A310-300

COURSE NOTE MANUAL
21 - AIR CONDITIONING
This document must be used
for training purposes only.

Under no circumstances
should this document be used as a reference.

It will not be updated.

All rights reserved.

No part of this manual may be reproduced in any form,

by photostat, microfilm, retrieval system, or any other means,

without the prior written permission of Airbus Industrie.
COURSE NOTES MANUAL

21 - AIR CONDITIONING

DATE: JAN 1998 D104221
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21 - AIR CONDITIONING

D104200 TABLE OF CONTENTS Pages

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

FLOW CONTROL
• General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

• Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
• ECAM Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
• Protection & Manual Overriding . . . . . . . . . . . . . . . . . . . . 15
• PACK FLOW CONTROL VALVE
• Power & Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
• Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . 21

AIR COOLING SYSTEM
• General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

• Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
• Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
• ECAM Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
• Pack Controller - Power & Control . . . . . . . . . . . . . . . . . . . 37
• Component Removal/Installation . . . . . . . . . . . . . . . . . . . . 39
• Pack Air Intake Flap - Power & Control . . . . . . . . . . . . . . . . 45
• RAM AIR INLET
• General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
• Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
• ECAM Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
• Actuator Removal/Installation . . . . . . . . . . . . . . . . . . . . 55
• Power & Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
• Ground Cart Connection . . . . . . . . . . . . . . . . . . . . . . . . 59

DATE: JAN 1998 D104221
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21 - AIR CONDITIONING

TEMPERATURE CONTROL
• HOT AIR SUPPLY
• General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
• Hot Air Valve - Operation . . . . . . . . . . . . . . . . . . . . . . 63
• Overheat - Monitoring . . . . . . . . . . . . . . . . . . . . . . . . 65
• Overpressure - Monitoring . . . . . . . . . . . . . . . . . . . . . . 67
• Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
• ECAM Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
• Component Removal/Installation . . . . . . . . . . . . . . . . . . 73
• Hot Air Valve - Power & Control . . . . . . . . . . . . . . . . . . . 77
• FLIGHT COMPARTMENT & CABIN
• General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
• Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
• Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
• Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . 93
• ZONE CONTROLLER
— Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
— Power & Control . . . . . . . . . . . . . . . . . . . . . . . . . 101
• APU & PACK DEMAND CONTROL
— Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

— Power & Control . . . . . . . . . . . . . . . . . . . . . . . . . 107

• LRU - Bite Operation . . . . . . . . . . . . . . . . . . . . . . . . 109
• CARGO COMPARTMENTS
• General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
• Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
• Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
• Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
• Component Removal/Installation . . . . . . . . . . . . . . . . . 131
• Trim Air Valve - Power & Control . . . . . . . . . . . . . . . . . 135
• Isol. Valve & Extr. Fan - Power & Control . . . . . . . . . . . . . 137
• Temp. Controller - Power & Control . . . . . . . . . . . . . . . . 139
• LRU - Bite Operation . . . . . . . . . . . . . . . . . . . . . . . . 141

DATE: JAN 1998 D104221
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DISTRIBUTION & VENTILATION
• CABIN
• General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
• Component Removal/Installation . . . . . . . . . . . . . . . . . 145
• Power & Control . . . . . . . . . . . . . . . . . . . . . . . . . . 147

• RECIRCULATING FAN
• Operation & Monitoring . . . . . . . . . . . . . . . . . . . . . . 149
• LAVATORIES & GALLEYS
• General/Operation/Monitoring . . . . . . . . . . . . . . . . . . . 151
• Component Removal/Installation . . . . . . . . . . . . . . . . . 155
• Extract Fan - Power & Control . . . . . . . . . . . . . . . . . . . 157
• ELECTRONICS RACKS
• General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
• Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
• ECAM Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . 171
• Component Removal/Installation . . . . . . . . . . . . . . . . . 173
• Blower - Power & Control . . . . . . . . . . . . . . . . . . . . . 177
• Air Extraction Power/Control/Monitoring . . . . . . . . . . . . . . 179

PRESSURIZATION
• General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
• Static Pressure Supply . . . . . . . . . . . . . . . . . . . . . . . . 185
• Panel Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
• Operation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
• Operation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
• System Transfer (1) . . . . . . . . . . . . . . . . . . . . . . . . . 205
• System Transfer (2) . . . . . . . . . . . . . . . . . . . . . . . . . 207
• Manual Mode - Operation . . . . . . . . . . . . . . . . . . . . . . 213
• Manual Mode - Power & Control . . . . . . . . . . . . . . . . . . . 215
• Outflow Valve - Operation . . . . . . . . . . . . . . . . . . . . . . 217
• Safety Valve - Operation . . . . . . . . . . . . . . . . . . . . . . . 219
• Ditching Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
• Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

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• ECAM Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
• System Test From Rear Panel . . . . . . . . . . . . . . . . . . . . 233
• Component Removal/Installation . . . . . . . . . . . . . . . . . . . 235
• LRU - Bite Operation . . . . . . . . . . . . . . . . . . . . . . . . . 239
• Controller - Power & Control . . . . . . . . . . . . . . . . . . . . . 245

DATE: JAN 1998 D104221
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GENERAL

DATE : OCT 1990 DAC020E
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The air conditioning system maintains pressurized compartments at a desired level of

pressure and temperature.

Air supplied to the system comes from the pneumatic system.

Then, the air is routed to the air conditioning system where it is :

- flow controlled,

- cooled,

- conditioned,

- and distributed before its discharge overboard through pressurization

valves.

DATE : OCT 1990 DAC020E
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Air flow is controlled by the pack flow control valve.

Temperature control is achieved by adding hot air to the air cooled through the air

cycling machine.

Conditioned air is distributed to the FLT COMPA RTMENT and the cabin and then

discharged overboard through the pressurization system.

DATE : OCT 1990 DAC020E
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In fact, there are :

- two flow control valves

- two air cycling machines

- and two pressurization systems.

DATE : OCT 1990 DAC020E
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Pack flow control valves are supplied from :

- ENG 1 and ENG 2

- the APU

- the HP ground connection.

DATE : OCT 1990 DAC020E
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STUDENT NOTES

DATE : OCT 1990 DAC020E
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FLOW CONTROL : GENERAL

DATE : OCT 1990 DAC0301
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Bleed airflow is controlled by the pack flow control valves.

DATE : OCT 1990 DAC0301
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FLOW CONTROL : OPERATION

DATE : OCT 1990 DAC040M
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The pack flow control valve is a pneumatically actuated, normally closed ventury type
butterfly flow control and shut-off valve.
It controls the airflow as a function of cabin pressure in accordance with two
pre-determined flow schedules : NORMAL OR ECONOMIC.
PACK FLOW CONTROL VALVE SWITCHED ON.

Note : ENGINE STARTING closure signal is given by ENGINE START rotary selector
and/or by START pushbutton.
Closure signal from ENGINE START rotary selector is inhibited in flight.
At this moment solenoid B de-energized.
The valve opens, regulates and delivers the NORMAL flow of 100 %.
Sea level : 1.06 Kg/s.
30 000 ft : 0.93 Kg.

DATE : OCT 1990 DAC040M
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ECON FLOW SELECTED.
To have the ECON flow, those additional conditions must be fulfilled.

At this moment solenoid A energized.
The valve opens, regulates and delivers an ECON FLOW (68 % of the normal flow).
Sea level : 0.72 Kg/s.
30 000 ft : 0.63 Kg/s.
INDICATING.

A FAULT light comes on amber when the valve position is in disagreement with the
selection made on the control panel.
If it remains on more than 60 seconds, the ECAM is activated.

DATE : OCT 1990 DAC040M
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STUDENT NOTES

DATE : OCT 1990 DAC040M
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FLOW CONTROL : ECAM INDICATING

DATE : OCT 1990 DAC0502
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Pack flow valve indications shown on the AIR BLEED page.

DATE : OCT 1990 DAC0502
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FLOW CONTROL : PROTECTION AND MANUAL OVERRIDING

DATE : OCT 1990 DAC0602
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PACK OVERHE AT

In the packs are fitted overheat protections.

There is a fuse and a thermostat at the compressor outlet and at the turbine inlet.

In the event of pack overheat, the pack flow control valve closes.

Note : If it is one fuse which has melted, the flow control valve remains closed.

If it is one thermostat, the valve regulates again when the overheat condition

disappears.

DATE : OCT 1990 DAC0602
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CABIN DEPRES SURIZATI ON : CAB ALT > 8000ft

If a cabin depressurization occurs, the cabin press signal disappears and the valve

tends to close.

A pressure regulator installed in the valve takes place of the cabin press signal and

allows the valve to remain in the open position.

MANUAL OVERRIDE AND POSITION INDICAT OR

A manual override hexagonal nut is used to crank off the pack flow control valve.

Below this nut, an index, linked to the butterfly, reads the valve position.

A valve position indicator switch is also fitted.

It activates the FAULT legend and the central warnings.

DATE : OCT 1990 DAC0602
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STUDENT NOTES

DATE : OCT 1990 DAC0602
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FLOW CONTROL : PACK FLOW CONTROL VALVE - POWER & CONTROL

DATE : JUN 1996 DAC0702
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Since both pack valve electrical supplies are similar, we will study pack flow control

valve 1.

The PACK FLOW CONTROL VALVE opens when the solenoid B is de-energized.

This means there is :

- NO ENG start,

- NO fire handle pulled,

- NO ditching,

- NO PACK VALVE pushbutton OFF .

The ECON FLOW mode for a PACK FLOW CONTROL VALVE is only possible in flight

and if the other PACK FLOW CONTROL VALVE is selected on.

DATE : JUN 1996 DAC0702
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FLOW CONTROL : PACK FLOW CONTROL VALVE - REMOVAL/INSTALLATION

DATE : OCT 1990 DAC0802
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INFORMA TIONS FOR REMOV AL/INSTA LLATION

Access to the valves is from the access door 147BZ.
Before removal, safety and tag the breakers associated to the flow control valves.
The valve is connected by clamps.
For removal, the following items need to be disconnected :

- The 3 electrical connectors (solenoid A, solenoid B, position indicator).
- The 4 sense lines (cabin pressure which is connected on the fwd
cargo compartment wall ; ∆P sense lines connected to the pressure
transmitter for ECAM indication ; sense line to the packs for overheat
protection).

DATE : OCT 1990 DAC0802
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COOLING : GENERAL

DATE : OCT 1990 DAC0902
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After being regulated in air flow, part of the air enters the packs and is delivered to the

cold air manifold.

DATE : OCT 1990 DAC0902
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AIR COOLING SYSTEM : OPERATION

Pack Operation On Ground
Pack Operation In Flight
Outlet Temperature Adjustment.

DATE : OCT 1990 DAC1002
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1 - Compressor by-pass check valve
2 - Compressor
3 - Heat exchanger
4 - Turbine
5 - Fan by-pass check valve
6 - Fan

The purpose of the PACKS is to supply the cold manifold.
Have a look at the different components involved in the pack.

PACK OPERATION ON GROUND
Hot air from the flow control valve is delivered to the pack.
During the start sequence the compressor inlet pressure is higher than the compressor
outlet pressure, therefore air goes to the heat exchanger through the compressor
by-pass check valve.
The turbine rotates, driving the compressor and the fan, and the air is expanded.
The fan draws air through the heat exchanger.
During operation, the compressor outlet pressure becomes higher than the inlet
pressure, therefore the check valve closes and the air is passed through the compressor.

DATE : OCT 1990 DAC1002
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PACK OPERATION IN FLIGHT
Ram air ensures an upstream fan pressure higher than the downstream fan pressure.
This causes the fan by-pass check valve to be opened and the fan to be by-passed.
A turbine by-pass valve and outlet flap driven by an electric actuator allows the pack
outlet temperature to be adjusted.

OUTLET TEMPERATURE ADJUSTMENT
AUTOMATIC ADJUSTMENT
Coldest required temperature selected on the control panel and temperature pack outlet
sensor signals are routed to the pack controller.
Pack controller elaborates a signal to control the actuator (ACT).
Example : Hotter air is required at the pack outlet.
The actuator controls the outlet flap to close via a bellcranck and a rod
(Ram air flow decreases).
At the same time, the Turbine by-pass valve driven via a teleflex cable
opens allowing hot air to be delivered downstream the turbine outlet.
Consequence : Hot air coming from the turbine by-pass valve is mixed with cold air
coming from the turbine.
Therefore, the temperature at the pack outlet can be adjusted.
Note : Pack outlet temperature is limited to a temperature from 4° C (40° F) to
63° C (145° F).
A pusbutton called MAX COOL allows the temperature limit to be decreased to
-7 degrees C instead of +4 degrees C.
This configuration will be effective with MAX COOL pushbutton pressed in, ON blue light
illuminated (MAX COOL mode is the normal mode on ground).

MANUAL ADJUSTMENT
If for any reason, the automatic system has failed, the pack outlet temperature can be
adjusted manually.
Example : Colder air is required.
You must switch on the MAN pushbutton, & select COLD with the toggle
switch in order to simulate a manual adjustment.
This selection will allow you to get colder air at the pack outlet by directly controlling the
actuator.

DATE : OCT 1990 DAC1002
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STUDENT NOTES

DATE : OCT 1990 DAC1002
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AIR COOLING SYSTEM : PROTECTIONS

DATE : JUN 1993 DAC1106
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The pack is equipped with :
- overheat protection system
- de-ice system
- water extraction system.
The OVERHEAT PROTECTION consists of :
1 - a thermostat and a fusible plug in the compressor outlet duct.
2 - a thermostat and a fusible plug in the turbine inlet duct
3 - a line between the flow control valve and the thermostats and plugs.
When temperature approaches range temperature, the thermostat begins to respond.
COMPRESSOR TURBINE
Thermostat range : 529 to 559 °F 219 to 223 °F
276 to 293 °C 104 to 106 °C
Fusible plugs thresholds : 610 to 650 °F 279 to 294 °F
321 to 343 °C 137 to 146 °C
The outlet compressor thermostat closes gradually the pack flow control valve.
The inlet turbine thermostat immediatly closes the pack flow control valve.
Example : A temperature overheat has occured at the turbine inlet.
- The turbine inlet thermostat has opened. A venting is created. The pressure in the
actuating chamber of the pack flow control valve decreases.
- There is no more pressure in the actuating chamber of the flow control valve.
Therefore, it closes.
- The pack is depressurized.
When temperature returns to normal, the thermostat vent port closes, the pressure in
the actuating chamber increases and the pack flow control valve opens.
The fusible plug is a non-resettable heat protection device & a backup for the
thermostat. If the thermostat fails and the temperature exceeds the nominal, the fuse
melts and vents pneumatic pressure from the flow control valve.

DATE : JUN 1993 DAC1106
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The ANTI-ICE PROTECTION system consists of :
1 - anti-ice valve
2 - pressure sensor port
3 - water separator downstream pressure sensor line
4 - anti-ice screen.
When the temperature is below freezing point, the anti-ice screen(4) clogs, the
differential pressure (between 3 & 2) increases, the anti-ice open supplying hot air to the
turbine outlet duct and downstream of the anti-ice screen, directly to the water separator.
When ice is melted, the anti-ice valve closes.

DATE : JUN 1993 DAC1106
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WATER EXTRACTION SYSTEM
The water injector induces water from the water separation and water extraction device
into the heat exchanger air intake by means of a small flow of pressurized air tapped
from the water extraction device.
The water is sprayed and evaporates in the airstream to provide additional cooling to
the heat exchanger.
(That is why it is normal that on the ground, water will leak from the air intake of the
packs).

DATE : JUN 1993 DAC1106
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An AIR INLET FLAP controlled by an electrical pneumatic actuator, is fitted to prevent
clogging problems.
The Flap will blank off the pack air inlet during takeoff and landing.
In this case, the pack inlet will be supplied from the unpressurized air conditioning bay
through holes uncovered by the flap extension.

DATE : JUN 1993 DAC1106
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STUDENT NOTES

DATE : JUN 1993 DAC1106
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AIR COOLING SYSTEM : ECAM INDICATING

DATE : OCT 1990 DAC1202
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ECAM DISPLAY

1 - Pack discharge temperature

2 - Turbine inlet temperature

3 - Turbine by-pass control valve.

DATE : OCT 1990 DAC1202
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AIR COOLING SYSTEM : PACK CONTROLLER - POWER & CONTROL

DATE : OCT 1990 DAC1403
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We will study only the electrical supply of the pack number 1 controller.

In order to get the pack controller number 1 electrically supplied, the system has to be
in automatic mode (MAN not illuminated) in addition the relay 23 HH has to be
de-energized.

This means that the relay 31 HB must be de-energized thus the pack flow control valve
number 1 opened.

DATE : OCT 1990 DAC1403
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AIR COOLING SYSTEM : COMPONENT REMOVAL/INSTALLATION

DATE : OCT 1990 DAC1301
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The packs and their components are located in the unpressurized compartment.

Access to the packs is from the access doors 147BZ, 147CZ, 148CZ.

Access to the cold air manifold check valves is from access doors 131RW and 131SW.

DATE : OCT 1990 DAC1301
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Let us see all the LRUs involved in the cold air supply and cold temperature regulation.
Note : Before proceeding with maintenance, make certain that pneumatic system is
depressurized.

HEAT EXCHANG ER :
Access : from under the fuselage.
Removal/installation : from under the fuselage by trolley.

REFRIG ERATIO N UNIT PACK :
To remove the refrigeration unit pack it is necessary :

- To remove the heat exchanger (seen before).
- To disconnect the drain lines ; to disengage the clamps and sleeve

connecting the air inlet duct.
- To position and to fix the refrigeration unit pack on a special tool.
- To disconnect all the components and rods connected to the
refrigeration unit pack.
- To lift the refrigeration unit pack clear of the tool and lower it through
access doors.

DATE : OCT 1990 DAC1301
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AIR CYCLE MACHINE :
(reference unit pack without anti-ice valve, and exhausted ram air plenum).
Access : from access door 147BZ.
Note : The shaft from the air cycling machine is supported by two AIR BEARINGS and
one thrust air bearing to accomodate axial loads (i.e. : no oil servicing).
Friction only exists on the shaft of the air cycling machine when not in operation.
To check the freedom of movement, a force of 20 in/1bs is required.

ANTI-ICE VALVE :
Poppet type.
Pneumatically operated by differential pressure acting on a diaphragm.
Access : from access door 147BZ.
Note : Visual indication of the valve is shown by a position indicator.
This indicator is controlled by poppet movement.

ANTI-ICE SCREEN :
Prevents an icing condition from developing in the turbine and water separator.
Access : from access door 147BZ.

WATER SEPARATOR :
Operates by inertia and removes moisture from the cold turbine discharge air.
Access : from access door 147BZ.

WATER INJECTOR :
Sprays the water drained from water separator and water extractor into the heat
exchanger inlet.
Access : from access door 147BZ.

FUSES AND THERMO STATS :
Protects the aircycle machine from overheating.
Access : from access door 147BZ.
Note : Fuses and thermostats of compressor outlet and turbine inlet are physically
different (not interchangeable).

FAN BYPASS CHECK VALVE :
Opens when ram air flow exceeds the fan capacity.
Access : from access door 147BZ.

COMPRE SSOR BYPASS CHECK VALVE :
Enables air to bypass the compressor thus reducing the drag load on the shaft during
periods when the compressor rotates at low speed with the inlet pressure higher than
the outlet pressure.
Access : from access door 147BZ.

DATE : OCT 1990 DAC1301
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Turbine inlet temperature sensor :
is only used for ECAM indicating.
Access : from access door 147BZ.

OUTLET FLAP ACTUATO R :
Access : under the fuselage by access door 143FL.
The actuator consists mainly of : - a single phase motor 115VAC
- limit switches
- thermal switches which cut off motor in case of
overtemperatur e of 150° C.
It is attached to the structure and to the flap by means of ball joint fittings.

TURBINE BYPASS VALVE :
Access : from the access door 147BZ.
The valve mainly consists of : - a butterfly
- a mechanical assembly with two stops CLOSED and
OPEN to which a shaft integral with an arm assembly
connected to the teleflex cable is fitted
- a transmitter connected to the ECAM for valve
position.
NOTES from minimum equipment list.

PACK :
Aircraft can be dispatched with one air conditioning pack inoperative.

TURBINE BYPASS VALVE/COOLING AIR REGULATO R FLAP ACTUATIO N SYSTEM :
This system may be inoperative provided pack is not used.
This system may be inoperative provided turbine bypass valve is secured closed and the
modulation flap is secured in the extended position (open) by lockwire.

TELEFLEX CABLE :
Access : from access doors 147BZ and 143FL.
Teleflex cable is inserted in a tube ended by two rods ; one rod connected to turbine
bypass valve, the other one connected to the actuator control arm eye end.
Teleflex cable adjustment is required on the rod connected to the turbine bypass valve.

PACK DISCHA RGE TEMPERATURE SENSORS :
There are two sensors, one connected to the corresponding pack controller, the other
one connected to the ECAM.
Access : from access door 136AR.

DATE : OCT 1990 DAC1301
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Access : from access door 147BZ.

Operation :
Solenoid de-energized : flap retracted.
Solenoid energized (28VDC) : flap extended.

Pneumatic supply : from pneumatic manifold.

Note : The solenoid incorporates a manually actuated lock to shut off the air pressure to
the actuator (flap retracted).

Note : From the M.E.L :
Both pack air intake flaps may be inoperative in the retracted position
(flight position).
One deflector flap may be inoperative in the extended position provided the
associated pack is not used in flight.

DATE : OCT 1990 DAC1301
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AIR COOLING SYSTEM : PACK AIR INTAKE FLAP - POWER & CONTROL

DATE : OCT 1990 DAC1502
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Since both pack air intake flap control circuitries are identical we will study only the pack
intake flap number 1 control circuitry.

There is a TAKE-O FF and a LANDING logic.

TAKE OFF LOGIC

The pack air intake actuator extends when the coil is energized.
On ground (147 GB energized) the relay 3 HW is energized as soon as the
prepressurization sequence is initiated.

At this moment the actuator coil is energized, the actuator extends, the flap blanks off
the air intake.
As soon as the aircraft has taken off (147 GB de-energized) the actuator retracts.

LANDING LOGIC

On ground (147 GB energized) the relay 5 HW is energized as long as the wheel speed
is higher than 70 kts, allowing the relay 7 HW to be energized.

At this moment the actuator coil is energized, the actuator extends, the flap blanks off
the air intake.
10 seconds after the wheel speed is lower than 70 kts the actuator supply is cut off, it
retracts opening the air intake...

DATE : OCT 1990 DAC1502
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EMERGENCY RAM AIR INLET : GENERAL

DATE : OCT 1990 DAC1602
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21 - AIR CONDITIONING

In the event of both packs being inoperative an EMERGE NCY RAM AIR will allow cold

ram air to supply the cold manifold.

DATE : OCT 1990 DAC1602
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21 - AIR CONDITIONING

EMERGENCY RAM AIR INLET : OPERATION

DATE : OCT 1990 DAC1702
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Both packs have failed...

Provided the ∆P is lower than 1 PSI (∆P shown on the CAB PRESS panel), and that
there is no ditching configuration.

Emergency Ram Air set to on.

The pushbutton light illuminates amber.

The flap opens.

The Emergency Ram Air allows the cabins, the cargo and the avionics compartmen t to
be ventilated by ram air.

The OPEN green light illuminates when the flap is fully opened.
(Limit position microswitches on the actuator).

Note that pressing IN the Emergency Ram Air pushbutton light will also FULLY open the
outflow valves in order to provide maximum ram air for ventilation.

DATE : OCT 1990 DAC1702
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21 - AIR CONDITIONING

Here is summarized the emergency ram air operation.

When the ram air pushbutton is switched “ON” and there is no ditching, a full open
signal is sent to the emergency ram air actuator and to the outflow valves.

When the emergency ram air pushbutton is released, a signal is sent to close the
emergency ram air.

Note that the emergency ram air will close also in case of ditching.

DATE : OCT 1990 DAC1702
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STUDENT NOTES

DATE : OCT 1990 DAC1702
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EMERGENCY RAM AIR INLET FLAP : ECAM INDICATING

DATE : OCT 1990 DAC1802
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The signal comes from two position indicating microswitches
(actuator retracted or extended).

DATE : OCT 1990 DAC1802
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EMERGENCY RAM AIR INLET FLAP ACTUATOR : REMOVAL/INSTALLATION

DATE : OCT 1990 DAC1902
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Emergency ram air flap actuator :

Access : from access door 147BZ.

It consists of :

- A DC electric motor.
- Two limit microswitches which cut off power supply to the motor before
mechanical stop is reached.
The OPEN limit switch is also used for indication.

Note from M.E.L. : The A/C cannot be dispatched with the
emergency ram air inlet inoperative.

DATE : OCT 1990 DAC1902
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EMERGENCY RAM AIR INLET FLAP ACTUATOR : POWER & CONTROL

DATE : OCT 1990 DAC2002
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The emergency ram air electrical circuit consists of an opening circuit and a closing
circuit (Ram air pushbutton OFF or ditching configuration).
Imagine the closing circuit with the RAM AIR pushbutton not selected first.

CLOSING CIRCUIT (RAM AIR pushbutton NOT selected)

The relay 6HZ is energized via the RAM AIR pushbutton and the relay 3HZ at rest
causing the RAM AIR actuator to receive a CLOSE signal.
This coresponds to the normal configuration.

OPENING CIRCUIT (RAM AIR pushbutton : ON)

To get the ram air open, the RAM AIR pushbutton has to be ON as well as NO
ditching configuration : outflow valve pushbuttons not OFF.
At this moment the relay 3HZ is de-energized allowing the relay 5HZ to be energized
thus the open input of the ram air actuator 7HZ to be supplied.

CLOSING CIRCUIT (DITCHING CONFIGURA TION)

When both outflow valves pushbutton are OFF (Ditching configuration), the relay 3HZ is
energized causing the relay 5HZ to be no longer supplied and the relay 6HZ energized.
The RAM AIR actuator receives a CLOSE signal.

DATE : OCT 1990 DAC2002
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COOLING : GROUND CART CONNECTION

DATE : OCT 1990 DAC2102
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On the ground, the aircraft can be conditioned air supplied from one or two ground

carts, directly into the cold air manifold.

DATE : OCT 1990 DAC2102
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TEMPERATURE CONTROL : HOT AIR SUPPLY - GENERAL

DATE : OCT 1990 DAC2202
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Hot air, tapped downstream of the pack flow control valve is delivered to the hot

manifold at a regulated pressure via a hot air pressure regulating valve.

DATE : OCT 1990 DAC2202
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TEMPERATURE CONTROL : HOT AIR VALVE - OPERATION

DATE : OCT 1990 DAC2302
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When HOT AIR SUPPLY pushbutton pressed in, the valve solenoid is energized and

the valve is ready to open.

The valve opens and regulates at 4 psi above cabin pressure.

DATE : OCT 1990 DAC2302
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TEMPERATURE CONTROL : HOT AIR SUPPLY - OVHT MONITORING

DATE : OCT 1994 DAC2408
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When the temperature reaches 88° C (190 ° F) in one of the cabin or cargo ducts, the
OVHT light illuminates plus the ECAM activation.
Furthermore, the hot air supply valve closes.

To re-open the valve, press the OFF/R pushbutton :

- If the temperature has dropped below 88° C (190 ° F), the OVHT
warning light extinguishes and the valve opens.
- If the temperature is still above 88°C, the valve remains closed and
the OVHT light remains on.

DATE : OCT 1994 DAC2408
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TEMPERATURE CONTROL : HOT AIR SUPPLY - OVERPRESSURE MONITORING

DATE : OCT 1990 DAC2502
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HI PRESS

A hot air pressure switch, is located downstream of the hot air supply valve.

When pressure is higher than 12.5 psi above cabin pressure, the hot air supply

Memorized Fault Annunciator is triggered after a delay of 3 seconds.

The annunciator is located on the rear panel.

The light will illuminate when called on ground.

DATE : OCT 1990 DAC2502
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TEMPERATURE CONTROL : HOT AIR SUPPLY - TEST

DATE : OCT 1990 DAC2607
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The overheat warning circuitry and the automatic closure of the hot air supply valve can
be tested from the lateral panel.

When the test selector is set to a test position, The PTT TEST pushbutton illuminates
white and the corresponding circuitry is ready to be tested.

When pressed and held, a simulated overheat signal is generated to test the cockpit
and cabins duct overheat warning circuits.
The OVHT light of the hot air supply valve pushbutton illuminates and the hot air supply
valve closes.

When the PTT TEST pushbutton is released the OVHT warning light extinguishes.

Then, a reset is necessary (OFF/R).
Lastly, set the rotary selector to NORM FLT, the PTT TEST light extinguishes.

DATE : OCT 1990 DAC2607
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TEMPERATURE CONTROL : HOT AIR SUPPLY - ECAM INDICATING

DATE : OCT 1990 DAC2706
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The hot air supply valve position is shown on the AIR COND system page.

DATE : OCT 1990 DAC2706
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TEMPERATURE CONTROL : HOT AIR SUPPLY - COMPONENT

REMOVAL/INSTALLATION

DATE : OCT 1990 DAC2802
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HOT AIR SUPPLY VALVE

Access : under the fuselage from access door 136 AR.

The valve is a butterfly type valve, pneumatically operated and electrically controlled.

With no pressure or with no electrical supply the valve is closed.

A pressure line picked up on the pneumatic manifold is used for hot air valve pressure

muscle.

The valve can be manually locked in closed position.

It is provided with a visual position indicator.

Removal : before removal, make certain that air conditioning system is depressurized,

and that valve power is isolated.

PRESSURE SWITCH

The pressure switch is located on the hot air manifold.

Access is also from access door 136 AR.

DATE : OCT 1990 DAC2802
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DATE : OCT 1990 DAC2802
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STUDENT NOTES

DATE : OCT 1990 DAC2802
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TEMPERATURE CONTROL : HOT AIR VALVE - POWER & CONTROL

DATE : OCT 1990 DAC2902
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The hot air supply valve opens when its solenoid is energized.

It is energized when the HOT AIR SUPPLY pushbutton is switched ON and there is no
overheat or test conditions (relay 6HJ de-energized).

Note that after a test has been performed, since the relay 6HJ is self held, a reset is
necessary to resume normal operation.

DATE : OCT 1990 DAC2902
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TEMPERATURE CONTROL : FLT COMPARTMENT & CABIN - GENERAL

DATE : OCT 1990 DAC3002
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The basic temperature regulation is done by the packs.

The trim air valves are only used for the fine temperature adjustment.
Note the pack outlet temperature can range from -7° C (-45° F) to +63° C (145 ° C) with
MAX COOL selected or from +4° C (39° C) to +63° C (145 ° F) with MAX COOL off.

There are four zones (flight deck, fwd cabin, mid cabin, aft cabin) which can be
controlled independently, from the COMPART MENT TEMPERA TURE panel,
automatically or manually.

DATE : OCT 1990 DAC3002
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TEMPERATURE CONTROL : FLT COMPARTMENT & CABIN - OPERATION

DATE : OCT 1990 DAC310F
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Look at the whole block diagram concerning the cabin temperature regulation.
We will go through it step by step.

DATE : OCT 1990 DAC310F
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BASIC TEMPERATURE REGULATION
There are four selectors.
Each selector allows to select the desired temperature for each zone between 18° C
(cold position) & 30° C (hot position).
The selector signals, the zone temperature sensor signals & the duct temperature
signals are compared in their respective zone controller.
Each zone controller sends a signal to the APU and PACK DEMAND controller where
they are compared.
Moreover, the APU and PACK DEMAND controller sends a signal to control the
Electronic Control Box of the APU.

COMPARTMENT TEMPERATURE ADJUSTMENT
A signal form each zone controller sends a signal to its trim air valve to allow a fine
adjustment of the compartment temperature by adding hot air to the air delivered by the
packs.
Each pack controller receives a signal from the APU and PACK DEMAND controller,
which is compared to the pack outlet temperature sensor signal.
The resultant signal will control the pack outlet temperature.
We know that each pack temperature controller receives a signal from the APU and
PACK DEMAND controller.
Let’s now see its detailed operation through two examples.

DATE : OCT 1990 DAC310F
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In our examples, we suppose that the actual temperatures are equal in all zones
(25° C).
1 - The cockpit temperature demand is the coldest.
Pack N° 1 is controlled by the cockpit temperature demand.
Pack N° 2 is controlled by the coldest cabin temperature demand.

2 - One cabin temperature demand is the coldest.
Pack N° 1 and pack N° 2 are controlled by the coldest temperature demand.

DATE : OCT 1990 DAC310F
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If the temperature regulation of a zone does not operate
(for example : zone controller failure), the corresponding selector must be set to MAN.

When the selector is to MAN, the corresponding zone controller is isolated.
The trim air valve is directly controlled by acting on the spring-loaded to MAN selector
(Cold or Hot position).
Note that the 3 other trim air valves are controlled automatically as well as the packs.

DATE : OCT 1990 DAC310F
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There are four zone controllers, two pack temperature controllers and one APU and
PACK DEMAND controller located on the 90VU.
The APU and PACK DEMAND CONTROLLER has a BITE TEST which allows checking
the controllers involved in the temperature regulation as well as the sensors.

DATE : OCT 1990 DAC310F
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Listed below are all the sensors involved in the cabin temperature regulation.
1 - Zone temperature sensors for the zone controllers.
2 - Zone temperature sensors for the indicator and the ECAM.
3 - Duct temperature sensors for the zone controller.
4 - Duct temperature sensors for the Overheat protection
(OVHT light and ECAM), (refer to Hot air supply for overheat protection).
5 - Duct temperature sensors for the indicator and the ECAM.

DATE : OCT 1990 DAC310F
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STUDENT NOTES

DATE : OCT 1990 DAC310F
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TEMPERATURE CONTROL : FLT COMPARTMENT & CABIN - INDICATING

DATE : OCT 1990 DAC3206
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DATE : OCT 1990 DAC3206
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If the selector is set to one of the cabin zones, the indications will be displayed on the

indicator.

Note : When the rotary selector is not in CRT position, on the ECAM the indications are

replaced by : XX.

DATE : OCT 1990 DAC3206
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STUDE NT NOTES

DATE : OCT 1990 DAC3206
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TEMPERATURE CONTROL : FLT COMPARTMENT & CABIN - COMPONENT
REMOVAL/INSTALLATION

DATE : OCT 1990 DAC3304
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TRIM AIR VALVES

Access : from access door 136AR. 4 trim valves are fitted ; one per compartment.
The 3 cabin trim air valves are interchangeable ; the flight deck trim air valve size is
smaller.

The trim air valve is electrically actuated, butterfly type modulating and shut off valve.
Power supply : 115VAC.

Limit switches are provided to stop the motor at the end of travel.
A manual drive and a visual position indicator are installed on the valve.
A position transmitter sends butterfly position to the ECAM.

Notes from M.E.L :
One cabin valve may be inoperative in the closed position.
The flight deck valve may be inoperative in the closed position provided :

- Pack 1 manual control is operative and,
- Tempeature indication of air discharged from pack 1 is available.

DATE : OCT 1990 DAC3304
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COLD AND HOT MANIFOLD CHECK VALVES

Check valves are installed to prevent reverse flow.
Access to the check valves is from access 136AR.

SENSORS

For each compartmen t, there are 5 sensors (2 zone sensors and 3 duct sensors).
Zone sensors : one connected to the zone controller ; the other one for indicating.
Duct sensors : one connected to the zone controller ; one connected for indicating ; one
connected for overheat warning.

The duct sensors are accessible behind the left and right sidewall lining of the fwd
cargo compartment.

ZONE SENSORS

The cabin zone sensors are located on a suction line picked up by the toilets and
galleys extraction duct.
The flight deck zone sensors is located on the flight deck extraction duct.

Access to the cabin zone sensors is from the sidewall overhead stowage compartment
at frame 22/23 ; 49 and 67.

Access to the flight deck zone sensor is from the air inlet grid located above the
maintenance panel in the top R/H corner.

DATE : OCT 1990 DAC3304
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STUDENT NOTES

DATE : OCT 1990 DAC3304
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TEMPERATURE CONTROL : FLT COMPARTMENT & CABIN - ZONE
CONTROLLER OPERATION

DATE : OCT 1990 DAC3406
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The Zone Controller receives signals from the temperature demand selector and the
zone sensor.
Those two signals are compared and an error signal is delivered.
Another input signal coming from the Inlet Duct sensor is delivered and compared with
the previous resultant signal.
If the demand is “HOTTER”, the hotter stage is triggered.
An opening signal is given via the temperature control demand selector to the trim air
valve.
When the valve is fully closed or fully opened, signals are sent to the controller to inhibit
the opening or closing control signals.
Furthermore the signal resulting from the comparison between the zone selector and the
zone sensor is also sent to the cool discriminator of the APU and PACK DEMAND
CONTROLLER.
The signal controlling the Trim Air valve is also sent to the hot discriminator of the APU
PACK DEMAND CONTROLLER.

DATE : OCT 1990 DAC3406
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MANUAL OPERATION
Let’s suppose the cockpit zone controller has failed.
The rotary selector has been set to MAN.
At this moment the zone controller electrical supply is cut off and the trim air valve is
directly controlled via the rotary selector HOT or COLD position.
Note that the pack outlet temperature is controlled automatically by one of the three
others zones.
If three selectors are at man :
Their corresponding trim air valves are controlled manually.
The remaining zone controller will control :
- PACK number 1 if the remaining controller is the cockpit one.
- PACK number 1 and 2 if the remaining controller is a cabin one.
If the four zones selectors are at man :
The trim air valves will be controlled manually, the pack outlet temperature being
+4° C with MAX COOL, being -7° C with MAX COOL ON.

DATE : OCT 1990 DAC3406
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STUDENT NOTES

DATE : OCT 1990 DAC3406
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TEMPERATURE CONTROL : ZONE CONTROLLER - POWER & CONTROL

DATE : OCT 1990 DAC3502
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Here is represented the electrical supply of one zone controller.

It will be the same for the other ones.

The controller is supplied when the temperature selector is at AUTO and when either

the relay 39HK or the relay 38HK are deenergized.

This means that to have the controller supplied at least one pack flow control valve

must be opened.

DATE : OCT 1990 DAC3502
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TEMPERATURE CONTROL : FLT COMPARTMENT & CABIN - APU & PACK
DEMAND CONTROL OPERATION

DATE : OCT 1990 DAC3603
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In the APU and PACK DEMAND CONTROLLER are two signal discriminators :
the COOL DISCRIMI NATOR and the HOT DISCRIMI NATOR.

The COOL DISCRIMI NATOR selects AMONG “MORE COOL” signals from cockpit and
cabin which ones are to be supplied from cockpit and cabin which ones are to be
supplied to the pack controllers.

The HOT DISCRIMI NATOR selects amongst “MORE HEAT” signals from cockpit and
cabin which ones are to be supplied to the APU E.C.B.

The highest signal from the COOL DISCRIMINA TOR is compared with the highest
signal from the HOT DISCRIMI NATOR.

The resultant signal is the SPEED AUGMENT signal sent to the APU E.C.B.

DATE : OCT 1990 DAC3603
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The three cabin signals are compared in the cool discriminator which elaborates a signal
corresponding to the coldest demand signal.

The signal is then compared through an external diode (31 VD) to the cockpit demand
signal.

NORMAL OPERATION

Cockpit temperature demand is the coldest...
The diode 31 VD is blocked.
The cockpit temperature demand signal will control PACK N° 1.
The cabin temperature demand signal will control PACK N° 2.

Cabin temperature demand is the coldest...
The diode 31 VD is NOT blocked.
The cabin temperature demand signal will control PACK N° 1 and N° 2.

ABNORMAL OPERATION

Let’s suppose PACK N° 1 has failed and that the cockpit requires the coldest
temperature supply.

This signal will control the pack N° 2.

The cockpit temperature demand signal has been compared to the cabin signal via
either the OFF position of the PACK VALVE N° 1 pushbutton, or the MAN position of
the COCKP IT SELECTO R.

DATE : OCT 1990 DAC3603
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In order to avoid possible pack overheat at the beginning of pack temperature
regulation, the temperature demand signal between APU and PACK DEMAND
“CONTROLLER” and PACK “CONTROLLER” is cut off for 3 minutes after pack valve
has started to open.

During this time PACK “CONTROLLER” will regulate a pack outlet temperature at about
-7° C with MAX COOL ON, +4° C with MAX COOL OFF.

So, the cabin temperature will be regulated by means of hot air supplied by the
TRIM AIR VALVES.

DATE : OCT 1990 DAC3603
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TEMPERATURE CONTROL COMPARTMENT & CABIN : APU & PACK DEMAND
CONTROLLER - POWER & CONTROL

DATE : OCT 1990 DAC3702
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The APU and pack demand controller is electrically supplied by 115VAC when either

the relay 22HH or the relay 23HH is deenergized.

This means that, at least one pack flow valve must be opened.

DATE : OCT 1990 DAC3702
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TEMPERATURE CONTROL - FLT COMPT & CABIN : LRU BITE OPERATION

DATE : JUN 1996 DAC3802
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All the temperature controllers and their corresponding sub-systems can be tested using
the APU AND PACK DEMAND CONTROLLER B.I.T.E..
COCKPIT PREPARATION
Before proceeding with maintenance work on the air conditioning system, make sure
that pneumatic system is depressurized.
- Check for correct elec. power supply.
- On PACK TEMP panel, set pack 1 and 2 P/Bs to AUTO.
- On COMP TEMP panel, set CKPT, FWD, MID and AFT temperature selectors to
AUTO.
- On ECAM control panel, press the COND pushbutton to get the AIR CONDITIONING
page on the system display.
OPERATING INSTRUCTIONS
Before using the BITE, conditions mentioned on the APU AND PACK DEMAND
CONTROLLER must be fulfilled.
1. Close all air conditioning C/Bs.
2. Switch off TRIM AIR (Hot air supply valve).
3. Check the trim air valves by manually operating the selectors. If position
indicators show smooth and complete travel from cold to hot and back,
valves are OK.

DATE : JUN 1996 DAC3802
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B.I.T.E.
1 - Connect the B.I.T.E. cable to the controller to be tested.
As soon as the cable is connected, provided both controllers are
electrically supplied, the test circuit is powered, the white light comes on.
If the component under test is OK, the green GO light comes on.
2 - Check all lights by pressing each one.
The light comes on, bulb is OK.
3 - Rotate the switch from 1 to 12. At each position, wait for the GO or NO GO light
to come on.
* GO proceed next position.
* NO GO refer to the table on the front face of the APU & PACK
DEMAND CONTROLLER to know which component has to be changed
then restart the test at position 1.
4 - When all positions are GO, sub-system is OK. Put back the switch to
position 1 and disconnect the B.I.T.E. cable.

DATE : JUN 1996 DAC3802
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STUDENT NOTES :

DATE : JUN 1996 DAC3802
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TEMPERATURE CONTROL : CARGO COMPARTMENTS - GENERAL

DATE : OCT 1990 DAC3905
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The cargo temperature regulation is achieved by adding regulated hot air to the

extracted cabin air.

DATE : OCT 1990 DAC3905
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TEMPERATURE CONTROL : CARGO COMPARTMENTS - OPERATION

DATE : OCT 1990 DAC400D
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Air delivered to the cargo compartments is a mixture of extracted cabin air and
regulated hot air supplied from the hot manifold.
Note : As both cargo compartment heating systems are similar, we will study the bulk
one only.

The system includes :
1 - A trim air valve.
2 - A zone temperature sensor.
3 - A duct temperature sensor.
4 - A bulk cargo temperature controller.

The temperature regulation can be operated automatically or manually.

AUTOMATIC MODE
The controller compares the zone sensor signal with the signal from the bulk cargo
temperature selector in order to produce an error signal to reposition the trim air valve.
The error signal is modified by the duct sensor signal to prevent the duct temperature
from reaching extreme limits during a control action.

Note : Cargo temperature regulation system is not connected to pack temperature
regulation system.

DATE : OCT 1990 DAC400D
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MANUAL MODE

With the MANUAL mode selector at MAN and holded at HOT, the controller action is
by-passed.
The selector acts directly on the trim air valve (here as HOT has been selected, the trim
air valve opens).

DATE : OCT 1990 DAC400D
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EXTRACTION

The air is extracted by an electric fan.
Then, after passing through an isolation valve, the air is exhausted under the
compartment itself, and heats the compartment floor.

The fan and the isolation valve are controlled by a pushbutton located on the
COMPARTMENT TEMPERATURE panel ( note : the fan only operates if the isolation
valve is fully open).

DATE : OCT 1990 DAC400D
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CARGO ZONE CONTROLLERS

The cargo zone controllers are located in 90 VU, just behind the cabin zone controllers.
Like the cabin controllers, they can be connected to the APU & PACK demand
controller for the BITE test.

DATE : OCT 1990 DAC400D
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STUDENT NOTES

DATE : OCT 1990 DAC400D
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21 - AIR CONDITIONING

TEMPERATURE CONTROL : CARGO COMPARTMENTS - MONITORING

DATE : OCT 1990 DAC410D
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There are four kinds of warning :

- Warnings due to an isolation valve disagreement.
- Warnings due to the fan failure.
- Warnings due to a duct overtemperature.
- Warnings due to a cargo smoke detection.

ISOL VALVE FAULT LIGHT

The FAULT legend integrated in the ISOL VALVE pushbutton comes on amber if the
valve position is in disagreement with its command.

DATE : OCT 1990 DAC410D
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EXTRACTION FAN FAILURE

In case of overheat (Temperature 90° C or 194° F) heat detectors incorporated in the
fan, will interrupt the fan power supply.

The trim air valve will close automatically.

An MFA called BULK CARGO located on maintenance panel will illuminate when called
on ground.

DATE : OCT 1990 DAC410D
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DUCT TEMPERA TURE 88° C OR 190.4 ° F

Remember.... an overtemperatur e switch is installed in each duct supplying the cabins
and the cargo compartment.

In case of overtemperatur e (88° C or 190.4 ° F) its purpose is to warn the crew by
illuminating the OVHT light integrated in the HOT AIR pushbutton, and to close the hot
air pressure regulating valve.

DATE : OCT 1990 DAC410D
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SMOKE DETECTION

Ionisation smoke detectors are installed in the cargo compartmen t ceiling.

In the event of smoke detection, the appropriate indicator on the
“CARGO COMPA RTMENT SMOKE DETECTIO N” panel illuminates and in addition, a
closure signal is sent to the trim air valve, the fan and the isolation valve.

Note : The ISOLATI ON VALVE pushbutton has to be reset to restore the system
normal operation after smoke cancellation.

DATE : OCT 1990 DAC410D
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STUDENT NOTES

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TEMPERATURE CONTROL : CARGO COMPARTMENTS - INDICATING

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Listed below are all the sensors involved in the cargo temperature regulation :

1 - Zone sensor, for ECAM display and panel indicating.

2 - Zone sensor, for controller signal.

3 - Duct overtemperau re switch, for overheat indication on panel and ECAM display.

4 - Duct sensor, for controller signal.

5 - Duct sensor, for ECAM display and the panel indicating.

ECAM DISPLAY

6 - Trim air valve position.

7 - Isolation valve position.

DATE : OCT 1990 DAC4208
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COMPA RTMENT TEMPE RATURE PANEL INDICATI NG

In addition to the ECAM display, the zone temperature and the duct temperature

indications can be displayed on the OVERHE AD panel by turning the rotary selector to

BULK.

Note : When not a CRT, the temperature indications on ECAM are replaced by XX.

DATE : OCT 1990 DAC4208
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STUDENT NOTE S

DATE : OCT 1990 DAC4208
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TEMPERATURE CONTROL : CARGO COMPARTMENTS - COMPONENT

REMOVAL/INSTALLATION

DATE : OCT 1990 DAC430A
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Listed below are all the sensors involved in the cargo temperature regulation :

1 - Zone sensor, for ECAM display and panel indicating.

2 - Zone sensor, for controller signal.

3 - Duct overtemperatur e switch, for overheat indication on panel and

ECAM display.

4 - Duct sensor, for controller signal.

5 - Duct sensor, for ECAM display and panel indicating.

Access to the zone sensors is from the ceiling panel 162BZ.

Access to the duct sensors is from the LH sidewall panels between frames 64 and 66.

DATE : OCT 1990 DAC430A
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ISOLATION VALVE AND EXTRACTION FAN

Access : access is from sidewall panels 151KW and 162EW.

ISOLATION VALVE

Power supply : 28VDC.

Butterfly type, controlled by actuator.

A visual position indicator indicates the valve position.

Note from M.E.L : The isolation valve may be inoperative in the closed position.

EXTRA CTION FAN

Power supply : 115VAC.

Thermoswi tches are fitted to the fan motor stator to isolate power supply to the motor if

the stator reaches 90 ° C.

TRIM AIR VALVE

Access : from the sidewall panel at frame 59.

Valve operation : the trim air valve is electrically actuated,

butterfly-type modulating and shutoff valve.

Power supply : 115VAC.

Limit switches are provided to stop the motor at the end of travel.

A manual drive and a visual position indicator are installed on the valve.

Note from M.E.L : The trim air valve may be inoperative in the closed position.

DATE : OCT 1990 DAC430A
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STUDENT NOTES

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TEMPERATURE CONTROL : CARGO COMPARTMENTS - TRIM AIR VALVE -
POWER & CONTROL

DATE : OCT 1990 DAC4402
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Trim air valves are controlled by the temperature controllers.

An opening or closure signal is sent to each trim air valve via the AUTO position of the
corresponding selector and relay 16HN de-energized.

Note that relay 16HN is de-energized when relay 17HN is de-energized too.

Relay 17HN monitors that there is NO smoke detection or no fan failure
(same function for relay 12HN).

A hot demand is shown.

DATE : OCT 1990 DAC4402
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TEMPERATURE CONTROL : CARGO COMPARTMENTS - ISOLATION VALVE &
EXTRACT FAN - POWER & CONTROL

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In normal operation, the isolation valve is opened and the extract fan Is running.

Relay 31HN is energized via the full open position of the isolation valve, and when there
is no fan overheat

SMOKE DETECTIO N

If smoke is detected, relay 1HN is energized, the isolation valve closes and the extract
fan stops (relay 31HN no longer supplied).

A the time, relays 12HN and 17HN are energized, therefore the trim air valves close.
(The functions of relays 12HN and 17HN are explained, in the trim air valve operation).

DATE : OCT 1990 DAC4502
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TEMPERATURE CONTROL : CARGO COMPARTMENTS - TEMPERATURE
CONTROLLER - POWER & CONTROL

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The temperature controller is powered via the auto position of the temperature selector

from bus bar 105XP.

The temperature controller receives signals from the temperature selector and the zone

sensor.

These signals are compared and an error signal is delivered.

An other signal coming from the inlet duct sensor is delivered and compared with the

previous resultant signal.

If the demand is HOTTER, the hotter stage is triggered and an opening signal is fed to

the trim air valve via the TEMP selector.

DATE : OCT 1990 DAC4602
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TEMPERATURE CONTROL : CARGO COMPARTMENTS - LRU BITE OPERATION

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The temperature controllers are located in 90VU, behind the cabin zone controllers.

Like the cabin controllers, they can be connected to the APU and PACK demand

controller for the BITE check.

DATE : OCT 1990 DAC4709
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DISTRIBUTION & VENTILATION : CABIN - GENERAL

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3 cabin fans controlled from the overhead panel are installed to recirculate air when

required.

After having circulated through the cabin, air is extracted through openings in lower

sidewall panels to ventilate cargo compartments.

DATE : OCT 1990 DAC4806
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DISTRIBUTION & VENTILATION : CABIN - COMPONENT
REMOVAL/INSTALLATION

DATE : OCT 1990 DAC5002
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RECIRCULATIO N FANS

Access : ceiling panels at FR 33, 43, 60.

Power supply : 115VAC.

Thermoswitches are fitted to the fan motor stator (if the temperature reaches 90° C
(194 ° F) it isolates the power to the fan).

FILTERS

They are double stage filters.

The 1st stage remove heavier dust particles which are dumped overhead via a line
adjacent to each filter.

The second stage is made of a disposable filtering cartridge to which access is from the
lower surface of the filter housing.

DATE : OCT 1990 DAC5002
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DISTRIBUTION & VENTILATION : CABIN RECIRCULATING FAN - POWER &
CONTROL

DATE : OCT 1990 DAC5109
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Since the electrical circuitry is the same for the three cabin fans we will see as an
example, the MID cabin fan operation.

When the cabin fan pushbutton 13HG is switched on and there is no fan overheat, relay
6HG is energized ; relay 7HG being de-energized.
At this moment, the fan is supplied by the 205XP.

OVERHEAT

If an overheat occurs (Temperature 90° C (194° F) in fan stator), the ground supplying
relay 6HG is removed.
Therefore, relay 6HG is de-enregized, causing the fan to be cut off and relay 7HG to be
energized.

At that moment, the MFA is triggered.

Note that fan operation is inhibited until the CAB FANS puhsbutton has been reset.

DATE : OCT 1990 DAC5109
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DISTRIBUTION & VENTILATION : CABIN RECIRCULATING - FAN OPERATION &
MONITORING

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When the CABIN FANS pushbutton is pressed in and with the packs in the normal
mode, approximately 40 % of the air existing in the outlets is recirculated by electric fans.
WARNINGS
A fan overheat of 90° C (194° F) causes the cutoff of the corresponding fan power
supply, and the white illumination of the corresponding MFA on the lateral panel.

DATE : OCT 1990 DAC490C
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DISTRIBUTION & VENTILATION : LAVATORIES & GALLEYS -
GENERAL/OPERATION/MONITORING

DATE : OCT 1990 DAC5209
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The LAVATORIES & GALLEYS are equipped with an automatic ventilation system to
eliminate unpleasant odors.
Air is tapped from the cabin distribution duct.
Then, it is extracted either by a fan operation (Ground or Flight and ∆P < 1psi) or by ∆P
effect (Flight and ∆P > 1psi).
The fan operation resumes as follows :
- Ground (Main LG compressed).
or
- Flight (Main LG extended) and ∆P < 1psi.

DATE : OCT 1990 DAC5209
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SAFETIES AND WARNINGS
If a fan stator overheat occurs (T > 90° C, 149° F), the fan stops and the
LAV & GALLEY Magnetic Fault Annunciator is triggered.
It will iluminate when called on the ground.

DATE : OCT 1990 DAC5209
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STUDENT NOTES

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DISTRIBUTION & VENTILATION : LAVATORIES & GALLEYS - COMPONENT
REMOVAL / INSTALLATION

DATE : OCT 1990 DAC5309
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EXTRACT FAN

Access : from access door 162BZ to the area aft of the bulk cargo compartment.
Power supply : 115VAC

Thermoswitches are fitted to the fan motor stator (if the temperature reaches 90° C
(194° F), it isolates the power to the fan).

DIFFERE NTIAL PRESSURE SWITCH

The pressure switch is located on the left side of the A/C, close to the racks blower.

DATE : OCT 1990 DAC5309
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DISTRIBUTION & VENTILATION : LAVATORIES & GALLEYS - EXTRACT FAN -
POWER & CONTROL

DATE : OCT 1990 DAC5402
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NORMAL OPERATION

Aircraft on ground or ∆P < 1psi.

The operation is fully automatic.

When the aircraft is on ground (153GB energized) or when the aircraft ∆P is lower than
1psi and when there is no fan overheat condition, relay 6HU is energized causing the
fan to be electrically supplied by the 106XP and relay 7HU to be de-energized.

Therefore, under the conditions listed above, the FAN RUNS.

Aircraft in flight and ∆P > 1psi.

As soon as the aircraft is in flight and the ∆P is higher than 1psi, relay 6HU is no
longer energized causing the FAN to STOP.

OVERHEAT CONDITI ON

When an overheat condition occurs (T > 90° C, 194° F) the ground supplying relay 6HU
is removed.

Therefore, relay 6HU is de-energized causing the fan supply to be cut off and relay 7HU
to be energized.

At this moment, the MFA is triggered and the positive supply of the 6HU is cut off.

DATE : OCT 1990 DAC5402
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DISTRIBUTION & VENTILATION. ELECTRONICS RACKS : GENERAL

DATE : OCT 1990 DAC5509
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RACKS VENTI LATION ON GROUND

On ground, with the air conditioning off, the air used for racks ventilation comes from

overboard via open service door 121BL ; then after racks ventilation the air is sent

overboard through a valve called OVERB OARD EXTRA CT VALVE.

DATE : OCT 1990 DAC5509
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RACKS VENTILATION IN FLIGHT

In flight, with the air conditioning ON, air is drawn from the cockpit through lateral

orifices in the floor.

A supplementary supply of fresh air is provided from the cockpit distribution duct.

After elec. equipment ventilation, the air is sent under the FWD cargo compartment via

a valve called CARGO UNDERFLOO R VALVE .

DATE : OCT 1990 DAC5509
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Let us see more system details.

VENTI LATION

After passing through an accordion pleated grille and a filter the air is forced to the

avionics by one of the two blowers, the other one being in standby.

The blower operation and selection at low or high speed is fully automatic.

Normal distribution flow operation is monitored by a low flow detector.

EXTRA CTION

Then, the air is forced by an extract fan and ducted either by the extract valve to

overboard or by the cargo underfloor valve to the cargo underfloor compartment.

The fan operation at low or high speed is fully automatic.

The valve transfer is also fully automatic.

Normal extraction flow operation is monitored by a low flow detector.

DATE : OCT 1990 DAC5509
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DISRIBUTION & VENTILATION : ELECTRONICS RACKS OPERATION

DATE : FEB 1995 DAC560B
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VENT PANEL

DATE : FEB 1995 DAC560B
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OVERBOARD EXTRACT VALVE PUSHBUTTON SWITCH
The switch is operated to close the overboard extract valve if required.
In normal configuration, the switch is pressed in (AUTO).
FAULT light illuminates if there is a disagrement between the valve and
its command.
EXTRACT PUSHBUTTON SWITCH
In normal configuration, the pushbutton is pressed in.
FLOW light illuminates to indicate an insufficient extraction airflow.
When released out, OVBD comes on, and the overboard extract valve
partially opens in order to increase the extraction airflow.
BLOWER FAULT WARNING LIGHT
In normal configuration, the fault warning light is extinguished.
OVBD/INBD annunciator
The double indication annunciator displays the path taken by the
extraction airflow.

DATE : FEB 1995 DAC560B
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BLOWER OPERATION LOGIC

DATE : FEB 1995 DAC560B
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Electrical power on :
Let’s suppose the aircraft has landed with blower in operation.
When aircraft electrical power is established, blower runs at high speed.

One engine running or one pack valve opened or ignition rotary selector operative (A,B
or CRANK).
As soon as one engine has started or one pack valve is opened or the
ignition selector is at A, B or CRANK, there is a transfer from high to
low speed.

On ground : blower breakdown without air conditioning.
A low flow is detected.
FAULT light & MASTER CAUTION illuminates, HORN & WARNING
DISPLAY are energized.
Two solutions:
- switch off or disconnect electrical power
- start air conditioning packs.

On ground : blower breakdown with air conditioning.
A low flow is detected.
FAULT light & MASTER CAUTION illuminate, HORN & WARNING
DISPLAY are energized.
The two air conditioning packs produces ventilation.
The aircraft can take-off after flow verification and FAULT suppression.

In flight : blower breakdown with air conditioning.
If the air conditioning flow decreases :
- AVNC Blower (memorized fault annunciatoin) illuminates.
- FAULT is inoperation; this function is controlled by the landing gear
switch.

DATE : FEB 1995 DAC560B
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RACK EXTARCTION AIRFLOW LOGIC

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Electrical power on, no engine running.
To ensure a good airflow when both engines are not running the extract
fan runs at high speed, the cargo underfloor valve being closed white
the overboard extract valve is opened.
Both engines running :
With both engines running or the aircraft in flight, air is extracted and
used to heat the cargo underfloor.
- the extract fan runs at low speed.
- the cargo underfloor valve is open.
- the overboard extract valve is closed.
Low flow :
When a low flow is detected, flow light illuminates.
OVBD is selected in order to increase the airflow :
- the extract fan runs at low speed.
- the cargo underfloor valve closes.
- the overboard extract valve partially opens.
Overboard extract valve pushbutton OFF.
The overboard extract valve can be closed by usnig its corresponding
pushbutton.
When OVBRD pushbutton is selected OFF:
- the extract valve fan runs at low speed.
- the cargo underfloor valve opens.
- the overboard extract valve closes.

DATE : FEB 1995 DAC560B
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STUDENT NOTES :

DATE : FEB 1995 DAC560B
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DISTRIBUTION & VENTILATION : ELECTRONICS RACKS - ECAM INDICATING

DATE : OCT 1990 DAC5709
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DATE : OCT 1990 DAC5709
172
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DISTRIBUTION & VENTILATION : ELECTRONICS RACKS - COMPONENT
REMOVAL/INSTALLATION

DATE : OCT 1990 DAC5809
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CAUTIO N

For component replacement in the rack ventilation system, the aircraft electrical network
must be de-energized if the :

- Maintenance work exceeds 30 min.
- Ambient temperature exceeds 86° F.
- The aircraft is not conditioned.

AIR FILTER

Access : from access doors 121BL and 131AZ.

The filter serves to remove the dust and nicotine contained in the air supplying the
blowing system.

The filter consists of one cleanable filter cartridge contained in a housing with access
door.

DATE : OCT 1990 DAC5809
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BLOWER, EXTRACT FAN

Access : from access doors 121BL, 131AZ, 134AR.

Description :

- Type axial.
- Power supply : 115VAC.
- Two speeds : 7500rpm at low speed ; 11000rpm at high speed.

Notes from M.E.L :

BLOWER FAN : may be inoperative.
EXTRACT FAN : may be inoperative.

FLOW DETECTO RS

Access : from access doors 121BL, 131AZ, 134AR.

Flow detectors are interchangeable.

CARGO UNDERFLOW VALVE

Access : from access door 134AR.

Description :

Butterfly type, electrically controlled by a 28VDC operated motor.
The valve has only two positions : fully open of fully closed.
A visual position indicator indicates the valve position.

Note from M.E.L : The valve may be inoperative provided the MODE SEL pushbutton is
switched to the OVBD position (half open).

EXTRACT VALVE

Access : from access door 134AR.

Description :

When powered (28VDC) a motor connected to a threaded shaft drives the valve.
4 microswitches (2 for intermediate) allow indicating the valve position.

Note from M.E.L : The valve may be inoperative provided it is
manually set to half open.

DATE : OCT 1990 DAC5809
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MANUAL OPERATION

Can be open or closed.

Release the handle.

Pull and turn the handle, align it to its axis.

Push handle to engage threaded shaft.

Rotate handle until required position is obtained.

Pull handle to disengage threaded shaft.

Re-stow handle.

DATE : OCT 1990 DAC5809
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DISTRIBUTION & VENTILATION : ELECTRONICS RACKS - BLOWER -
POWER & CONTROL

DATE : OCT 1990 DAC5909
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BLOWE R OPERATION.

Blower circuit is shown.
The blower can run at low or high speed.

The relay 90HQ controls the blower operation at either low or high speed.

An overheat detector (OD) is located on the blower.

1 - ELECTRI CAL POWER ON (90HQ de-energized).

Let’s suppose blower is in operation.

As soon as the electrical power is established, blower runs at high speed.

2 - ONE ENGINE RUNNING or IGNITIO N ROTARY SELECTOR AT START or
ONE PACK VALVE OPEN (90HQ energized).

Under the conditions listed above, the blower runs at low speed.

DATE : OCT 1990 DAC5909
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ELECTRONICS RACKS : AIR EXTRACTION POWER/CONTROL/MONITORING

DATE : OCT 1990 DAC6009
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EXTRACTION ELECTRICAL SYSTEM
Here is the electrical circuitry for the rack extraction system.
We are going to see how the fan, the underfloor valve and the overboard extract valve
operate depending on the following phases :
- both engines stopped
- both engines running
- low flow detected.

DATE : OCT 1990 DAC6009
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GROUND & BOTH ENGINES STOPPED
Under those conditions and no ditching configuration, the relay 68HR is energized.
Concerning the extract fan ; the overheat detector is inoperative, the fan runs at high
speed.
Concerning the underfloor valve ; relay 71HR is energized. The underfloor valve closes.
Concerning the overboard extract valve ; relay 71HR is energized and relay 69HR is
de-energized (OVBD not selected).
The overboard extract valve opens.

BOTH ENGINES RUNNING
When both engines are running relay 79HR is de-energized.
Concerning the extract fan ; relay 70HR is energized via the reset position of relays
79HR and 76HR.
The fan runs at low speed.
Concerning the overboad extract valve ; relay 71HR being de-energized.
The overboard extract valve closes.

LOW FLOW DETECTION
When a low flow is detected, the FLOW warning light illuminates.
The procedure requires to switch on the OVBD function.
The OVBD light illuminates.
Concerning the extract fan ; relay 70HR is energized via the OVBD position of the 66HR.
The extract fan runs at low speed.
Concerning the underfloor valve ; relay 71HR is energized.
The underfloor valve closes.
Concerning the overboard extract valve ; relay 69HR is energized.
The overboard extract valve opens at intermediate position.

DATE : OCT 1990 DAC6009
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STUDENT NOTES

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PRESSURIZATION : GENERAL

DATE : OCT 1990 DAC6101
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Two identical and independant automatic pressure control systems, control two outflow
valves to regulate cabin pressure.
Only one system operates at time ; the other one being in standby.
Each valve has 2 auto motors (1 & 2) ; each motor is controlled by its respective
controller.
A manual control system is provided in case of failure of both controllers.
In this case, the outflow valves are controlled by a third motor called MAN motor.

DATE : OCT 1990 DAC6101
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PRESSURIZATION : STATIC PRESSURE SUPPLY

DATE : OCT 1990 DAC6201
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SYS 1 cabin pressure controller 105HM and the cabin differential pressure indicator are
supplied through the F/O static probes.

SYS 2 cabin pressure controller 106HM is supplied through the STBY probes.

The static pressure line systems are drained by means of drain valves located between
fr 25 and fr 26-32.

Press the PUSH TO DRAIN valves until water contained in air data line system is
eliminated.

DATE : OCT 1990 DAC6201
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PRESSURIZATION : PANEL DESCRIPTION

DATE : OCT 1990 DAC6301
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FWD & AFT OUTFLOW VALVE PUSHBUTTONS
These pushbuttons are used to close the valves if required (e.g. ditching).
In normal configuration, both pushbuttons are pressed in.

OUTFLOW VALVE POSITION INDICATORS
Indicate the position of the corresponding outflow valve : Closed (C) ; Open (O).

AUTO PRESS/REG 1 & 2 PUSHBUTTON LIGHTS
When one REG PUSHBUTTON light is released out (OFF illumination), the
corresponding controller is no longer operating.
(Electrical power supply cut off, transfer or confirmation of the transfer to the other
system, prevention of transfer towards this controller).

PUSH TO SEL PUSHBUTTON LIGHTS
- The triangle, when illuminated shows the operating system.
(Automatic changeover between flights and following failures).
- The alternative system may be selected manually by pressing the
appropriate pushbutton.

RATE LIMIT SELECTOR
Selects the rate of change limit of the cabin altitude.
The HI position is used when the aircraft weight is below 120T.

CAB V/S MIN SEL POSITION HI MAX
(ft/mn) NORM
CLIMB 100 500 666 1670
DESCENT 60 300 400 1000

DATE : OCT 1990 DAC6301
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RATE & LO ∆P LIGHTS
- RATE : comes on to indicate that the RATE LIMIT selector is not at NORM.
- LO∆P : when on, advises that due to a high rate of A/C descent, the differential
pressure tends to zero.

MAN PRESS PUSHBUTTON
The arrow comes on when both automatic systems have failed to indicate that the
manual system must be used.
When pressed in, the manual mode is selected.
Automatic systems are disconnected, the arrow and both “REG” FAULT lights illuminate.

V/S CTL TOGGLE SWITCH
When the arrow comes on, the switch is used to manually control the outflow valve
manual motors.
(UP : Open ; DOWN : closed).

LANDING ELEVATION SELECTOR
By turning the knob, the elevation of the destination airport is set before takeoff.

BARO KNOB
On the altimeters, the BARO knob allows the setting of the reference used for baro
correction, in MB and IN HG.

DATE : OCT 1990 DAC6301
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PRESSURIZATION : OPERATION

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The pressurization system based on the information shown above will perform :

- A prepressurization law.
- A pressurization law.
- A depressurization law.

We are going to study the prepressurization law, the pressurization law and the
depressurization law in detail.

DATE : OCT 1990 DAC6401
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PREPRE SSURIZA TION

In order to avoid a cabin pressure bump at takeoff the controller in operation will control
a prepressurization sequence.

When the aircraft is on ground (Main shock absorbers compressed) with both engines
running (Oil low press switches) and when the throttle corresponding to the controller in
operation is higher than 22° the prepressurization sequence starts.

The outflow valves will regulate a cabin rate of descent of-500ft/mn.

15 sec. after the aircraft has taken off, the prepressurization sequence stops.

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PRESSURIZATI ON

At the end of the prepressurization sequence, the pressurization sequence starts.

The pressurization law is designed to have a max P of 8.25psi in cruise with a
maximum norm. cabin altitude of 8000ft.

The cabin altitude being a function of the aircraft altitude.

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DEPRES SURIZAT ION

In order to avoid a cabin pressure bump, the aircraft lands with the cabin pressurized.

After landing, the controller in operation will control a depressurization sequence.

When the aircraft is on ground (Main shock absorbers compressed) and the throttle
corresponding to the controller in operation is lower than 22°, a depressurization
sequence starts.

Both outflow valves will regulate a cabin rate of climb of + 500ft/mn.

45 sec. after the aircraft has landed, a full open signal is sent to both outflow valves.

The outflow valves will stay open until a new prepressurization sequence is initiated.

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Here is a flight profile which summaries all the steps we have looked at.

1 - Electrical power OFF both outflow valves are open.
2 - Crew action baro setting landing elevation.
3 - One engine running, no change.
4 - Both engines, running, controller transfer.
5 - Throttle > 22° prepressurization sequence.
6 - Takeoff : no change.
7 - 15 sec. after takeoff, end of prepressurization, start of pressurization.

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1 - Flight : The selected automatic controller generates signals for positioning the outflow
valves following the pressurization law.
2 - Throttles < 22 ground : Depressurization phase starts, the outflow valves regulate at
a cabin rate of + 500ft/mn.
3 - The outflow valves open completely.
4 - Two engines off : No change.
5 - Electrical power off : No chnage.

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STUDENT NOTES

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PRESSURIZATION : OPERATION (2)

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Here is schematic showing the prepressurization logic.
- ENG 1 & 2 RUNNING (Oil low press switches).
- Corresponding throttle 22° (45HM).
- RH and LH shock absorbers compressed (159GB, 144GB).
The prepressurization sequences starts.
15 sec. after takeoff, the prepressurization stops.

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The controller will compute also the pressurization.
Here are schown the information used for the pressurization law by the controller N°1.

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The schematic shows the principle of outflow valve control in auto mode.
The error signal is supplied in parallel to FWD outflow valve and the AFT outflow valve,
but please, note that the error signal to the AFT outflow valve passes through the FWD
outflow valve.
The error signal can be :
- prepressurization signal,
- depressurization signal,
- signal according to the cabin press law (normal flight conditions).
- 100 % open valve signal from RAM AIR control.
The SYSTEM MONITORING checks that both FWD and AFT outfllow valves are driven
and that the travel matches the error signal demand.
In case of ABNORMAL OPERATION of either, the pressurization controller or outflow
valve(s), warnings will be triggered and automatic transfer to order controller will occur.
On the ground, BITE allows to troubleshoot the pressurization system.

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Here is shown the schematic of the depressurization :
- Corresponding throttle (45HM) 22°.
- RH and LH shock absorbers compressed (159GB, 144GB).
The depressurization sequence starts.
45 sec. later valve receives a FULL Open signal.

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The MANUAL MODE motor is controlled by action on the toggle switch until either limit
sensor is triggered.
UP selection causes valve opening to increase cabin altitude.
DOWN selection causes closing to decrease cabin altitude.
The position transmitter is used to supply valve position to the ECAM system and to the
indicator located on the pressurization panel.

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PRESSURIZATION : SYSTEM TRANSFER (1)

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In normal operation, there are two controllers one being in operation, the other in

standby.

Here the controller n° 1 is sending a signal to the motor n° 1 of both outflow valves.

A transfer is provided at each flight or after a failure.

New motor n° 2 of both outflow valves is controlled by controller n° 2.

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PRESSURIZATION : SYSTEM TRANSFER (2)

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The system n° 2 was in operation at previous flight.

A ground at the inhibition input of controller n° 1 cut off the 28VDC supply to the outflow
valves n° 1 motors and unlocks the SEL CTL output for transfer at erach flight.

nd
As soon as the 2 engine has started (oil low press switch) the SEL CTL output can
deliver a ground.

At this moment the bistable relay 139HM is energized the ground of the inhibit input to
the controller n° 1 is cut off ; thus the controller n° 1 operates and the 28VDC power is
supplied to the auto motors.

At the same time the controller n° 2 is inhibited and the 28VDC to the auto motors is
cut off.

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At any moment the pilot can select the system he wants.

When the PUSH TO SEL pushbutton 137HM is pressed, the relay 139HM is energized.

At this moment the ground to the inhibition input of the controller n° 1 is cut off while
ground is delivered to the inhibition input of the controller n° 2.

In the same time a ground is available at the SYS SEL output in order to illuminate the
triangle of the pushbutton 137HM.

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Loss of power supply.

Now we are going to look at two cases of failure causing a transfer.

First transfer after a loss of power supply.

The controller n° 2 is in operation.

The A/C POWER MONITOR delivers a ground.
The relay 132HM is energized.
Let’s suppose the controller is no longer supplied.

The ground is now removed.
As soon as the ground is removed, the relay 132HM is deenergized.
The FAULT light is illuminated and the SEL INPUT of the controller in standby is
triggered.

When the SEL INPUT is triggered the SEL CTL output delivers a ground impulse after a
time delay of 3 seconds.
The relay 139HM is then energized.

Thus a ground is delivered to the inhibit input of the controller n° 2 while it is removed
at the controller n° 1 inhibit input.

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Let’s see now how a transfer is performed in case a FAULT occurs.

Controller n° 2 is in operation.

When a fault is detected by the controller the FAULT MONITOR output and the
SWITCHING CTL output receive a ground.

This causes the FAULT light illumination of the pushbutton 134HM.

At the same time the relay 139HM is energized down.

This causes the ground to the inhibit input of the controller n° 2 to be triggered and the
ground to the inhibit input of the controller n° 1 to be removed.

A transfer has been performed.

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STUDENT NOTES

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PRESSURIZATION : MANUAL MODE OPERATION

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Let’s suppose both controllers have failed and the pressure parameters are too high.

Both REG FAULT lights illuminate.

When the “REG” pushbutton lights are selected off, the arrow light illuminates.

Note : Although the toggle switch now controls the valves, the procedures require the
confirmation of the transfer to manual.

By using the toggle switch, the third motor (manual) of the outflow valves is operated,
thus controlling the amount of airflow.

Note : The manual mode can be selected at any time by setting the MAN PRESS
pushbutton to ON.

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PRESSURIZATION : MANUAL MODE - POWER & CONTROL.

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Configuration : Normal, controller 1 or 2 in operation.

Let’s suppose that both controllers have failed (both REG lights illuminated) and that
both REG pushbutton have been selected OFF.

The OFF selection causes :

- The OFF lights and the arrow light illumination.
- The 115VAC power cut off the 2 controllers.
- The possibility to control the outflow valves by their third motor (MAN)
via the toggle switch.

Note that although the toggle switch controls the valves the procedure requires to select
the MAN pushbutton in order to confirm the manual mode.

If MAN is selected without controller failure the operation is the same.

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PRESSURIZATION : OUTFLOW VALVE - OPERATION

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Each outflow valve has 3 motors (2 automatic controlled motors and 1 manually
controlled motor).

They control the same shaft which is connected to a butterfly.
The motor are controlled via an electronic box which has four main sub-systems.

- Control of motor number 1 (automatic control).
- Control of motor number 2 (automatic control).
- Control of motor number 3 (manual control).
- Position monitoring.

The controller number 1 controls ONLY the motor number 1.
The controller number 2 controls ONLY the motor number 2.
The Toggle switch controls ONLY the motor number 3.

Note : Only one is operating at a time.

On the butterfly shaft is mounted a position detection box, which receives signals
from :

- Two resolvers for feed back signals.
- One inductif sensor for indicating.

The feed back signals are independent ONE for each auto-mode motor.

When a controller is in operation, the 28VDC is available at the motor input, while the
other motors are not electrically supplied.

The electronic box has a MAN SELECT input triggered in case of ditching or MAN
selection.

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PRESSURIZATION : SAFETY VALVE - OPERATION

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Two safety valves are installed in the pressurized area.
They operate independently and perform the following safety functions :

- Overpressure safety (positive p).
- Negative pressure (negative ∆P).

Since both valves are under the aircraft floatation line, they are fitted with a rack device
to hold the flap in the closed position in case of ditching.
They are normally closed in flight and on the ground.

If one valve has opened, the information is stored in an MFA which will illuminate when
the ANNUNCIAT OR LIGHTS is in the READ position.

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SAFETY VALVE OPERATION

In normal configuration, the valve is pring loaded closed.

Its rack motor is not energized and the rack is in up position.

When the ditching is operated (both outflow pushbutton OFF), the rack motor is
energized and drives the rack down in order to secure the valve in closed position.

OVERPRESS URE SAFETY FUNCTION

When ∆P is too high (8.85psi), the manometric capsules expand allowing the control
chamber to be connected to the atmosphere.

Then, due to the ∆P, the control chamber pressure flows through the manometric
capsule causing the valve to open.

A microswitch sends a signal to the lateral panel to illuminate the corresponding OVER
PRESS MFA.

NEGATIVE PRESSURE SAFETY FUNCTION

When the external pressure exceeds the cabin pressure by 0.15psi, the negative
pressure valve and the main valve move up to equalize the pressure.

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STUDENT NOTES

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PRESSURIZATION : DITCHING MODE

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The OUTFLOW pushbuttons are used for ditching ONLY.

They are guarded.

When the ditching configuration is selected :

- Both outflow valves close.
- Both safety valves close (if open).
- Both pack flow control valves close.
- The overboard extract valve closes (if open).
- The emergency ram air closes (if open).

Let’s suppose that both OUTFLOW pushbutton are selected OFF.

This causes :

- The cut off of the outflow valves motors 1 and 2 (cut off of the 28VDC supply in the
controllers).

- The outflow valves closure by their manual motor (one signal for the mode selection,
nd
the 2 one for the order).

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The closure of the safety valves by their rack motor.

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PRESSURIZATION : MONITORING

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WARNINGS

The warnings are divided in two groups :

- Warnings illuminating the REG FAULT light and causing an automatic

transfer to the other controller.

- Warnings which do not cause an automatic transfer.

CONTROLLER FAILURE

When a controller failure occurs, there is an automatic transfer to the other controller,

followed by the REG FAULT light illumination and the ECAM activation.

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Here are all the warnings concerning the pressurization system.

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STUDENT NOTES

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PRESSURIZATION : ECAM INDICATING

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PRESSURIZATION : SYSTEM TEST FROM REAR PANEL

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The test can be performed only if the following conditions are fulfilled :

- RH and LH shock absorbers compressed.
- Both engines shut down.
- Corresponding throttle < 22°.
- RATE LIMIT selector at NORM.
- Outflow valves pushbutton lights on.
- Barometric correction knobs pushed.
- SYS SEL switch selected to the system to be tested (no ground at the
inhibition input).
- RAM AIR not selected.

Provided that system 1 is selected, the SYS TEST pushbutton must be pressed and
held.

The light flashes (4 or 5 times) then remains illuminated when the scanning sequence of
the internal checks is correct.

During the test, all cabin pressure warnings are triggered.

Then, SYS TEST pushbutton must be released out.

The “OK” light goes off.

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PRESSURIZATION : COMPONENT - REMOVAL/INSTALLATION

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OUTFLOW VALVES
Access :
- From access door 811 FOR FWD outflow valve.
- From access door 162AZ for AFT outflow valve.

VALVE DESCRIPTION
The valve is fixed on the A/C structure by 4 rods.
It consists of :
- A body.
- 2 brushless motors (auto 1 & 2) and one direct current motor (manual) connected on
the butterfly via a reduction gear box (epyciclic gear train).
- An electronic control unit.
- A valve position box and a protection grid.

SAFETY VALVES
Access : from access door 136AR.

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PRESSURE CONTROLLERS
Access : from access door 132AZ.
The pressure controllers are located on the 90VU.
On the front face of the controllers, there are two pressure connections (one for static
pressure, one for cabin pressure).

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STUDENT NOTES

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PRESSURIZATION : LRU BITE OPERATION

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Trouble shooting of the pressurization system, uses a BITE.
The BITE is normally carried out on the ground after a failure has been reported.
Pressure controllers are located on rack 90VU.

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Provided :
- Aircraft is on the ground.
- Both throttles are set below 22°.
- Both engines are stopped.
- AC & DC power are available.
When you performed the BITE test...
You have to rotate the BITE selector clockwise step by step...
For each position, you must press the Push to Test pushbutton.
At position 1, the BITE OK light illuminates this means the test is OK...
Note : In some positions, during the test sequence the BITE OK light will flash.
In all cases, the test sequence period must not exceed 20 seconds.
The BITE selector is now in position 2.
For position 2, the BITE OK light does not illuminate, a fault has been detected.
The action required is to check the aircraft wiring.
When the problem has been solved, restart the test at position 1.
The test is completed when for all positions, the BITE OK light illuminates.

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Position 1 :
CAUSES ACTION
Bulb. Check.
Electrical supply. Check 115VAC 400Hz available.
Controller internal short circuit. Check C/B pops “OUT” if controller supplied.
C/B “IN” if controller NOT suppled.
Position 2 :
CAUSE ACTION
DC power not available. Check A/C electrical wiring lable.

Position 3 :
CAUSE ACTION
Controller. Replace controller.
CAUTION : The temperature must be between 15 and 45° and door 121BL open.

Position 4 :
CAUSE ACTION
A/C logic. Check : System selected throttles at idle.
Engines shut down.
NO CONTROL SIGNALS FOR :
OUTFLOW VALVE, STD, ALT, RAM,
AIR, TEST OK.
Check landing gear relays supplies.
Check electrical wiring.

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Position 5 :
CAUSE ACTION
Selector Not in the right Check selector at NORM.
configuration.
Connections. Check selector connected or supply from
controller available.
Check wiring and connector between rate
selector and controller.
Controller (Improbable). Replace controller.

Position 6 :
CAUSE ACTION
Selector supply. Check.
Connections. Check wiring and connector between landing
elevation selector and controller.
Controller (Improbable). Replace controller.

Position 7 :
CAUSE ACTION
Connections. Check 26VDC and sinus signal.
Controller (Improbable). Replace controller.

Position 8 :
CAUSE ACTION
Forward valve. Check.
Forward valve wiring. Check.

Position 9 :
CAUSE ACTION
Aft valve. Check.
Aft valve wiring. Check.

Position 10 :
Check LO P, V/S, Passenger signs, FAULT, EXCESS ALT warning lights and OK light
are OFF.
Check system auto selection when other system electrical supply is cut off.
a - If both checks are OK, check electrical wiring.
b - If ONE warning illuminated, disconnect controller.
b1 - If one warning still existing, check wiring.
b2 - If warning disappears, replace controller.

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STUDENT NOTES

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PRESSURIZATION : CONTROLLER - POWER & CONTROL

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Here are shown the electrical supply for the controller numero 2 and the FWD and AFT

outflow valves.

In order to get the controller electrically supplied the REG pushbutton must be in normal

configuration and the manual mode not selected.

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