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Training Manual

A319 / A 320 / A321

ATA 36
Pneumatic
ATA 30-10
Wing Anti Ice

ATA Spec.104 Level 3

Lufthansa Issue: OCT. 97


Technical Training GmbH For Training Purposes Only
Book No: LH A319/20/21 36 B12M E Lufthansa Base Lufthansa 1995
For training purpose and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt


D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84

Lufthansa Base Hamburg


Weg beim Jger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
TABLE OF CONTENTS
ATA 36 PNEUMATIC . . . . . . . . . . . . . . . . . . . . . . . . . 1 REGULATED PRESSURE TRANSDUCER . . . . . . . . . . . . 56
CONTROL TEMPERATUR SENSOR . . . . . . . . . . . . . . . . . 56
36-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 36-12 APU BLEED AIR SUPPLY & CROSSBLEED SYSTEMS . 58
PNEUMATIC SYSTEM INTRODUCTION . . . . . . . . . . . . . 2 APU BLEED-AIR SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . 58
PNEUMATIC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . 4 CROSS BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
36-00 PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 APU LOAD BLEED CONTROL VALVE . . . . . . . . . . . . . . . 62
AIRCONDITIONING PANEL DESCRIPTION . . . . . . . . . . 6 APU BLEED CONTROL VALVE SCHEMATIC . . . . . . . . . 64
ECAM CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . 8 APU BLEED CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . 66
ECAM BLEED PAGE DESCRIPTION . . . . . . . . . . . . . . . . 10 3 HIGH PRESSURE GROUND CONNECTOR . . . . . . . . 68
ECAM BLEED PAGE DESCRIPTION ( CONT. ) . . . . . . . 12 PRESSURE SERVICE DESCRIPTION . . . . . . . . . . . . . . . 70
ECAM - WARNINGS / MESSAGES . . . . . . . . . . . . . . . . . . 14 36-10 ENVIRONMENT PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 72
CIRCUIT BREAKER PANEL 49 VU . . . . . . . . . . . . . . . . . . 16 VENTILATION OF THE WING LEADING EDGE . . . . . . . 72
CIRCUIT BREAKER PANEL 122 VU . . . . . . . . . . . . . . . . . 18 PROTECTION OF THE WING LEADING EDGE . . . . . . . 74
36-00 BASIC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 PROTECTION OF THE PYLON . . . . . . . . . . . . . . . . . . . . . 76
PNEUMATIC SYSTEM LRUS DESCRIPTION . . . . . . . . . 20 PRESSURE RELIEF DOOR OF THE PYLON . . . . . . . . . 78
LINE REPLACEABLE UNITS ( LRUS ) . . . . . . . . . . . . . . . 22 PROTECTION OF THE NACELLE . . . . . . . . . . . . . . . . . . . 80
36-00 BLEED MONITORING COMPUTER . . . . . . . . . . . . . . . . . . . 24 36-22 AIR LEAK DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 82
BLEED AIR MONITORING COMPUTER (BMC) . . . . . . . 24 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
BLEED MONITORING COMPUTER (CONT.) . . . . . . . . . . 26 LEAK DETECTION SYSTEM ( CONT. ) . . . . . . . . . . . . . . 84
36-11 ENGINE BLEED AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 28 ECAM - WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
ENGINE BLEED AIR COMPONENTS CFM56-5 . . . . . . . 28 TSM INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
HIGH PRESSURE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 30 36-10 SYSTEM TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
HIGH PRESSURE BLEED VALVE OPERATION . . . . . . . 32 BMC POWER UP TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
INTERMEDIATE PRESSURE CHECK VALVE . . . . . . . . . 34 CFDS SYSTEM REPORT/TEST . . . . . . . . . . . . . . . . . . . . . 88
PRESSURE REGULATING VALVE . . . . . . . . . . . . . . . . . . 36 SYSTEM REPORT/TEST BMC . . . . . . . . . . . . . . . . . . . . . . 90
PRESSURE OPERATING VALVE OPERATION . . . . . . . 38 SYSTEM REPORT/TEST BMC . . . . . . . . . . . . . . . . . . . . . . 92
PRESSURE REGULATING VALVE CONTROL . . . . . . . . 40 SYSTEM REPORT/TEST BMC . . . . . . . . . . . . . . . . . . . . . . 94
ENGINE BLEED FAULT WARNING . . . . . . . . . . . . . . . . . . 42 CURRENT STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
TEMPERATURE LIMITATION THERMOSTAT . . . . . . . . . 44
OVERPRESSURE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 46
PRECOOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 ATA 36 A321 DIFFERENCES . . . . . . . . . . . . . . . . . 105
FAN AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
36-10 PNEUMATIC DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . 105
TEMPERATURE CONTROL THERMOSTAT . . . . . . . . . . 52
ENGINE BLEED AIR COMPONENTS IAE V2500 . . . . . . 106
TRANSFER PRESSURE TRANSDUCER . . . . . . . . . . . . . 56

Page: i
TABLE OF CONTENTS
HIGH PRESS. BLEED VALVE CONTROL . . . . . . . . . . . . 108
HPV SOLENOID LOCATION . . . . . . . . . . . . . . . . . . . . . . . . 110

ATA 36 A319 DIFFERENCES . . . . . . . . . . . . . . . . . 112


36-11 ENGINE BLEED SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . 112
IP / HP BLEED SWITCHING OVERRIDE SYSTEM . . . . 112

ATA 36 TROUBLE SHOOTING EXAMPLE . . . . . . 114


STUDENT RESPONSE QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
SELF EXAMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
STUDENT NOTES: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

ATA 30 ICE & RAIN PROTECTION . . . . . . . . . . . . 120


30-10 WING ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
PANEL DESCRIPITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
WING ANTI ICE ECAM INDICATION . . . . . . . . . . . . . . . . . 126
WING ANTI-ICE ECAM WARNINGS AND MESSAGES 128
WING ANTI ICE C/B ON PANEL 49VU . . . . . . . . . . . . . . . 130
WING ANTI ICE COMPONENTS . . . . . . . . . . . . . . . . . . . . 132
WING ANTI ICE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
AIR SUPPLY DUCTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
CFDS SYSTEM REPORT/TEST . . . . . . . . . . . . . . . . . . . . . 138
STUDENT RESPONSE QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
SELF EXAMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

Page: ii
TABLE OF FIGURES
Figure 1 COMPONENT LOCATION - FUSELAGE . . . . . . . . . . . 3 Figure 35 3 HP GRD Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 2 Pneumatic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 36 Pressure Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 3 AIR CONDITIONING PANEL 30 VU . . . . . . . . . . . . . . . . . 7 Figure 37 Wing and Pylon Ventilation . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 4 ECAM CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 38 Pressure Relief Access Panel Installation . . . . . . . . . . . . 75
Figure 5 BLEED Page - Lower ECAM Display Unit . . . . . . . . . . . 11 Figure 39 Pressure Relief Door - Pylon Leading Edge . . . . . . . . . 77
Figure 6 BLEED Page - Lower ECAM Display Unit . . . . . . . . . . . 13 Figure 40 Pressure Relief Door - Pylon / Wing Interface . . . . . . . . 79
Figure 7 Engine and Warning Display Unit . . . . . . . . . . . . . . . . . . . . 15 Figure 41 Pressure Relief Door - Nacelle . . . . . . . . . . . . . . . . . . . . . 81
Figure 8 OVERHEAD C/B PANEL 49VU . . . . . . . . . . . . . . . . . . . . . 17 Figure 42 Leak Detection Loops - General Schematic . . . . . . . . . 83
Figure 9 REAR C/B PANEL 122VU . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 43 Leak Detection Loops - Electrical Schematic . . . . . . . . 85
Figure 10 Pneumatic System - Schematic . . . . . . . . . . . . . . . . . . 21 Figure 44 TSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 11 Pneumatic System - Schematic . . . . . . . . . . . . . . . . . . . 23 Figure 45 MCDU UTILIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 12 Bleed Air Monitoring Computer . . . . . . . . . . . . . . . . . . . . . 25 Figure 46 MCDU UTILISATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 13 BMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 47 MCDU UTILISATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 14 Engine Bleed Components . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 48 MCDU UTILISATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 15 High Pressure Bleed Valve ( HPV ) . . . . . . . . . . . . . . . . . 31 Figure 49 BMC 1 ( BMC 2 ) CURRENT STATUS . . . . . . . . . . . . . 97
Figure 16 High Pressure Bleed Valve Schematic . . . . . . . . . . . . . . 33 Figure 50 AMM Decoding Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Figure 17 Intermediate Pressure Bleed Check Valve . . . . . . . . . . . 35 Figure 51 AMM Decoding Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 18 Bleed Pressure Regulator Valve ( PRV ) . . . . . . . . . . . . . 37 Figure 52 AMM Decoding Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Figure 19 Pressure Regulating Valve Schematic . . . . . . . . . . . . . . . 39 Figure 53 AMM Decoding Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 20 Pressure Regulating Valve Control . . . . . . . . . . . . . . . . . 41 Figure 54 AMM Decoding Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Figure 21 Eng.Bleed Fault Warning Logic . . . . . . . . . . . . . . . . . . . . 43 Figure 55 AMM Decoding Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 22 Temperature Limitation Thermostat . . . . . . . . . . . . . . . . . 45 Figure 56 AMM Decoding Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Figure 23 Overpressure Valve ( OPV ) . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 57 Engine V2500 Bleed Components Location . . . . . . . . . . 107
Figure 24 Bleed Air Precooler Exchanger . . . . . . . . . . . . . . . . . . . . . 49 Figure 58 Pneumatic System Schematic . . . . . . . . . . . . . . . . . . . . . 109
Figure 25 Fan Air Valve ( FAV ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 59 HP Bleed Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 26 Fan Air Valve Control Thermostat ( TCT ) . . . . . . . . . . . 53 Figure 60 IP/HP Bleed Switching Override Schematic . . . . . . . . . . 113
Figure 27 Sense Line Routing (Engine & Pylon) . . . . . . . . . . . . . . . 54 Figure 61 TSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 28 Sense Line Routing (Engine & Pylon) . . . . . . . . . . . . . . . 55 Figure 62 TSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Figure 29 RPT / TPT / CTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 TSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 30 APU LOAD BLEED CONTR VLV / X-BLEED VLV LOGIC . . . . . . Figure 64 Wing Anti Ice System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
59 Figure 65 Anti Ice Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 31 CROSS BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 66 Wing Anti Ice P/B Control Schematic . . . . . . . . . . . . . . . 124
Figure 32 APU BLEED CONTOL VALVE APS 3200 . . . . . . . . . . . 63 Figure 67 Wing Anti Ice P/B Control Schematic . . . . . . . . . . . . . . . 125
Figure 33 APU Bleed Control Valve Schematic APS 3200 . . . . . . 65 Figure 68 BLEED Page - Lower ECAM Display Unit . . . . . . . . . . 127
Figure 34 APU BLEED CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . 67 Figure 69 Wing Anti Ice Protection - Indication . . . . . . . . . . . . . . . 129

Page: iii
TABLE OF FIGURES
Figure 70 OVERHEAD C/B PANEL 49VU . . . . . . . . . . . . . . . . . . . . 131
Figure 71 Wing Anti Ice Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 72 Wing Anti Ice Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 73 Wing Anti Ice Air Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 74 Trouble Shooting Wing Anti Ice System . . . . . . . . . . . . . 139
Figure A Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Figure B Pneumatic System - A 320 . . . . . . . . . . . . . . . . . . . . . . . . 142
Figure C Pneumatic System - A 321 . . . . . . . . . . . . . . . . . . . . . . . . 143

Page: iv
Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
GENERAL CFM 56-5 / IAE V2500
36-00

ATA 36 PNEUMATIC
36-00 GENERAL
For Training Purposes Only

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Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
GENERAL CFM 56-5 / IAE V2500
36-00

PNEUMATIC SYSTEM INTRODUCTION


The pneumatic system supplies high pressure air for :
S Air Conditioning and Pressurization see ATA 21
S Hydraulic Tank Pressurization see ATA 29
S Wing Anti-Ice Protection see ATA 30
S Water Tank Presurization see ATA 38
S Engine Starting System see ATA 80

High pressure air is supplied from three sources:


- From both engines when in operation ( in flight & on GRD).
The engine air is taken from :
S the Intermediate Pressure Stage, IP = 5th. Stage on CFM 56-5 en-
gines or IP = 7th. Stage on IAE V2500 engines.
S the High Pressure Stage, HP = 9th. Stage on CFM 56-5 engines or
HP = 10th. Stage on IAE V2500 engines.
- from the APU
S on ground or
S in flight ( air offtake is limited depending on Altitude).
- on ground using a external air source which can be connected to the 3 -
HP ground connection .
For Training Purposes Only

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Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
GENERAL CFM 56-5 / IAE V2500
36-00

APU LOAD BLEED


CONTROL VALVE
APU LOAD BLEED
CONTROL VALVE

3
For Training Purposes Only

9th CFM 56-5 or 10th IAE V2500


5th CFM 56-5 or 7th IAE V2500

Figure 1 COMPONENT LOCATION - FUSELAGE


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Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
GENERAL CFM 56-5 / IAE V2500
36-00

PNEUMATIC SYSTEM DESCRIPTION


General stage (5th stage CFM 56 )
Bleed air is used for the following systems: When pressure and temperature from IP are not sufficient ( low engine
speed),air is bled from the 9th high pressure (HP) stage on CFM ( 10th staGE
S Air Conditioning & cabin pressurization.
ON IAE V2500 ) .The pneumatically operated HP valve regulates the pressue
S Trim air pressure regulator valve muscle pressure. at 36psi. Downstream of the junction of the HP and IP ducting ,air is admitted
S Wing anti ice. into the bleed valve which acts as a shut off and pressure regulating valve.The
S Engine starting. delivery pressure is regulated by pneumatically operated bleed valve at 45psi.
The temperature regulation of the bleed air is achieved by a precooler,mounted
S Hydraulic reservoir pressurization.
downstream of the bleed valve.The precooler is an air to air heat exchanger
S Water tank pressurization. which uses cooling ait bled from the engine fan,to regulate the temperature to
200C.The fan air flow is controlled by the fan air valve. When the temperature
APU Air Supply
is below 200C the valve is closed.If the temperature increases the valve is
The air supplied by the APU load compressor is: controlled to open by a temperature control termostat (TCT).The TCT is set at
S unregulated bleed air 200C.
( Temperature: approx.120C and pressure approx.30 psi ) Each system is controlled and monitored by one Bleed Monitoring Computer
S air supply is possible on ground and (BMC)Each BMC is provided with bleed pressure,temperature and valve posi-
S in the air up to a altitude of 20000ft. ( approx 6100 m) tion information and is interconnected to:
APU bleed air is controlled by the APU bleed valve which operates as a shut S other systems involved with bleed system
off valve. It is pneumatically operated. S the other BMC
The APU bleed valve is controlled by the APU BLEED SW. on the Air Cond. The BMC provides indications and warnings to the ECAM and CFDS.
Panel.
In case of failure of one BMC,the other takes over most of the monitoring func-
When the pb is selected ON ,APU bleed air supplies the pneumatic system
tions.
provided the APU is running ( N > 95%).This causes the X-BLEED valve to
open and the engine bleed valves to automatically close. Cross Bleed
A check valve , located near the crossbleed duct,protects the APU when air is A crossbleed valve , installed on the crossbleed duct , permits the isolation or inter-
bled from other supply sources. connection of the LEFT HAND (Eng1) and RIGHT HAND (Eng 2) air supply sys-
tem.
Engine Bleed Air Supply
For Training Purposes Only

The crossbleed valve is electrically controled from a rotary selector located on


Both engines bleed systems are similar.Each system is designed to: the air cond. panel.
S select the air source compressor stage.(5th or 9th stage on CFM 56-5 ) In the automatic mode the crossbleed valve opens when APU bleed air is
or ( 7th or 10th stage on IAE V2500 engine ) used.It closes when any air leak is detected (except during engine start).
S regulate bleed air pressure to max.45 psi.
Air Leak Detection
S regulate bleed air temperature max. 200C.
Air leak detection loops detect any ambient overheat in the vicinity of the hot air
Air is normally bled via a check valve from the 5th on the CFM 56-5 ( 7th IAE ) ducts in the fuselage,pylons and wings.The sensing elements are tied to form a
intermediate pressure stage (IP) of the engine HP compressor , to minimize single loop,for pylon and APU,or a double loop for the wing.
fuel penalty.The intermediate pressure check valve, is mounted downstream of The system has identical control logics included in BMC1 and 2.
the IP port and closes to prevent air from HP stage being circulated to the IP

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Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
GENERAL CFM 56-5 / IAE V2500
36-00

TO TO
AC PACK AC PACK
TRIM AIR WATER HYD RES
PRESS TANK PRESS
REG VLV PRESS SYSTEM

WING WING
ANTI ICE ANTI ICE
VALVE VALVE

TO ZONE
CONTROLER

S S
M M
X-BLEED
TO VALVE TO
STARTER STARTER
SAV APU SAV
S LOAD
BLEED
CONTR
VALVE

HP GND
HP IP APU CONNECTION IP HP
3
ENG 1 ENG 2
For Training Purposes Only

BLEED AIR
BLEED AIR MONITORING
MONITORING APU COMPUTER
COMPUTER ELEC
CONTROL
BMC 1 BOX BMC 2
( ATA 49 )
ECB

Figure 2 Pneumatic Schematic


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Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
PANEL DESCRIPTION
36-00

36-00 PANEL DESCRIPTION


AIRCONDITIONING PANEL DESCRIPTION
- ENG 1 AND 2 BLEED VALVE ( PRV ) CLOSED
1 ENG 1 ( 2 ) BLEED PB SWITCH - CROSS BLEED VALVE OPENS IF IN AUTO POSITION
S OFF ( PB SW RELEASED OUT ):
- APU LOAD BLEED CONTROL VALVE CLOSES
S ON ( PB SW PRESSED IN ):
- CROSS BLEED VALVE CLOSES IF IN AUTO POSITION
- BLEED VALVE ( PRESS REGULATOR VLV ) IS OPEN OR CLOSED
ACCORDING TO THE X-BLEED SELECTOR AND APU BLEED PB - ENG 1 ( 2 ) PRV POS. AS SELECTED ON / OFF
POSTION S FAULT:
S FAULT: - FAULT LIGHT COMES ON AMBER, ASSOCIATED WITH ECAM CAU-
- FAULT LIGHT COMES ON AMBER, ASSOCIATED WITH ECAM CAU- TION WHEN APU LEAK IS DETECTED
TION ( BLEED ), MASTER CAUTION LIGHT AND AURAL WARNING - LIGHT OFF, THERE FOR RESET ACTION IS NECESSARY ON APU
( SC ) IN CASE OF: BLEED PB AND TO REACTIVATE THE SYSTEM AFTER FAILURE RE-
S OVERTEMPERATURE ( 257 C ) DOWN STREAM OF PRECOO- PAIR
LER
S OVERPRESSURE ( 57 3psig ) DOWNSTREAM OF PRV 3 CROSS BLEED VALVE SELECTOR ( X-BLEED VALVE)
S ENG 1 ( 2 ) BLEED VALVE ( PRV ) IS NOT AUTOMATICALLY
FULLY CLOSED:
DURING ENG 1 ( 2 ) START OR S AUTO:
APU BLEED VLV SELECTED OPEN
- VALVE OPENS USING PRIM. ELECTR. MOTOR ( NO. 1 ) WHEN:
S PYLON OR WING ( RH OR LH ) OVERHEAT DETECTION
S APU N > 95%
- LIGHT OFF, THERE FOR RESET ACTION IS NECESSARY ON ENG
S APU BLEED SW IS IN ON AND APU BLEED VALVE IS NOT FULLY
BLEED PB AND TO REACTIVATE THE SYSTEM AFTER FAILURE
CLOSED
HAS BEEN REPAIRED
S NO LH OR RH PYLON OR WING LEAK DETECTION OR APU
S OFF ( PB SW RELEASED OUT ):
For Training Purposes Only

LEAK DETECTION PRESSENT. THIS CLOSING SIGNAL WILL BE


- BLEED VALVE S ( PRV AND HPV CLOSED ) SUPPRESSED DURING ENGINE START
S OPEN:
2 APU BLEED PB SW - X-BLEED VALVE OPENS IF CLOSED. USING SEC. ELECTR. MOTOR
( NO. 2 )

S ON ( PB SW PRESSED IN ): S SHUT:
- APU LOAD BLEED CONTROL VAVLE OPENS PROVIDED N > 95%. - OPEN COMMAND WILL BE OVERRIDED. USING SEC. ELECTR. MO-
ON LIGHT COMES ON BLUE ASSOCIATED WITH ECAM CAUTION TOR ( NO. 2 ). ( SEE LOGIC SCHEMATIC REF. 36-12-00 )

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PANEL DESCRIPTION
36-00
For Training Purposes Only

1 2 3 1

Figure 3 AIR CONDITIONING PANEL 30 VU


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PANEL DESCRIPTION
36-00

ECAM CONTROL PANEL

1 BLEED PUSH BUTTON SW

S TO CALL UP THE BLEED PAGE ON THE LOWER ECAM DISPLAY UNIT

2 CLEAR PUSH BUTTON SW

S TO CLEAR THE LOWER ECAM DISPLAY UNIT


For Training Purposes Only

FRA US-E Bu MAY.95 Page: 8


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PANEL DESCRIPTION
36-00

ECAM BLEED PAGE DESCRIPTION

1 CROSS BLEED VALVE ( X-BLEED VALVE ) 3 ENGINE PRECOOLER INLET PRESSURE

- ( 30 PSI ) DISPLAYED IN GREEN = NORMAL PRESSURE


S DISPLAYED IN GREEN = VALVE FULLY CLOSED
- ( 3 PSI or 58 PSI ) DISPLAYED IN AMBER = PRESSURE 4 PSI OR
S DISPLAYED IN AMBER = VALVE CLOSED AND DISAGREES PRESSURE 57 PSI
S WITH THAT REQUIRED
- XX ( AMBER ) = PRESSURE NOT VALID
S DISPLAYED IN GREEN = VALVE FULLY OPEN

S DISPLAYED IN AMBER = VALVE OPEN AND DISAGREES


S WITH THAT REQUIRED 4 ENGINE PRECOOLER OUTLET TEMPERATURE

S ( AMBER ) = VALVE IN TRANSIT


- ( 160 C ) DISPLAYED IN GREEN = NORMAL TEMP.

- ( 258 C ) DISPLAYED IN AMBER = 290 C 5 sec or


2 APU BLEED VALVE = 257 C 55 sec or
= 270 C 15 sec
=  150 C
S DISPLAYED IN GREEN = VALVE OPEN
- XX ( AMBER ) = TEMPERATURE NOT VALID
For Training Purposes Only

S DISPLAYED IN GREEN = VALVE FULLY CLOSED

S XX ( AMBER ) = VALVE POSITION NOT AVAILABLE


S VALVE SYMBOL NOT VISIBLE = APU OFF

FRA US-E Bu MAY.95 Page: 10


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PANEL DESCRIPTION
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1
For Training Purposes Only

2 2
Figure 4 ECAM CONTROL PANEL
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PANEL DESCRIPTION
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ANTI X - BLEED VALVE ANTI


ICE ICE
1
30 PSI GND PSI 30
160 C C 160
2 3
APU
1 2
4
IP HP HP IP
For Training Purposes Only

Figure 5 BLEED Page - Lower ECAM Display Unit


FRA US-E Bu MAY.95 Page: 11
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PANEL DESCRIPTION
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ECAM BLEED PAGE DESCRIPTION ( CONT. )

5 GROUND SUPPLY
7 ENGINE HIGH PRESSURE VALVE ( HP )

S DISPLAYED IN GREEN = VALVE FULLY CLOSED


S DISPLAYED IN GREEN = A/C IS ON GROUND
S DISPLAYED IN AMBER = VALVE CLOSED AND FAULTY POSI=
S SYMBOL NOT DISPLAYED = A/C IS FLYING TION ( e. g. ENG AT IDLE )

S DISPLAYED IN GREEN = VALVE NOT FULLY CLOSED

S XX ( AMBER ) = HP VALVE INFO NOT VALID


6 ENGINE BLEED VALVE ( OR PRESSURE REGULATOR VALVE
PRV )

S DISPLAYED IN GREEN = VALVE IS FULLY OPEN 8 ENGINE NUMBER 1 AND 2

S DISPLAYED IN AMBER = VALVE OPEN AND DISAGREE


S 1 OR 2 DISPLAYED IN WHITE = ENGINE IS RUNNING

S DISPLAYED IN AMBER = VALVE IS FULLY CLOSED AND LOW


S 1 OR 2 DISPLAYED IN AMBER = ENGINE RPM IS BELOW IDLE
REGULATION

S DISPLAYED IN GREEN = VALVE FULLY CLOSED


For Training Purposes Only

S XX ( AMBER ) = REGULATION VALVE INFO NOT VALID

FRA US-E Bu MAY.95 Page: 12


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PANEL DESCRIPTION
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ANTI X - BLEED VALVE ANTI


ICE ICE
5
30 PSI GND PSI 30
160 C C 160
APU
1 2 8
6 IP HP HP IP
7
For Training Purposes Only

Figure 6 BLEED Page - Lower ECAM Display Unit


FRA US-E Bu MAY.95 Page: 13
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PANEL DESCRIPTION
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ECAM - WARNINGS / MESSAGES

1 ECAM - WARNINGS / MESSAGES

Possible Ecam Warnings on Upper Display Unit


( Engine and Warning Display Unit )

S AIR ENG 1 ( 2 ) BLEED FAULT

S AIR ENG 1 ( 2 ) HP VALVE FAULT

S AIR ENG 1 ( 2 ) BLEED NOT CLOSED

S AIR ENG 1 ( 2 ) BLEED ABNORMAL PRESSURE

S AIR BLEED MONITORING FAULT

S AIR PRESSURE LOW AT IDLE

S AIR ENG 1 ( 2 ) BLEED LOW TEMPERATURE

S AIR APU BLEED FAULT

S AIR X-BLEED FAULT


For Training Purposes Only

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PANEL DESCRIPTION
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UPPER DISPLAY UNIT

1 AIR ENG 1 HP VALVE FAULT


AIR PRESS LOW AT IDLE
For Training Purposes Only

Figure 7 Engine and Warning Display Unit


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PANEL DESCRIPTION
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CIRCUIT BREAKER PANEL 49 VU


Pneumatic System Circuit Breakers on panel 49VU

The following C/B s are located on the Overhead Panel, 49VU,


S ENG 1 MONG ( Pos.D 11 ) is used for:
- control of the FAULT Light ( ENG 1 )
- the PWR Supply von TPT(Transfer pressure transducer)
- the PWR Supply von RPT(Regulated pressure transducer)
- the X-Bleed Valve FC
S ENG 1 CTL ( Pos. D 12 ) is used for:
- the PWR Supply of BMC 1
- the Solenoid of the TLT ENG 1
S X-FEED VALVE BAT ( Pos. D 13 ) is used for:
- the X-Bleed Valve OPEN or CLOSE control.
For Training Purposes Only

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PANEL DESCRIPTION
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49VU
For Training Purposes Only

Figure 8 OVERHEAD C/B PANEL 49VU


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PANEL DESCRIPTION
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CIRCUIT BREAKER PANEL 122 VU


Pneumatic System Circuit Breakers on panel 122VU

3 C/Bs are located on the Panel 122VU for the AIR BLEED system.
They are used for:
S ENG 2 MONG ( Pos. Z 22 ) is used for:
- the FAULT Light ( ENG 2 ) control.
- the PWR Supply von TPT
- the PWR Supply von RPT
- the X-Bleed Valve FC
S ENG 2 CTL ( Pos. Z 23 ) is used for:
- the PWR Supply for BMC 2
- the Solenoid for TLT ENG 2
S X-Feed Valve NORM is used for:
- the X-Bleed PWR Supply in AUTO
For Training Purposes Only

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PANEL DESCRIPTION
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AFT CARGO VENT+COOL


EXTR +BLOW
FANS

30HN

Figure 9 REAR C/B PANEL 122VU


FRA US-E Bu MAY.95 Page: 19
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GENERAL
36-00

36-00 BASIC DESCRIPTION


PNEUMATIC SYSTEM LRUS DESCRIPTION
1 High Pressure Valve ( HPV ) 4 Temperature Limitation Thermostat ( TLT )
S electrically controlled pneumatic operated. S has a solenoid valve.
S Shut-off and pressure regulating valve. S when the solenoid is energized the open pressure of the PRV and HPV is
S is normal spring loaded closed bleeded and the valves close.
S has 2 micro switches ( open / closed position) S the solenoid is energized when:
S regulates 9th stage air to 36 psi. - Bleed pb. sw is in OFF position.
S has a manual override to close the valve mecanically. - ENG Fire pb. sw activated. ( out)
- APU bleed ON
2 Intermediate Pressure Check Valve ( IPC ) - Starter valve not closed.
S prevents 9th stage air return flow to the 5th stage . - Leak ( Wing / Pylon)
- Bleed temp. >257C
3 Pressure Regulating Valve ( PRV ) - Bleed OVER PRESS. >57 psi.
S electrically controlled pneumatic operated. S has a pneumatic function to bleed the open pressure of the PRV and HPV
in the case of:
S has 2 micro switches ( open / closed position)
- reverse flow.
S regulates bleed air to aprox. 44 psi
- limiting of bleed air temperature to approx. 235C
S is normal spring loaded closed.
S closes under the following conditions: 5 Overpresure Valve ( OPV )
- Bleed OVHT >257C
S protects the pneumatic system form overpress.
- Bleed OVER PRESS. >57 psi.
S is normal spring loaded OPEN
- Leak ( Wing / Pylon)
For Training Purposes Only

S one micro switch for the open position.


- Starter valve not closed
S closing >75 psi ( at 85 psi fully closed ).
- ENG Fire pb. sw. activated
S opens again with spring force when press drops to approx. 35psi.
- ENG bleed pb. sw. OFF
- Bleed reverse flow.
6 Precooler
- X-bleed valve sel. AUTO or OPEN & APU bleed OPEN
- is a air to air heat exchanger
S has a manual override to close the valve mecanically.
- cools the bleed air fom the 5th or 9th stage with fan air.

FRA US-E Bu MAY.95 Page: 20


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GENERAL
36-00
For Training Purposes Only

Figure 10 Pneumatic System - Schematic


FRA US-E Bu MAY.95 Page: 21
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PNEUMATIC A320-211
GENERAL
36-00

LINE REPLACEABLE UNITS ( LRUS )


7 Fan Air Valve ( FAV ) 12 Cross Bleed Valve
S regulates the downstream precooler exchanger bleed temperature to 200C S has 2 electro motors. (one for MANUAL and one for the AUTO Mode )
S the valve is pneumatically controled via the temperature control termostat S allows a separation the L/H pneumatic system from the R/H pneumatic
( TCT ) system.
S it has 2 micro switches ( open / closed position) S can be operated via BMC when SW in AUTO
S has a manual override to close the valve mecanically. - OPEN when APU Bleed Supply
S normal spring loaded closed - SHUT when ENG supply and APU Bleed OFF or
- manuell via X-Bleed Switch on the Overhead Panel in OPEN or
8 Temperatue Control Thermostat ( TCT ) SHUT
S regulates pneumatically the downstream precooler exchanger bleed temper-
ature through the fan air valve to 200C 13 APU Load Bleed Control Valve
S is installed downstream of the precooler exchanger. S electrically controlled pneumatic operated.
S Shut-off valve.
9 Transfer Pressure Transducer ( TPT ) S is normal spring loaded closed
S measures the pressure behind the HPV to monitor its function. S micro switch for closed position
S sends the pressure signal to the BMC.
14 APU Check Valve
S prevents bleed air reverse flow
10 Regulated Pressure Transducer ( RPT )
S measures the pressure behind the PRV to monitor its function. 15 A B Pneumatic Duct Leak Detection Loops
S sends the pressure signal to both BMCs. S two independent loops for the L/H Wing and two loops for the R/H Wing
S sends the pressure signal to ECAM for indication. - The BMC No 1 monitors the Wing Leak Detection Loops A from the
L/H and R/H wing.
For Training Purposes Only

11 Control Temperature Sensor ( CTS ) - The BMC No 2 monitors the Wing Leak Detection Loops B from the
S measures the temperature downstream the precooler . L/H and R/H wing.
S sends the temperature signal to ECAM for temp. indication.
16 APU Duct Leak Detection Loop
S sends the temperature signal to both BMCs.
S single loop system
S monitors the APU Duct for leaks between APU compartment and Check
Valve. The monitoring is done by BMC 1.

FRA US-E Bu MAY.95 Page: 22


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GENERAL
36-00
For Training Purposes Only

Figure 11 Pneumatic System - Schematic


FRA US-E Bu MAY.95 Page: 23
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BLEED MONITORING COMPUTER
36-00

36-00 BLEED MONITORING COMPUTER


BLEED AIR MONITORING COMPUTER (BMC)
Two Bleed Air Monitoring Computers (BMC1 and BMC2) are installed in the The BMCs receive analog and discrete inputs from interfaced items and
FWD avionics compartment. Both computers are identical and communicate systems. The BMC process these inputs and transmit analog and discrete out-
via an ARINC 429 bus. puts to the interfaced items and systems.
They monitor and control the bleed air system permanently when power is sup- The interfaced items are :
plied to the aircraft. Discrete inputs
The BMC monitors the valve positions, the pressure and the temperature of - AIR COND Overhead Control Panel
the supplied bleed air. - pressure transducers
Additionally they monitor different zones to protect the adjacent systems and - Temperature Sensor
components against damages if a duct leaks or bursts (ambient overheat). - valves (PRV, HPV, OPV, FAV)
To get correct limits or to prevent abnormal conditions, the BMC control the - APU Bleed Valve
valves to the necessary position. - Crossbleed Valve
In case one BMC fails,the other BMC takes over some of the functions. - overheat detection loops
The following list gives the functions which cannot be performed any - FIRE Overhead Control Panel
more if one BMC fails.: - Electronic Control Box (ECB)
S for BMC No.1: Discrete outputs
- Pylon leak detection ENG. No.1 - AIR COND Overhead Control panel
- Electronic Control Box (ECB)
- L/H and R/H wing leak detection loops A
- APU leak detection The interfaced systems are :
- Eng. No 1 bleed FAULT light. Discrete inputs
- Eng.No.1 PRV automatically closing via TLT solenoid. - Wing Anti-icing System (WAI)
- Eng.No.1 bleed leak warning Discrete outputs
S for BMC No.2: - Environment Control System (ECS)
- Pylon leak detection ENG. No.2 Analog outputs
For Training Purposes Only

- Bleed Air Monitoring Computer (BMC) opposite


- L/H and R/H wing leak detection loops B
- Centralized Fault Display Interface Unit (CFDIU)
- Eng. No 2 bleed FAULT light. - System Data Acquisition Concentrator (SDAC)
- Eng.No.2 PRV automatically closing via TLT solenoid.
- Eng.No.2 bleed leak warning To indicate the system operation, the BMC transmit analog outputs by the
SDAC to the ECAM system. The analog outputs generate the system display.

FRA US/E Bu MAY.95 Page: 24


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BLEED MONITORING COMPUTER
36-00
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Figure 12 Bleed Air Monitoring Computer


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BLEED MONITORING COMPUTER
36-00

BLEED MONITORING COMPUTER (CONT.)


The indicating system gets electrical power from the DC system of the aircraft. ENG BLEED LEAK warning is lost for the associated engine as well as APU
It supplies 28 VDC by circuit breakers 2HA1, 2HA2, 3HA1 and 3HA2 to: BLEED LEAK warning if BMC1 is failed.
- the Bleed Air Monitoring Computers ( BMC1 and BMC2 )
- the relays of the AIR COND Overhead Control Panel Bleed FAULT indications:
- the FIRE Overhead Control Panel ( Ref. 26-00-00)
The messages and the associated action come on with amber FAULT and
- the Pressure Transducers
MASTER CAUT light and single chime:
- the Temperature Thermostats.
S after a 15 second delay when the pressure downstream of the PRV gets to
57 plus or minus 3 psig
Both BMC control by energizing the TLT solenoid the automatic closing of the
PRV at: S after a 60 second delay when the temperature downstream of the precooler
gets to 257 plus or minus 3 deg.C
S Engine start (Starter valve not closed)
S when overheat in pylon, wing and fuselage duct adjacent areas occurs
S APU bleed supply.
S when PRV position disagree during start position
S Engine bleed FAULT warning
They also control and monitor the automatic x-bleed valve operation with APU
with amber MASTER CAUT light and single chime but without amber
bleed supply.
FAULT light:
The computers are equipped with Built-In Test Equipment ( BITE ). They re-
S when bleed system supply low pressure to downstream systems (wing
ceive and transmit information from/to the CFDIU. This permits a self-test of
anti-icing and air conditioning packs)
the computers which is called up the MCDU menu.
S when X-BLEED valve fails
BMC No.1 monitors:
without amber FAULT and MASTER CAUT light and single chime :
S wing leak detection loops A fromthe L/H and R/H wing.
S when HP valve is abnormally closed (lack of bleed pressure during idle)
S Pylon loop Eng 1
S when dual loop of leak detection in the wing fails
S APU duct from the APU fire wall to the APU bleed check valve
S when dual BMC fails (no signal from BMC )
S when APU BLEED valve disagree
BMC No.2 monitors:
For Training Purposes Only

S wing leak detection loops B fromthe L/H and R/H wing.


S Pylon loop Eng 2

BMC Failure:
If one BMC is failed the adjacent BMC takes over monitoring of the Bleed sys-
tem and ensures the following ECAM warnings:
-overpress, overtemp, wing leak.
Nevertheless the associated FAULT light on the air cond. panel is lost, and the
associated Bleed Valve doese not close automatically.

FRA US/E Bu MAY.95 Page: 26


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BLEED MONITORING COMPUTER
36-00
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Figure 13 BMC
FRA US/E Bu MAY.95 Page: 27
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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

36-11 ENGINE BLEED AIR SYSTEM


ENGINE BLEED AIR COMPONENTS CFM56-5
For Training Purposes Only

FRA US-E Bu June.96 Page: 28


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

8
( TCT )

4
( TLT )

5 CTS

RPT & TPT

3
For Training Purposes Only

Figure 14 Engine Bleed Components


FRA US-E Bu June.96 Page: 29
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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

HIGH PRESSURE VALVE


Controls and Indicating
1 High Pressure Valve ( HPV )
HP bleed valve operation is fully pneumatic. The lower ECAM display
unit indicates its position (open or closed) on the BLEED page
Purpose:
The HP bleed valve pneumatically limits the downstream static pressure to 36 plus The two BMCs monitor the operation of the HP bleed valve (close/open
or minus 1.5 psig. microswitch signals, and transfer pressure level).
They receive and process the signals and transmit the information per data bus
Description by the System Data Acquisition Concentrator (SDAC) to the ECAM system
The HP Bleed Valve is a 4 in. dia. butterfly-type valve which operates as a which generates the system display .
shut-of f and pressure regulating valve.
The HP bleed valve is normally spring-loaded closed in the absence of up-
stream pressure.
MMEL TASK: 36-11-07
A minimum pressure of 8 psig is necessary to open the valve.
Maintenance procedure (deactivation)
It closes fully pneumatically when the upstream static pressure reaches 100 Manual override
plus or minus 5 psig. A manual override serves to close the valve mechanically on the
A pneumatic sense line connects the HP bleed valve with the bleed pressure ground, it is secured by the locking pin. When the locking pin is removed also
regulator valve (PRV) in order to make sure that the HP bleed valve will close the open pressure is bleeded .
when bleed pressure regulator valve is controlled closed. Procedure:
The two microswitches in the valve signal the fully open and closed positions of S use a hexagonal wrench to set the manual override control to the CLOSED
the butterfly plate. position.
The HP bleed valve contains three main parts : S use the locking pin to lock this override control (the valve is vented when the
S a valve body, locking pin is removed from its storage port.)
S a pneumatic actuator, S put a warning notice in the cockpit to tell the crew that the PRV is closed
S a regulator assembly. and deactivated.

Valve Testing
For Training Purposes Only

The HP bleed valve is equipped with a downstream pressure test


port which serves to perform an in situ test.

FRA US-E Bu June.96 Page: 30


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

1
For Training Purposes Only

NOTE: LH SIDE SHOWN


RH SIDE IS SYMMETRICAL

Figure 15 High Pressure Bleed Valve ( HPV )


FRA US-E Bu June.96 Page: 31
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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

HIGH PRESSURE BLEED VALVE OPERATION


Pneumatic actuating pressure is supplied via the filter ( 1 ) and the
check valve ( 2 ) into the chamber A.
The check valve ( 2 ) is operated by the diaphram ( 3 ).This operation regulates
a constant pressure in the chamber B of the pneumatic actuator.
The HPV opens.
Via the filter ( 4 ) and the check valve ( 5 ) regulating pressure enters the
chamber C.

The valve regulation is based upon a constant pressure in chamber B


and a increasing or decreasing pressure in chamber C.
S The HPV is more closing if the pressure increases behind the valve.
S The HPV is more opening if the pressure decreases behind the valve.

The valve closing is achieved by the temperature limitating thermostat (TLT)


The TLT is bleeding the open pressure of the HPV / PRV sensing line.
The result is a decreasing pressure in the chamber D. The check valve ( 6 )
and the diaphram ( 7 ) are moving upwards.This movement allows to vent the
pressure from chamber B .

A overpressure check valve ( 8 ) opens when the 9th stage pressure is > 100
psi .This closes the HPV by venting the openpressure of the chamber D.
A Fuse in the valve body will melt and close the valve if there is a high temper-
ature ( >450C ) .
For Training Purposes Only

FRA US-E Bu June.96 Page: 32


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

VENT

FUSE

8
4

2
3

1
For Training Purposes Only

Figure 16 High Pressure Bleed Valve Schematic


FRA US-E Bu June.96 Page: 33
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PNEUMATIC A319 / A320 / A321
ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

INTERMEDIATE PRESSURE CHECK VALVE

2 Intermediate Pressure Check Valve ( IPV )

Purpose:
It prevents a reverse flow into the 5th stage.

Location
The check valve is installed in the duct of the 5th stage.
For Training Purposes Only

FRA US-E Bu June.96 Page: 34


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

NOTE: LH SIDE SHOWN


For Training Purposes Only

RH SIDE IS SYMMETRICAL

Figure 17 Intermediate Pressure Bleed Check Valve


FRA US-E Bu June.96 Page: 35
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PNEUMATIC A319 / A320 / A321
ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

PRESSURE REGULATING VALVE


MMEL TASK: 36-11-02
3 Pressure Regulating Valve ( PRV )
Maintenance procedure (deactivation)
Purpose: Manual override
The PRV pneumatically regulates the downstream pressure to 44 plus or A manual override serves to close the valve mechanically on the
minus 1.75 psig. ground, it is secured by the locking pin. When the locking pin is removed also
the open pressure is bleeded.
Description Procedure:
The PRV is a 4 in. dia. butterfly-type valve, normally spring-loaded closed in S use a hexagonal wrench to set the manual override control to the CLOSED
absence of upstream pressure. position.
The two microswitches in the valve signal the extreme positions (open/closed)
S use the locking pin to lock this override control (the valve is vented when the
of the butterfly plate.
locking pin is removed from its storage port.)
A minimum upstream pressure of 8 psig is necessary to open the valve.
S put a warning notice in the cockpit to tell the crew that the PRV is closed
Control and Indicating
and deactivated.
PRV operation is fully pneumatic.The PRV can be controlled in close position
from the AIR COND overhead control panel. The pushbutton switches (ENG 1
(2) BLEED) energize/de-energize the solenoid.
The PRV closes pneumatically in case of impending reverse flow to the en-
gine. The Overpressure Valve (OPV) installed downstream of the PRV protects
the system against damage if overpressure occurs.
A sense line (1/4 in. dia.) connects the PRV to the HP Bleed Valve in order to
close the HP Bleed Valve if the PRV is closed or controlled to close. The ther-
mal fuse installed in the valve body causes the valve to close at 450 plus or
minus 25 deg.C.
The lower ECAM display unit indicates its position on the BLEED page.
The two BMCs monitor the operation of the PRV (closed/open,microswitch sig-
nals and regulated pressure level). They receive and process the signals and
transmit the information per data bus by the SDAC to the ECAM system which
generates the system display.
For Training Purposes Only

Additionally, they transmit the information to the CFDIU.


The CFDIU generates maintenance information which is displayed on the
MCDU if the MCDU MENU is selected.
Valve Testing
The HP bleed valve is equipped with a downstream pressure test
port which serves to perform an in situ test.

FRA US-E Bu June.96 Page: 36


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

TO HIGH PRESSURE
BLEED VALVE
3
3

FILTER

LOCK PIN

NOTE: LH SIDE SHOWN


For Training Purposes Only

RH SIDE IS SYMMETRICAL

CLOSED OPEN

FILTER

POSITION INDICATOR
AND MANUAL OVERRIDE

Figure 18 Bleed Pressure Regulator Valve ( PRV )


FRA US-E Bu June.96 Page: 37
Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

PRESSURE OPERATING VALVE OPERATION


Pneumatic actuating pressure is supplied via the filter ( 1 ) and the
check valve ( 2 ) into the chamber A and chamber E.
The check valve ( 2 ) is operated by the diaphram ( 3 ).This operation regulates
a constant pressure in the chamber B of the pneumatic actuator.
The HRV opens.
Via the filter ( 4 ) and the check valve ( 5 ) regulating pressure enters the
chamber C.

The valve regulation is based upon a constant pressure in chamber B


and a increasing or decreasing pressure in chamber C.
S The PRV is more closing if the regulating pressure increases behind the
valve.
S The PRV is more opening if the regulating pressure decreases behind the
valve.

The valve closing is achieved by the energized solenoid on the temperature


limitating thermostat (TLT). The TLT is bleeding the open pressure of the TLT
sensing line.
The result is a decreasing pressure in the chamber D and chamber E. The
check valve ( 6 ) and the diaphram ( 7 ) are moving upwards.This movement
allows to vent the open pressure from chamber B .
The check valve ( 2 ) supports the closing action because the diaphram ( 8 )
keeps the check valve in the closed position.

A thermal fuse ( 9 ) closes the HRV by venting the openpressure when the
valve temperature reaches > 450C.
For Training Purposes Only

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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

5
9
2

8
1
For Training Purposes Only

Figure 19 Pressure Regulating Valve Schematic


FRA US-E Bu June.96 Page: 39
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PNEUMATIC A319 / A320 / A321
ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

PRESSURE REGULATING VALVE CONTROL


It is controlled in closed position by crew action on:
S ENG FIRE pushbutton switch
S ENG BLEED pushbutton switch.

It closes automatically in the following cases :


S overtemperature downstream of the precooler exchanger (257 plus or
minus 3) deg.C (60 s delay),
S overpressure downstream of the PRV (75 plus or minus 3 psig )
(15 s delay)
S ambient overheat in pylon/wing/fuselage ducts surrounding areas,
S APU bleed valve not closed,
S corresponding starter valve not closed.
For Training Purposes Only

FRA US-E Bu June.96 Page: 40


Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

FROM
CTS

FROM
RPT
57

FROM
EIU
For Training Purposes Only

Air
Bleed
ENG1 CTL
(D12)

Figure 20 Pressure Regulating Valve Control


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

ENGINE BLEED FAULT WARNING


For Training Purposes Only

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PNEUMATIC A319 / A320 / A321
ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

FROM
CTS

FROM
RPT
57

FROM
EIU
For Training Purposes Only

Figure 21 Eng.Bleed Fault Warning Logic


FRA US-E Bu June.96 Page: 43
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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

TEMPERATURE LIMITATION THERMOSTAT


4 Temperature Limitation Thermostat ( TLT )

Purpose:
When the temperature downstream of bleed air precooler exchanger increases
and reaches 235 deg. C, the INVAR rod in the sensing tube starts to open the
rod valve by differential dilatation. This cause a modification of the butterfly
position of the bleed pressure regulator valve which tends to close to reduce
the downstream pressure .
If the temperature increases up to 245C the rod valve will be full open and the
bleed pressure limited to 17.5 psig.

Closure of bleed pressure regulator valve


When the solenoid is energized, its valve moves away from its seal and vents
the bleed pressure regulator valve which closes. When the solenoid is not en-
ergized, the solenoid valve is spring-loaded closed.

NOTE :
The Bleed Pressure Regulator Valve Control Solenoid has no direct effect on
the HP Bleed Valve (HPV) operation. The HP Bleed Valve would also close
because the Bleed Valve (PRV) closure would vent to ambient the signal pres-
sure in the sense line between the Bleed Valve and the HP Bleed Valve.

Non-return function
The regulator diaphragm detects a differential pressure between downstream
precooler exchanger and upstream pressure regulator valve.
When the difference between upstream and downstream pressure (Delta P) is
lower than or equal to 10 mb, the diaphragm moves and opens the solenoid
For Training Purposes Only

valve, causing the closure of the bleed pressure regulator valve.

Temperature Limitation Thermostat

FRA US-E Bu June.96 Page: 44


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

4
4

NOTE: LH SIDE SHOWN


RH SIDE IS SYMMETRICAL
For Training Purposes Only

Figure 22 Temperature Limitation Thermostat


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

OVERPRESSURE VALVE
5 Overpressure Valve ( OPV )

Purpose:
It protects the bleed system from over pressure.

Description
The OPV is a 4 in. dia. butterfly-type valve, whose operation is fully pneuma-
tic. In normal conditions the valve is spring-loaded open.
A microswitch in the OPV signals the extreme open position.
The OPV contains two main parts :
- a valve body
- an actuator assembly.

Regulation
When the upstream pressure increases and reaches 75 psig, the OPV starts to
close (pressure on the piston overcomes the spring force). This decreases the
air flow and so reduces the downstream pressure. At 85 psig upstream pres-
sure the OPV is fully closed, it opens again when the upstream pressure has
decreased to less than or equal to 35 psig.

Valve Testing
The HP bleed valve is equipped with a downstream pressure test
port which serves to perform an in situ test.

Controls and Indicating


OPV operation is fully pneumatic. It cannot be controlled from the cockpit.
For Training Purposes Only

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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

NOTE: LH SIDE SHOWN


For Training Purposes Only

RH SIDE IS SYMMETRICAL

Figure 23 Overpressure Valve ( OPV )


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

PRECOOLER

6 Precooler

Purpose:
The precooler assures cooling of the hot air bled from the engine compressors
by a heat exchange process using cold air from the engine fan.
The precooler exchanger is a tubular steel assembly with crossflow air routing
configuration.
For Training Purposes Only

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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

6
For Training Purposes Only

NOTE: LH SIDE SHOWN


RH SIDE IS SYMMETRICAL

Figure 24 Bleed Air Precooler Exchanger


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

FAN AIR VALVE


If the valve is set to the closed position the bleed air supply system is con-
7 Fan Air Valve ( FAV )
sidered inoperative.
Purpose:
The FAV regulates the dowstream precooler exchanger temperature to 200 plus
or minus 15C
Description
The FAV is a 5.5 in. dia. butterfly-type valve, normally spring - loaded closed
in the absence of pressure. A minimum upstream pressure of 8 psig is neces-
sary to open the valve. .
Two microswitches in the valve signal the full open and full closed positions of
the butterfly. A thermal fuse installed on the valve body closes the valve if the
nacelle temperature reaches 450 plus or minus 25C
The FAV contains two main parts :
- a valve body
- an actuator assembly.
Regulation
A thermostat installed downstream of the precooler exchanger senses the hot
air temperature and sends to the valve a pressure signal corresponding to pre-
cooler cooling air demand. The FAV butterfly takes a position from fully closed
to fully open to maintain the temperature value of air bled within limits.
Valve Testing
The HP bleed valve is equipped with a downstream pressure test
port which serves to perform an in situ test.

MMEL TASK: 36-11-04


A manual override serves to close the valve mechanically on the
For Training Purposes Only

ground, it is secured by the locking pin. When the locking pin is removed also
the open pressure is bleeded.
Procedure:
S use a hexagonal wrench to set the manual override control to the CLOSED
position.
S use the locking pin to lock this override control (the valve is vented when the
locking pin is removed from its storage port.)

FRA US-E Bu June.96 Page: 50


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

TEMPERATURE CONTROL THERMOSTAT

8 Temperature Control Thermostat ( TCT )

Purpose:
It controls, through the fan air valve,the engine fan cooling airflow in order to
maintain the bleed air emperature to 200 plus or minus 15C.

Location:
The fan air valve control thermostat is installed dowstream of the bleed air pre-
cooler exchanger.

The fan air valve control thermostat contains two main parts:
S an assembly composed of a control sensing element and an anticipation
sensing element
S a pressure regulator.

Operation:
When the temperature downstream of the precooler exchanger is below the
required value:
- the INVAR rod valve remains on its seat
- no air flows through the limiter
- the FAV remains closed.
When the temperature is over the required value differential dilatation between
the INVAR rod and the stainless steel sensing tube opens the rod valve caus-
ing the venting of the FAV and thus its opening.
Between both values the FAV butterfly has an intermediate position. INVAR ROD
When the temperature downstream of the precooler increases suddenly, the
For Training Purposes Only

anticipation sensing element reacts before the thermostat tube causing the
opening of the FAV to prevent any overtemperature.

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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

NOTE: LH SIDE SHOWN


RH SIDE IS SYMMETRICAL

with Invar Rod


For Training Purposes Only

Figure 26 Fan Air Valve Control Thermostat ( TCT )


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

7
7
For Training Purposes Only

NOTE: LH SIDE SHOWN


RH SIDE IS SYMMETRICAL

Figure 25 Fan Air Valve ( FAV )


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11
For Training Purposes Only

Figure 27 Sense Line Routing (Engine & Pylon)


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

( TCT ) ( TLT )

TO
STARTER

CTS

( TPT & RPT )


For Training Purposes Only

Figure 28 Sense Line Routing (Engine & Pylon)


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

TRANSFER PRESSURE TRANSDUCER Operation


The pressure to be measured is ducted to the transducer via a sense line. It
acts on the integrated strain gage of the piezo-resistive cell to generate an
9 Transfer Pressure Transducer (TPT ) electrical signal proportional to the pressure variation. The signal is transmitted
to the bleed monitoring computer.
Purpose:
It senses the bleed transfer pressure behind the HPV and transforms it into a
proportional current voltage.The pressure is used to monitor the function of the
HPV.The pressure transducer is a piezo-resistive type cell. CONTROL TEMPERATUR SENSOR
Each pressure transducer consists of :
- a body with attachment plate 11 Control Temperatur Sensor ( CTS )
- a measuring electronic cell
- an electrical connector Purpose:
- a pressure port.
The sensor monitors the temperature downstream of the precooler.This tem-
perature is indicated on ECAM.The temperature is also send to the BMCs.
Operation It is a double platinium winding type.
The pressure to be measured is ducted to the transducer via a sense line. It
The sensor consists of :
acts on the integrated strain gage of the piezo-resistive cell to generate an
- a housing with a threaded part for installation
electrical signal proportional to the pressure variation. The signal is transmitted
- a sensing element.
to the bleed monitoring computer.
- an electrical connector.

Operation
REGULATED PRESSURE TRANSDUCER The temperature of the bleed air is sensed by the sensing element, trans-
formed into an electrical signal and transmitted to the bleed monitoring com-
puter.
10 Regulated Pressure Transducer ( RPT )

Purpose:
It senses the bleed regulated pressure behind the PRV and transforms it into a
For Training Purposes Only

proportional current voltage.The pressure sensed is indicated on ECAM.The


pressure signal is also used to monitor the function of the PRV.
The pressure transducer is a piezo-resistive type cell.
Each pressure transducer consists of :
- a body with attachment plate
- a measuring electronic cell
- an electrical connector
- a pressure port.

FRA US-E Bu June.96 Page: 56


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ENGINE BLEED AIR SYSTEM CFM 56-5
36-11

A
TUBE

WING ANTI
ICE DUCT

CONTROL TEMP. SENSOR


6HA1 ( 6HA2 )
ELECTRICAL
CONNECTOR
CTS
TCT
TLT
A TRANSFERED PRESSURE
TRANSDUCER ( schown )
7HA1 ( 7HA2 )

TPT
For Training Purposes Only

REGULATED PRESSURE
ELECTRICAL TRANSDUCER ( similar )
RPT CONNECTOR 8HA1 ( 8HA2 )

Figure 29 RPT / TPT / CTS


FRA US-E Bu June.96 Page: 57
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APU BLEED AIR & CROSSBLEED
SYSTEMS 36-12

36-12 APU BLEED AIR SUPPLY & CROSSBLEED SYSTEMS


APU BLEED-AIR SUPPLY
The start sequence of the APU is complete when the APU acquires 95% speed - the APU bleed load valve is in the fully open position,
(Ref. ATA 49 ). - there is no leak warning (the leak warning will be ignored during the main
Above the acquired 95% speed the APU is obtainable for the supply of bleed- engine start).
air and electrical power. The crossbleed-valve auto-control relay 4HV supplies electrical power to the
When the APU is available you can push the APU BLEED P/BSW on the over- crossbleed valve motor 1 and the crossbleed valve opens.
head panel 25VU to start the APU bleed-air supply. On the BLEED page of the SD the green crossbleed-valve symbol is shown
When you push the APU BLEED P/BSW : in the open position.
- the blue ON legend on the P/BSW comes on Manual Control
- the P/BSW sends a signal to the BMC When you set the crossbleed-valve selector switch 3HV to the OPEN position:
- the BMC starts a test of the sensing elements on the APU bleed-air duct and - the motor 2 opens the crossbleed valve,
the left wing bleed-air ducts. - on the BLEED page of the SD the green crossbleed-valve symbol is shown
If the test is correct the BMC tells the ECB to open the APU bleed valve. in the open position.
NOTE : You should only use this procedure in the subsequent cases:
If the BMC 2 finds a leak in the APU bleed-air ducts, while there is a Main - the cross supply of the air-conditioning packs (the left engines supply air to
Engine Start (MES) signal from the engines, it ignores the leak signal and the right pack or the right engines supply air to the left pack),
tells the ECB to keep the APU bleed valve open. - the start of an engine with bleed air from an engine on the other wing (but not
during flight. Start by self-rotation is possible),
Stop of the APU Bleed-Air Supply - an engine bleed-air failure and WAI condition,
To stop the APU bleed-air supply you push the APU BLEED P/BSW again: - start of the right engine on the ground through the ground connectors or with
- the blue ON legend on the APU BLEED P/BSW goes off, the APU bleed-air supply.
- the APU BLEED P/BSW removes the ground signal from the BMCs, When you set the crossbleed valve selector switch 3HV to the CLOSE
- the BMCs send an OFF signal to the ECB, position:
- the ECB stops the supply of electrical power to the rotary actuator of the APU S the motor 2 closes the crossbleed valve.
bleed control valve,
S on the BLEED page of the SD the green crossbleed-valve symbol is shown
- the APU bleed valve closes and stops the bleed air supply,
in the the closed position.
For Training Purposes Only

- on the BLEED and APU pages of the SD, the green APU bleed-valve symbol
is shown in the closed position.

Automatic Control
The crossbleed valve selector-switch 3HV is usually in the AUTO position. In
this position the coil of the crossbleed-valve auto-control relay 4HV is con-
nected to the essential bus 206PP.
When you push the APU BLEED pushbutton-switch 7HV to the ON position
the BMCs send a ground signal to the crossbleed-valve auto-control relay
4HV if:

FRA US/E Bu June.96 Page: 58


PNEUMATIC A319 / A320 / A321
APU BLEED AIR & CROSSBLEED
SYSTEMS 36-12

Lufthansa Technical Training


ONLY
CLOSE

ENG No 1
X-BLEEB VLV
CLOSE

For Training Purposes Only


Figure 30 APU LOAD BLEED CONTR VLV / X-BLEED VLV LOGIC
FRA US/E Bu June.96 Page: 59
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APU BLEED AIR & CROSSBLEED
SYSTEMS 36-12

CROSS BLEED VALVE

12 Cross Bleed Valve ( X-Bleed Valve)


Purpose:
The crossbleed duct has a crossbleed valve which controls the bleed - air sup-
ply to the left and right bleed - air systems.

Description
The crossbleed valve is an electrical butterfly shut-off valve ( 4.5 in. dia.)
controlled by the BMC for automatic operation.
It is also possible top operate it manually fom the cockpit using the rotary
selector switch.
The main components of the valve are:
S the valve body
S the butterfly plate
S the double motor actuator
S the manual override lever
The double motor actuator has two electrical motors which are designated as
the motor 1 and motor 2.
These two motors work independently.
The motors open and close the valve,
S motor 1 (primary) controls the automatic
(X-bleed selector switch in Auto )
S motor 2 ( secondary) controls the manual operation.
(X-bleed selector switch in open or shut)
A brake system in each motor locks the butterfly plate in position when the
For Training Purposes Only

electrical power supply stops.


When the valve is in its fully open or closed position, limit switches in the actua-
tor automatically stop the electrical power supply to the motors.
The valve also has a manual override lever which permits the operation of the
butterfly plate without electrical power.

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APU BLEED AIR & CROSSBLEED
SYSTEMS 36-12

NM6 36 12 00 0 AER0 00

ACTUATOR
MOTOR NO 1
( PRIMARY )

ACTUATOR
MOTOR NO 2
( SECONDARY )
CROSS BLEED VALVE
( 6HV )

A
For Training Purposes Only

CROSSBLEED
VALVE
( &HV )

NM6 36 12 00 0 AWM0 03

Figure 31 CROSS BLEED VALVE


FRA US/E Bu June.96 Page: 61
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APU BLEED AIR & CROSSBLEED APS 3200
SYSTEMS 36-12

APU LOAD BLEED CONTROL VALVE

13 APU Load Bleed Control Valve (APU : APS 3200)

The supply of the APU bleed air is controled by the ECB via APU bleed control
valve and inlet guide vanes. When the APU Bleed Control Valve is in the open
position the engine Pressure Regulator Valves ( PRV ), also named engine
bleed valves, closes and shuts off the engine bleed air ( energizing of the TLT
solenoids ). APU bleed air has priority of engine bleed air.
It is not necessary to regulate the temperature, pressure and flow of the APU
bleed air because they agree with the user demand.
The APU can supply bleed air on ground as well in flight up to an altitude of
20.000 ft. Above that flight level the Inlet Gide Vanes ( IGV ) will be driven clo-
sed.
The APU bleed control valve is a part of the APU.
The ECB (59KD) monitors the bleed - air supply and also controls the APU
bleed control valve.
For description refer to ATA 49.
For Training Purposes Only

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APU BLEED AIR & CROSSBLEED APS 3200
SYSTEMS 36-12

BCV
Position
Indicator

The BCV is shown in the


position: S OPEN
L
For Training Purposes Only

OPEN to SURGE U
and R O
A CLOSED to LOAD G A
NM6 36 12 00 0 aer0 00
E D
CLOSED

Figure 32 APU BLEED CONTOL VALVE APS 3200


FRA US/E Bu June.96 Page: 63
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APU BLEED AIR & CROSSBLEED APS 3200
SYSTEMS 36-12

APU BLEED CONTROL VALVE SCHEMATIC

The APU Electronic Control Box ( ECB ) receives the signals of the bleed air
demand ( ECS; MES ). The ECB monitors the bleed air supply and also con-
trols the APU Bleed Control Valve ( BCV ).

Consists of:
S a valve section with a butterfly flap
S a servo valve
S an fuel operated actuator
S an LVDT
For Training Purposes Only

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APU BLEED AIR & CROSSBLEED APS 3200
SYSTEMS 36-12

N ( 100 % ) LOAD
nP / Pt COMPRESSOR
AIR
ISV BLEED CONTR VLV
CURRENT
ECB SIGNAL DELIVERY DISCHARGE
TO THE TO THE
AIRCRAFT EXHAUST

ECB

VALVE IN VALVE IN
DISCHARGE DELIVERY FAULT
POSITION POSITION
ON

APU BLEED
LVDT
APU FIRE
PUSH
For Training Purposes Only

DISCHARGE DELIVERY
TO THE TO THE
BLEED CONTROL VALVE EXHAUST APU FIRE P / B
AIRCRAFT

LOAD
COMPRESSOR
AIR

NM6 36 12 00 0 anp0 00

Figure 33 APU Bleed Control Valve Schematic APS 3200


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APU BLEED AIR & CROSSBLEED
SYSTEMS 36-12

APU BLEED CHECK VALVE

14 APU Bleed Check Valve


The APU bleed - air duct connects the APU to the crossbleed duct.
Purpose:
The check valve installed in the APU bleed - air duct protects the APU when a
different source supplies bleed air with a higher pressure.
Description
The APU bleed check valve is a 101.6mm (4.0 in.) dia. flapper - type air valve.
The main components of the valve are:
S the valve housing
S the valve flaps
S the shaft
For Training Purposes Only

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APU BLEED AIR & CROSSBLEED
SYSTEMS 36-12

APU BLEED
CHECK VALVE
For Training Purposes Only

Figure 34 APU BLEED CHECK VALVE


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APU BLEED AIR & CROSSBLEED
SYSTEMS 36-12

3 HIGH PRESSURE GROUND CONNECTOR


3 High Pressure Ground Connector
This connector is installed in the lower mid fuselage on the left side and in-
cludes a check valve which stops the loss of air when the ground supply unit is
not connected.
For Training Purposes Only

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APU BLEED AIR & CROSSBLEED
SYSTEMS 36-12

3 HP GRD
CONNECTOR
( 7300HM )

STA1537/FR35
For Training Purposes Only

3 HP GRD Connection
A
Figure 35 3 HP GRD Connector
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BLEED USER SYSTEMS
36-10

PRESSURE SERVICE DESCRIPTION


Pressure Service
Air for Pressurization is used for:
S Potable Water Tank
S Hydraulic Tank and
for the Hot Air regulation
S Trim Air Pressure Regulator Valve
the air is taken from the Pneumatic Crossover duct.
For Training Purposes Only

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ENVIRONMENT PROTECTION
36-10

36-10 ENVIRONMENT PROTECTION


VENTILATION OF THE WING LEADING EDGE
(Installed only on the first few produced aircraft !)
The system is installed in the wing leading edge between fuselage and pylon
on left and right hand side.

Fore the system exsist no monitoring system and it has no manual control.

The wing ventilation system supplies sufficient air to the leading edge to make
shure that:
- the fuel vapor comes out correctly
- the temperature in the leading edge is safe for the leading edge structure
and system
- over duct extention and through rib 7 air passes to the low pressure fuel
valve. Air been also supplied to the space above the pylon.

The system consist mainly of:


- Naca ram air inlet and
- seven piccolo ducts

Only during Aircraft movement a ventilation takes place.In the skin of the lower
wing leading edge forward of the frontspar are drainage and bleed holes
For Training Purposes Only

Leading Edge Outboard of the Pylon


The Ventilation of the short leading edge section between RIB 12 and RIB 13
only removes the fuel Vapor. Ram Air for the Vnetilation comes in through the
gaps around the Slat Tracks. It departs through the Drainage and Exhaust ho-
les.

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BLEED USER SYSTEMS
36-10

TYPICAL PNEUM. SUPPLY TO:


- WATER SYSTEM
- HYDR. SYSTEM
- TRIM AIR PRESS. REG. VLV

LH PNEUMATIC
DUCT
CHECK
VALVE

X-BLEED VALVE

CHECK
VALVE
For Training Purposes Only

RH PNEUMATIC
DUCT
A

Figure 36 Pressure Service


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ENVIRONMENT PROTECTION
36-10

B
FIREWAL FRONT SPAR
ESCAPE HOLE

B
A
PICOLLO
DUCTS
For Training Purposes Only

NOTE: LH SIDE SHOWN


RH SIDE SYMMETRICAL

Figure 37 Wing and Pylon Ventilation


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ENVIRONMENT PROTECTION
36-10

PROTECTION OF THE WING LEADING EDGE


General
The access panels prevent on excessive pressure increase.
You find them in:
- the applicable bay(s) of the fixed leading edges of the wing,
- the wing leading edge of the pylon fairing,
- the leading edge of the fuselage fairing.
Protection of Wing Leading Edge
This System has a Protection Function of the Wing Leading Edge Structure. It
operates when a Duct of the Pneumatic or Wing Anti Ice System Bursts or
shows major Leaks.
The access panels in the fixed leading edge of the wing pressure relief panels
of the blow down type.
There are five panels on each underwing between the fuselage and the anti-ic-
ing telescopic duct.
Panels 1, 2 and 3 are inboard of the engine pylon.
Panels 4 and 5 are outboard of the pylon.
They are a protection against too much overpressure caused by leaks in the
anti-icing duct.

Operation
When a pneumatic or anti-icing duct leak occurs, the pressure in the wing fixed
leading edge bay(s) of the wing(s) increases. This continues until the rivets
which attach the two angles of the landing shear. To shear the rivets, a pres-
sure of approximately 0.48 bar (7 psi) is necessary. Then the trailing edge of
the access panel moves and the air flows overboard.
The pressure at which the rivets shear depend on:
- the shape and the size of the access panel,
For Training Purposes Only

- the number of rivets which hold the panel,


- the rivet shear strength.
NOTE:
If, after the access panel has blow down, a close inspection shows no dam-
age, the panel and the landing can be used again. To install the access panel
replace the attachment angle of the leading edge and the shear rivets.

FRA US/E Bu MAY.95 Page: 74


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PNEUMATIC A319 / A320 / A321
ENVIRONMENT PROTECTION
36-10

SECTION A - A

NORMAL INSTALLED CONDITION

NOTE:
LH WING LOWER SIDE SHOWN A
RH SIDE MIRROR IMAGE

A BLOWN CONDITION
For Training Purposes Only

Figure 38 Pressure Relief Access Panel Installation


FRA US/E Bu MAY.95 Page: 75
Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
ENVIRONMENT PROTECTION
36-10

PROTECTION OF THE PYLON


GENERAL
This system is for the protection of the pylon. It operates if a duct of the pneu-
matic system breaks open or shows large leaks so that this can not endanger
safe flight and landing of the aircraft.
The system keeps the pressure to a limit. This prevents damage to the pylon
structure and the components installed in the pylon.
The leading edge of the pylon fairing and the pylon/wing interface have each
one pressure relief door. The overpressure in this area is limited to 0.2 bar
(2.9007 psi) by the pressure relief doors.

Component Description
Two types of pressure relief doors are installed:
S the one in the leading edge of the pylon (413BL,423BL) is spring loaded
and made from titanium.
S the one in the pylon/wing interface (471BL,482BR) is installed with
shear rivets, a latch and a piano hinge.It is made of carbonhoneycomb
core in sandwich construction.

Operation
When a pneumatic duct in any area of the pylon breaks open or leaks, the
pressure increases in this area. It continues up to a differential pressure of 0.2
bar (2.9007 psi).
This causes:
S the pressure to overcome the force of the spring on the doors 413BL and
432BL.
S the rivets to shear on the doors 471BL and 482BR.
For Training Purposes Only

The doors open and stay open to allow the overpressure to flow overboard.

FRA US/E Bu MAY.95 Page: 76


Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
ENVIRONMENT PROTECTION
36-10

Pressure Relief
DOOR
Pressure Relief Door

B
NOTE: LH SIDE SHOWN
RH SIDE IS SYMMETRICAL

B
PYLON

A
For Training Purposes Only

Figure 39 Pressure Relief Door - Pylon Leading Edge


FRA US/E Bu MAY.95 Page: 77
Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
ENVIRONMENT PROTECTION
36-10

PRESSURE RELIEF DOOR OF THE PYLON


Protection of the Pylon ( cont. )
The panel in the pylon/wing interface ( 471BL, 482BR ) is installed with shear
rivets, a latch and a piano hinge.It is made of carbonhoneycomb core in sand-
wich construction.
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 78


Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
ENVIRONMENT PROTECTION
36-10

A
Pressure Relief Door

RH PYLON Shear rivets

LH PYLON

A
For Training Purposes Only

NOTE: LH SIDE SHOWN


RH SIDE IS SYMMETRICAL

Figure 40 Pressure Relief Door - Pylon / Wing Interface


FRA US/E Bu MAY.95 Page: 79
Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
ENVIRONMENT PROTECTION
36-10

PROTECTION OF THE NACELLE


PROTECTION OF THE NACELLE
This system is made to protect the nacelle. It operates if a pneumatic duct
breaks or has a large leak. The system keeps the pressure to a limit. This pre-
vents damage to the nacelle structure and the components installed in the na-
celle.
A pressure relief door made of aluminum honeycomb is installed in the right fan
cowl of the left and right engine. It protects the fan compartment against a dif-
ferential overpressure of 0.2 bar ( 2.9007 psi ).
Two annealed lanyards limit the door travel and keep the door on the fan cowl if
it opens. The door is manually latched. When the door opens duringflight after
an overpressure occurs, it does not latch again automatically if the overpres-
sure decreases. You can see on the ground that the door is open.
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 80


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ENVIRONMENT PROTECTION
36-10

A
For Training Purposes Only

NOTE: LH SIDE SHOWN


RH SIDE IS SYMMETRICAL

Figure 41 Pressure Relief Door - Nacelle


FRA US/E Bu MAY.95 Page: 81
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PNEUMATIC A319 / A320 / A321
AIR LEAK DETECTION SYSTEM
36-22

36-22 AIR LEAK DETECTION SYSTEM


GENERAL
The two Bleed air Monitor Computers (BMC 1 and BMC 2) monitor the seven Leak Detector Logic RH
detection loops (Loop A and B LH wing, Loop A and B RH wing, LH and RH The overheat sensing elements continuously monitor the surrounding areas for
pylon loop and fuselage loop). This continuous monitoring system is designed overheat conditions. They are connected in series and detect overheat condi-
to detect, by means of detection loops, any ambient overheat. This is to protect tions at any point along the length of the elements. When only a few inches of
the structures and components in the vicinity of the hot air ducts in the fuse- the elements are heated to the pre-determined temperature, an alarm is
lage, pylons and wings, on which leaks or bursts may possibly occur. caused. If this occurs, the bleed air supply is shut off automatically.
If one loop is inoperative (loop A or B), the remaining loop takes over. If hot air
System Description
escapes from the bleed air duct and heats an element of the operative loop, a
S The aircraft leak detection system is divided into the LH and RH zones. signal is given.
S The division of this zones is the crossfeed valve in the crossfeed duct at The signal causes :
STA1537 (FR35). - the amber FAULT light on the AIR COND overhead panel to come on
S Each leak detection system operates independently. - the activation of the ECAM system.
S A single loop system is installed along the bleed air duct between the APU
check valve and the APU bleed valve. When the ECAM system is activated :
- the MASTER CAUT light on the panels 131VU and 130VU come on amber
S In each of the pylons there is a single loop installed.
- a single chime gong sounds
Each loop is located near the pylon ventilation duct.
- the message on the upper ECAM display unit comes on
- the BLEED page on the lower ECAM display unit comes on.
Both wing/fuselage leak detection system are made up of twin loops (A and B)
of overheat sensing elements. This eliminates the possibility of incorrect warn- The FAULT light stays on as long as the overheat condition exists.
ings, due to an and logic. The valves associated with the loop close automatically. If the overheat condi-
The overheat sensing elements are installed in each wing along the forward- tion is corrected, the circuit must be reset to open the valves.
face of the front spar. Clamps and rubber grommets attach the overheat sens- The different FAULT warnings on the AIR COND overhead panel 30VU are :
ing elements at regular intervals along the whole length. S the FAULT legend on ENG 1 BLEED pushbutton switch which comes on if
In the fuselage the elements are installed at STA1537 (FR35) and close to the there is an overheat condition in the LH zone (LH pylon, LH wing and LH
crossover bleed air duct. They continue (LH side elements only) up to the APU
For Training Purposes Only

MID fuselage)
check valve on the pressurized fuselage between STA2189 and STA2243. S the FAULT legend on ENG 2 BLEED pushbutton switch which comes on if
there is an overheat condition in the RH zone (RH pylon, RH wing and RH
S For the wing and fuselage the alarm temperature is 124 plus or minus 7 MID fuselage)
deg.C. S the FAULT legend on APU BLEED pushbutton switch which comes on if
S The pylon alarm temperature quantity is 204 plus or minus 12 deg.C. there is an overheat condition in the MID and AFT fuselage (APU duct)

The impedance between the conductor and the outer tubing decreases sud-
denly when the alarm temperature is reached. At this temperature, the center
conductor grounds and gives an alarm signal.

FRA US/E Bu June.96 Page: 82


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AIR LEAK DETECTION SYSTEM
36-22

30 VU

DETECTION LOOPS

PYLON SINGLE 205 C


LH WING DOUBLE125 C
RH WING DOUBLE125 C
APU SINGLE 125 C

30 VU

RH WING LOOPS

PYLON LOOP
RH WING LOOP B

PYLON LOOP

RH WING LOOP A

BMC 2
LH WING LOOP B
For Training Purposes Only

PYLON LOOP
PYLON LOOP
LH WING LOOP A

BMC 1 APU LOOP

LH WING LOOPS

Figure 42 Leak Detection Loops - General Schematic


FRA US/E Bu June.96 Page: 83
Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
AIR LEAK DETECTION SYSTEM
36-22

LEAK DETECTION SYSTEM ( CONT. )


LOCATION PYLON LOOP
At the same time as the FAULT legend on the ENG 1 BLEED pushbutton
switch comes on, the following valves close automatically :

S the LH pressure regulating valve


S the LH wing anti-icing (if wing anti-icing system is operative) valve Pylon Loop A
S the APU bleed valve (APU pushbutton switch is in ON position)
S the crossbleed valve (selector is in AUTO position).

When the FAULT legend on the ENG 2 BLEED pushbutton switch comes
on, the following valves close automatically : WING ANTI ICE DUCT
S the RH pressure regulating valve
S the RH wing anti-icing valve (if wing anti-icing system operativ). A
B
When the FAULT legend on the APU BLEED pushbutton switch comes on, the
APU bleed valve closes automatically (the APU pushbutton switch is in ON-
position).
Engine start sequence prevents that the APU bleed valve and the crossbleed
valve (selector is in AUTO position) close.
A functional test can only be carried out on the ground by automatic control
activation. It checks the outputs or status of each leak detection loop in-turn.
The maintenance test permits the maintenance crew to check a specific func-
tion of the system. Additionally, the maintenance test finds a failed Line Re-
placeable Unit (LRU).

ECAM - WARNINGS
For Training Purposes Only

S AIR ENG 1 ( 2 ) BLEED LEAK

S AIR APU BLEED LEAK

S AIR L ( R ) WING LEAK

S AIR L ( R ) WING LEAK DETECTION FAULT

FRA US/E Bu June.96 Page: 84


Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
AIR LEAK DETECTION SYSTEM
36-22

96 VU

BMC 2

LOOPS:
- B LH u. RH
- PYLON

95 VU

BMC 1
For Training Purposes Only

LOOPS:
- A LH u. RH
- PYLON
- APU DUCT

Figure 43 Leak Detection Loops - Electrical Schematic


FRA US/E Bu June.96 Page: 85
Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
AIR LEAK DETECTION SYSTEM
36-22

TSM INFORMATION
The Trouble Shooting Manual (TSM) gives supporting data how to trouble
shoot and isolate a Faulty Element of the Overheat Detection System.
For Training Purposes Only

FRA US/E Bu June.96 Page: 86


PNEUMATIC A319 / A320 / A321
AIR LEAK DETECTION SYSTEM
36-22

Lufthansa Technical Training


For Training Purposes Only
Figure 44 TSM
FRA US/E Bu June.96 Page: 87
Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

36-10 SYSTEM TESTS


BMC POWER UP TEST CFDS SYSTEM REPORT/TEST
Two BMC control the engine and APU bleed air systems. The bleed system can be tested using the CFDS System Report/Test menu.

INIZIALIZATION OF POWER - UP TEST


When the aircraft electrical network is energized and the circuit breakers are
closed the BMCs start a power - up test for 10 sec.
During this test all electrical inputs and outputs are monitored,also a integrity
test of the computer is performed.
In case of a abnormal behavior of the BMCs a reset can be tried by opening /
closing the circuit breakers.The BMCs then start a new power - up test if they
were deenergized longer than 1 sec.

Results of power - up test

TEST PASSED:
S normal indication

TEST FAILED:
S none because the opposite BMC is taking over the functions of the faulty
one.To isolate the fault use CFDS
S if both BMC failed,the following messages are displayed:
- ECAM: Bleed Monitoring Fault
- ECAM BLEED PAGE: xx are displayed in place of temperature,pressure
indication and valve positions.
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 88


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PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

CFDS MENU
< LAST LEG REPORT

< LAST LEG ECAM REPORT

< PREVIOUS LEGS REPORT

Select the
SYSTEM REPORT/TEST
line key.
< SYSTEM REPORT/TEST
POST
* SEND FLT REP PRINT >
BRT
DIR PROG PERF INIT DATA

RAD FUEL SEC MCDU


F-PLN NAV PRED F-PLN MENU

AIR A B C D E
PORT

F NEXT F G H I J M
A PAGE C
I D
For Training Purposes Only

L 1 2 3 K L M N O U
F M
M 4 5 6 P Q R S T E
G N
C U
7 8 9 U V W X Y

. 0 / Z - + OVFY CLR

Figure 45 MCDU UTILIZATION


FRA US/E Bu MAY.95 Page: 89
Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

SYSTEM REPORT/TEST BMC


Six CFDS PNEU. menu functions are available:

S LAST LEG REPORT

S PREVIOUS LEGS REPORT

S LRU IDENTIFICATION

S CURRENT STATUS

S CLASS 3 FAULTS

S TEST
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 90


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PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

SYSTEM REPORT / TEST

< AIRCOND F/CTL >


SYSTEM REPORT / TEST
< AFS FUEL > PNEUMATIC
< BMC 1
< COM ICE & RAIN >
< BMC 2
< ELEC INST >

< FIRE PROT L/G >

< RETURN NAV >

NEXT PAGE

SYSTEM REPORT / TEST


BMC 1
< PNEU ENG >
< LAST LEG REPORT
< APU TOILET >
< PREVIOUS LEGS REPORT
< LRU IDENTIFICATION
For Training Purposes Only

< CURRENT STATUS


< CLASS 3 FAULTS TEST >
< RETURN PRINT >

Figure 46 MCDU UTILISATION


FRA US/E Bu MAY.95 Page: 91
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PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

SYSTEM REPORT/TEST BMC


LAST LEG REPORT
This report shows all faults during the last flight leg.

PREVIOUS LEGS REPORT


This report presents all faults which occured during the last 64 flight legs

LRU IDENTIFICATION
This menu shows the partnumber of the BMC1 (2)
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 92


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PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

BMC 1 BMC 1
LAST LEG REPORT
DATE: 04 04 < LAST LEG REPORT
GMT ATA < PREVIOUS LEGS REPORT
CHECK R WING LOOP A < LRU IDENTIFICATION
CHECK R WING LOOP B
0948 36-1 1-52 < CURRENT STATUS
< CLASS 3 FAULTS TEST >

< RETURN PRINT > < RETURN PRINT >

BMC 1 BMC 1
PREVIOUS LEGS REPORT LRU IDENTIFICATION
D-AIPN
LEG DATE GMT ATA 785-002-2
FAN AIR V 9HA1
For Training Purposes Only

-03 30.06 0656 36-11-54


X-FEED VALVE 6HV
-19 0606 1636 36-11-52

< RETURN PRINT > < RETURN PRINT >

Figure 47 MCDU UTILISATION


FRA US/E Bu MAY.95 Page: 93
Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

SYSTEM REPORT/TEST BMC


CLASS 3 FAULTS

TEST
When the test is activated via the MCDU , a electrical operational test of the
bleed system is carried out through the BMC.
The test program includes:
S BMC integity test
S check of sensors
S check of interfaces
S check of APU,engine and wings leak detection system.
NOTE:
Only a test of the electrical components is carried out.
The test does not operate the pneumatic valves.
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 94


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SYSTEM TEST
36-10

BMC 1 BMC 1
CURRENMT STATUS
LAB DATA BIT 11 TO 29 < LAST LEG REPORT
064 000000000000000001 1 < PREVIOUS LEGS REPORT
065 0000000000000000000
066 0111010100000000111 < LRU IDENTIFICATION
067 11010101000000001 11 < CURRENT STATUS
055 1101101110000001100
< CLASS 3 FAULTS TEST >
< RETURN PRINT > < RETURN PRINT >

AFTER REPAIR

BMC 1 BMC 1
CLASS 3 FAULTS TEST RESULT

DATE ATA
PRESS REG-V 4001HA1
For Training Purposes Only

OR SOLENOID 10HA1 TEST OK


OR SENS LINE
0606 36-1 1-00

< RETURN PRINT > < RETURN PRINT >

Figure 48 MCDU UTILISATION


FRA US/E Bu MAY.95 Page: 95
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PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

CURRENT STATUS
When the Current Status is activated the BMC 1 ( 2 ) sends a snapshot of the
current system status.
This system status is displayed in numerical codes for five labels from BIT 11
to 29.
S LABEL 064/066 = ENGINE 2
S LABEL 065/067 = ENGINE 1
S LABEL 055 = APU
A decoding table is in the AMM 36-11-00
For Training Purposes Only

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SYSTEM TEST
36-10

11
00
11
1
11 13 15 17 19 21 23 25 27 29
12 14 16 18 20 22 24 26 28
For Training Purposes Only

NOTE: BMC 1 CURRENT STATUS IS IDENTICAL TO BMC 2 CURRENT STATUS

Figure 49 BMC 1 ( BMC 2 ) CURRENT STATUS


FRA US/E Bu MAY.95 Page: 97
PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

Lufthansa Technical Training


For Training Purposes Only
Figure 50 AMM Decoding Tables
FRA US/E Bu MAY.95 Page: 98
PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

Lufthansa Technical Training


For Training Purposes Only
Figure 51 AMM Decoding Tables
FRA US/E Bu MAY.95 Page: 99
PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

Lufthansa Technical Training


For Training Purposes Only
Figure 52 AMM Decoding Tables
FRA US/E Bu MAY.95 Page: 100
PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

Lufthansa Technical Training


For Training Purposes Only
Figure 53 AMM Decoding Tables
FRA US/E Bu MAY.95 Page: 101
PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

Lufthansa Technical Training


For Training Purposes Only
Figure 54 AMM Decoding Tables
FRA US/E Bu MAY.95 Page: 102
PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

Lufthansa Technical Training


For Training Purposes Only
Figure 55 AMM Decoding Tables
FRA US/E Bu MAY.95 Page: 103
PNEUMATIC A319 / A320 / A321
SYSTEM TEST
36-10

Lufthansa Technical Training


For Training Purposes Only
Figure 56 AMM Decoding Tables
FRA US/E Bu MAY.95 Page: 104
Lufthansa Technical Training
PNEUMATIC A321-131
SYSTEM DIFFERENCES IAE V2500
36-00

ATA 36 A321 DIFFERENCES


36-10 PNEUMATIC DISTRIBUTION
For Training Purposes Only

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SYSTEM DIFFERENCES IAE V2500
36-00

ENGINE BLEED AIR COMPONENTS IAE V2500


For Training Purposes Only

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SYSTEM DIFFERENCES IAE V2500
36-00
For Training Purposes Only

Figure 57 Engine V2500 Bleed Components Location


FRA US/E Bu MAY.95 Page: 107
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PNEUMATIC A321-131
SYSTEM DIFFERENCES IAE V2500
36-00

HIGH PRESS. BLEED VALVE CONTROL


Function
to avoid an unsheduled opening of the high press. bleed valve during normal
bleed operation in flight, the high press. bleed solenoid valve will be energized
above a PS3 pressure of 110 psi and will vent the actuating opening pressure
of the high pressure bleed valve. Due to this the valve will close.
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 108


PNEUMATIC A321-131
SYSTEM DIFFERENCES IAE V2500
36-00

Lufthansa Technical Training


For Training Purposes Only
Figure 58 Pneumatic System Schematic
FRA US/E Bu MAY.95 Page: 109
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PNEUMATIC A321-131
SYSTEM DIFFERENCES IAE V2500
36-00

HPV SOLENOID LOCATION


The solenoid valve is located on the R/H side of the V2530 engine fan case.
For Training Purposes Only

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SYSTEM DIFFERENCES IAE V2500
36-00

HIGH PRESS. BLEED


VALVE
SOLENOID
VALVE

HPC STAGE 7
SOLENOID
VALVES
For Training Purposes Only

Figure 59 HP Bleed Solenoid Valve


FRA US/E Bu MAY.95 Page: 111
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PNEUMATIC A319
SYSTEM DIFFERENCES CFM 56-5A5
36-11

ATA 36 A319 DIFFERENCES


36-11 ENGINE BLEED SUPPLY SYSTEM LOCATION

IP / HP BLEED SWITCHING OVERRIDE SYSTEM


This system is only installed on A319 powered by CFM56-5A or CFM 56-5B
engines.
In order to avoid any risk of having A319 high altitude cruise ( 35000 - 39000 ft)
with cabin bleed air from the HP bleed port of the engine an IP/HP bleed
switching override system has been installed.
The High Pressure Valve ( HPV ) is controlled to the closed position using the
sense line between the HPV and the Pressure Regulating Valve ( PRV ) by
venting it to ambient through a solenoid valve. Solenoid
The solenoid valve 11HA1 (2) is installed on the engine pylon and commanded
upon a BMC signal through the relay 12HA1 (2).The solenoid is energized to
open ( bleed ) by the BMC.

The opening of the solenoid is possible when:

S Engine rating is above idle,

S The wing Anti-Icing system is selected off,

S The A/C altitude is over 15000 ft,

S Pack configuration is normal ( cross-bleed valve is closed ).


For Training Purposes Only

S Ps3-P0 >80psig

FRAUS-T MA MAY 96 Page: 112


For Training Purposes Only Lufthansa Technical Training
FRAUS-T MA
PNEUMATIC

MAY 96
SYSTEM DIFFERENCES

Figure 60
S
ECAM
BMC 2
BMC 1
HP VLV PS 3 - P0>80PSIG
S
SOL.
WAI OFF
ALT > 15.000FT
ENG BLEED
NORMAL

IP/HP Bleed Switching Override Schematic


EIU 1
X BLEED
ENG1 BLEED APU BLEED AUTO ENG2 BLEED
FAULT SHUT OPEN FAULT
OFF ON OFF

Page: 113
A319

36-11
CFM 56-5A5
Lufthansa Technical Training
PNEUMATIC A320/A321
TROUBLE SHOOTING EXAMPLE
36

ATA 36 TROUBLE SHOOTING EXAMPLE

Flight Log:

Complaint:
ENG 1 : Bleed Fault
Bleed Temperature on ECAM
approx 262C.

Action:
For Training Purposes Only

FRA US-E Bu. MAY. 95 Page: 114


PNEUMATIC A320/A321
TROUBLE SHOOTING EXAMPLE
36

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For Training Purposes Only
Figure 61 TSM
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PNEUMATIC A320/A321
TROUBLE SHOOTING EXAMPLE
36

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For Training Purposes Only
Figure 62 TSM
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PNEUMATIC A320/A321
TROUBLE SHOOTING EXAMPLE
36

Lufthansa Technical Training


For Training Purposes Only
Figure 63 TSM
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Lufthansa Technical Training
PNEUMATIC A319 / A320 / A321
STUDENT RESPONSE QUESTIONS
36

STUDENT RESPONSE QUESTIONS


SELF EXAMINATION
1 What are the bleed sources used for the pneumatic 6 What is the purpose of the TPT ?
supply? Answer:
Answer:

7 What is the purpose of the RPT ?


2 What is the pressure setting for the PRV ? Answer:
Answer:

8 What is the purpose of the CTS ?


3 What will close the PRV ? Answer:
Answer:

9 Which valves get a closing signal when the starter air


4 How is the FAV controlled ? valve is open ?
Answer: Answer:
For Training Purposes Only

5 How is the Crossbleed valve operated ? 10 What happens if there is a bleed leak on the APU duct ?
Answer: Answer:

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STUDENT RESPONSE QUESTIONS
36

STUDENT NOTES:
For Training Purposes Only

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ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

ATA 30 ICE & RAIN PROTECTION


30-10 WING ANTI ICE
GENERAL
Airfoil
The wings are the only airfoil sections to be protected against icing conditions.
The leading edge slats 3, 4 and 5 are thermally anti-iced by a manually se-
lected hot air system which directs engine bleed air into the leading edges of
the slats.
Air for ice protection is supplied by the pneumatic system; the flow being
controlled by a pressure control/shut-off valve. The pneumatically powered
control/shut-of f valves are selected open when power is supplied to the electri-
cal circuit. Airflow trimming restrictors are fitted downstream of each valve.
The air leaving the control valves passes through ducts in the wing fixed lead-
ing edge to a telescopic duct which routes the air to the inboard end of the pic-
colo duct in slat 3. Air is distributed along slats 3, 4 and 5 by piccolo ducts in-
terconnected by flexible couplings.
The leading edge surfaces of the relevant slats are heated with air discharged
from the piccolo duct on to the inner surface of the slat skin.
Slots in the upper surface of the slat spar direct the air to the upper surface of
the rear of the slat. The air is exhausted through vents situated along the rear
skin of the slat, and then discharged overboard through the gap between the
slat lower surface trailing edge and the fixed leading edge.
When only one engine is available to supply hot air, the pneumatic system
crossfeed duct is used to supply both wings from one engine.
The wing ice protection system can only be operated continuously while the
aircraft is flying, but can be tested on the ground for a limited period ( 30 sec.).
For Training Purposes Only

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WING ANTI ICE
30-10
For Training Purposes Only

Figure 64 Wing Anti Ice System


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Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

PANEL DESCRIPITION
WING ANTI ICE P/B Switch OFF: P/B switch out
ON: P/B switch in
S Wing anti ice valves close
- both engines return to minimum idle
S the ON light illuminates blue
S The ECAM messages disappear.
- The P/B ON signal is send via the EIU to the FADEC of both engines
and both engines will increase the N2 RPM to the bleed idle demand
value.(approx 68% N2)
S both wing anti ice valves open (solenoid energized) when the pneumatic FAULT - LIGHT
pressure is >10 psi .The open signal from the wing anti ice valves is also S illumiates during valves transit
send via the EIU to the FADEC of both engines.
S illuminates if the valves position disagree.
NOTE:
ON GROUND ALWAYS THE WING ANTI ICE TEST SEQUENCE IS INI-
TIATED AND THE VALVES OPEN ONLY FOR 30 SEC. Note:
As long as the wing anti ice P/B is pressed in or a anti ice valve remains
S On the ECAM memo page the WING ANTI ICE message appears in
open when the wing anti ice P/B is released,both engines get the bleed
green.
demand signal ( increased Idle RPM ).
S On the ECAM bleed page the ANTI ICE message appears.
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 122


Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

A
For Training Purposes Only

Figure 65 Anti Ice Panel


FRA US/E Bu MAY.95 Page: 123
Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

FADEC ENG 1 EIU1

FADEC ENG 2 EIU2


For Training Purposes Only

Figure 66 Wing Anti Ice P/B Control Schematic


FRA US/E Bu MAY.95 Page: 124
Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10
For Training Purposes Only

Figure 67 Wing Anti Ice P/B Control Schematic


FRA US/E Bu MAY.95 Page: 125
Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

WING ANTI ICE ECAM INDICATION

1 ANTI ICE

Displayed in WHITE when: Wing Anti Ice System Switched ON. LH


and RH Wing shown

2 Symbol Displayed in GREEN when: LH Wing Anti Ice Valve

Open

Symbol Displayed in GREEN when: RH Wing Anti Ice Valve


Open

Symbol ( s ) Displayed in Amber when:

S Switch / Valve Position Disagree


S the Valve is Open and Air Pressure ( Valve Down Stream Pressure )
LH or RH is to Low (  13 psi ) or to High (  32 psi )
S the Valve is Open for more than 10 s on GRD
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 126


Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

1 ANTI
ICE
X - BLEED VALVE ANTI 1
ICE

30 PSI GND PSI 30


2 160 C C 160
2
APU
1 2
IP HP HP IP
For Training Purposes Only

Figure 68 BLEED Page - Lower ECAM Display Unit


FRA US/E Bu MAY.95 Page: 127
Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

WING ANTI-ICE ECAM WARNINGS AND MESSAGES

1 ECAM - WARNINGS / MESSAGES

Possible Ecam Warnings on Upper Display Unit


( Engine and Warning Display Unit )

S WING ANTI ICE ON GND


if Valve ( s ) remain Open on GRD for more than 35 s after Wing Anti Ice is
selected on

S SYSTEM FAULT
Valve not Open when Wing Anti Ice Selected ON

S LH ( RH ) VALVE OPEN
Valve not Closed when Wing Anti Ice selected Off

S HI PR
HI PR Sign apears if VLV Down Stream Pressure is  32 psi
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 128


Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

B B C
A UPPER DU

C 1 2
.
IN FLIGHT
CONDITION
A STATUS
MESSAGE
25 VU
LOWER DU

B B
44 PSI PSI 44
20 C 200C
For Training Purposes Only

130 VU 131 VU

Figure 69 Wing Anti Ice Protection - Indication


FRA US/E Bu MAY.95 Page: 129
Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

WING ANTI ICE C/B ON PANEL 49VU

Two Circuit Breakers for the Wing Anti Ice System ( LH and RH Wing Anti Ice
Valve ) are located on the Overhead Panel 49VU

S One circuit breaker WING MONG ( Pos. C1 ), is used for:


- FAULT Light control

S the second circuit breaker WING CTRL ( Pos. C2 ), is used for:


- the operation of both Valves
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 130


Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10
For Training Purposes Only

Figure 70 OVERHEAD C/B PANEL 49VU


FRA US/E Bu MAY.95 Page: 131
Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

WING ANTI ICE COMPONENTS


These components interface with, or are in, the wing ice protection system:
S the anti-ice valve control-switch (3DL)
S the System Data Acquisition Concentrator/Electronic Centralized Aircraft
Monitoring (SDAC/ECAM)
S the Environmental Control System Zone Control and Bleed Status Com-
puter (ECS computer)
S the Centralized Fault Display System (CFDS)
S the landing-gear oleo proximity-switches
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 132


Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

TO TO
AC PACK AC PACK

TO SDAC TO SDAC

S S
M M
APU
LOAD
BLEED
CONTR
VALVE

PRV S PRV

HPV
HPV HPV & PRV
HPV & PRV
FC SIGNAL FC SIGNAL
TO BMC 2 TO BMC 1
ECB
ENG 1 APU 3 HP GND
HP IP CONNECTION IP ENG 2 HP

ZONE
For Training Purposes Only

CONTROLER
BMC 1 BMC 2
BLEED AIR BLEED AIR
MONITORING MONITORING
COMPUTER COMPUTER

Figure 71 Wing Anti Ice Schematic


FRA US/E Bu MAY.95 Page: 133
Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

WING ANTI ICE VALVE


Two wing anti-icing control-valves are fitted to the aircraft, one in each wing MMEL TASK: 30-11-1
leading-edge outboard of the engine pylons. Maintenance procedure
A single ON/OFF switch on the cockpit overhead panel (25VU) operates both To allow the aircraft to be flown in non-icing or icing conditions in the event of
valves. an anti-icing valve failure, the valves can be locked in the closed or open
The wing anti-icing control-valve: position.
S It has these primary components:
- an actuator assembly
- a butterfly control Automatic Test and Test Monitoring
- a pilot-valve assembly When the aircraft is on the ground, the automatic test facility is initiated when-
- a solenoid valve ever the control switch (3DL) is selected ON and is terminated after 30 se-
- a valve position microswitch conds by the time delay relay.
- two pressure switches SDAC/ECAM monitors the test function and in the event of the test running for
- two ground test connections. 35 seconds or more,the ECAM signals a SHUT DOWN PENUMATIC SYSTEM
S isolates the anti-icing hot-air supply from the pneumatic system when the warning message, to prevent overheat damage to the slats.
anti-icing is not required. At the start of the test sequence, the amber warning light on the glareshield will
be illuminated until the pressure in the system has risen above the low pres-
S regulates the pressure of the hot air tapped from the pneumatic system for
sure setting.
wing anti-icing to 20 psi .
In the event of a power failure to the electrical control system, the amber fault
S is an electrically-controlled, pneumatically-operated valve. light will be illuminated whenever power is available to the aircraft 5V warning-
- it opens when the solenoid is energized and the pneumatic pressure is light system.
>10 psi . Access to the wing anti-ice system on the CFDS is via TEMP CTL of the
- In the event of an electrical failure, the valve will automatically fail to the air-conditioning class 3 faults .
closed position.
S the valve has a high pressure switch which will trigger a ECAM warning if
the downstream pressure is > 32psi.
S the valve has a low pressure switch which will trigger a ECAM and a wing
anti ice FAULT warning if the downstream pressure is < 13 psi.
For Training Purposes Only

S A visual/mechanical indicator of determining the valve position.


S A microswitch in the anti-icing valve senses when the valve is closed and
provides a CLOSED/NOT CLOSED signal to the Environmental Control
System Zone Control and Bleed Status Computer (ECS computer) and the
Electronic Centralized Aircraft Monitoring (ECAM) system.

FRA US/E Bu MAY.95 Page: 134


Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

UP STREAM
TEST PORT &
B AIR FILTER

HIGH PRESS
SWITCH
Panel (522AB or 622AB)

A
SOLENOID

A LOW PRESS
SWITCH
B DOWN STREAM
TEST PORT
REGULATED
PRESS
C

POSITION INDICATOR LOCK BOLT STOWAGE


POSITION
For Training Purposes Only

CLOSED AND
LOCK POSITION

Figure 72 Wing Anti Ice Valve


FRA US/E Bu MAY.95 Page: 135
Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

AIR SUPPLY DUCTS


FLOW RESTRICTOR
The flow restrictor is in the anti-ice duct,downstream of the anti ice control
valve.The internal diameter of the flow restrictor is smaller than that of the duct
to control the airflow to the wings.

TELESCOPIC DUCT
The telescopic duct is at track 7.It connects the anti ice duct to the piccolo duct
in lat 3.
PICCOLO DUCTS
Three piccolo ducts are in each wing,one in each of the slats 3,4 and 5.
Each piccolo duct has holes that face the leading edge skin of the slat.The
holes release the hot air on to the inner surface of the slat leading edge slat.
FLEXIBLE DUCTS
The flexible ducts connect the piccolo ducts in the slats 3,4 and 5 .
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 136


Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10
For Training Purposes Only

Figure 73 Wing Anti Ice Air Ducts


FRA US/E Bu MAY.95 Page: 137
Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

CFDS SYSTEM REPORT/TEST


Wing anti ice system Fault detection
Only wing anti ice class 3 faults can be indicated on the CFDS via TEMP CTL.
For Training Purposes Only

FRA US/E Bu MAY.95 Page: 138


Lufthansa Technical Training
ICE & RAIN PROTECTION A319 / A320 / A321
WING ANTI ICE
30-10

SYSTEM REPORT / TEST


CAB TEMP CONT
F/CTL >
< AIRCON < LAST LEG REP0RT
< AFS FUEL > < PREVIOUS LEGS REPORT
< COM ICE & RAIN > < LRU IDENTIFICATION
< ELEC INST > < TEST
L/G >
< FIRE PROT < CLAS 3 FAULTS
< RETURN NAV > < RETURN

AIR CONDITIONING CAB TEMP CONT


CLAS 3 FAULTS
< CAB PRESS CONT 1 LEG DATE GMT PHASE
ATA FIN
< CAB PRESS CONT 2
R WAI FILTER OR VALVE
For Training Purposes Only

< CAB TEMP CONT 01 2406 1036 06


30-11-51 10DL
< AVNGS COOL CMPTR L WAI FILTER OR VALVE
01 2406 9DL 06

< RETURN < RETURN PRINT >

Figure 74 Trouble Shooting Wing Anti Ice System


FRA US/E Bu MAY.95 Page: 139
Lufthansa Technical Training
WING ANTI ICE A319 / A320 / A321
STUDENT RESPONSE QUESTIONS
30-10

STUDENT RESPONSE QUESTIONS


SELF EXAMINATION
1 What heating source is used for wing anti-ice ?
Answer:

2 Which area is heated by the wing anti ice system ?


Answer:

3 What will happen if wing anti ice is switched to on


( GRD ) ?
Answer:

4 Is there any indication for wing anti ice on ECAM ?


Answer:
For Training Purposes Only

5 Can the aircraft dispatched with a inoperative wing


anti ice valve ?
Answer:

FRA Us-T Bu July 97 Page: 140


Nur zur Schulung
A320-21 1

36-00
CFM56-5A1
Lufthansa
TECHNISCHE SCHULUNG
Pneumatic
General

Figure A Basic Schematic


FRA US-E Bu APR.95 Seite: 141
Nur zur Schulung

LEGEND A 320-211:
A 320-211
CFM 56-5
36-00
VALVE POSITION SWITCHES AIR DUCTS LEAK DETECTION LOOPS
_
ONE OP / ONE CL SW LH WING
_
RH WING
OP SW CL SW _
APU
S SOLENOID A DETECTION LOOP A

B DETECTION LOOP B
PYLON LOOP

CROSS
12 BLEED
VALVE

M
11 CTS M M CTS 11
PYLON EIU EIU
1 CFDIU 2 PYLON
LOOP LOOP
A B A B
S S
4 TLT TLT 4
14 APU 15
CHECK VLV
8 TCT DET. TCT 8
LOOPS
6 PRECOOLER PRECOOLER 6
OVERBOARD OVERBOARD

APU DETECTION
LOOP
Lufthansa
TECHNISCHE SCHULUNG

16

BMC BMC
1 2
7
7
HPV / PRV ONLY 5
5 FC / NOT FC
R T T R 10
P P TO BMC 1 (2) P P
T T T T

ECS

10 ECB 3 HP GND 9 3
3 CONNECTION
SDAC

1 1
2 2

13
LOAD
BLEED
CNTR
VLV

5th 9th
S 9th 5th
ENGINE 1 ENGINE 2
IP IP

SERVO PRESSURE
SENSE LINE
ANTI ICE VALVE
Pneumatic
General

Figure B Pneumatic System - A 320


Seite: 142
Nur zur Schulung

LEGEND A 321-131
VALVE POSITION: AIR DUCTS LEAK DETECTION LOOPS:
_
A 321-131
IAE V2500
36-00
ONE OP / ONE CL SW LH WING
_
RH WING
OP SW CL SW _
APU
SSV TWO SOLENOID A DETECTION LOOP A
SERVO VALVE
B DETECTION LOOP B
L LINEAR VOLTAGE
V DIFFERENTIAL
D PYLON LOOP
T TRANSDUCER

S SOLENOID

SV SOLENOID
CONTROLED
VALVE

CROSS
12 BLEED
VALVE

11 CTS M M CTS 11
EIU EIU
PYLON CFDIU PYLON
LOOP 1 2 LOOP
A B A B
S S
4 TLT TLT 4
8 TCT TCT 8
6 PRECOOLER PRECOOLER 6
OVERBOARD APU OVERBOARD
CHECKVALVE 14
Lufthansa
TECHNISCHE SCHULUNG

BMC BMC
1 2

7 7
HPV / PRV ONLY
5 FC / NOT FC 5
TO BMC 1 (2) T R
R T
P P P P 10
T T T T
/
ECS

10 3 HP GND
3 ECB CONNECTION 3

EIU EEC SV 9 9 SV EEC EIU


17 17

1 1 TO SVs
2 TO SVs

IPC
HYD
2
RESERVOIR
LH ONLY ECON FLOW
13
ON BLEED
BUFFER AIR 12 th 12 th
L CONTR BUFFER AIR
S V
S D
VLV
V T
ENGINE 1 7 th 10 th 10 th 7 th ENGINE 2
IP IP
Pneumatic
General

Figure C Pneumatic System - A 321


FRA US/E Bu MAR.95 Seite: 143