Single Aisle Technical Training Manual Maintenance Course - T1 & T2 Pneumatic

SINGLE AISLE
TECHNICAL TRAINING MANUAL
MAINTENANCE COURSE - T1 & T2
PNEUMATIC
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
SINGLE AISLE TECHNICAL TRAINING MANUAL
PNEUMATIC
Pneumatic Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Bleed System Description (3) . . . . . . . . . . . . . . . . . . . . . . . . 16
Pneumatic System Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Pneumatic System Operation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
APU Bleed Air SPLY/X-Bleed System D/O (3) . . . . . . . . . . . . . . . . 38
BMC Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Pneumatic Leak Detection System D/O (3) . . . . . . . . . . . . . . . . . . . 44
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36 - PNEUMATIC TABLE OF CONTENTS Page 1
PNEUMATIC LEVEL 2 (2)

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

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SYSTEM OVERVIEW / APU BLEED/EXTERNAL AIR


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


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


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


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


MAINTENANCE TIPS (continued)
TEST SET
A Test Set is available to assist in troubleshooting the pneumatic
system. The test set enables calibrated pressure to be applied to
individual valves, components and isolated parts of the system to
check for normal operation and sense line integrity.
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MAINTENANCE TIPS / TEST SET


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

ENGINE BLEED SYSTEM DESCRIPTION (3)

GENERAL PRV/CONTROL SOLENOID
The engine air bleed pressure is pneumatically regulated by the High The PRV pneumatically regulates the bleed pressure around 44 psi. A
Pressure (HP) Valve (VLV) when air is supplied by the HP stage, or by thermal fuse causes the valve to close in case of engine fire at 450°C
the Pressure Regulating Valve (PRV) when the air is supplied by the (842°F). The PRV is pneumatically controlled by an external
Intermediate Pressure (IP) stage. The pressure regulation system is servo-control, the bleed pressure regulated valve control solenoid (CTL
monitored by two Bleed Monitoring Computers (BMCs). SOL), located downstream from the precooler. The control solenoid
operates in two modes, pneumatic and electric, causing a partial or
HP VALVE complete closure of the PRV.
Switching between IP and HP is done pneumatically when the IP stage
NOTE: Note: for the A318, the control solenoid operates in two modes,
pressure is not sufficient (engine at low speed). The HP VLV
pneumatic and electric, causing complete closure of the PRV.
pneumatically regulates the air supply between 8 and 36 psi. The HP
The pneumatic mode is used for:
VLV is forced to close when the PRV is closed via the PRV/HP VLV
- reverse flow protection - the PRV is closed when a delta pressure
sense line. In flight, the Engine Electronic Controller (EEC) for IAE
between the precooler outlet and the PRV inlet is detected,
V2500-5A engines or the BMC for the A318/A319 fitted with CFM56
- temperature limitation downstream from the precooler, through the
engines maintains the HP VLV closed.
thermostat located in the control solenoid. When the temperature increases
The solenoid is de-energized, opening of the HP VLV is no longer
and reaches 235°C (455°F), the PRV downstream pressure is
inhibited and the BMC or the EEC (depending on the engine type) vents
progressively reduced. When the temperature increases to more than 245
the PRV/HP VLV sense line when:
°C, the downstream pressure is reduced to a maximum of 17.5 psi.
- the engine is above idle, the pressure PS3 is greater than 80 psi for the
single aisle family IAE V2500-5A engines, and for the A318/A319 NOTE: Note: for the A318, the thermostat of the control solenoid is no
CFM-56 engines,
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longer installed. The temperature limitation function is no longer

- the Wing Anti-Ice (WAI) is OFF, available. When 235°C (455°F) is reached, the PRV no longer
- the altitude is over 15,000 ft, decreases the pressure to reduce the temperature downstream.
- the pack configuration is normal. The electrical mode with PRV shut-off function through energization of
IP CHECK VALVE the control solenoid is used when:
- the ENGine BLEED P/B is selected "OFF",
The IP check valve protects the IP stage from reverse flow when the HP - the ENGine FIRE P/B is selected "ON".
VLV is open. The solenoid is automatically energized by the BMC in the following
cases:
- over-temperature downstream of the precooler - the heat exchanger
outlet temperature sensor senses a temperature above 257°C (527°F),

36 - PNEUMATIC ENGINE BLEED SYSTEM DESCRIPTION (3) Page 16
- overpressure downstream of the PRV when the pressure-regulated HEAT EXCHANGER OUTLET TEMPERATURE SENSOR
transducer senses a pressure greater than 57 psi,
- leak detection in pylon/wing/fuselage ducts and surrounding areas, The heat exchanger outlet temperature sensor, connected to both BMCs,
- APU bleed valve not closed, reads the regulated temperature downstream from the precooler. This
- corresponding starter valve not closed. temperature is shown on the ECAM and used to monitor the system.
OPV NOTE: Note: for the A318, the high outlet temperature threshold is
decreased. If the precooler exchanger outlet temperature reaches
The Overpressure Valve (OPV), which is normally open, closes
240°C (464°F), the BMC generates a class 2 maintenance
pneumatically. The OPV starts to close at 75 psi. It is fully closed at 85
message - "AIR BLEED" - on the ECAM STATUS page. An
psi and opens again at around 35 psi.
associated maintenance message "Thermostat (THRMST), FAV
REGULATED PRESSURE or sense line" can be seen on the MCDU.
A transducer, connected to both BMCs, reads the regulated pressure

downstream from the PRV. This pressure is indicated on the ECAM.
TRANSFERRED PRESSURE
A transducer, connected to the related BMC, reads the transferred pressure
downstream from the High Pressure Valve (HPV). This pressure is used
to monitor the PRV and the HPV.
FAV/CONTROL THERMOSTAT
The Fan Air Valve (FAV) pneumatically regulates the fan airflow to the
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precooler for bleed air temperature regulation at 200°C (392°C). The

FAV is pneumatically controlled by an external servo-control: the FAV
control thermostat (CTL THERMST), located downstream from the
precooler.
PRECOOLER
The precooler is an air-to-air heat exchanger.
NOTE: for the A318, the thermal efficiency is increased.

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HEAT EXCHANGER OUTLET TEMPERATURE SENSOR

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PNEUMATIC SYSTEM WARNINGS (3)

more than 15 sec and the HP valve stays closed, when the engine is at
ENG 1 (2) BLEED ABNORM PR idle.
If an ENG 1 (2) BLEED ABNORM PR occurs, the aural warning sounds, BLEED MONITORING FAULT
the MASTER CAUTion light comes on. The failure is shown amber on
the EWD associated to indications on the ECAM BLEED page. The If a BLEED MONITORING FAULT occurs, the failure is shown amber
engine bleed valve is displayed amber on the ECAM. This warning is on the EWD; no pressure and temperature data is available on the ECAM
triggered when the engine-regulated pressure is below the detection BLEED page. This failure occurs when both Bleed Monitoring Computers
threshold or below the minimum operating pressure of the (BMCs) are faulty.
pressure-regulating valve.
L (R) WING LEAK DET FAULT
ENG 1 (2) BLEED LO TEMP
If a L (R) WING LEAK DETection FAULT occurs, the failure is shown
If an ENG 1 (2) BLEED LO TEMP occurs, the aural warning sounds, amber on the EWD associated to indications on the ECAM BLEED page.
the MASTER CAUT light comes on. The failure is shown amber on the This failure occurs when both detection loops are inoperative in the left
EWD associated to indications on the ECAM BLEED page. Warning is wing.
activated when the temperature of one engine bleed drops below 150°C
(302°F) in flight with wing anti-ice set to ON. ENG 1 (2) BLEED FAULT
X BLEED FAULT If an ENG 1 (2) BLEED FAULT occurs, the aural warning sounds, the
MASTER CAUT light comes on, the engine bleed valve closes and the
When the APU is running and the APU bleed is set to ON, if a X BLEED engine bleed fault light comes on. The failure is shown amber on the
FAULT occurs, the aural warning sounds, the MASTER CAUT light EWD associated to indications on the ECAM BLEED page. If bleed air
comes on. The failure is shown amber on the EWD associated to pressure located downstream from the engine bleed valve, or temperature
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indications on the ECAM BLEED page. The engines and the APU are located downstream from the precooler is above the detection threshold,
running. The APU bleed is set to ON. If, after setting APU bleed air to above 4 bar (57 psi) or 257°C (495°F), the bleed valve is automatically
OFF, the X bleed valve position disagrees with the command logic, this closed.
warning is triggered. This warning also occurs, when the valve is stuck
to close and the APU bleed P/B is set to ON. The warning always occurs, NOTE: If the HP valve was open, the engine bleed valve closure causes
when there is a disagreement between the valve and the desired position. it to close.
ENG 1 (2) HP VALVE FAULT L (R) WING LEAK

The failure is shown amber on the EWD associated to indications on the If a L (R) WING LEAK occurs, the aural warning sounds, the MASTER
ECAM BLEED page. This warning is triggered by the transferred pressure CAUT light comes on, the engine bleed valve closes and the engine bleed
transducer, when the transferred pressure is lower than 23 psi during fault light comes on. The failure is shown amber on the EWD associated
36 - PNEUMATIC PNEUMATIC SYSTEM WARNINGS (3) Page 20
to indications on the ECAM BLEED page. If leak loop temperature is APU BLEED LEAK
above the detection threshold of 124°C (255°F), this warning is triggered.
If an APU BLEED LEAK occurs, the aural warning sounds, the MASTER
ENG 1 (2) BLEED LEAK CAUT light comes on, the APU bleed fault light comes on, the APU
bleed and the cross bleed valves close. The failure is shown amber on
If an ENG 1 (2) BLEED LEAK occurs, the aural warning sounds, the
the EWD associated to indications on the ECAM BLEED page. If the
MASTER CAUT light comes on, the engine bleed valve closes
leak loop temperature is above the detection threshold, this warning is
automatically and the engine bleed fault light comes on. The failure is
triggered.
shown amber on the EWD associated to indications on the ECAM BLEED
page. The pylon alarm temperature quantity is 204°C ± 12°C (399°F ±
NOTE: If an engine was running, its associated engine bleed valve is
54°F).
automatically controlled to open. The cross bleed valve may
ENG 1 (2) BLEED NOT CLSD be reopened by setting its selector to the OPEN position.
If an ENG 1 (2) BLEED NOT CLoSeD occurs, the aural warning sounds,
the MASTER CAUT light comes on, the engine bleed fault light comes
on if the engine bleed valve is not closed automatically. The failure is
shown amber on the EWD associated to indications on the ECAM BLEED
page. The engine 1 bleed valve is not automatically closed, when the
APU bleed valve is open. The warning is the same if the engine bleed
valve is not automatically closed during engine start.
BLEED 1 (2) OFF

If a BLEED 1 (2) OFF occurs, the aural warning sounds, the MASTER
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CAUT light comes on, the ENGine BLEED OFF light comes on if one
engine bleed is switched off. The failure is shown amber on the EWD
associated to indications on the ECAM BLEED page.
APU BLEED FAULT

If an APU BLEED FAULT occurs, the aural warning sounds, the
MASTER CAUT light comes on, the APU bleed fault message appears
if the APU is running and the APU bleed valve position disagrees with
the selected position. The failure is shown amber on the EWD associated
to indications on the ECAM BLEED page.

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APU BLEED LEAK

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APU BLEED LEAK

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APU BLEED LEAK

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PNEUMATIC SYSTEM OPERATION (3)

APU AIR BLEED SELECTION
When the APU runs and the APU BLEED P/BSW is released out, the
supply air goes up to the APU bleed valve which is closed. When the
APU BLEED P/BSW is selected in the ON position the APU bleed valve
opens, the Pressure Regulator Valves (PRVs) are maintained electrically
closed and the X BLEED valve is automatically opened, provided the X
BLEED valve selector is in the AUTOmatic position.
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APU AIR BLEED SELECTION


ENGINE AIR BLEED SELECTION
When one engine or both engines run and the APU runs, each PRV
remains electrically closed by the related Bleed Monitoring Computer
(BMC). When both engines run, the APU continues to supply air as long
as the APU bleed valve remains open. When the APU BLEED valve
P/BSW is released out, the APU bleed valve closes, the X BLEED valve
closes automatically and the PRVs open.
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ENGINE AIR BLEED SELECTION


HP/IP ENGINE STAGE PRIORITY
The APU is shut down and both engines are running.
THRUST LEVERS IN IDLE POSITION
With both thrust levers in the idle position, the HP (High Pressure)
Valves (VLVs) are open and supplying air.
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HP/IP ENGINE STAGE PRIORITY / THRUST LEVERS IN IDLE POSITION


HP/IP ENGINE STAGE PRIORITY (continued)
THRUST LEVER IN TAKE-OFF POSITION
When the power of the engines is increased to the Takeoff (TO)
position, the HP VLV is closed, and the bleed air is supplied by the
Intermediate Pressure (IP) stage.
NOTE: Note: if you set again the thrust levers in the idle position,
the HP VLV is open again.
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HP/IP ENGINE STAGE PRIORITY / THRUST LEVER IN TAKE-OFF POSITION


HP/IP ENGINE STAGE PRIORITY (continued)
ENGINES SHUT DOWN
When the engines are shut down, the PRV, Fan Air Valve (FAV) and
HP VLV are springloaded closed due to the lack of air pressure.
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HP/IP ENGINE STAGE PRIORITY / ENGINES SHUT DOWN


GROUND AIR SUPPLY
The ground air supply is provided by a ground air cart connected to the
HP ground connector. Only the LH bleed system is supplied. When the
X BLEED valve selector is selected in the OPEN position, the ground
air supply is available to feed the LH and RH bleed system.
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GROUND AIR SUPPLY

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

- the secondary motor is used to override the AUTOmatic mode. The
APU BLEED position of the valve is then controlled by the X-BLEED selector for
SHUT - off or OPEN on the overhead panel.
The pneumatic system can be supplied by the APU bleed air through the
APU bleed valve provided that the APU is running. The APU bleed valve HP GROUND CONNECTION
for the APU GTCP 36-300A (GARRETT) is electrically controlled and
pneumatically operated by a solenoid. It is spring-loaded closed in the The pneumatic system may be supplied by a ground cart. The supply
absence of air pressure. duct is located to the left of the cross bleed valve. Only the LH bleed
system is supplied. When the X-BLEED selector is in the OPEN position,
NOTE: This valve is of the ON/OFF type the ground air supply will be available to supply the LH and RH system
The APU bleed valve for the APIC family is electrically controlled and together.
fuel operated by a servo valve. The fuel muscle pressure closes or opens
the APU bleed valve. The APU bleed valve for the HONEYWELL family
is electrically controlled by the load compressor Inlet Guide Vanes (IGV).
The IGVs are moved by a fuel-powered actuator. The Electronic Control
Box (ECB) monitors the fuel muscle pressure which closes or opens the
APU bleed valve.
X-BLEED SYSTEM
The cross bleed (X-BLEED) valve permits the isolation or the
interconnection of the left and right bleed air systems. The OPEN manual
control is used for:
- cross supply of the packs,
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- engine cross bleed start on ground only,

- engine bleed air failure in icing conditions for Wing Anti-Ice (WAI)
supply,
- engine 2 start from ground cart supply.
The X-BLEED valve is an electrically controlled shut-off valve. It is
operated by two electrical DC motors:
- the primary motor is used for AUTOmatic mode, the position of the
valve is controlled by the Bleed Monitoring Computer (BMC) according
to APU bleed configuration,

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HP GROUND CONNECTION

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BMC INTERFACES (3)

INPUTS
Each Bleed Monitoring Computer (BMC) has three types of inputs:
- DIGITAL INPUTS via ARINC 429 buses, from the opposite BMC,
corresponding Engine Interface Unit (EIU) and Centralized Fault Display
Interface Unit (CFDIU),
- ANALOG INPUTS from the bleed sensors,
- DISCRETE INPUTS from valve position switches, BMC and overhead
panel. 28V DC power is supplied for energization of the bleed Pressure
Regulating Valve (PRV) control solenoid.
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INPUTS

BMC INTERFACES (3)

OUTPUTS
Each BMC has two types of outputs:
- DIGITAL OUTPUTS via ARINC 429 buses to the System Data
Acquisition Concentrators (SDACs) for ECAM warnings and indications,
the CFDIUs for maintenance purposes, and the opposite BMC for bleed
monitoring purposes,
- DISCRETE OUTPUTS to the APU Electronic Control Box (ECB) for
APU availability, to the overhead panel for bleed faults, to the cross bleed
valve, control solenoid and Zone Controller (ZC).
NOTE: In case of BMC failure, the monitoring of main parameters

such as High Pressure (HP) Valve (VLV), PRV, heat exchanger
outlet temperature sensor, and regulated pressure transducer,
is kept, but the automatic control of the PRV is lost.
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OUTPUTS

PNEUMATIC LEAK DETECTION SYSTEM D/O (3)

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

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ROUTING


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


FAULT LOGIC
The ENGine BLEED FAULT light comes on when a leak is detected by
the wing loops A and B or by the pylon loop. The APU BLEED FAULT
light comes on when an APU duct leak is detected. If one BMC is failed,
the adjacent BMC takes over monitoring of the bleed system and ensures
the following ECAM warnings:
- OVERPRESSure,
- OVERTEMPerature,
- WING LEAK.
Nevertheless the associated FAULT light on the AIR CONDitioning
panel is lost, and the associated bleed valve does not close automatically.
The ENGine BLEED LEAK warning is lost for the associated engine as
well as the APU BLEED LEAK warning if BMC 1 is failed.
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U2A05411 - U0NT0M0 - UM36D4000000001
FAULT LOGIC


LEAK CONSEQUENCE
A detected leak will close associated valves, as shown on this table. These
valves are automatically controlled to close if they were open.
NOTE: APU and cross bleed (X-BLEED) valves do not close during
Main Engine Start (MES).
U2A05411 - U0NT0M0 - UM36D4000000001

U2A05411 - U0NT0M0 - UM36D4000000001
LEAK CONSEQUENCE

AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U2A05411
OCTOBER 2005
PRINTED IN FRANCE
AIRBUS S.A.S. 2005
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

Single Aisle Technical Training Manual Maintenance Course - T1 & T2 Pneumatic

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MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

PNEUMATIC LEVEL 2 (2)

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

SYSTEM OVERVIEW / APU BLEED/EXTERNAL AIR

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

PNEUMATIC LEVEL 2 (2)

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

SYSTEM OVERVIEW / LEAK DETECTION

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

PNEUMATIC LEVEL 2 (2)

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

MEL/DEACTIVATION / PRV AND HPV DEACTIVATION

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

PNEUMATIC LEVEL 2 (2)

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

MEL/DEACTIVATION / WING LEAK DETECTION

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

PNEUMATIC LEVEL 2 (2)

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

MAINTENANCE TIPS / TROUBLESHOOTING NOTE

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

PNEUMATIC LEVEL 2 (2)

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

MAINTENANCE TIPS / TEST SET

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

PNEUMATIC LEVEL 2 (2)

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

MAINTENANCE TIPS / ENGINE START WITH GROUND AIR

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

ENGINE BLEED SYSTEM DESCRIPTION (3)

longer installed. The temperature limitation function is no longer

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

A transducer, connected to both BMCs, reads the regulated pressure

precooler for bleed air temperature regulation at 200°C (392°C). The

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

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

HEAT EXCHANGER OUTLET TEMPERATURE SENSOR

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

This Page Intentionally Left Blank

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

PNEUMATIC SYSTEM WARNINGS (3)

ENG 1 (2) HP VALVE FAULT L (R) WING LEAK

BLEED 1 (2) OFF

APU BLEED FAULT

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

APU BLEED LEAK

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

APU BLEED LEAK

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

APU BLEED LEAK

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

This Page Intentionally Left Blank

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

PNEUMATIC SYSTEM OPERATION (3)

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

APU AIR BLEED SELECTION

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

PNEUMATIC SYSTEM OPERATION (3)

MAINTENANCE COURSE - T1 & T2 Oct 14, 2005

ENGINE AIR BLEED SELECTION