application or gives full control to the
FAPs if the PURS SEL position is selected. In that case, the cabin crew can adjust a full range target temperature for each of the
15 (16) cabin zones.

The various cabin target temperatures are transmitted to the TCS application via the CIDS directors.
The TCS application receives the actual temperature of each zone of the aircraft.
The zone temperature sensors for the cockpit, MD2, MD5, UD2, UD6 directly transmit the sensed actual temperatures to the TCS
application.
The zone temperature sensors for the other zones transmit the sensed actual temperatures to the CIDS directors via DEU-Bs.
Both TCS and CIDS then share all actual cabin temperatures data.
The CIDS uses these actual cabin temperatures for display of the cabin temperature pages on the upper and main deck FAPs.
The TCS transmits all actual temperatures to the CDS for display on the ECAM COND page.
The TCS also compares all actual temperatures to the target temperatures for the calculation of the duct temperature demands.
The lowest of all duct temperature demands is not transmitted to the TADD, but to the AGS application on CPIOM B. The FDAC
controls the Mixer Unit temperature so that the lowest temperature zone heating demand determines the operating temperature
of the Mixer Unit.

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The TCS interfaces with the VCS for the temperature control of the various cargo compartments.
The VCS application interfaces with the TCS application about the CAX fans status.
The zone temperature sensors need cabin air extraction to accurately sense the temperatures.
The TCS application receives:

 Air Data Reference information from the ADIRUs, and
 The cabin pressure from the CPCS application for the TAPRVs control.
The Overheat Detection System (OHDS) application hosted in the CPIOM-As sends commands to close respective TAPRVs or

TASOVs once it detects any ambient overheating in the vicinity of the trim air ducts which could result from duct leak or duct
rupture.
The TCS application asks the TADD to close the related valves.
The OHDS application receives the position feedback of the valves to check that the leak is isolated.
If the leak is not isolated because of a TCS system failure, the OHDS application transmits new commands to other systems to
isolate the leak.
Each HOT AIR pushbutton switch also sends its status to the TCS application for redundancy and to the FWS for warning
management.
The TCS application sends hot air fault detection signals to the ICP for fault caption activation.
The TCS transmits data to the FWS for the alert computation need.
The FWS transmits the actual FWS Flight Phase to the TCS for the TCS BITE.

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The TCS transmits the following data to the OMS:

 Fault messages from the BITE to the CMS for failure isolation, failure memorization and reports generation,
 Its configuration to the DLCS for configuration monitoring and management,
 System parameters to the ACMS for real time monitoring and reports generation.
The CMS can launch TCS interactive tests from the maintenance terminals.
The DLCS loads the TCS application and AGS pin-programming configuration, in the CPIOM-Bs.


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HP Recirculation System Description
The HP recirculation system is used for redistribution of the main deck air into the cabin air distribution and ventilation system (to
reduce air bleeds and, as a consequence, fuel consumption).
The air from the main deck is drawn into the lower deck through the DADO panels installed outboard of the passenger seats,
between the sidewall lining and the aircraft floor.
Air is filtered by eight (plus two optional) HP High Efficiency Particulate Absorber (HEPA) recirculation filters.
Four (plus two optional) filters are installed in the rear part of the forward cargo compartment triangles.

Four filters are installed at the front of the T-shape area. Four HP High-Pressure recirculation fans, equipped with an integrated
check valve, draw the air through the filters.
The fans blow the air into the mixer unit through two spiral housings and two inlet bends.
The spiral housings supply a co-annular flow of recirculated MD cabin air and fresh air from the Air Generation Units (AGU).
The spiral housings make the warm recirculated air wrap the fresh air around.
The inlet bends make the warm recirculated air tangentially flow into the mixer unit and make a thin layer of warm air close to the
mixer unit surface in order to prevent ice build-up at critical areas.
Mixed air leaves the mixer unit through tapping ducts to:
 The cockpit,
 The 15(16) cabin zones,
 The optional Lower Deck Crew Rest compartment.

A380 B1
The mixer unit has 8 tapping ducts on the top and 5 tapping ducts on each side.
A tapping duct installed at the bottom of the mixer unit supplies mixed air to:
 The back-up system of the avionics equipment ventilation,
 The back-up system of the optional In-Flight Entertainment Center (IFEC) ventilation,
 The ventilation system of the optional Flight Crew Rest Compartment (FCRC),
 The optional temperature control system of the forward cargo compartment.
A Mixer Overpressure Relief Valve (MORV) protects the mixer unit against overpressure.
Four pressure sensors measure the average air pressure at key locations of the mixer unit.

The sensors are used for the mixer unit pressure control through the HP recirculation fan speed command.
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LEVEL III -ATA 21 00-00 AIR CONDITIONING HP RECIRCULATION SYSTEM DESCRIPTION (3)

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LP Recirculation System Description
The LP recirculation system is used for redistribution of the upper deck air into the riser ducts for upper and main deck supply.
Consequently, the amount of airflow from the mixer unit to the cabin areas is decreased.
Oval ducts running along the sidewall linings at the UD floor level, collect the UD air to ensure a homogeneous air extraction
along the cabin.
Air is discharged in nine (plus four optional) LP filter-housings and filtered in each housing by a LP High Efficiency Particulate
Absorber (HEPA) recirculation filter.

Nine (plus one optional) Low-Pressure recirculation fans, with an integrated check valve, draw the air through the filters.
The fans blow the air into two LP recirculation manifolds.
Mufflers are installed between the LP recirculation fans and the filters, to reduce ventilation noise level.
The LP recirculation manifolds are installed on each side of the fuselage between the upper deck and main deck.
Three pairs of cross-links connect the two manifolds to each other for flow balancing.
Junction ducts connect the manifolds to the riser ducts.
LEVEL III -ATA 21 00-00 AIR CONDITIONING FRESH / RECIRCULATED AIR DISTR, CTL & MON DESCRIPTION (3)

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Cabin Air Distribution Description
The cabin has a general air distribution.
An optional individual air distribution can be installed in both decks.
General Cabin Air Distribution
From the mixer unit, air flows to the cabin zones through ducts of different diameters.
Large diameter supply ducts are installed longitudinally under the MD cabin floor.

Smaller diameter riser ducts with integrated sound absorbers are connected to the main ducts.
The riser ducts lead the air to the main deck and upper deck.
Area supply ducts distribute the air to the various cabin air outlets.
The air outlets are fully integrated into the cabin lining.
Ceiling air outlets are installed on top of the lateral overhead storage compartment.
The lateral air outlets are located between the sidewall panel and the lateral overhead storage compartment.
The same concept is used on the upper deck for a fixed-bins configuration.

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Individual Cabin Air Distribution (Option)
The individual air distribution system is connected to the LP recirculation manifolds.
It supplies individual air to each passenger seat.
The ducting supplies the Passenger Service Units (PSUs).
The individual air distribution system has high-pressure individual air-outlets.
The passenger can use the individual air outlet to manually adjust the quantity and direction of the air.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING CABIN AIR DISTRIBUTION DESCRIPTION –INDIVIDUAL CABIN AIR DISTRIBUTION (OPTIONAL)

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The HP and LP recirculation systems are composed of:

 Four HP recirculation fans,
 Eight (+ two optional) HP recirculation filters and filter housings,
 One Mixer Overpressure Relief Valve (MORV),
 Four mixer unit pressure sensors,
 Nine (+ one optional) LP recirculation fans,
 Nine (+ four optional) LP recirculation filters and filter housings, and
 -Two Ventilation Control Modules (VCM).

HP Recirculation Fans
All HP recirculation fans are identical and installed in the lower deck, near the mixer unit.
Each fan has a three-phase 115VAC induction motor and is mounted on four shock absorbers.
An integrated check-valve prevents reverse flow through an inoperative fan.
A control board and loadable software make sure that the fan is controlled and monitored according to either external order or
internal regulation.
The fan has:

 -Thermal switches,
 An integrated flow sensor,
 An integrated pressure sensor.

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These integrated devices:

 Protect the electrical powered devices from overheat,
 Measure the airflow downstream of the fan for speed control, stall detection and filter clogging detection,
 Measure the inlet pressure for filter clogging detection.
The electronic components are directly fixed on the fan casing and protected by a cap.
HP Recirculation Filters and Filter Housings
The HP recirculation filters are elements of the High Efficiency Particulate Absorber (HEPA) type.

Each filter cartridge is made of multi-layer glass-fiber.
The filter is installed in a perforated carbon fiber housing.
All HP recirculation filters are identical and consumable.
The HP recirculation filter housings are installed in the recirculation duct upstream of the recirculation fan in the aft section of the
forward cargo triangles.
It has a quick release fastener to lock the filter.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING CABIN AIR DISTRIBUTION DESCRIPTION –INDIVIDUAL CABIN AIR DISTRIBUTION (OPTIONAL)

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Mixer Overpressure Relief Valve (MORV)
The MORV is a circular mechanical valve. 3 springs hold the valve flap in closed position on 3 spring rods.
The flap opens and releases mixer unit air into the forward cargo bilge in case of overpressure.
Both VCMs monitor the valve position.
The MORV is installed at the overpressure outlet port on the lower part of the mixer unit.
Mixer Unit Pressure Sensors

The mixer unit pressure sensors are of the absolute pressure transducer type.
The pressure sensors are installed at the mixer unit housing.

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LP Recirculation Fans
All LP recirculation fans are identical and installed on the upper deck, behind the side stowage compartments.
An integrated check-valve prevents reverse flow from the LP recirculation manifolds through the inoperative fan.

The fan has:
 Thermal switches,

 Measure the airflow downstream of the fan for speed control, stall detection and filter clogging detection,

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LP Recirculation Filters and Filter Housings
The LP recirculation filters are elements of the High Efficiency Particulate Absorber (HEPA) type.
Each filter cartridge is made of multi-layer glass-fiber.
The filter is installed in a filter housing and accessible via a cover.
All LP recirculation filters are identical and consumable.
The LP recirculation filter housings are installed on the upper deck side stowage compartments.

The housing makes the interface between the oval ducts (UD cabin air collection) and the LP recirculation duct upstream of the
recirculation fan.
The housing has a cover for filter removal/installation.
Mufflers
Mufflers are installed between the fans and the filters, to reduce ventilation noise level

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS DESCRIPTION – LP RECIRCULATION FANS ….MUFFLERS

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Ventilation Control Modules (VCM)
The Ventilation Control Modules (VCMs) are dual channel computers.
The VCMs are installed in the lower deck near:

 The FWD cargo door for the VCM FWD and,
 The AFT cargo door for the VCM AFT.
Each VCM is powered by 28 VDC.
The VCM software reconfiguration is possible by software uploading from the A/C via CAN bus.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS DESCRIPTION – VENTILATION CONTROL MODULES(VCM)

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The VCS application hosted in the 4 CPIOM-Bs is the functional software to control both HP and LP recirculation systems.
The VCS application communicate with the 2 Ventilation Control Modules (VCMs) via CAN bus.
The CPIOM-Bs are directly connected to the recirculation fans via CAN-bus. Consequently, the VCS application directly operates
the fans.
Each CPIOM-B is able to control each HP recirculation fan via the VCS application. However:
 The left LP recirculation fans are controlled by CPIOM-B1 & B3 only.
 The right LP recirculation fans are controlled by CPIOM-B2 & B4 only.

The VCS-application uses an air management function to:
 Calculate a global recirculation airflow demand,
 Send a speed demand to each fan.
The recirculation airflow demand is linked to the fresh airflow demand in order to keep the total airflow constant.
The calculation of both fresh and recirculation airflow demands is directly correlated and depends on:
 The AIRFLOW selection on the AIR panel,
 The passenger load,
 The cabin layout,
 The status of the AGUs,
 The status of the recirculation fans,
 The crew rest compartment installation in the lower deck (optional),
 The temperature control system installation in the cargo compartments (optional),
 The status of the engine bleed air supply, and
 The status of the APU bleed air supply.

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The fans operate in speed-controlled mode according to the speed demand.
Each fan sends its actual speed feedback signal back to the VCS application, as well as other data for:
- Filter clogging trend monitoring,
- Fan condition monitoring (stall and overheat).
The VCMs directly monitor the position of the MORV and the mixer unit differential pressure.
This differential pressure between the mixer unit and the cabin is controlled by speed control of HP recirculation fans.
When the fan control via CAN bus is not possible, the VCM takes control and operates the recirculation fans with a default speed.

The VCM FWD controls all LH recirculation fans and the VCM AFT controls all RH recirculation.
The OVERHEAT COND FANS RESET pushbutton receives a discrete signal to light on the FAULT light when at least one fan
overheat condition occurs.
The manual selection of the DITCHING P/BSW installed on the CABIN PRESS panel, and the CAB FANS P/BSW installed on
the VENT panel leads to the shut-off of all recirculation fans.
Two reset switches installed on the RESET panels 1231 VM and 1222VM can be used to reset the system controllers.
The VCS 1 reset switch sends a reset discrete signal to:

- The channel 1 of the VCM FWD and VCM AFT,
- The VCS application hosted in the CPIOM-B1 and B2.

- The channel 2 of the VCM FWD and VCM AFT,
- The VCS application hosted in the CPIOM-B3 and B4.

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The VCS application interfaces with the ELM application hosted in two CPIOM-Es for electrical load shedding management of the
fans.
The VCS application sends air management data to the CPCS application for the pressurization control. The VCS application
sends HP fans status to the AGS application for fresh airflow (AGU flow) demand calculation.
The VCS application receives, the fresh airflow demand and the AGU status from the AGS application, for the recirculation airflow
demand calculation.

The CAB FANS pushbutton switch and the DITCHING pushbutton switch also send their status to the VCS application for
redundancy.
If manually selected, the OVERHEAT COND FANS RESET pushbutton sends through the ADCN, a reset signal to the VCS
application (all fans are reset).
The VCS transmits some HP recirculation system data to the CDS for degraded system display on the ECAM COND page.
Nothing is displayed during normal operation. The VCS transmits data to the FWS for the alert computation need.
The FWS transmits the actual FWS Flight Phase to the VCS for the VCS BITE.

- Fault messages from the BITE to the CMS for failure isolation, failure memorization and reports generation,
- Its configuration to the DLCS for configuration monitoring and management,
- System parameters to the ACMS for real time monitoring and reports generation.
The CMS can launch VCS interactive tests from the maintenance terminals. The DLCS loads the VCS application and VCS pin-
programming configuration, in the CPIOM-Bs.

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CAX System Description
The Compartment Air Extraction (CAX) system:

- Remove odors and heat from the galleys and ventilate these areas,
- Remove odors from the lavatories and ventilate these areas,
- -Ventilate and cool the eight Secondary-Power Distribution Boxes (SPDB) installed in the main deck cabin,
- -Avoid smoke movement between main deck and upper deck through the FWD and AFT Stair cases,
- -Ventilate and cool the electronic equipment installed in the rear avionics bay,
- Provide constant airflow around the cabin temperature sensors for accurate sensing.
The Compartment Air Extraction system (CAX) has two identical sub-systems installed in the FWD and AFT bilge area.

Each sub-system extracts the air either by a CAX fan or by cabin differential pressure through a CAX isolation valve.
The CAX fan operates:

- On ground as soon as the aircraft is electrically energized,
- In flight when the cabin differential pressure is not sufficient.
The CAX fan blows the extracted air near the Outflow Valves for final discharge overboard.
The CAX isolation valve opens in flight when the cabin differential pressure is sufficient. In that case, extracted air is directly
discharged overboard through a convergent nozzle installed on the aircraft skin.
The two sub-systems draw the air from the equipments and areas successively through:
 Filter elements,
 Flexible branch ducts,
 Extraction ducts,
 Dropper ducts.
LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPARTMENT AIR EXTRACTION, CTL & MON DESCRIPTION (3)

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The extraction ducts are installed above the cabin ceiling in the center of the main deck and the upper deck.
The extraction duct in the upper deck is split into a front and a rear section.
The extraction duct in the main deck connects both sub-systems and acts as a crossfeed duct in case of failure of one sub-
system.
The dropper ducts (two pairs) are installed at the front and at the rear of the aircraft, and run on the LH side of the aircraft from
the upper deck to the bilge.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING CAX SYSTEM DESCRIPTION

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CAX Components Description
The cabin air extraction system has:

 Two CAX fans, and
 Two CAX isolation valves.
CAX Fan
The two CAX fans are identical.

An integrated check-valve prevents reverse flow through the fan in case of fan failure and CAX isolation valve opening.
The FWD (AFT) CAX fan is installed in the FWD (AFT) bilge area, near the FWD (AFT) outflow valves.
A control board and loadable software is used to control and monitor the fan according to order from the VCS application.
The fan has:

 -A housing temperature sensor and thermal switches,
 An integrated pressure sensor,
 An integrated airflow sensor.
These integrated devices are used to:

 Protect the electrical powered devices against overheat,
 Protect the extraction duct against excessive underpressure and detect filter clogging,
 Regulate the fan airflow to normal or high flow.
The electronics components are directly fixed on the fan casing and protected by a cap.

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CAX Isolation Valve
The two CAX isolation valves are identical.
Each valve has two positions and is of the butterfly valve type controlled by a 28VDC motor.
Microswitches detect the fully open and fully closed positions.
A manual device and a visual indicator allow manual valve operation.
The FWD (AFT) CAX isolation valve is installed in the extraction duct to the convergent nozzle in the FWD (AFT) bilge area near

the aircraft skin

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LEVEL III -ATA 21 00-00 AIR CONDITIONING CAX COMPONENT DESCRIPTION – CAX FAN & CAX ISOLATION VALVE

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CAX Interfaces Description
The VCS application hosted in the 4 CPIOM-Bs is the functional software to control and monitor the CAX system.
The CAX system operates fully automatically without any manual override function. The VCS application receives:
 The "on ground/in flight" signal from the LGERS application hosted in the CPIOM G3 and G4,
 The cabin differential pressure from the CPCS application and the ADIRUs.
The VCS defines a ground configuration when the A/C is on ground, or in flight with a cabin differential pressure below 1 psi.
The VCS defines a flight configuration when the cabin differential pressure is greater than 1 psi in flight.

The VCS application communicates with the 2 Ventilation Control Modules (VCMs) via CAN bus to:
 Open the CAX isolation valves during flight configuration,
 Close the CAX isolation valves during ground configuration,
 Receive the valve position feedback. The VCM FWD (respectively AFT) controls and monitors the FWD (respectively
AFT) CAX isolation valve.
The VCS application hosted in the CPIOM B1 and B3 (respectively CPIOM B2 and B4) directly operates the FWD CAX fan
(respectively AFT CAX fan) via CAN-bus. The VCS application:
 Switches on the CAX fans during ground configuration as soon as the A/C is energized,
 Switches off the CAX fans during flight configuration.
To prevent extraction duct implosion, the pressure sensor installed in each CAX-fan monitors the differential pressure between
the extraction duct and the cabin.
In case of excessive under-pressure, the associated CAX isolation valve closes and the fan starts to operate.
The pressure sensor is also used during CAX fan operation on ground to detect any CAX filter clogging.

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Clogged filter information is sent to the OMS.
The airflow sensor installed in each CAX fan is used to regulate the airflow either to normal flow or high flow.
Both CAX fans operate at high flow during a smoke removal procedure.
The remaining CAX fan operates at high flow when the other fan is inoperative. When the fan control via CAN bus is not
possible, the VCMs take control and operate the CAX fans. In that case,
The VCM FWD (respectively AFT) controls and monitors the FWD (respectively AFT) CAX fan.

The OVERHEAT COND FANS RESET pushbutton receives a discrete signal to light on the FAULT light when at least one fan
application. In that case, all fans managed by the VCS application are reset.
The manual selection of the DITCHING P/BSW installed on the CABIN PRESS panel, leads to the shut-off of the CAX fans and
the closure of the CAX isolation valves.
The ditching discrete signal is directly sent to both VCMs.
The VCS application sends a warning signal to the FWS in case of CAX system failure.
This signal is also transmitted to the TCS application to replace measured zone temperatures by default values.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING CAX INTERFACES DESCRIPTION

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Overpressure Relief Valve Dump (ORVD) Description
Two (Three for the A380-900) Overpressure Relief Valve Dump (ORVD) are installed on the aft pressure bulkhead above the
flotation line.
The ORVD has two functions:

 An emergency ventilation function and,
 An overpressure relief function.
The ORVDs ventilate the upper deck in case of:

 Interruption of fresh air flow from the mixer unit and/or,

 Upper deck smoke removal procedure.
The airflow from the upper deck to overboard makes fresh air from the lower deck to be drawn to the upper deck.
The valves also assist the air distribution during a smoke removal procedure in the upper deck.
The cabin altitude or the A/C altitude limits this emergency ventilation function, and the cabin differential pressure must be
sufficient.
In case of overpressure, the ORVDs pneumatically and automatically discharge air overboard when the maximum cabin
differential pressure is exceeded.
However, the cabin pressurization system normally fulfills the positive overpressure prevention function.
The ORVDs act just as a mechanical back up.
The ORVD is a differential pressure controlled valve with an incorporated electrically activated dump function.

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The ORVD has:

 A valve body,
 A circular main gate,
 A filter,
 A pneumatic controller assembly,
 A solenoid valve and,
 A position switch.
The pressure controller assembly is connected with pressure lines to the cabin pressure on one side and to the ambient pressure
on the other side.
An adjustment screw on the pressure controller assembly makes the calibration of the valve cracking point possible.

The Ventilation Control Module (VCM) AFT electrically controls and monitors the ORVDs.
The emergency ventilation function is activated:

- By manual action on the CABIN AIR EXTRACT P/BSW installed on the AIR panel, or:
- Automatically by the VCS application, in case of interruption of fresh air flow from the mixer unit.
Then, the VCM AFT opens each ORVD by energizing the ORVD solenoid valve.
The VCM AFT monitors the position of the ORVDs even if the position signal is sent to the CPCS application.
The opening of the ORVDs is inhibited when the VCM AFT receives:
- A ditching signal from the DITCHING P/BSW installed on the CABIN PRESS panel,
- An opening inhibition signal from the OC(S)M 2 FWD or OC(S)M 3 AFT.
If the cabin altitude is excessive, the VCM AFT will command all ORVDs to close. If the aircraft altitude is greater than a specific
value, the VCM AFT will allow only one ORVD opening. The ORVD position is shown on the COND ECAM page.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING OVERPRESSURE RELIEF VALVE DUMP (ORVD) DESCRIPTION (3)

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Negative Relief Valves (NRVs)
The two Negative Relief Valves (NRVs) are installed on the aft pressure bulkhead (LH and RH). A NRV opens if the pressure at
the ambient side of the valve overcomes the combined force of the springs and the pressure on the cabin side of the valve.
The valve is based on a very simple and pure mechanical design, ensuring highest reliability and functioning also under failure
conditions (broken spring, lost screws, etc.).
The main components of a NRV are:

- A circular frame,
- A circular gate,
- Three guiding studs,
- Three springs,
- A sealing.
For safety reasons, the NRVs are supported by the 2 Emergency Ram Air Inlets.
Differential Pressure Sensor Module (DPSM)
The Differential Pressure Sensor Module (DPSM) is installed at the rear bulkhead.
The DPSM is a back-up system, which calculates the differential pressure between ambient and cabin air.
It is used in safety and override pressurization mode in addition with the Air Data and Inertial Reference System (ADIRS) and the
Standby Navigation System (SNS).
LEVEL III -ATA 21 00-00 AIR CONDITIONING PRESSURIZATION CONTROL & MONITORING DESCRIPTION (3)

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OutFlow Valves (OFVs)
The four OutFlow Valves (OFVs) control the cabin pressure indirectly by modulating the discharged mass airflow:
 Two OFVs are installed at the forward belly fairing,
 Two OFVs are installed at the aft belly fairing, longitudinally symmetrical LH and RH sides.
The main components of an OFV are:

 A valve frame,
 A small control gate,
 A large ground gate,
 A single motor actuator,

 Linkages.
The two gates are linked to each other.
The OFVs are designed as such that self-closing induced by the aerodynamic loads will lead to a secured closed position of the
valve.
The actuator that drives the valve comprises:

 A gear unit,
 A brushless 28VDC motor,
 A position feedback unit.

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Outflow valve Control (and Sensing) Modules (OC(S)Ms)
The pressurization system control and monitoring are divided into:

 The Automatic Control System (ACS),
 The Emergency Pressurization System (EPS),
 The Override Control System (OCS).
Four Outflow valve Control (and Sensing) Modules (OC(S)Ms) are installed by pairs in the cargo compartments, near the AFT
and FWD cargo doors.
Within the OC(S)Ms, the functionality of the Automatic Control Partition (ACP), the Safety and Override Partition (SOP) and the

Emergency Pressurization Partition (EPP) are segregated from each other.
 At least two out of the four OC(S)Ms have a high precision pressure sensor, used for the ACP.
 Both OCMs and OCSMs have a SOP pressure sensor.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS DESCRIPTION – NEGATIVE RELIEF VALVES (NRVS)..
OUTFLOW VALVE CONTROL VALVE CONTROL (AND SENSING) MODULES (OC(S)MS)

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS DESCRIPTION – NEGATIVE RELIEF VALVES (NRVS)..
OUTFLOW VALVE CONTROL VALVE CONTROL (AND SENSING) MODULES (OC(S)MS)

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Automatic Pressurization
System Description
The automatic pressurization is performed:

 -By the Cabin Pressure Control System (CPCS) application, hosted in the CPIOM-Bs.
 By the Automatic Control Partitions (ACPs) of the Outflow valve Control (and Sensing) Modules (OC(S)Ms).
At least 2 OC(S)Ms (with comfort temperature sensors) out of the 4 OC(S)Ms, are required for normal operation.
The CPCS application calculates a cabin pressure target and a pressure rate based on flight data, like A/C movement and flight

plan.
The ACPs receive the cabin pressure target and the rate of pressure change from the CPCS application.
The ACPs check the differences between the targets and the current cabin pressure to calculate the needed OFVs position.
The cabin pressure information comes from the additional cabin comfort pressure sensor.
The ACPs send the needed OFVs position to the Emergency Pressurization Partitions (EPPs), which:
 Send the corresponding electrical current to the OFVs drive motors.
 Receive feedback position.
The EPP overrides the ACP command if there is a risk to go above the cabin altitude and differential pressure limits, to protect
the A/C structure and the passenger safety.

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Each CPIOM-B is connected via ARINC 429 bus to one OC(S)M.
All command signals and cabin pressure sensor values are shared between the ACP parts through a digital bus.
The bus is also used for system synchronization. A CAN bus link is used between the CPIOM-B2 & B4 and the OC(S)Ms for the
ACP software data loading from the VCS application.
OC(S)M 2 is linked to the FWS application via ARINC 429, to transmit warnings in case of strong system malfunction.

The CPCS 1 reset switch resets:
 The CPCS 1 application, hosted in CPIOM-B1 and B3,
 The OC(S)Ms 1 and 3.
The CPCS 1 reset switch is located on the reset panel 1231VM. The CPCS 2 reset switch resets:
 The CPCS 2 application, hosted in CPIOM-B2 and B4,
 The OC(S)Ms 2 and 4. The CPCS 2 reset switch is located on the reset panel 1222VM.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING AUTOMATIC PRESSURIZATION SYSTEM DESCRIPTION & INTERFACES DESCRIPTION

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Safety and Override Pressurization
The Safety and Override Partition (SOP) of each OC(S)M is segregated from the ACP.
During a normal automatic pressurization with the CPCS application and the ACP, the SOP simply passes the command from the
ACP to the EPP.
But if cabin pressure becomes unsafe by using default values, the SOP can override the ACP commands.
The SOP also permits a manual control of the pressurization.

If required, the flight crew can select the OVRD mode and the required cabin rate and altitude target on the ICP.
These signals are sent to the OC(S)M and converted into an OFV position demand by the SOP.
The EPP uses this position demand to control the OFV motor.
The OC(S)M SOPs can cross-communicate via a digital bus.
Mainly, cabin and ambient pressure sensor values and OFV position and position demands are exchanged.
A unidirectional ARINC 429 bus links:

 The Differential Pressure Sensor Module (DPSM) to the OC(S)M 2,
 The PRIMary (PRIM) systems 1, 2 and 3 to the OC(S)Ms 1, 4 and 3 respectively.
The Landing Gear Extension and Retraction System (LGERS) and the Brake Control System (BCS) give to SOPs information to
derive specific ground conditions (L/G pressed/compressed, wheel speed), independent from the ADCN.

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The SOPs of OC(S)Ms 2 and 4 send to the aft Ventilation Control Module (VCM) an Override Relief Valve Dump (ORVD)
opening inhibition signal.
The Emergency Pressurization Partition (EPP) is responsible for:

 The computation of cabin pressure and differential pressure,
 The OFV motor computation based on position demands from the ACP and/or SOP,
 The protection of positive differential pressure and cabin altitude limits against inadvertent function from the ACP
and/or SOP,
 The warnings to the FWS in case of strong system malfunction,
 The limitation of the maximum negative differential pressure.


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The CPCS application sends to the Air Generation System (AGS) application:
 The current cabin pressure,
 The flow variation demand.
The AGS application sends to the CPCS application:

 The AGU FCVs status,
 The current AGU flow,
 The AGU flow demand.

Thus the CPCS can command the AGS to increase or decrease the airflow into the cabin as a back-up solution to reach the
cabin pressure demand.
The Ventilation Control System (VCS) application sends to the CPCS application data used for several aircraft procedures
(smoke removal, emergency ram air), in case of emergency descent.
The CPCS application sends to the Temperature Control System (TCS) application the cabin pressure value.
The CPCS application interfaces with the Supplemental Cooling System (SCS) application, hosted in the CPIOM-As.
The CPCS provides the SCS with the on-ground indication, for condenser fans activation and ground air inlet opening.
The CPCS application interfaces with the Landing Gear Extension and Retraction System (LGERS) and the Brake Control
System (BCS) applications, hosted in the CPIOM-Gs.
The LGERS provides the CPCS application with the landing gear compressed/uncompressed status, and the BCS application
send the wheel speed value to the CPCS application.
Thus the CPCS can determine the pressurization modes (ground, take-off, climb...)

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The Air Data/Inertial Reference System (ADIRS) sends to the CPCS application data used for cabin pressure calculation (static &
dynamic air pressure, true airspeed value, A/C altitude...)
The CPCS application provides the Smoke Detection System (SDS) with the cabin pressure signal.
The CPCS application sends information about the "passenger sign warnings" to the Cabin Intercommunication Data System
(CIDS).
The Doors and Slides Management System (DSMS) sends to the CPCS application the door status, used for pressurization
prevention logic.

The Full Authority Digital Engine Control (FADEC) provides the CPCS with the throttle lever setting for pressurization mode
selection.
The FMS transmits to the CPCS characteristic data of the predicted vertical trajectory (remaining time to specific waypoints), and
data of the flight plan (QNH at destination, landing field elevation, cruise flight level, final cruise flight level) to let the CPCS
manage the pressure of the cabin.
The CPCS application receives signals from the Flight Guidance (FG) function of the PRIMs, used to indicate the validity of the
FMS signals.
The CPCS provides the Flight Warning System (FWS) with the different alerts.
The CPCS application, hosted in the CPIOM-Bs, interfaces with the Onboard Maintenance System (OMS) through the
Centralized Data Acquisition Module (CDAM) and the Secure Communication Interfaces (SCIs).

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The CPCS sends the following signals to the ACMS for recording purposes:
 The indicated cabin altitude, vertical speed and differential pressure,
 The OFV position demands, speed and direction, command mode,
 The used landing field elevation,
 The current cabin pressure value and demand,
 The current cabin pressure rate value and demand,
 The control mode (climb, cruise, ground...),
 The Overpressure Relief Valves Dump (ORVDs) positions,
 The warning and fault status.
The Central Maintenance System (CMS) provides the CPCS with the BITE commands.

The CMS can also upload a S/W into the CPCS application.
The CPCS gives all information about system failures to the CMS.
The CPCS application sends the cabin pressure signal to the Oxygen System Control Unit (OSCU) as back up for its pressure
switch.
The Integrated Control Panel (ICP) gives to the CPCS application, the commanded status of the "DITCHING" P/B. The ICP
sends to the CPCS:
 The "CABIN ALT TRGT MODE" P/B,
 The "CABIN V/S TRGT MODE" P/B,
The altitude target value from the "CABIN ALT TRGT" endless selector, when the manual mode is selected,
The vertical speed target value from the "CABIN V/S TRGT" endless selector, when the manual mode is selected.

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The CPCS provides the following signals for cockpit indication on the System Display (SD):
 The cabin altitude,
 The cabin pressure rate of change,
 The cabin differential pressure,
 The OFV positions,
 The system status.

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CMS Interactive Tests and Specific Functions for the Air Generation System (AGS)
The Air Generation System (AGS) has the following interactive tests and functions:
 System test without bleed air,
 System test with bleed air, and
 Clear memory for HX trend monitoring data.
These tests and functions are launched from the OMS HMI (using the OMT, OIT or PMAT).
The activation of these tests is possible during ground operation only.

System Test without Bleed Air
The system test function checks the integrity of the AGS (side) when bleed air is not available.
According to the selected AGS side.
This function tests the associated:

 AGS applications,
 FDAC,
 AGU valves and sensors,
 Ram Air Actuators,
 Mixer Temperature Sensors,
 ACM Discharge Temperature Sensors, and
 Flow Sensing Venturies sensors.
LEVEL III -ATA 21 00-00 AIR CONDITIONING PAX COMFORT – GENERAL STANDARD SYS MAINT

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System Test with Bleed Air
The system test function checks the integrity of the AGS (side) when bleed air is available.
According to the selected AGS side.
This function tests the associated:

 AGS applications,
 FDAC,
 AGU valves and sensors,
 Ram Air Actuators,

 Mixer Temperature Sensors,
 ACM Discharge Temperature Sensors,
 Flow Control Valves,
 Flow Sensing Venturies sensors, and
 Unpressurized Compartments Ventilation equipment.
ACM Isolation Valve Test
This function tests the ACM Isolation Valve by moving the valve into all possible positions.
Clear Memory For HX Trend Monitoring Data
This function resets the trend monitoring data performed on the relevant AGU heat exchanger.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING CMS INTERACTIVE TESTS & SPECIFIC FUNCTIONS FOR THE AIR GENERATION SYSTEM (AGS)
SYSTEM WITHOUT BLEED AIR…CLEAR MEMORY FOR HX TREND MONITORING DATA

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CMS Interactive Tests and Specific Functions for the Temperature Control System (TCS)
The Temperature Control System (TCS) has the following interactive tests and functions:
 System test without bleed air,
 System test with bleed air, and
 Altitude temperature correction configuration.

System Test Without Bleed Air
The system test function checks the integrity of the TCS when bleed air is not available.
This function tests:

The TCS applications,
The TADD,
All TAVs,
The TASOVs
All Duct & Compartment Temperature Sensors (range check), and the Trim Air Pressure Sensors (range check).
This function covers the Power On Self Test of the system.

A380 B1
System Test With Bleed Air
The system test function checks the integrity of the TCS when bleed air is available.

 The TCS applications
 The TADD,
 All TCS valves, except for the TACKVs, and
 The Duct & Compartment Temperature Sensors.
This function covers the Power On Self Test of the system.

Altitude Temperature Correction Configuration
This function permits to disable or set-up an altitude temperature correction offset.

The 2 offset settings are possible:
 1 deg C at 43000 ft or
 2 deg C at 43000 ft.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING CMS INTERACTIVE & SPECIFIC FUNCTIONS FOR THE TEMPERATURE CONTROL SYSTEM(TCS)-
SYSTEM TEST WITHOUT BLEED AIR… ALTITUDE TEMPERATURE CORRECTION CONFIGURATION

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CMS Interactive Tests and Specific Functions for the Ventilation Control System (VCS)
The Ventilation Control System has the following interactive tests and functions:
 Sub-system tests,
 System test (FWD and AFT),
 Hardware backup tests.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING CMS INTERACTIVE TESTS & SPECIFIC FUNCTIONS FOR THE VENTILATION CONTROL SYSTEM (VCS)

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CMS Interactive Tests and Specific Functions for the Cabin Pressure Control System (CPCS)
Each Cabin Pressure Control System out of the four systems has the following interactive tests and functions:
 System Test,
 Lane Test,
 Emergency Pressurization Test,
 A/C leakage Test,
 BITE Memory Dump.

System Test
The system test function checks the integrity of the complete CPCS.

The OC(S)M,
The outflow valve activation,
The ambient pressure (Pa) / cabin pressure (Pc) comparison,
The external / internal communication (all data busses), and
The recalibration of sensors and/or position feedbacks.
The system test checks also the calibration data (position data) of each single OFV.

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Lane Test
The lane test function checks the integrity of a single control loop that includes:
 The CPC application hosted in one CPIOM-B,
 The associated OC(S)M,
 The associated OFV.

 The OFV activation,
 The ambient pressure (Pa) / cabin pressure (Pc) comparison within the tested control loop, and
 The external / internal communication within the tested control loop.

The lane test also covers the test of the residual pressure on ground protection.
Emergency Pressurization Test
The emergency pressurization test function checks the overpressure relief functionality.

 The OC(S)M Emergency Pressurization Partition (Max positive DP limit),
 The OFV activation,
 The external / internal communication,
 The according warning to be displayed on ECAM.
The emergency pressurization test also covers the test of the corresponding OC(S)M hardware.

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A/C leakage Test
The A/C leakage test function checks the residual pressure on ground protection.
 This function tests:
 All OC(S)Ms,
 All OFVs,
 The activation (full opening) of the according OFV on ground after precedent closing, (Disabling the residual pressure
protection) of the OFV,
 The ambient pressure (Pa) / cabin pressure (Pc) comparison within the tested control loop,
 The external / internal communication,
 The according warning to be displayed on ECAM.

The test also covers the safety test of the tested control loop.
BITE Memory Dump
The BITE memory dump function permits to download each OC(S)M local NVM content.
This function provides a history of maximum differential pressure values transmitted by sensors fitted in the DPSM and the
OC(S)M.
The history memorizes up to 50 samples.
Each sample includes:

 The pressure values (cabin, ambient, differential),
 The Sources (DPSM, OC(S)M),
 The date / time.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING CMS INTERACTIVE & SPECIFIC FUNCTIONS FOR THE CABIN PRESSURE CONTROL SYSTEM (CPCS)-
SYSTEM TEST…BITE MEMORY DUMP

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General
On the AIR panel, the PACK 1 (2) PBSWs are used to start the Air Generation System (AGS). If the system is on, when the
PACK 1 (2)
PBSW is pushed, the related Air Generation Unit (AGU) is isolated and the second AGU supplies the faulty AGU quadrant with
trim air.
On the same panel, the HOT AIR 1 (2) PBSWs are used to isolate their related hot air duct quadrant. These PBSWs are used in
case of a duct overheat. The AIR FLOW selector permits the selection of air flow according to the number of passengers and
ambient conditions.

When the RAM AIR PBSW is pushed, the two emergency ram air intakes automatically open to supply ambient air from outside
of the A/C to the cabin, in case AGUs are unserviceable.
On the AIR panel, the CABin AIR EXTRACTion PBSW is used to operate the Overpressure Relief Valve / Dump (ORVD) for a
smoke removal procedure or to prevent excessive differential pressure in the cabin.
The DITCHING PBSW is on if the outflow valves, the ram air inlets, the overboard valve, the pack valves and the cargo
compartment valves are closed.
On the CABIN PRESS panel, the CABIN ALT MODE PBSW is used to select the manual or the automatic control of the cabin
altitude speed. The normal control is the automatic control.
LEVEL III -ATA 21 00-00 AIR CONDITIONING PAX COMFORT – GENERAL STD SYS OPS / CTL & IND (3)

A380 B1
In a same way, on the same panel, the CABIN V/S MODE PBSW is used to select the manual or the automatic control of the
cabin vertical speed.
The normal control is the automatic control.
The BLEED page has 4 different parts:
 the lower part shows the engine bleed air system,

 the middle part shows the pneumatic-air distribution-system and the wing anti-icing system,
 the upper part shows the air generation system of the air conditioning system.

The BLEED page supplies the flight crew with the data, which is necessary for the correct operation of the Air Conditioning Packs
(PACKs).
The Air Conditioning Packs also referred to as the Air Generation Units (AGUs).
The air conditioning part of the BLEED page shows these indications:
 the flow-control valve position,

 the pack (AGU) airflow,
 the pack (AGU) status,
 the pack (AGU) outlet temperature,
 the pack (AGU) controller status,
 the hot bleed air supply,
 the emergency ram-air intake position.
The BLEED SD page contains these messages:

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The PACK status indication shows as follows:

 green temperature and pack number: the pack is operating,
 amber temperature and pack number: the pack is overheating,
 amber pack number and green temperature: the pack regulation is faulty,
 amber pack, pack number, and temperature: the pack is OFF, failed or not supplied.
The PACK FLOW indication shows as follows:

 when there is no flow rate, the pack valve is closed,
 at the half of the pack flow indication, the flow rate is at 50%,
 the flow is at the maximum when the rate is fully in the RH position.

The Flow-Control Valve (FCV) position indication shows as follows:
 green open valve: The FCV operates correctly,
 amber closed valve: The FCV is fully closed,
 amber open valve: The FCV is defective,
 amber XX: The FCV position status is not available.
The AIR USERS indication shows as follows:

 green: Air: is supplied to cabin and cockpit, either from the packs or via the ram air inlets,
 amber: No air is supplied.
The RAM AIR indication shows as follows:

 green closed: The emergency ram air inlet is closed,
 green full open: The emergency ram air inlet is open,
 amber not full open: The emergency ram air inlet is transitory (not fully closed nor fully open),
 amber full open: The emergency ram air inlet is abnormally open,
 amber closed: The emergency ram air inlet is abnormally closed.

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The HOT AIR indication shows as follows:

 green: The hot air valve is open,
 amber with the valve open: The hot air valve is abnormally open,
 amber with the valve closed: The hot air valve is closed.
The PACK CONTROLLER indication shows as follows:

 nothing is displayed when both channels of both controllers operate,
 amber channel 1 and green channel 2: Channel 1 of the pack controller is faulty,
 green channels: At least one of the channels of the opposite pack controller is faulty,
 full amber: Both channels of the pack controller are faulty.

The COND page shows these indications:
 the ram air inlet status,
 the PACK status indication,
 the primary fans status,
 the hot air valve position,
 the cockpit temperature, overheat and trim air valve status,
 the deck temperature and the temperature controller indication,
 the cabin extract valves and zones indications.
The RAM AIR inlet status indication shows as follows:

 green closed: The emergency ram air inlet is closed,
 green fully open: The emergency ram air inlet is open,
 amber not fully open: The emergency ram air inlet is transitory (not fully closed nor fully open),
 amber fully open: The emergency ram air inlet is abnormally open,
 amber closed: The emergency ram air inlet is abnormally closed.

A380 B1
The PACK status indication shows as follows:

 green: The pack operates,
 amber: The pack is OFF, faulty or not supplied.
The PRIMARY FANS status indication shows as follows:

 green arrow: All four primary fans operate. They are not displayed,
 green full: At least one primary fan of the other pair is faulty,
 first or second fan amber: One primary fan of a pair is faulty , the other one operates,
 amber full: A pair of primary fans is faulty.
The HOT AIR valve position shows as follows:

 green: The hot air valve is open,
 amber with the valve open: The hot air valve is abnormally open,
 amber with the valve closed: The hot air valve is closed.
The COCKPIT indication shows as follows:

 green number indicates the current temperature in the cockpit,
 amber OVHT if there is a duct overheat in the cockpit zone,
 amber letter and associated zone when the cockpit trim air valve has failed.
The DECK TEMPERATURES indication shows as follows:

 green number indicates the coldest and the hottest zone temperatures of the associated deck.
The TEMP CONTROLLER indication shows as follows:

 nothing is displayed when both channels of both temperature controllers operate,
 amber channel 1 and green channel 2 if the temperature controller of channel 1 is faulty,
 full amber if both channels of the temperature controller are faulty.

A380 B1
The ZONE indications shows as follows:

 amber OVHT if there is a duct overheat in the associated zone,
 amber letter and associated zone if the trim air valve associated with this zone is faulty.
The CABIN EXTRACT VALVES indication shows as follows:

 green if the cabin air extract valves are closed,
 green fully open if the cabin air extract valves are open,
 amber fully open if the CABIN AIR EXTRACT PBSW is OFF and at least one cabin air extract valve is abnormally
open,
 amber if at least one cabin air extract valve is abnormally closed.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING GENERAL

A380 B1


A380 B1
On-Ground Operation
AGU/PACK & Flow Control & Monitoring
For each AGU: the FCVs modulate to adjust the bleed airflow. The air is sent through the primary Heat Exchanger (HX),
then through the 2 Air Cycle Machines (ACMs) compressors. The compressor drives the T1 & T2 turbines and the ACM fan,
which takes air fromthe Ram Air Inlet (RAI) to the 2 Ram Air Outlets (RAOs).
This ambient air is used to cool the bleed air going through the primary and secondary HXs.
After passing through the ACMs compressors, the air goes through the secondary HXs, then through the condenser and the

water extractor.
Depending on the air temperature after the two HXs, the dry air will go either through one or two turbines in the ACMs,
respectively by the T1 bypass valves closure or opening.
After this detent, the airtemperature is regulated via the Temperature Control Valve (TCV) and sent to the Mixer Unit.
Note that in case of one ACM failure, the ACM isolation valve will isolate the whole side of the AGU, in combination with the
related TCV.
On ground and in normal operation, with the PACK P/Bs pressed in and bleed air available:

A380 B1
The RAI Doors (RAIDs) and the RAO Doors (RAODs) are open.
 the FCVs modulate to adjust the bleed air flow,
 the altitude valves are closed,
 the T1 bypass valves modulate to maintain the air temperature above the freezing point before entering the condenser,
 the TCVs modulate to adjust the air temperature at the AGU outlet.
If the AGU is shut down because of a failure of action on the PACK

P/B (released out), all the valves and doors are closed.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING ON-GROUND OPERATION – AGU/PACK & FLOW CONTROL & MONITORING

A380 B1


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On-Ground Operation (continued)
MD/UD Temperature Control & Monitoring
The cabin zones temperature can be set via two different ways:
 with the CABIN temperature selector in the "Purser Selection" position, the cabin crew can select the temperature value,
per zone, on the FAP. The Trim Air Valves (TAVs) will adjust the flow accordingly,
 the flight crew can select the cabin temperature for the entire cabin by selecting a temperature level between "COLD" and
"HOT", on the CABIN temperature selector.

On the FAP, the temperature values are displayed per zone, whereas
 on the COND ECAM page, only the lowest and highest temperature
 values of all the UD or MD zones are displayed.
On ground and in normal operation:

 the FCVs regulate the flow entering the AGUs,
 the Trim Air Pressure Regulating Valves (TAPRVs) modulate to regulate the trim air pressure inside the ducts,
 the Trim Air Shut Off Valves (TASOVs) are closed,
 the TAVs modulate for temperature control per zone.
If the HOT AIR P/B is released out:

 the related Trim Air Pressure Regulating Valve (TAPRV) closes,
 the TASOVs remain closed,
 the TAVs on the affected side open.

A380 B1
This is to isolate one side of the quadrant in case of a duct leak.
If the PACK P/B is released out:
 the FCVs close,

 the TASOVs open to supply the quadrant with trim air from the other AGU,
 the TAPRVs close.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING ON GROUND OPERATION – MD/UD TEMPERATURE CONTROL & MONITORING

A380 B1
Air Distribution Control & Monitoring / Ground & Emergency Air Supply
In normal operation, the Emergency Ram Air Inlets (ERAIs) are closed.
If the RAM AIR P/B is released out, the ERAIs open.
However, if the DITCHING P/B is pressed in, the ERAIs close, no matter if the RAM AIR P/B is pressed in or not.
On the ECAM COND page, in normal operation, the HP recirculationfans and the extract fans are not displayed.

If a failure occurs, the related fan will be shown in amber:
 in the cargo compartments for the extract fans,
 below the cargo compartments for the HP recirculation fans.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING ON GROUND OPERATION – AIR DISTRIBUTION CONTROL & MONITORING / GROUND EMERGENCY AIR SUPPLY

A380 B1
Pressurization Control & Monitoring
The PRESS page supplies the flight crew with data about the cabin pressure control system.
The PRESS page shows indications about:

 cabin differential pressure,
 vertical speed,
 cabin altitude,
 landing field elevation,

 outflow valve operation.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING ON GROUND OPERATION- PRESSURIZATION CONTROL & MONITORING

A380 B1
OMS Pages (A/C On The Ground)
Tests and specific functions are available via the OMS System Report/Test page. For some AGS tests, the PACK P/B has to be
released out (PACK OFF).


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LEVEL III -ATA 21 00-00 AIR CONDITIONING ON GROUND OPERATION- OMS PAGES (A/C ON THE GROUND)

A380 B1
In-Flight Operation
AGU/PACK & Flow Control & Monitoring
In flight and in normal operation:

 the RAI Doors (RAIDs) and the RAO Doors (RAODs) are open,
 the FCVs modulate to adjust the bleed air flow,
 the altitude valves are open as soon as the air is dry enough (at a high altitude),
 the T1 bypass valves modulate to maintain the air temperature above
 the freezing point before entering the condenser,
 the TCVs modulate to adjust air temperature at the AGU outlet.

If a FCV fails, the other FCV associated to the same AGU will
compensate by adjusting the bleed air flow. The AGU will not be
affected by this single failure.
If the AGU itself fails, the related FCVs close, and the 2 other FCVs
deliver more flow to the remaining AGU as a compensation.
If the DITCHING P/B is pressed in:

 the RAIDs and RAODs close,
 the FCVs close,
 the AGUs are stopped.
If an ENG FIRE P/B is released out, the associated FCV closes to

prevent smoke from entering the system. The other FCV associated
to the same AGU compensates by adjusting the bleed air flow.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING IN FLIGHT OPERATION – AGU/PACK & FLOW CONTROL & MONITORING

A380 B1
In-Flight Operation (continued)
MD/UD Temperature Control & Monitoring

 the FCVs regulate the flow entering the AGUs,
 the Trim Air Pressure Regulating Valves (TAPRVs) modulate to regulate the trim air pressure inside the ducts,
 the Trim Air Shut Off Valves (TASOVs) are closed,
 the TAVs modulate for temperature control per zone.
In case of an AGU failure:

 the associated FCVs close,
 the associated TAPRV closes,
 the 2 TASOVs open,
 all the quadrant is still supplied with trim air.
The TAVs modulate for temperature control per zone.
In case of a duct overheat in the quadrant:

 the TAPRV of the affected side closes,
 the TASOV of the non-affected side opens, so that only a quarter is isolated.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING IN FLIGHT OPERATION – MD/UD TEMPERATURE CONTROL & MONITORING

A380 B1
Air Distribution Control & Monitoring / Ground & Emergency Air Supply
If a fan overheat occurs on any blower, recirculation or extract fans,

a FAULT light appears on the OVerHeaT CONDition FANS RESET
P/B.
By pressing the OVHT COND FANS RESET, all the blower,

recirculation & extract fans reset.

If DITCHING is pressed in:
 the recirculation fans keep working,
 the blower fans keep working,
 the extract fans are stopped.
If the CABin AIR EXTRACTion P/B is pressed in, the Overpressure

Relief Valve / Dump (ORVD) valves open, for a smoke removal
procedure or excessive differential pressure prevention.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING IN FLIGHT OPERATION – AIR DISTRIBUTION CONTROL & MONITORING / GROUND & EMERGENCY AIR SUPPLY

A380 B1
Pressurization Control & Monitoring
In normal operation, the OutFlow Valves (OFVs) modulate their

positions to maintain the required differential pressure between the
cabin and the ambient air.
If the DITCHING P/B is pressed in, the OFVs close.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING IN FLIGHT OPERATION – PRESSURIZATION CONTROL & MONITORING

A380 B1


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FWD LDCC VENT, TMP CTL & MON DESC. (3)
System Description
With the FWD cargo compartment ventilation system option, the airflow in the FWD cargo compartment is regulated in
temperature and guided to the bilge area.
The resulting airflow convection enables odor suppression.
The FWD cargo compartment air is mainly coming from the cabin ambient air blowing in the LH side of the FWD cargo
compartment.

The air is regulated in temperature by adding:
 Hot air from the trim air, through the 2 Trim Air Valves (TAVs),
 Cold air from the mixer unit air, through the Cold Air Valve (CAV).
As the air is coming from 3 supply groups, the system can be isolated via 3 supply isolation valves.
The supply air temperature is monitored by 2 duct temperature sensors.
They check that the duct temperature does not exceed the 70ºC. If the overheat goes above 80ºC, the TAVs are controlled
closed.
The FWD cargo compartment air is extracted through the RH extraction outlets.
An extract fan blows the air to the bilge area.
The extracted air is then sent overboard through the OutFlow Valve (OFV) 2.
LEVEL III -ATA 21 00-00 AIR CONDITIONING FWD LDCC VENT, TEMP CTL & MON DESC.(3)

A380 B1
The system can be isolated via an extraction isolation valve. A temperature sensor monitors the FWD cargo compartment
temperature.
The temperature value is used for the trim air or the mixer unit airflow control.
The isolation valves can be used to isolate the FWD cargo compartment in case of:
 Smoke warning,
 Ditching,
 Ventilation shutdown.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING SYSTEM DESCRIPTION

A380 B1


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The FWD Cargo Compartment Ventilation and Temperature Control System has these components:
 The supply and extraction isolation valves,
 The extraction fan,
 The Trim Air Valves (TAVs),
 The Cold Air Valve (CAV),
 The duct temperature sensors,
 The compartment temperature sensor.

Trim Air Valves (TAVs)
The Trim Air Valve (TAV) is an electrically actuated butterfly type valve.
The actuator has a DC stepper motor that is connected to a gear reduction system.
The actuator has mechanical stops to keep angular rotation in specified limits.
The actuator has an open valve position switch.
The TAV actuator controls the position of the butterfly.
The valve has a manual wrench overriding and a position indicator.
The TAVs are installed on the trim air manifold near the mixer unit.

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Isolation Valves
The system has three supply isolation valves and one extraction isolation valve.
Each isolation valve is a shut-off butterfly valve.
It is mechanically actuated by a 28VDC motor and electrically controlled by the VCM FWD.
The valve has two positions and two limit switches for Fully Closed / Fully Open position detection.

A manual lever shows the valve position and makes possible the manual overriding.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENT DESCRIPTION – TRIM AIR VALVES(TAVS)& ISOLATION VALVES

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Components Description (continued)
Cold Air Valve (CAV)
The Cold Air Valve (CAV) is fitted in the mixer unit supply duct.
The CAV controls the amount of cold air. It is a spring-loaded 3-position valve with a fully-closed position (FC), a partially-open
position (PO) and a fully-open position (FO).

Extraction Fan
The FWD CC extraction fan operates continuously as soon as the isolation valves are in the fully open position.
The fan has a three-phase 115VAC induction motor, which has a variable-frequency electrical-power supply.
The induction motor operates the fan wheel.
A solid housing covers the fan. Arrows on the housing show the direction of airflow and the rotation of the fan wheel.
The fan has an overheat control circuit, which reduces the fan power and stop the motor before it overheats.
When the temperature decreases, the induction motor starts to operate again.
The fan has vibration-damper mountings to prevent vibration to the aircraft structure.
The extraction fan is installed in the bilge area, near the aft outflow valves.

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Temperature Sensors
The 2 supply duct temperature sensors and the extraction duct temperature sensor are identical.
The temperature sensors are thermistors made of two metals.
The sensor monitors the temperature of the air that flows from the mixer unit and the trim air into the air supply duct.
The 3 temperature sensors are installed in the ducts set up:

 -LH side, between frame 36 & 37, and between frame 20 & 21, for the 2 duct temperature sensors

 -RH side, between frame 36 & 37, for the compartment temperature sensor.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS DESCRIPTION – COLD AIR VALVE (CAV)…TEMPERATURE SENSORS

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The Ventilation Control System (VCS) application hosted in the 4 CPIOM-Bs is the functional software to control ventilation sub-
system.
The VCS application communicates with the Ventilation Control Module (VCM) FWD via CAN bus.
The Temperature Control System (TCS) application hosted in the 4 CPIOM-Bs is the functional software to control temperature
control & monitoring sub-system.

The TCS application communicates with the Trim Air Drive Device (TADD) via CAN bus.
The VCM FWD controls the isolation valves and the CAV and monitors:
 The position feedback of the valves,
 The temperature measured by the FWD CC temperature sensor,
 The status of the extraction fan.
The VCM FWD also sends a discrete signal to the fan for back-up control in case of normal control failure through the CAN-bus.
The TADD controls the TAVs and monitors:
 The position feedback of the TAVs,
 The supply ducts temperature measured by the lower and upper duct temperature sensors.
The CPIOM-B1 and B3 are directly connected to the extraction fan via a CAN-bus.
Consequently, the VCS application directly controls and monitors the extraction fan.
The VCS application operates the extraction fan only if all the isolation valves are fully open.
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The VCS application operates the CAV opening if the ISOL VALVES P/B, located on the CARGO AIR COND PANEL (1212VM),
is selected to ON.
The VCS and the TCS applications calculate the cold and hot airflow demands, respectively, according to:
 The actual compartment temperature,
 The supply ducts temperature,
 The selected temperature (sent to the VCS application through the Avionics Data Communication Network (ADCN)).
The FWD ISOL VALVES P/BSW sends a discrete signal to the VCM FWD for the ventilation system:
 Activation
 Shutdown

 Reset
The OVERHEAT COND FANS RESET pushbutton receives a discrete signal to light on the FAULT light when the extraction fans
The DITCHING P/BSW installed on the CABIN PRESS panel sends a discrete signal to the VCM FWD for the closure of all
isolation valves and the extraction fan shutdown.
Four reset switches installed on the RESET panels 1231 VM and 1222VM can be used to reset the system controllers.

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 The channel 1 of the VCM AFT, The VCS application hosted in the CPIOM-B1 and B2.


 The channel 1 of the TADD, The TCS application hosted in the CPIOM-B1 and B3.

 The channel 2 of the TADD, The TCS application hosted in the CPIOM-B2 and B4.

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The TCS interfaces with the VCS for the temperature control of the cargo compartments.
The VCS application interfaces with:

The Landing Gear System (LDGS), and
The Doors and Slides Management System (DSMS).
The TCS application automatically stops the trim air system if the FWD cargo door is unlatched (open) and the A/C is on ground.
Due to the open cargo door, the TCS application will not use the duct temperature demand of the cargo compartment to calculate

the lowest duct temperature demand of the A/C to avoid, that the open cargo door will lead to an excessive low Air Generation
Unit (AGU) demand.
However the extraction fan is running.
The TEMP REGUL selector located on the CARGO AIR COND panel (1212VM) sends the FWD CC selected temperature to the
VCS and the TCS application.
This signal is transmitted via the ADCN and is used for the CAV and TAVs control for temperature regulation.
If the FWD CC temperature is the lowest of all duct temperature demands, it is transmitted from the VCS application to the AGS
application on CPIOM B.
The Full Data AGU Controllers (FDACs) control the Mixer Unit temperature so that the FWD CC temperature demand determines
the operating temperature of the Mixer Unit.
The FWD ISOL VALVES P/BSW, and the DITCHING P/BSW send their status to the VCS application for redundancy.

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For the FAULT caption lighting, the VCS application sends a ventilation system fault signal to the FWD ISOL VALVES P/BSW
through the ADCN.

 The Smoke Detection System (SDS), and
 The Electrical Load Management System (ELMS)
In case of FWD CC smoke detection or smoke test, the VCS application automatically closes all isolation valves and

consequently stops the extraction fan.
The VCS application can also temporarily shed the electrical load of the extraction fan, depending on the cabin electrical overload
gravity and the current consumption of the extraction fan.
The VCS transmits the actual FWD CC temperature to the Control and Display System (CDS) for display on the ECAM COND
page.
The TCS application receives:

 Air Data Reference information from the Air Data and Inertial Reference Units (ADIRUs),
 The cabin pressure from the (Cabin Pressure Control System) CPCS application for the Trim Air Pressure Regulating
Valves (TAPRVs) control.
The VCS and the TCS transmit data to the (Flight Warning System) FWS for the alert computation need.

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The FWS transmits the actual FWS Flight Phase to the VCS and the TCS for the VCS/TCS BITEs.
The VCS transmits the following data to the Onboard Maintenance System (OMS):
 Fault messages from the BITE to the Central Maintenance System (CMS) for failure isolation, failure memorization and
reports generation,
 Its configuration to the Data Loading and Configuration System (DLCS) for configuration monitoring and management,
 System parameters to the Aircraft Condition Monitoring System (ACMS) for real time monitoring and reports
generation.
The CMS can launch VCS/TCS interactive tests from the maintenance terminals.

The DLCS loads the VCS/TCS applications and VCS/TCS pin-programming configuration, in the CPIOM-Bs.

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System Description
The basic Bulk cargo compartment ventilation system supplies ventilation to the Bulk cargo compartment and the tunnel area.
The tunnel area is the space in the lower deck compartment between the body landing gear.
The ventilation of the tunnel area is part of the basic Bulk cargo compartment ventilation system.
The Bulk Cargo Compartment and tunnel area ventilation system uses ambient air coming from the main deck cabin area to
supply the compartments.

The tunnel area supply duct collects ambient air and supplies it through an isolation-valve to two air outlets installed in the tunnel
area front wall.
The Bulk cargo compartment supply duct collects ambient air and supplies this air through a supply isolation-valve to four air
supply outlets installed in the rear compartment wall.
An extraction fan draws the air through the Bulk cargo compartment and tunnel area to the extraction outlets and ducts installed
on both sides of the aft Cargo Compartment.
These extraction ducts lead to an extraction isolation valve and the extraction fan.
Both components are installed in the aft bilge area.
The fan blows the extracted air near the aft outflow valve. The extracted air is finally discharged overboard.
The suction principle gives a negative differential pressure in the BULK cargo compartment to keep odours out of the cabin and
cockpit.
LEVEL III -ATA 21 00-00 AIR CONDITIONING BULK LDCC VENT HEATING CTL & MON DESC.(3)

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The isolation-valves stop the airflow in and out of the Bulk cargo compartment and tunnel area if there is:
 A smoke warning,
 A ditching procedure or,
 The ventilation system is shutdown.
A duct heater is installed in a supply duct connected to the LP recirculation manifold.
The duct heater heats the LP recirculated air that flows through. The heated air flows through an injector into an open
inlet cone. This produces bypass airflow of MD cabin ambient air into the inlet cone.
The mixed air flows through the ventilation duct and the isolation valve into the Bulk cargo compartment.

A duct temperature sensor measures the air temperature in the supply-duct for a control to a maximum
of 70 deg.C (158 deg.F). A duct temperature above 70 deg.C (158 deg.F), leads to the heater power reduction.
A duct temperature above 80 deg.C (176 deg.F) leads to an overheat warning and the duct heater shutdown.
A compartment temperature sensor is installed in a special housing in the compartment ceiling.
A sensor line is installed in the ceiling, which leads to the Bulk extraction duct.
The sensor line makes sure that there is a constant airflow around the temperature sensor for an accurate measurement of the
bulk CC temperature.
This temperature value is used for the duct heater control.

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The BULK CC ventilation and heating control system is composed of:

 One duct heater,
 Two supply isolation valves and one extraction isolation valve,
 One extraction fan,
 One duct temperature sensor,
 One compartment temperature sensor.
Duct Heater

The duct heater is an electrical type heater with two three-phase electrical heater-element blocks, covered in a solid housing.
Thermal switches prevent damage to the heater elements.
The heater gets the electrical power from the 115VAC primary-power network.
The air-inlet shape is circular.
The air-outlet has the shape of a circular nozzle.
The VCS-application hosted in the CPIOM-Bs controls the heater via CAN-bus.
An electronic control circuit with a CAN-bus interface monitors the heater power and sends respond-signals back to the CPIOM-
Bs.
The Ventilation Control Module (VCM) AFT controls the status of the heater.

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Isolation Valves
The system has two supply isolation valves and one extraction isolation valve.
Each isolation valve is a shut-off butterfly valve.
It is mechanically actuated by a 28VDC motor and electrically controlled by the VCM AFT.
The valve has two positions and two limit switches for Fully Closed / Fully Open position detection.
The valve has a thermal overheat protection.

A manual lever shows the valve position and makes possible the manual overriding
Extraction Fan
The BULK CC extraction fan has a three-phase 115VAC induction motor, which has a variable-frequency electrical-power supply.
The induction motor operates the fan wheel. A solid housing covers the fan.
Arrows on the housing show the direction of airflow and the rotation of the fan wheel.
The fan has an overheat control circuit, which reduces the fan power and stop the motor before it overheats.
When the temperature decreases, the induction motor starts to operate again.
The fan has vibration-damper mountings to prevent vibration to the aircraft structure.
The extraction fan is installed in the bilge area, near the aft outflow valves.

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Duct Temperature Sensor
The duct temperature sensor is a thermistor made of two metals.
The sensor is installed in the Bulk CC supply duct and measures the temperature of the air that flows into the compartment.
The duct temperature sensor sends a feedback signal to the VCM AFT.
Compartment Temperature Sensor
The compartment temperature sensor is a thermistor made of two metals.

The compartment temperature sensor is installed in a special housing in the compartment ceiling.
The compartment temperature sensor sends a feedback signal to the VCM AFT.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENT DESCRIPTION – DUCT HEATER …COMPARTMENT TEMPERATURE SENSOR

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The VCS application hosted in the 4 CPIOM-Bs is the functional software to control both ventilation and heating systems.
When the A/C electrical system is energized, the VCS application sends an enable signal to the VCM AFT.
The VCM AFT opens the isolation valves, continuously operates the bulk extraction fan and sets the duct heater on.
The VCM AFT monitors the position feedback of the valves, the temperature measured by the sensors, and the status of the fan
and duct heater.

The CPIOM-B2 and B4 are directly connected to the extraction fan and duct heater via a CAN-bus.
Consequently, the VCS application directly controls and monitors the extraction fan speed and the duct heater level.
The VCM AFT also sends a discrete signal:

 To the fan and the duct heater for manual override, or
 To the fan for back-up control, due to normal control failure through the CAN bus.
The extraction fan only operates if all the valves are fully open.
The duct heater only operates if the fan is operative.
The VCS application calculates a temperature demand for the duct heater control depending on:
 The actual compartment temperature,
 The selected temperature (sent to the VCS application through the ADCN).
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The BULK ISOL VALVES P/BSW sends a discrete signal to the VCM AFT for the ventilation system:
 Activation
 Shutdown
 Reset
The HEATER P/BSW sends a discrete signal to the VCM AFT for the heating system:
 Activation
 Shutdown
 Reset
The OVERHEAT COND FANS RESET pushbutton receives a discrete signal to light on the FAULT light when the extraction fans

The DITCHING P/BSW installed on the CABIN PRESS panel sends a discrete signal to the VCM AFT for the closure of all
isolation valves and the extraction fan shutdown.
Two reset switches installed on the RESET panels 1231 VM and 1222VM can be used to reset the system controllers.



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 The Landing Gear System (LDGS), and
 The Doors and Slide Management System (DSMS)
The VCS application automatically stops the heating system if the bulk or aft cargo door is unlatched (open) and the A/C is on
ground.
 The VCS application interfaces with:
 The Smoke Detection System (SDS), and
 The Electrical Load Management (ELM) application

In case of bulk CC smoke detection or smoke test, the VCS application automatically closes all isolation valves and consequently
stops the extraction fan and the duct heater.
The VCS application can also temporarily shed the electrical load of the duct heater and the extraction fan, depending on the
cabin electrical overload gravity and the current consumption of the extraction fan and the duct heater.
The TEMP REGUL selector located on the CARGO AIR COND panel (1212VM) sends the bulk CC selected temperature to the
VCS application.
This signal is transmitted via the ADCN and is used for the duct heater control.
The BULK ISOL VALVES P/BSW, the HEATER P/BSW and the DITCHING P/BSW send their status to the VCS application for
redundancy.

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For the FAULT light, the VCS application sends through the ADCN:
 A ventilation system fault signal to the BULK ISOL VALVES P/BSW,
 A heating system fault signal to the HEATER P/BSW.
The VCS transmits some ventilation and heating system data to the CDS for system display on the ECAM COND page.

The FWS transmits the actual FWS Flight Phase to the VCS for the VCS BITE.
Fault messages from the BITE to the CMS for failure isolation, failure memorization and reports generation, Its configuration to
the DLCS for configuration monitoring and management,
System parameters to the ACMS for real time monitoring and reports generation.
The CMS can launch VCS interactive tests from the maintenance terminals.
The DLCS loads the VCS application and VCS pin-programming configuration, in the CPIOM-Bs.

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General
On the CARGO AIR COND panel, the FWD Isolation VALVES PBSW operates the isolation valves for the FWD zone.
In a same way, the BULK ISOL VALVES PBSW operates the isolation valves for the bulk zone.
When the isolation valves open, the related cargo compartments are supplied with a nominal airflow. If the isolation valves close,
the related white OFF light indication comes on.
When the system is faulty, the FAULT light appears (associated with an ECAM alert).

The FWD Temperature Regulation rotary selector permits to select the targeted temperature value for the FWD cargo zone. In a
same way, the BULK TEMP REGUL rotary selector allows to adjust the temperature for the bulk zone.
The BULK HEATER PBSW operates the electrical heating system, which increases the temperature in the bulk cargo
compartment. When the system automatically operates, there is no illuminated light. If the heating system is switched off
manually, a white "OFF" light appears on the PBSW. When the system is faulty, the FAULT light appears (associated
with an ECAM alert).
LEVEL III -ATA 21 00-00 AIR CONDITIONING LDCC TMP & VENT SYS OPS & IND

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Livestock & Perishable Preservation Systems
Normal Operation (A/C On The Ground)
On ground, with the PACK P/Bs on the OFF position and the cargo doors closed:
The FWD and bulk cargo compartments are ventilated with air from the LH triangles. The FWD cargo compartment can be
cooled by adding fresh air from the mixer unit, via the Cold Air Valve (CAV).
The FWD extract fans suck the air from the cargo compartments, to remove odors from the cabin.
With one or two AGUs operating and the cargo doors closed:

The bulk cargo compartment temperature can be controlled using the TEMP REGUL rotary selector. If the selected temperature
value is greater than the current bulk CC temperature value, the duct heater warms the air from the LP recirculation manifold.
The FWD cargo compartment temperature can be controlled using the TEMP REGUL rotary selector. Air from the LH triangle is
mixed either with fresh air from the mixer unit via the CAV, or with trim air from the AGUs via two dedicated TAVs.
Air extraction is performed via the FWD extract fans.
Note that the CCs heating control is only available when the related CC door is closed.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING LIVE STOCK & PERISHABLE PRESERVATION SYSTEMS – NORMAL OPERATION (A/C ON THE GROUND)

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Livestock & Perishable Preservation Systems (continued)
Abnormal Operation (A/C In Flight)
If there is a FWD CC duct overheat, the trim air quadrant is isolated, to stop FWD CC trim air supply. FWD CC heating is no
longer available, but the cooling and the ventilation systems remain operative, as ambient air is used and extracted.
The ambient air can still be cooled via the CAV.
The bulk CC temperature control and ventilation are also still operative.

If the DITCHING P/B is activated, all the isolation valves are closed and the fans are stopped.
If smoke is detected in the cargo compartments, the temperature control and the ventilation systems are stopped. A Master
Warning is issued.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING LIVE STOCK & PERISHABLE PRESERVATION SYSTEMS – ABNORMAL OPERATION (A/C ON THE GROUND)

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Cooling Capacity Generation
System Description
The Supplemental Cooling System (SCS) provides cooling capacity for purposes that are out of the scope of the normal cooling
function of the air conditioning System.
It is provided to cool food or beverages stored in galleys and, as an option the avionic equipment in the avionic bay.
The system consists of two independent circuits.
One is the refrigerant circuit, which generates the cooling capacity.

The other one is the coolant distribution system, which transports the cooling capacity to the consumers.
The supplemental cooling is accomplished by the centralized equipment, which is installed in the unpressurized belly fairing area.
It consists of two identical assemblies of five major subassemblies:

 The Centralized Refrigeration Unit (CRU),
 The pump assembly,
 The fan assembly,
 The accumulator,
 The Supplemental Cooling System Controller (SCSC).
The CRUs, which are typical vapour cycle refrigeration systems, generate the cooling capacity for each loop.
Each CRU transfers its cooling capacity to the liquid coolant in the evaporator. In the evaporators, the refrigerant changes its
state from liquid to gaseous, due to the absorption of the exchanged heat.
LEVEL III -ATA 21 00-00 AIR CONDITIONING SUPPLEMENTAL COOLING DESCRIPTION (3)

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The variable speed compressor compresses the LP gaseous refrigerant from the evaporator and supplies HP gaseous refrigerant
to the condenser.
The speed of the compressor is adjusted to match the temperature requirements of the coolant.
In the condenser assembly, outside air is used to convert HP gaseous refrigerant to HP liquid refrigerant by cooling it down.
The heat of the vapour cycle process is removed from the condenser and then evacuated through the air outlet channel. In flight,
this is done through a dedicated ram air channel with a NACA inlet.
On ground, during static or low speed operation, an additional inlet flap in the bottom of the belly fairing and a fan assembly are

needed to provide sufficient airflow to the condenser.
The Ram Air Channel Actuator (RACA) opens this ground air inlet flap in the air channel and the fan assembly, consisting of two
fans, draws the ambient air through each condenser.
Two fully independent cooling distribution loops distribute the coolant to the different consumer stations.
The coolant is pumped through the system via pump assemblies. Each coolant loop consists of a pump assembly, dedicated
filters and an accumulator.
The function of the accumulator is to provide expansion volume for the coolant and a certain amount of fluid to compensate small
leakage.
Two SCSCs control the centralized equipment, one for the LH and one for the RH.
The SCSC rectifies the electrical power from variable A/C frequency to constant frequency and provides a power signal to the
pumps and compressor.
Four Manual Shut-Off Valves (MSOVs) are installed, 2 LH and 2 RH, to isolate each distribution circuit for maintenance reasons.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COOLING CAPACITY GENERATION – SYSTEM DESCRIPTION

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There are two identical CRUs installed in the system.
The CRU is a conventional, electrically driven vapour cycle system that generates the cooling capacity within the centralized
equipment.
The CRU is protected from overpressure and over temperature through a combination of hardware and software means, by
integral sensors and relief valves in the system, which are monitored by the SCSC.
The compressor motor receives the electrical power and the speed command from the SCSC, depending on the required cooling

capacity. The compressor is lubricated and cooled by a refrigerant/oil mixture.
The compressor motor is protected against overheat by a thermal switch and fuses in the windings.
The condenser is a multi-layer aluminium heat exchanger with a single air pass and multiple refrigerant side passes.
The size of the condenser depends on the number of trolleys that need to be cooled.
Each SCSC monitors sensors in the respective centralized equipment and provides electrical power to one compressor and one
pump in each loop.
The SCSC chassis integrates a cold plate, which is cooled by the circulating refrigerant.
The system coolant flows through the cold plate after it has passed through the consumers and prior to being pumped through
the evaporators.
The SCSC housing is hermetically sealed for proof against explosion by welding and by hermetic electrical connectors.

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The SCSC contains a digital control unit, a power board, a filter, inverter board and safety board.
Each of the 2 pump assemblies provides the motive flow for each cooling loop.
Each pump assembly consists of dual, electrically driven centrifugal pumps and associated sensors, tubing, check valves to
prevent reverse flow when only one pump is running and a relief valve to limit the coolant pressure.
Sensors monitor the pressure and temperature of the coolant at the inlet and outlet of the pump assembly.
The incoming coolant cools the pump motors. Against overheat the pump is protected by a thermal switch and fuses incorporated

in the motor.
There are two identical accumulators for each cooling loop.
Each accumulator provides volume for coolant expansion, a reserve quantity of coolant to compensate small fluid leakages and
positive pressurization of coolant at the pump inlet to prevent cavitation.
The accumulator is a pressurized gas-charged coolant liquid accumulator.
Gas and liquid are separated using metal bellows technology. The gas used is nitrogen.
A potentiometer provides level measurement, which can be replaced without having access to the liquid loop.
There is a gas charging port and a liquid line port.
Two RACAs are installed to actuate the 2 inlet flaps on ground.
The RACA is a motor-driven linear actuator, which is housed in an explosion-proof body.

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The actuator consists of a DC brushless motor, a housing, a connector, a reduction gear, an output shaft and a spherical rod end
for adjustment. Two limit switches detect the actuator position.
Two identical fan assemblies are associated to their respective CRU condensers.
Each condenser fan assembly consists of two identical fans and controller units and associated check valves, to prevent air
recirculation in the event of single fan operation.
The condenser fan is a multi blade fan driven by a DC brushless motor.
The speed of each fan can be varied to minimize the power and noise when maximum airflow is not required to maintain the

condensing pressure. The fan motor and controller are both cooled by incoming air.
The fan controller, the fan and the RACA are protected against overheat by thermistor and fuses incorporated in the hottest parts
of the component.
There is one filter assembly per cooling loop. It consists of a low differential pressure probe in parallel with a coolant filter with
replaceable filter cartridge.
Each filter assembly has an electrical switch, which closes when the filter cartridge needs to be replaced.
There are also pressure and temperature sensors.
There are 2 MSOVs per cooling loop.
They are used to avoid drainage during maintenance activities.
They are manually operated.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COOLING CAPACITY GENERATION – COMPONENTS DESCRIPTION

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COOLING CAPACITY GENERATION – COMPONENTS DESCRIPTION

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Cooling Capacity Consumption
System Description
In the galleys, which are installed throughout the cabin on both decks, Air Cooling Units (ACU) cool the trolleys by transferring the
cold from the coolant to the air, which is then blown over or through the trolleys.
When an air through trolley is removed from its storage position, the cooling airflow is stopped automatically.
The number of galleys to be cooled depends on the individual cabin layout and service needs of each airline.

Depending on the customer layout definition, ACUs can be installed in main and upper deck lateral or transversal galleys of
section 12 up to Section 18.
ACUs are available in three sizes: small, medium and large, which can cool 1 to 4, 4 to 6 or 6 to 8 trolleys respectively.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COOLING CAPACITY CONSUMPTION –SYSTEM DESCRIPTION

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The main components of an ACU are concentrated in the core unit, which consists of:
 A combined liquid-to-air heat exchanger with an integrated electrical heater/defroster,
 An axial flow fan assembly,
A local control unit to control the air temperature and differential pressure,
 A local Coolant Control Valve (CCV),
 A drainage line for condensed water.
The heat exchanger is connected to the coolant line of the SCS.

The fan draws the air up from the trolley through the heat exchanger, where the air is cooled down.
The air blown by the ACU defines a closed loop with the galley compartment.
The cold air is then distributed through or over the trolley to cool food and beverages to the temperature selected on the galley
panel.
The integrated control unit controls the temperature by acting on the CCV and the fan speed.
The control unit also monitors air and coolant temperature via sensors feedback.
A drainage system removes the condensed water from the unit and drains it into the bilge or the waste water system.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COOLING CAPACITY CONSUMPTION –COMPONENTS DESCRIPTION

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The SCS application, hosted in the four CPIOM-As, is the functional software to control and monitor both cooling capacity
generation and consumption.
There is one non-redundant SCSC per coolant loop.
Each SCSC has two CAN bus interfaces:

 One interface connects each SCSC to the corresponding primary IMA CPIOM-A partition pair,
 The other interface connects it with the other system SCSC and corresponding CPIOM partition pair.

As such, each SCSC can receive commands and information from each CPIOM-A partition pair. Each SCSC controls:
 One coolant pump per loop,
 A compressor.
The SCSC exchanges data with the fan controllers for via RS422 bus for:
 Ground air inlet flap opening/closure,
 Fan speed control.
The SCSC receives sensors feedback of the centralized equipment of its side.
The SCSC can be shut down via a discrete signal if the COOLG P/B is commanded off.
There are 4 fan motor drive controllers, 1 per fan.
Each one receives, via RS422, external command signals from the SCSC and supplies information about the fan speed and
controller temperature to the SCSC.

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The fan controller provides conditioned power to the fan motor and the ram air channel actuator (RACA).
The fan controller also monitors the RACA limit switches.
The fan controller sends its status to the COOLG P/B on the VENT panel for display.
Each ACU control unit communicates with the SCS application via a CAN bus interface.
The ACU control unit exchanges also data with the galley panel via discrete signals or CAN bus, as an option:
 On/Off and temperature control signals from the galley panel to the ACU control unit,
 Indication lights signals from the ACU control unit to the galley panel.

The ACU control unit also controls the CCV and the fan to regulate the trolley temperature, and monitors the air and coolant
temperature via sensors.
The ACU control unit can be shut down by a discrete signal from the GALLEY P/B on the ELEC panel.
The SCS can be reset via two reset switches on the RESET panels.
The SCS 1 resets the SCS application hosted in CPIOM-A1 & A3 and the SCSC 1.
The SCS 2 resets the SCS application hosted in CPIOM-A2 & A4 and the SCSC 2.

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The SCS application receives inputs concerning the flight phase from the CPCS application to control the ground air inlet flap
actuator and the fan status.
The SCS application sends to the Electrical Load Management (ELM) data from:
 The SCSCs about the compressor and pumps electrical consumption,
 The ACU control units about the galley feeders' status.
The COOLG P/B on the VENT panel (1212VM), the GALLEY P/B and the COMMERCIAL P/Bs on the ELEC panel (1225VM),
send their status to the SCS application.

The SCS application sends a signal to the COOLG P/B when the fault light shall be illuminated.
The SCS receives its configuration from the Cabin Intercommunication Data System (CIDS), according to the cabin layout.
The CIDS receives the SCS status to display it on the Flight Attendant Panels (FAPs).
The Air Data and Inertial Reference System (ADIRS) sends the air data references to the SCS to control the ram air condenser
fans.
The SCS transmits data to the FWS for the alert computation need.
The FWS transmits the actual FWS Flight Phase to the SCS for the SCS BITE. The SCS transmits the following data to the OMS:

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Fault messages from the BITE to the CMS for failure isolation, failure memorization and reports generation,
Its configuration to the DLCS for configuration monitoring and management,
System parameters to the ACMS for real time monitoring and reports generation.
The CMS can launch SCS interactive tests from the maintenance terminals.
The DLCS loads the SCS application and SCS pin-programming configuration, in the CPIOM-As.


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System Description
A blowing system and/or an extraction system ventilates the various electronic equipments installed in:
The main avionics compartment,
The upper deck avionics compartment,
The cockpit.
The blowing system has two independent circuits installed on the left and right hand triangles in the FWD cargo compartment of
the A/C.
Each circuit has a filter and a blowing fan.

The fan continuously blows filtered air to the users as soon as the A/C is energized.
Blower fans speed is variable, depending on air temperature. A pressure sensor, integrated in the blowing fan, monitors the filter
pressure drop status.
The RH circuit supplies:

 RH avionics racks,
 RH F/D equipments.
The LH circuit supplies:

 LH avionics racks,
 LH F/D equipments,
 The pedestal.
LEVEL III -ATA 21 00-00 AIR CONDITIONING AVIONICS EQUIPMENT VENTILATION DESCRIPTION (3)

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Both systems supply:

 The emergency power center,
 The emergency avionics racks.
The blowing air temperature can be decreased to improve the equipment cooling in hot environment conditions.
The air-cooling is obtained through heat exchange (Ground Cooling Unit) with a coolant fluid from the optional Supplemental
Cooling System (SCS).
One Cooling Effect Detector (CED) per circuit, checks that the cooling or/and blowing capacity is sufficient (air temperature
and/or airflow).

One back-up valve per circuit (normally closed) fully opens in order to supply the users with mixer unit air when the cooling or/and
blowing capacity of the blower fan is insufficient.
The extraction system evacuates the heat and also permits the cockpit temperature sensor ventilation.
When a blowing fan fails and the associated back-up valve is opened, there is no display related to the system if the avionics
compartments are correctly ventilated.
If the ventilation is not sufficient, the related circuit is shown in amber on the ECAM COND page.
Note that grids are installed between each blower fan and its related air filter. In case of abnormal operation (2 blower fans
failure) and for A/C dispatch, these protective grids prevent anything from being ingested into the circuit (when air filters are
removed).
The extract fan continuously extracts the air from the users as soon as the A/C is energized.

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The extracted air is sent either in the FWD cargo bilge through the inboard valve or overboard through the overboard valve,
depending on the ground/flight and status of the engines.
In case of extract fan failure, the air is extracted by cabin differential pressure through the overboard valve set in partially open
position.
Two batteries are installed in the upper deck avionics compartment and one battery in the main avionics compartment.
Two independent circuits extract the air from the batteries by cabin differential pressure.
The air is sent overboard through venturis set on the aircraft skin.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING SYSTEM DESCRIPTION (3)

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The avionics equipment ventilation system has:

 Two blower fans,
 Two filters,
 Two back-up valves,
 Two Cooling Effect Detectors (CEDs),
 An extract fan,
 An overboard valve,
 An inboard valve.

Blower Fans
The two blower fans are identical. Each fan has a three-phase 115VAC induction motor and is mounted on four shock absorbers.
An integrated check-valve prevents reverse flow through the fan in case of fan failure and back-up valve opening.
The fan has:

 Overheat detectors of the fan electrical powered devices,
 An integrated pressure sensor,
 An integrated temperature sensor. These integrated devices:
 Check the overheat of electrical powered devices,
 Measure the inlet pressure for filter clogging trend monitoring and,
 Measure the air temperature downstream the fan for speed control.
The electronics components are directly attached on the fan casing and protected by a cap.

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Back-up Valves
The two back-up valves are identical. Each valve is of the butterfly valve type controlled by a 28VDC motor.
A manual device and a visual indicator are used for the manual valve operation.
Cooling Effect Detectors (CED)
The two Cooling Effect Detectors (CEDs) are identical.

Each CED is powered in 28VDC and installed on the blowing duct downstream from the blower fan.
Extract Fan
The extract fan has a three-phase 115VAC induction motor and is mounted on four shock absorbers.
Its electronics components are directly attached on the fan casing and protected by a cap.

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Overboard Valve
The overboard valve is of the skin-mounted type.
It is composed of two flaps (inner and main).
Its shape is adapted to the external aircraft profile. An electrical actuator controls the flaps.
The valve has a manual device, which is used for the manual operation.
Microswitches detect the three possible positions:

 Fully open,

 Partially open (only inner flap opened),
 Fully closed.
Inboard Valve
The inboard valve is of the butterfly valve type controlled by a 28VDC motor.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS DESCRIPTION –BOWLERS FANS … INBOARD VALVE

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS DESCRIPTION –BOWLERS FANS … INBOARD VALVE

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CPIOM-Bs 3 and 4 host the Avionics Ventilation System (AVS) application.
The AVS application controls and monitors the back-up valves.
The AVS application uses the CED warning signal as a low cooling detection, which causes back-up valve opening.
The blower fan also controls the back-up valve opening if it is self-detected as failed.
The AVS application in CPIOM-B3 and B4 simultaneously controls and monitors the overboard valve.

The overboard valve remains fully open on ground as long as no inboard engine is running.
The EXTRACT pushbutton, installed on the VENT overhead panel 1212VM, overrides the automatic control from the application.
In that case:
 The overboard valve is controlled partially open,
 The inboard valve is controlled closed.
An action on the DITCHING pushbutton, installed on the CAB PRESS overhead panel 1215VM, will control the overboard valve
into the closed position.
The AVS application only monitors the inboard valve status.
The inboard valve control depends directly on the overboard valve position.

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The inboard valve is:

 Closed when the overboard valve is partially or fully open,
 Open when the overboard valve is closed.
The AVS application receives the flight/ground signals from the Landing Gear Remote Data Concentrators (LGRDCs) and the
extract warning signal from the extract fan.
It controls the ground horn and the light of the GROUND SERVICE panel 1GN.
A reset switch installed on the RESET panel 1231 VM can be used to reset the system controllers.

The AVS reset switch sends a discrete reset signal to the AVS application hosted in the CPIOM-B3 and B4.
The AVS application controls and monitors the blower and extract fans speed and status via CAN bus.

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The AVS transmits data to the Flight Warning System (FWS) for the alert computation need.
The AVS sends to the Air Generation System (AGS) the back up valve position and can ask the AGS for a cooling capacity increase.
The AVS sends the back up and overboard valves position to the Ventilation Control System VCS.
The AVS sends to the SCS the blowing fan status and outlet temperature.
The SCS sends to the AVS the GCUs installation and functioning status (ON/OFF/OPERATIONAL/FAILURE).

The AVS sends to the Onboard Maintenance System (OMS):
 The fan filters clogging rates,
 The estimated filters lifetime.
On the VENTILATION overhead panel 1212VM, the Integrated Control Panel (ICP) transmits the EXTRACT pushbutton status
(AUTO/OVRD) to the AVS.
The AVS transmits the extract warning signal to the ICP for fault caption lighting.
The AVS transmits to the CDS the status of the avionics ventilation system for display functions.
Data shown on the ECAM COND and CAB PRESS pages are:
 The status of the overboard valve,
 The status of the inboard valve,
The three ventilation status (Right hand blowing, Left hand blowing, Extract)
The FADEC sends to the AVS the inboard engines status.

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System Description
A filter/fan combination provides the In-Flight Entertainment Center (IFEC) ventilation.
The IFEC ventilation system is installed in the LH lower deck triangle area between frame 23 and 27.
As a back-up, the mixer supply line can ventilate the IFEC in case of fan failure or high ambient temperature condition.
The fan continuously blows filtered air to the IFEC as soon as the A/C is energized.
One back-up valve (normally closed) fully opens in order to ventilate the IFEC with mixer unit air when the cooling capacity of the

fan is insufficient.
An air temperature sensor checks high temperature condition on the IFEC output.
Smoke detectors are also installed. The IFEC leaving air is sent to the FWD cargo bilge.
LEVEL III -ATA 21 00-00 AIR CONDITIONING IFE CENTER VENTILATION DESCRIPTION (3)

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The IFEC ventilation system has:

 A blower fan,
 A filter,
 A back-up valve,
 A temperature sensor.
Filter
The IFEC filter purifies the LH lower deck triangle air from dust and micro particles.

The filter cartridge is made of multi-layer glass-fiber. The filter is installed in a perforated carbon fiber housing.
The IFEC filter is consumable.
Blower Fan
The IFEC blower fan has a three-phase 115VAC induction motor and is mounted on four shock absorbers.
An integrated check-valve prevents reverse flow from the mixer unit manifold through the inoperative fan.
The fan has:

 Thermal switches,

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 Measure the airflow downstream of the fan for speed control and filter clogging detection,
Back-up Valve
The IFEC back-up valve has two positions and is of the butterfly valve type controlled by a 28VDC motor.

Temperature Sensor
The IFEC temperature sensor comprises two thermistor elements.
The temperature sensor sends an electrical signal proportional to the temperature as a feedback to the blower fan.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS DESCRIPTION –FILTER…TEMPERATURE SENSOR

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The VCS application and the IFE blower fan are linked by CAN bus.
The VCS application controls the IFE blower fan depending of data from other A/C systems.
If the Smoke Detection System (SDS) detects IFEC smoke is detected, the IFEC fan is shut down.
The IFE blower fan sends to the VCS application the IFEC ventilation system status.
The IFE temperature sensor sends the outlet IFEC temperature to the VCS application, via the VCM FWD.

The back-up valve is commanded open in case of blower fan failure or high temperature in the IFEC air extraction duct.
The back-up valve sends its status to the VCM FWD:

 Fully open,
 Fully closed.
The VCM FWD is linked to the VCS application by CAN bus.
The VCM FWD can control the back-up valve closure and the IFE blower fan shut off in case of:
 Activation of the UD or MD PAX SYS switch on the Flight Attendant Panel (FAP),
 Activation of the PAX SYS switch on the overhead panel (1225 VM),
 Activation of the IFEC switch on the overhead panel (1211 VM).

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The avionics system has first priority over the IFEC for the back-up air supply.
In case the IFEC ventilation system operates in back-up mode and one of the Avionics Ventilation System (AVS) supply fans
fails, the IFEC back-up valve will be closed.
Therefore, the AVS sends the IFEC ventilation system operational status of avionics ventilation.
The VCS application transmits the following data to the Onboard Maintenance System (OMS) fault messages from the BITE to
the Central Maintenance System (CMS) for failure isolation, failure memorization and reports generation.

The Landing Gear Extension and Retraction System (LGERS) application sends the on-ground/in-flight signal to the VCS
application.
The IFEC informs the VCS application through the Centralized Data Acquisition Module (CDAM) whether one or two IFE racks
are installed.
The blowing airflow is adapted accordingly.
The VCS application sends to the IFEC the IFEC ventilation system operational status.

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System Description
Belly Fairing & Lower Wing Area Ventilation System
The belly fairing & lower wing area ventilation system is installed in:
The zones including the AGU compartments.
The forward part of the belly fairing, including the part below the center wing box.
The system ventilates:

 The AGU compartments,

 The APU bleed duct,
 The HP ground connection ducts,
 The cross bleed duct,
 The center wing box.
The system operates on ground and in flight in order to maintain a temperature compatible with the structure constraints in the
unpressurized compartments.
The belly fairing & lower wing area ventilation system is composed of two identical sub-systems, LH and RH sides. Each sub-
system has:
 A Turbofan Supply Valve (TSV),
 A turbofan,
 Two check-valves,
 An air inlet.
LEVEL III -ATA 21 00-00 AIR CONDITIONING UNPRESSURIZED COMPARTMENTS VENTILATION DESCRIPTION (3)

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When open (on ground), the TSV enables air from the bleed air system (ATA 36) to be sent to its related turbofan.
In flight, the TSV closes the turbine bleed air supply.
On ground, turbofans draw outside air through the air inlets. In flight, dynamic air enters through the inlets and ventilates the
users.
The forward check-valves close on ground during the turbofans operation, to prevent air reverse flow.
The forward check-valves open in flight, letting the ram air bypass the turbofans, which are in windmilling mode.

Each aft check-valve fulfills a common zone ventilation from both sub-systems, and, at the same time, prevents reverse flow from
the adjacent sub-system.
Rear Fuselage Compartment Ventilation System
On ground, when the outside air temperature is above 9 deg C (48.20 deg F), the fan supplies fresh air to the tail cone area.
The fans draws outside air from an air-inlet installed on the bottom part of the aircraft structure.
The air is blown in the rear fuselage compartment, below the trim tank, through piccolo tube.
A check valve prevents reverse flow during flight.
During flight, the zone is naturally ventilated.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING SYSTEM DESCRIPTION – BELLY FAIRING& LOWER WING AREA VENTILATION SYSTEM & REAR FUSELAGE
COMPARTMENT VENTILATION SYSTEM

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The Unpressurized Compartments Ventilation system has:

 Two Turbofan Supply Valves (TSV),
 Two turbofans,
 Four check-valves,
 Two air inlets,
 A blower fan.
Turbofan Supply Valves (TSV)

Two identical Turbofan Supply Valves (TSVs) are installed per aircraft.
Each valve has a pneumatically actuated internal piston.
It is spring-loaded closed and powered in 28VDC.
A solenoid valve controls the piston internal pressure to open and close the valve.
Two microswitches detect the position of the valve and give the fully closed and fully open position information.
A safety altitude device, which is an aneroid capsule, prevents inadvertent opening of the valve when the aircraft altitude exceeds
15.500 ft.

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Turbofans
Two identical turbofans are installed per aircraft. The turbofan is a pneumatic-powered turbine-driven fan. It operates without
electrical power.
It has a vane axial fan with a turbine mounted at the periphery. The fan impeller and the turbine wheel make a single assembly.
A double-speed sensor is integrated into each turbofan.
The turbofans are attached to the aircraft structure by four shock absorbers.

Check Valves
Two forward and two aft check-valves are installed per aircraft.
The forward or aft check valve is of the non-return valve flapper type.
The valve has:

 A valve frame,
 Two flappers,
 A shaft,
 Springs for each flapper.
Blower Fan
The blower fan has a three-phase 115 VAC induction motor and is mounted on four shock absorbers.
An integrated check-valve prevents reverse flow during flight.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING COMPONENTS DESCRIPTION – TURBOFAN SUPPLY VALVES (TSV)…BLOWER FAN

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The Unpressurized Compartments Ventilation system has an interface with 2 Full Digital AGU Controllers (FDACs).
The FDACs (FDAC 1 for LH, FDAC 2 for RH) control the TSV solenoid valves and monitor their position sent by the TSV
microswitches.
The FDACs also receive the turbofans speed value.
The Air Generation System (AGS) application, hosted in the CPIOM-Bs, monitors the FDACs:
 FDAC 1 by CPIOM-Bs 1 and 3,
 FDAC 2 by CPIOM-Bs 2 and 4.

The LGERS application, hosted in the CPIOM-Gs, sends the on-ground/in-flight signal to the Unpressurized Compartments
Ventilation system.
The AGS application transmits data to the FWS for the alert computation need.
The FWS transmits the flight phase to the AGS for the AGS BITE.

 Fault messages from the BITE to the CMS for failure isolation, failure memorization and reports generation,
 Its configuration to the DLCS for configuration monitoring and management,
 System parameters to the ACMS for real time monitoring and reports generation.

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CMS Interactive Tests and Specific Functions for the AVS
The avionics ventilation system has the following interactive tests:

 Guided test,
 Specific data,
 System test.
These tests are launched from the OMS HMI (using the OMT, OIT or PMAT).
Guided Test

The Extraction fan test, Blowing 1 fan test and Blowing 2 fan test functions respectively test the extraction fan, blowing 1 fan and
blowing 2 fan.
Each test is done in three phases:

 The fan performs its "system test".
 The fan speed is set to the lower setting to allow the detection of a low speed.
 The fan speed is set to the higher speed value to allow the detection of an over-speed.
One speed request is sent by the CPIOM-B3 and the other by the CPIOM-B4 to check the CAN emission.
The Extraction valves test function tests both overboard and inboard valves in the same test.
The test cannot be done if the DITCHING P/BSW or AVNCS EXTRACT P/B is pressed in.
Therefore the test has an init condition to check that both P/Bs are released out.

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The test is done in two phases:

 The overboard valve is driven to its fully closed position and the inboard valve is driven to its fully closed position.
 The overboard valve is driven to its fully open position and the inboard valve is driven to its fully open position
The Backup 1 valve test and Backup 2 valve test functions respectively test the back-up 1 valve and back-up 2 valve.
If the Blowing 1(2) fan is opening the back-up 1(2) valve, the test shall be aborted with a bite status code (Back-up 1(2) valve
already open).
Each test is done in four phases:

 The back-up valve is open for a given time by the CPIOM B3.

 The back-up valve is open for a given time by the CPIOM B3 and B4.
 The back-up valve is open for a given time by the CPIOM B4.
 The back-up valve is not controlled open by any CPIOM.
Therefore the valve shall remain closed.
Note: When the back-up valve is open, the speed of the related blowing fan is set to low speed.
The Extraction fan overheat detection Test, Blowing 1 fan overheat detection test and Blowing 2 fan overheat detection test
functions respectively test the overheat protection capability of each fan.
Each test is done in one phase.
The Override selection test function tests the AVNCS EXTRACT P/B in three phases:
 The P/B is pressed in. The overboard valve shall be partially open and the inboard valve fully closed.
 A time delay occurs before a screen tells the operator to release out the P/B.
 The P/B is released out. The overboard valve shall be fully open (A/C on ground) and the inboard fully closed.

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The Ditching selection test function tests the DITCHING P/B in one phase:
The DITCHING P/B is pressed in.
The Overboard valve shall be fully closed and the inboard fully open.
The Horn Control test function is to check the horn activation during several seconds by the CPIOM-B3 and CPIOM-B4
successively.
The Cooling effect detector test 1 and Cooling effect detector test 2 functions launch the CED 1 self test and CED 2 self test
respectively.

The Air filter 1 test and Air filter 2 test functions let compute each filter clogging rate with a good precision.
The related blowing fan is stopped to get the differential pressure sensor drift.
The blowing fan is then driven in high speed to reach the maximum sensor precision.
The Extraction fan speed request, Blowing 1 fan speed request and Blowing 2 fan speed request functions are used in the Final
Assembly Line by the maintenance people for ducting calibration.
The maximum duration of the function is one hour.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING CMS INTERACTIVE TEST & SPECIFIC FUNCTIONS FOR THE AVS –GUIDED TEST

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Specific Data
The specific data are reported in tables to display useful information on the status of:
 The Blowing and extraction fans,
 The Blowing filters,
 The discrete command and feedback signals from/to the CPIOM-B3 and B4,
 The AFDX signals (Interface with ICPs),
 The Software Pin Programming (SPP) regarding the supplemental cooling system installation.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING CMS INTERACTIVE TEST & SPECIFIC FUNCTIONS FOR THE AVS –SPECIFIC DATA

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Specific Maintenance Items for the AVS
The main specific maintenance topics for the AVS are:

 The deactivation/activation of the overboard valve.
 The deactivation/activation of the inboard and back-up valves.
Valves Deactivation/Activation
The deactivation (reactivation) procedure of the overboard valve are used to deactivate (reactivate) the overboard valve in (from)
the not fully open position a short time before engine start.

For the valve deactivation, the switch must be set to OFF before to manually close the valve with the handle.
WARNING: DO NOT USE YOUR FINGERS TO OPERATE THE SWITCH. USE A STICK, AND BE VERY CAREFUL. THE
AVIONICS EQUIPMENT VENTILATION SYSTEM WILL POSSIBLY PUT THE OVERBOARD VALVE FLAP IN THE CLOSED
POSITION AND IT WILL CUT YOUR FINGERS.
The handle is turned counterclockwise to fully close the main flap of the valve.
Note: When the main flap is fully closed, the auxiliary flap will close if you continue to turn the handle counterclockwise.
The AVNCS EXTRACT P/B must be pressed in to confirm the deactivation procedure.
The back-up valves and the inboard valve can be deactivated and set in their failed-safe state position by using a manual lever
fitted on each valve actuator.
LEVEL III -ATA 21 00-00 AIR CONDITIONING A/C SYSTEM PROTECTION SYSTEM MAINTENANCE (3)

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LEVEL III -ATA 21 00-00 AIR CONDITIONING SPECIFIC MAINTENANCE ITEMS FOR THE AVS – VALVES DEACTIVATION / ACTIVATION

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General
The AVioNiCS SMOKE light is set to on in case of smoke in the main

or upper avionics compartments.
The AVNCS EXTRACT P/B permits to bypass the automatic mode of

air extraction from the avionics compartments
The CAB FANS pushbutton-switch is set to ON when the recirculated

air runs. The recirculation fans stop, if the CAB fans pushbutton-switch
is set to OFF.

The COOLinG PBSW runs in the automatic mode. When the COOLG
PBSW is pushed, the ground cooling function is deactivated, and the
OFF indication illuminates.
Then, the amber FAULT indication comes on when the system is inoperative.
LEVEL III -ATA 21 00-00 AIR CONDITIONING AVNCS EQPT VENT & GND COOL & IFEC VENT OPS & CI

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On-Ground Operation
Avionics Bay Ventilation System

 the 2 blowing fans blow recirculated air from the triangle areas to the avionics compartments,
 the 2 Cooling Effect Detectors (CEDs) check the flow and temperature at the air inlets,
 the 2 back-up valves are closed,
 the air is extracted via the extract fan through the fully open overboard valve,
 the inboard valve is closed.

If a blowing fan fails, the related back-up valve opens, so that fresh
airflow from the mixer unit is supplied to the avionics compartments
of the affected side.
If the other blowing fan fails, the other back-up valve opens. The
mixer unit air cools and ventilates all the avionics compartments.
With one or two blower fans failed, as long as the cooling effect is
sufficient, no ECAM message will be displayed.
If the DITCHING P/B is activated:

 the overboard valve closes.
 the inboard valve opens.
 The extract fan stops.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING ON –GROUND OPERATION – AVIONICS BAY VENTILATION SYSTEM

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IFEC Ventilation

 the blowing fan blows recirculated air from the LH triangle area to the IFEC compartment,
 a temperature sensor checks the temperature at the IFEC compartment outlet,
 the back-up valve is closed,
 the air is extracted to the cargo bilge.
If the blowing fan fails or the outlet temperature is too high, the

back-up valve opens, unless both avionics ventilation system back-up
valves are open.
If so, priority is given to the avionics ventilation, and

IFEC has to be shut down.
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LEVEL III -ATA 21 00-00 AIR CONDITIONING ON- GROUND OPERATION - IFEC VENTILATION

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Ground Cooling System
In normal operation, the COOLinG and the AVioNiCS GrouND

COOLinG P/Bs are pressed in (AUTO).
The blowing fans blow air from the triangle areas, and this air is cooled by the Ground Cooling Units (GCUs), only if the air inlet
temperature reaches 32ºC (89ºF).
The air is then blown to the different avionics compartments. If the ground cooling system is inoperative and if the air inlet

temperature goes over 32ºC (89ºF), the avionics ventilation part on the COND ECAM page is shown in amber, the external horn
is activated and a warning is issued.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING ON- GROUND OPERATION – GROUND COOLING SYSTEM

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In-Flight Operation
Avionics Bay Ventilation System

 the 2 blowing fans blow recirculated air from the triangle areas to the avionics compartments,
 the 2 Cooling Effect Detectors (CEDs) check the flow and temperature at the air inlets,
 the 2 back-up valves are closed,
 the air is extracted via the extract fan through the fully open inboard valve,
 the overboard valve is closed.

If a blowing fan fails, the related back-up valve opens, so that fresh airflow from the mixer unit is supplied to
the avionics compartments of the affected side.
If the other blowing fan fails, the other back-up valve opens.
Themixer unit air cools and ventilates all the avionics compartments.
With one or two blower fans failed, as long as the cooling effect is
sufficient, no ECAM message will be displayed.
If the DITCHING P/B is activated:

 the overboard valve closes.
 the inboard valve opens.
 the extract fan stops.
If the extract fan fails, air has to be sent overboard via delta P.
 the fault light on the AVNCS EXTRACT P/B comes on,
 the extract fan symbol on the ECAM COND page appears in amber.

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An action on the P/B (OVerRiDe) causes:

 the inboard valve to close,
 the overboard valve to partially open.
If a blowing fan and its related back-up valve fail:
The affected side appears in amber on the ECAM COND page.
The non-affected side appears in green on the ECAM COND page.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING IN FLIGHT OPERATION – AVIONICS BAY VENTILATION SYSTEM

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IFEC Ventilation System

 the blowing fan blows recirculated air from the LH (Left) triangle area to the IFEC compartment,
 a temperature sensor checks the temperature at the IFEC compartment outlet,
 the back-up valve is closed,
 the air is extracted to the cargo bilge.
If the blowing fan fails or the outlet temperature is too high, the

back-up valve opens, unless both avionics ventilation system back-up
valves are open.
If so, priority is given to the avionics ventilation, and

IFEC has to be shut down.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING IN FLIGHT OPERATION – IFEC VENTILATION SYSTEM

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General
On the AIR PANEL, PACK 1 or 2 are automatically controlled when the PBSW is not illuminated. The pack is OFF if the OFF
indication is on.
The FAULT light illuminates when failures have been detected in the pack system (associated with an ECAM alert) or in case of
overheat.
The FAULT light remains ON as long as the failure condition exists. On the COND SD when the pack operates, the related
PACK indication illuminates in green.

When the pack is OFF, faulty or not supplied the related PACK indication comes on in amber.
LEVEL III -ATA 21 00-00 AIR CONDITIONING UN PRESSURIZED CMPT VENTILATION OPS / CTL & IND (3)

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Aircraft Systems Protection
On-Ground Operation
On ground and in normal operation: bleed air is supplied to the turbofans via the open Turbofan Supply
Valves (TSVs) if the related Air Generation Units (AGUs) are operating.
Ambient air is taken from outside to ventilate the AGU bays,
if the AGUs are not operating, they do not need to be ventilated.

TheTSVs are closed.
If a TSV fails and closes, and the related AGU is operating:
The AGU is automatically shut down, but the PACK P/B has to be switched to the OFF position.

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LEVEL III -ATA 21 00-00 AIR CONDITIONING AIRCRAFT SYSTEMS PROTECTION ON – GROUND OPERATION

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Aircraft Systems Protection (continued)
Normal Operation (A/C In Flight)
In flight and in normal operation, the ambient air enters the system through an air inlet on the belly fairing, passes the check
valve, and ventilates the AGUs, operating or not.


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LEVEL III -ATA 21 00-00 AIR CONDITIONING AIRCRAFT SYSTEMS PROTECTION – NORMAL OPERATION (A/C IN FLIGHT )

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SUPPLEMENTARY CABIN ITEMS
MAINDECK CREW REST COMPARTMENT

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CONTENT PAGE
NOS TOPICS
1 MDCCRC General Description

2 Main Deck Cabin Crew Rest Compartment
3 Entrance Door Locking
4 Stowage Compartment
5 Mini FAP
6 Second Evacuation Path
7 Ventilation System Description

8 Humidification System
9 Trolley Lift General Description
10 Aft & L2 Trolley Lift Description
11 Aft Trolley Lift Description
12 L2 Trolley Lift Description
13 Operation Panel Description
14 Trolley Lift Sensor Arrangement
15 Electrical System
16 Overhead Stowage Compartment
LEVEL III -ATA 21 00-00 AIR CONDITIONING

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LEVEL III -ATA 21 00-00 AIR CONDITIONING MAIN DECK CABIN CREW REST COMPARTMENT

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General Description [1]
The aircraft has a Cabin Crew Rest Compartment (CCRC). The CCRC enables the off-duty cabin crew to relax or to sleep
during the flight.
Crew rest compartments can be installed as an option for flight crew and cabin crew.
Three types of crew rest compartment can be installed on the aircraft:
 Flight Crew Rest Compartment (FCRC).

 Upper deck Cabin Crew Rest Compartment (UD-CCRC).

 Main deck Cabin Crew Rest Compartment (MD-CCRC).
 Lower deck Cabin Crew Rest Compartment (LD-CCRC).
They have bunks, coat stowage and safety equipment.
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CREW REST COMPARTMENT DESCRIPTION (3)
Main Deck Cabin Rest Compartment
The Main CCRC is located on the main deck forward of doors M5.
Note that this concept does not allow the simultaneous installation of a lower deck crew rest compartment (LD-CRC).
The compartment is split into two sub-compartments with a double bunk for the flight crew separated from three triple bunk
units for the cabin crew. The entrance door to the flight crew sub-compartment is located at the left aisle and for the cabin crew
sub-compartment on the aft side.

The Main CCRC is equipped with the following:
1. Mini FAP
2. Power Outlet 115 V / 60 Hz
3. Handset
4. Curtains
5. Smoke Detectors
6. LCD screens
7. Loudspeaker
8. Emergency equipment [lights, crash axe]
9. Personal Service Unit
Each bunk has its own Personal Service Unit [PSU], which is installed in the lining above. The PSU has an air outlet, reading
light, oxygen mask, speakers and individual air louver
To ease the access to the bunks in the mid or top level, there are footsteps and handrails/handles installed.

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Note: Always use the footsteps and handrails/handles when entering or leaving an upper level bunk.
Only in the Flight Crew Rest side, the following equipments are installed:
1. Stool
The stool is wall-mounted. If a crew rest occupant wants to sit, the stool has to be operated like a cinema seat.


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MAIN DECK CABIN CREW REST COMPARTMENT
Entrance Door Locking
The cabin crew can enter the Cabin Crew Rest Compartment (CCRC) from the cross aisle between the doors M5R and M5L.
A keypad lock secures the closed entrance door against opening by unauthorized persons.
On the crew rest side, the entrance door can be locked by a dead bolt, e.g. in case of a keypad lock failure.
Note: If the entrance door is locked by the dead bolt from the crew rest side, the entrance door cannot be opened via the
keypad anymore

To operate the lock from the cabin side:
1. Enter the access code by using the keypad.

Note: The access code is defined by the airline.
2. Turn the door unlock lever counter-clockwise. If the code was entered correctly, the visual indicators will turn green.
3. Pull at the door unlock lever to open the entrance door.
4. Turn the door unlock lever back to its middle position.
The visual indicators turn red.
To close the door:

Use the door unlock lever to close the entrance door. The entrance door is closed correctly, if you can hear a click.
Note: If the entrance door is closed correctly, it is locked automatically by the keypad lock.
The Dead Bolt Locking

When the dead bolt is activated from the crew rest side, the entrance door cannot be opened via the keypad anymore.
To operate the lock using the dead bolt from the crew rest side:

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Push the dead bolt slider to the opposite side.

-The entrance door is locked by the dead bolt when the dead bolt slider is on the right side.
-The entrance door is not locked by the dead bolt when the dead bolt slider is on the left side.


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CREW REST COMPARTMENT DESCRIPTION (3)
Stowage Compartment
The Cabin Crew Rest Compartment (CCRC) has stowage compartments to stow clothing and personal belongings of the
crewmembers. The stowage compartments have latches to keep the doors or drawers closed. Each stowage compartment has
a specific load limit, which is shown on a placard on the inside.
Note: Do not overload a stowage compartment. Overload can cause a failure of the latch and can lead to an uncontrolled door
or drawer opening. To minimize the risk of injury to the CCRC occupants, stow the surplus items in other stowage

compartments.
MINI FAP
The mini FAP enables the occupants of the Cabin Crew Rest Compartment (CCRC) to control and/or to monitor the main
systems of the CCRC:
-Lights
-Air conditioning / temperature control
-Smoke detection
Second Evacuation Path
The CCRC occupants have to use the crash axe installed in the CCRC to destroy the bunk sidewall panel to the cabin.
A placard on the front side of the bunks identifies the area on the correct bunk sidewall panels to be destroyed.

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CREW REST COMPARTMENT DESCRIPTION
Ventilation System Description
The Main Deck -Crew Rest Compartment (MD-CRC) is divided into two sub compartments for flight and cabin crew.
The flight crew sub compartment (fwd sub-compartment) comprises 1 double bunk and the cabin crew sub-compartment (aft
sub-compartment) offers 9 bunks arranged as 3 triple bunk units.
As an option, humidification of supply air is possible by the installation of a humidification system. For commonality, the same
humidifier system architecture shall be used as for the Lower Deck Crew Rest Compartment (LD-CRC) which is located aft of
the wing box.

Air Distribution System Description
The ventilation of the Main Deck -Crew Rest Compartment (MD-CRC) is supplied via a spare duct of the mixing unit (same as
for Lower Deck -Crew Rest Compartment (LD-CRC)) and tapping the low pressure manifold between the upper and the main
deck.
Each bunk has a lateral air outlet along and an individual air outlet (low pressure type).
The changing area has an individual air outlet.
The air extraction is done by a passive system; -the air is discharged through the main deck floor into the lower deck.
The flight crew and cabin crew sub-compartments of the MD-CRC are operated as two separate temperature zones, heated
electrically by two different heater assemblies.
For compartment temperature control, each sub-compartment has one compartment temperature sensor.

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Main Deck Crew Rest Compartment – Humidification System (3)
Description and Operation
The humidification system increases the relative air humidity in the Cabin-Crew Rest-Compartments (CCRC) for the best
possible comfort of the crew during long flights. The MD CCRC has an air supply to give clean air to the MD CCRC.
The humidification system increases the relative humidity to give the best comfort for the crew during long flights.


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The humidification system of the MD CCRC has:
 One evaporation-unit
 One water-valve assembly
 One relative-humidity-sensor
 One humidification-control-unit

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System Description (3)
The clean and dry air flows through the air-supply-duct to the evaporation-unit.
The water-valve-assemblies adjust the water-flow to the MD CCRC evaporation-unit.
They are supplied by the humidification valve [83MB] The evaporation-unit increases the humidity of the dry air by contact with
the water. The relative-humidity-sensor does a check of the humidity in the air-supply-duct.
The humidification-control-unit:
 Receives the signals from the relative-humidity-sensor.



Controls the water-valve-assembly.
 Controls the water-bypass-valve in the evaporation-unit.
System Control
The humidification system is controlled by the mini Flight Attendant Panel (FAP) and monitored by the humidification-control-
unit. The humidification-control-unit sends the system status to the Temperature Control System (TCS).

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Power Supply of the Cabin-Crew Rest-Compartment Humidification
The bus bar 240XP supplies the humidification-control-unit with one phase of 115VAC through the circuit breaker 3HX.
The humidification-control-unit supplies these components of the humidification system with electrical power:
Interface
The humidification system has interfaces with:
 The air distribution system

 The potable-water distribution system

 The waste water drain-system
 The waste disposal system
 The Temperature Control System (TCS)
 The electrical power system
 The Cabin Intercommunication Data System (CIDS)

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Component Description (3)
A. Humidification-Control-Unit 300HX
(1) Description
The humidification-control-unit has the following connections:
 A power supply connection

 A connection for the relative-humidity-sensor of each humidification-sub-system
 A connection for the evaporation-unit and the water-valve-assembly of each humidification-sub-system

 A serial interface with a Standalone Identification System (SIS)
 A CAN-bus connection to receive aircraft data and to send the humidification system status from/to the TCS.
NOTE: Each humidification-sub-system has one evaporation-unit, one water-valve-assembly and one relative-humidity-sensor.
Each humidification-control-unit can control two humidification-sub-systems, which work independently.

The humidification-control-unit uses microcontroller architecture and has the following functions:
 The control and indication of the components of the humidification-sub-systems

 The test of the components of the humidification-sub-systems
 The failure management of the components of the humidification-sub-systems
 The communication between the components of the humidification-sub-systems
 The communication with the TCS.

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(2) Operation
The humidification-control-unit receives and sends signals from/to:
 The water-valve-assembly(ies)
 The relative-humidity-sensor(s)
 The evaporation-unit(s)
 The related aircraft systems.
(3) Location Humidification-Control-Unit (MD CCRC) 300HX

The humidification-control-unit, which controls the main-deck cabin-crew rest-compartment humidification system, is installed
in the ceiling area at FR59 at the RH side in zone 150.

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B. Water-Valve-Assembly 301HX
(1) Description
The Water-valve-assembly has:

 A metal housing with a spray cover
 A water in let
 A water outlet
 A water overflow port
 An electrical connector

The water overflow port is attached to the metal housing and it is connected to the water overflow line. If the water-valve-
assembly has an internal leakage, the water flows through water overflow line into the bilge.
The metal housing contains:

 A water-pulse-valve, which is a solenoid operated valve, controls the quantity of water-flow to the evaporation-unit.
The water-pulse-valve has a spring to keep it in the closed position when it is not serviceable.
 An atmospheric-vacuum-breaker, which is installed above the water-pulse-valve and prevents a back-flow of the water.
 A water-flow-restrictor, which keeps the water-flow to a maximum of 3 liters per minute.
 A position sensor, which monitors the position of the water-pulse-valve continuously.
 A temperature sensor, which monitors the temperature of the metal housing. It is installed to prevent an opening of the
water-pulse-valve if the temperature is less than 5 deg.C (41 deg.F).

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(2) Operation
The humidification-control-unit controls the water-flow to the evaporation-unit by opening the water-pulse-valve. When the
humidification-control-unit does not start the water-valve-assembly, the water-pulse-valve is in the closed position.
(3) Location Water-Valve-Assembly (MD CCRC) 301HX
The water-valve-assembly, which supplis the MD CCRC evaporation-unit, is installed in the floor of the upper deck between
FR58 and FR59 on the left side.


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C. Evaporation-Unit CCRC 321HX
(1) Description
The evaporation-unit of the MD CCRC humidification system has:
 A water inlet
 An air outlet
 An air inlet
 A maintenance panel
 A water overflow port

 A water drainage port
The evaporation-unit contains:
 An evaporation-pad-assembly
 A water-bypass-valve.
(a) The evaporation-pad-assembly (referred to as the pad assembly)
The pad assembly is a metal cassette, which contains one evaporation pad (referred to as pad) and one water-
distribution-tube. The pad is made of composite porous material. It has a cross flow structure to have the maximum
contact area for the water and the air.
The water-distribution-tube is a tube with small holes, installed above the pad.

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(b) The water-bypass-valve:
1 Description
The water-bypass-valve is a solenoid operated valve that has:
 One water inlet, which is connected to the potable water system

 A drain outlet, through which the water flows, that is drained out of the system
 A humidification outlet, which is connected to the water-distribution-tube.
2 Operation

The humidification-control-unit controls each water-bypass-valve independently. When the humidification-mode
Operation/Control and Indication) is not started, the related water-bypass-valve is in the drain-position.
In the drain-position, the drain outlet is in the open position and the humidification outlet is in the closed position.
If the humidification-control-unit changes to the humidification mode:
 The drain outlet sets to the closed position.

 The humidification outlet changes to the open position.
(2) Operation
The evaporation-unit increases the relative humidity of the dry air. In operation, water flows through the water-bypass-valves
into the water-distribution-tubes. These water-distribution-tubes apply water to the pads. The air flows through the wet pads
and absorbs the water from the pad structure.
(3) Location
The evaporation-unit of the CCRC humidification system is installed between FR54 and FR56 in zone 148.

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D. Relative-Humidity-Sensor 341HX
(1) Description
The relative-humidity-sensor has:
 A sensor housing
 A humidity and temperature sensor chip with an internal heater.
(a) The sensor housing

 A bayonet mounting to install the relative-humidity-sensor with one hand
 An electrical connector as an interface to the humidification-control-unit for the transmission of the humidity signal and

for a heater, which is used during the humidification BITE test (for more data, see para. BITE).
(b) The humidity and temperature sensor chip
This sensor set measures the relative humidity and the temperature in the air-supply-duct.
(3) Operation
The relative-humidity-sensor sends electrical signals in relation to the measured humidification and temperature level to the
humidification-control-unit.
(4) Location Relative-Humidity-Sensor (MD CCRC)
The relative-humidity-sensor is installed in the air-supply-duct between FR56 and FR57 in the aft cargo-compartment

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7. Operation/Control and Indicating
A. Operation
The humidification-control-unit changes to the different operation modes automatically. The humidification-control-unit refers
to: -
 Manual inputs
 Automatic inputs
 The aircraft status.

If started, the humidification system starts at a flight level above 26000ft and stops two hours before the top of descent.
There are seven different modes of operation for the humidification system:
The standby-mode
The humidification-mode
The failure-mode
The drain-mode
The disinfection-mode
The test-mode
The flight-test-mode.

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(1) Standby-Mode
(a) Description
The standby-mode is the default and start-up mode of the humidification system. In this mode, the humidification system is
energized and prepared for use but not serviceable. The humidification system is in standby-mode when:
 Not all requirements to change in a different mode are given

 the system(s) starts up.
(b) Operation
When the related mode requirements are given, the humidification system changes from the standby-mode to:

 The humidification-mode or
 The test-mode or
 The disinfection-mode.
If a failure is found during the standby-mode, the humidification-control-unit changes to the failure-mode.
(2) Humidification-Mode
(a) Description
In the humidification-mode, the relative humidity is controlled and adjusted continuously. The water-distribution-tube in the
evaporation-unit applies water to the evaporation pad. The air from the air-distribution-system flows through the wet pad and
absorbs the water. The moist air flows through the air-supply-duct to the CCRC. In this duct, the relative-humidity-sensor
senses the relative humidity and sends a signal to the humidification-control-unit.
(b) Operation
If the humidification-control-unit receives a signal from the relative-humidity-sensor, it:

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 Sends an order to the water-valve-assembly to open the water-pulse-valve if the relative humidity is too low
 Sends no signal to the water-valve-assembly if the relative humidity is too high.
The water-pulse-valve stays in the closed position. The humidification-control-unit receives signals from the aircraft about the
remaining time to top of descent continuously. The humidification system stops to work two hours before top of descent and
changes into the drain-mode to drain the remaining water from the system. It then changes into the standby-mode. This keeps
the risk of a biological system-contamination to a minimum.
(3) Failure-Mode
(a) Description

The system changes to the failure-mode, if a failure is found in the system.
 Stops sending signals to the water-valve-assembly to keep the water-pulse-valve in the closed position
 Sends orders to the evaporation-unit to set the water-bypass-valve in drain position.
The humidification-control-unit does a check of the humidity-system-status continuously and changes to the standby-mode, if
the failure is not found anymore.
(4) Drain-Mode
(a) Description
In the drain-mode, the water is drained out of the humidification system. The system is always drained when it stops
humidification.
(b) Operation
The humidification-control-unit sends an order to the evaporation-unit to set the water-bypass-valve to the drain position:
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 The water-flow to the pad stops

 The water flows through the water drainage line into the bilge.
The water-bypass-valve stays in the drain position for 40 seconds, until the water-line between the evaporation-unit and the
watervalve-assembly is drained.
The water-bypass-valve then changes to the humidification position. The water drains out of the water-distribution-tube into the
water-line between the evaporation-unit and the water-valve-assembly:
The water-bypass-valve changes 10 times between:
 The drain position

 The humidification position
until all water is drained out of the humidification system.
(5) Disinfection-Mode
(a) Description
In the disinfection-mode, the system is flushed with disinfectant.
It can be started at the PWIP only when the aircraft is on ground. It is necessary when you have completed a maintenance
task at:
 The water-valve-assembly(ies) or
 The water-bypass-valve.
(b) Operation
When the disinfection-mode is started:
 The water-pulse-valve in the water-valve-assembly opens 4 times for 20 seconds (MD-CCRC humidification system).
 The pipes of the system are flushed with 3 l (0.7925 USgal) (or 4 l (1.0567 USgal) if the water system pressure is
higher) of disinfectant.

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 The water-bypass-valve is in the drain position. The water-bypass-valve switches once per disinfection for 2-3, 5
seconds into the humidification position to fill the distribution tube with disinfectant. At the end of the disinfection-mode,
the complete system including the distribution tube is drained.
(6) Test-Mode
(a) Description
The test-mode does a check of these components:
 The relative-humidity-sensor(s)
 The water-bypass-valve(s)

 The water-pulse-valve(s).
(b) Operation
When the humidification-control-unit starts up, the BITE test is started. During the BITE test, the humidification-control-unit
changes to the test-mode. If no failure(s) is/are found, the mode of the humidification system changes to the standby-mode. If
a failure is found, the mini-FAP shows "---" and a failure message shows on the onboard maintenance terminal.
(7) Flight-Test-Mode
(a) Description
When the system is in the flight-test-mode, some settings and parameters can be set via CAN bus:
 Humidification settings
 Manually mode change.
(b) Operation
The flight-test-mode starts when the humidification-control-unit receives a special CAN message through the CAN bus in
intervals. When the humidification-control-unit does not receive the CAN message for more than 30 seconds, the flight-test-
mode stops.

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B. Control
You can operate the humidification system at the mini-FAP in the pilot compartment of the MD CCRC
On the mini-FAP, you can set these modes:
 START, to start the humidification system

 STOP, to stop the humidification system
 RESET, to stop and start the humidification system again.
C. Indication

The status of the humidification system is shown on the display of the mini-FAP in the pilot compartment of the MD CCRC. The
mini-FAP shows the humidification system status:
 ON
 OFF
 ---.
NOTE: The symbol ---shows that the humidification-control-unit has found a failure in the related humidification system. If the
humidification-control-unit finds a failure in the humidification system, it sends a failure message to the TCS by the CAN-bus
and the failure is shown at the OMT.
NOTE: The TCS is a software-program, which is installed on four Core Processing Input/Output Modules B-type (CPIOM-B).

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The CPIOM-B receives and sends data to and from the Avionics-Data Communication-Network (ACDN).
The humidification-control-unit senses different failure-messages for each humidification-sub-system, which is connected.
The humidification-control-unit keeps the failure in the humidification-control-unit Non-Volatile Memory (NVM). Each failure in
the NVM is kept together with:
 The Universal Time Coordinated (UTC)

 The date
 The flight phase
 The operation-mode

The NVM can be read out with the serial connection of the humidification-control-unit.
For a description of the failures, refer to the flight operational manual or to the Trouble-Shooting-Manual (TSM).
8. BITE
The humidification-control-unit does a start-up BITE and a continuous BITE.

The BITE is divided in:
 The humidification-system-equipment monitoring (continuously)

 The system check through the OMT interactive mode.
A. Humidification-System Equipment Monitoring
At the start-up, the humidification-control-unit does a check of the components, which are connected.
If one component of a humidification-sub-system is found:
 The complete humidification-sub-system is shown as installed

 The humidification-control-unit does a check if the humidification-sub-system is complete.

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If one component is not found after a maximum of 30 seconds:
The component is shown as not installed

The humidification-control-unit sends a failure-message to the TCS by the CAN-bus.
The humidification system sets itself to the failure mode.
If a component, which is shown as installed is disconnected for more than 60 seconds, the humidification-control-unit sends a
failure-message to the TCS by the CAN-bus.
If the related component is connected again, the failure-message stops.

B. Humidification-Control-Unit Failures
(1) System failure
At each start-up, the humidification-control-unit does a program self-check. If the humidification-control-unit finds a program
failure, it changes into the failure mode. The mini-FAP displays the message "---".
The humidification-control-unit stays in the failure mode until the subsequent start-up.
(2) Pin programming failures
At start-up, the humidification-control-unit does a parity check of the pin programming for the humidity system and the CAN-
bus settings. If the programming is not correct, the humidification-control-unit changes into failure mode. In the failure mode:
 The humidification-control-unit sends no messages to the TCS through the CAN-bus

 A failure message is shown on the OMS.

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(3) Input/Output signal failures
The humidification-control-unit continuously monitors and compares the output signals with their related input signals. If the
feedback has a different condition than the output for a given consolidation time, a failure is shown on the OMS.
(4) CAN-bus communication failure
The TCS sends status signals to the humidification-control-unit by the CAN-bus in short intervals.
If the humidification-control-unit does not receive a signal from the TCS by the CAN-bus for more than 60 seconds:

A failure-message is send to the TCS by the CAN-bus
 A failure message and a failure description is kept in the NVM.
C. Evaporation-Unit / Water-Bypass-Valve Failures
(1) Connection failure
The humidification-control-unit measures the current-consumption of the water-bypass-valve to find out if it is installed.
(2) Humidification-position failure
The humidification-control-unit sends an order to the evaporation-unit to change the position of the water-bypass-valve to the
humidification position.
If the water-bypass-valve does not change to the humidification-position after three tries, the humidification-control-unit:
 Sends an order to the water-valve-assembly to close the water-pulse-valve

 Sends a failure-message to the TCS by the CAN-bus
 Changes in the failure-mode

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(3) Drain-position failure
The humidification-control-unit sends an order to the evaporation-unit to change the position of the water-bypass-valve to the
drain position.
If the water-bypass-valve does not change to the drain-position after three tries, the humidification-control-unit:
 Sends an order to the water-valve-assembly to close the water-pulse-valve

 Changes in the failure-mode.
(4) Current-consumption failure

The humidification-control-unit measures the current-consumption of the water-bypass-valve continuously. It sends a failure-
message to the TCS by the CAN-bus if the current-consumption is larger than a specified value.
D. Water-Valve-Assembly Failures
(1) Water-Valve-Assembly connection failure
The humidification-control-unit measures the current-consumption of the water-valve-assembly to find out if it is installed.
(2) Water-pulse-valve position failure
The position of the water-pulse-valve is monitored and compared with the related humidification-control-unit order
continuously.
If the water-pulse-valve does not open 0.7 seconds after the open-order after two tries, the humidification-control-unit:
Sends a failure-message to the TCS by the CAN-bus Changes to the failure-mode.

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If the water-pulse-valve does not close 0.7 seconds after the close-order, the humidification-control-unit:

 Sends an order to close the humidification valve to the TCS by the CAN-bus
 Changes to the failure-mode
(3) Current-consumption failure
The humidification-control-unit does a check of the water-valve-assembly current-consumption continuously. It sends a failure-
message to the TCS by the CAN-bus if the current-consumption is larger than a specified value.

(4) Temperature failure
The temperature sensor of the water-valve-assembly measures the temperature of the housing.
The temperature must have a minimum of 5 deg.C (41 deg.F). If the value does not agree, the humidification-control-unit stops
until the temperature is higher than 5 deg.C (41 deg.F).
E. Relative-Humidity-Sensor Failures
(1) Connection / communication failure
The humidification-control-unit sends and receives signals on the relative-humidity-sensor data line. If the relative-humidity-
sensor is damaged or not installed, the humidification-control-unit does not receive a signal and sends a failure-message to the
TCS by the CAN-bus.

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003 CHAP 21 Air Conditioning

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AIRBUS A380 (EA GP 7200)

The air conditioning system has three main functions:

FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 2 of 442

FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 3 of 442

FOR TRAINING PURPOSE ONLY

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FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 5 of 442

Environment Control System

Flow / AGU Control and Monitoring

Each AGU has two FCVs.

FOR TRAINING PURPOSE ONLY

The FCVs and AGUs are controlled and monitored by:

REV 1 Issue: May ’09 Page 6 of 442

FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 7 of 442

Ground and Emergency Air Supply

They are connected to the lower part of the mixer unit.

The ERAIs are controlled and monitored by:

FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 8 of 442

FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 9 of 442

Temperature Control and Monitoring

The function of this system is to get a fine temperature adjustment for:

This system is located at the back of the FWD cargo compartment.

FOR TRAINING PURPOSE ONLY

The system is controlled and monitored by:

REV 1 Issue: May ’09 Page 10 of 442

FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 11 of 442

Fresh / Recirculated Air Distribution, Control and Monitoring

The A380 has:

FOR TRAINING PURPOSE ONLY

The LP and HP recirculation systems are controlled and monitored by:

REV 1 Issue: May ’09 Page 12 of 442

FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 13 of 442

CAX, Control and Monitoring

Each sub-system is composed of:

FOR TRAINING PURPOSE ONLY

The CAX system is controlled and monitored by:

The ORVD parameters are displayed on the ECAM COND page.

FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 15 of 442

FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 16 of 442

Pressurization Control and Monitoring

Each OFV is controlled and monitored by: -

The pressurization system includes:

FOR TRAINING PURPOSE ONLY

The automatic control system is composed of:

REV 1 Issue: May ’09 Page 17 of 442

The manual control system is composed of:

FOR TRAINING PURPOSE ONLY

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FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 19 of 442

FOR TRAINING PURPOSE ONLY

REV 1 Issue: May ’09 Page 20 of 442

FOR TRAINING PURPOSE ONLY