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If you are expecting a standard passenger load,
the pack flow selector can be selected to
NORMal.

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Changing the PACK FLOW selector does not
cause any change on the ECAM page. The
selector affects pack flow only when the engines
are running and supplying bleed air to the packs.

Should the APU be supplying the air, or should

one pack be shut down, the airflow automatically
reverts to HIGH, regardless of switch position.

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Additionally, the flow control switch is a
request switch. If the system cannot maintain
comfort level at the requested airflow, it will
automatically shift to a higher airflow.

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In situations of low passenger numbers the pack
flow selector can be set to LO. This has the
effect of reducing the bleed demand from the
engines and will therefore save fuel.

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Occasionally with a full passenger load and high
ambient temperatures it may be necessary to
select HI pack flow and COLD to reduce the
cabin temperature. Using HI pack flow will
increase the bleed demand from the engines
and use more fuel.

Once airborne the flow selector should be

returned to NORM and the temperature selectors
adjusted as required.

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It is now time to get some air to the packs. As the
APU is already running, set the APU BLEED to ON
and watch the ECAM indications.

Switch APU BLEED to ON.

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Notice:

• the APU valve indication has changed to

inline green

• the X-BLEED valve has automatically

opened (Notice the X-BLEED switch is in
the AUTO position)

• both feed lines to the packs have been

connected

Let’s now look at the packs.

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Notice:

• the FAULT lights are extinguished, due to the

air supply

• the PACK FLOW valves are opened

• the pack flows increase

• the by-pass valves move

• the supply lines to the mixing unit are now

connected

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MENU 18/48
Both packs are now providing air conditioning.

Let’s look at temperature regulation of the air

conditioning system. This is better seen on the
ECAM COND page.
Call the ECAM COND page.

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 We will concentrate on the upper part of
the page.

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Of particular interest here are:
• the zone temperatures
• and the duct inlet temperatures

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Temperature regulation is achieved the same way for all
zones. We will demonstrate the concept using the cockpit
zone as an example.

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The cockpit zone temperature selector is in the 12
o’clock position.

In this position, a zone temperature of approximately 74

degrees is demanded.

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Since 65 degrees is less than the requested 74 degrees, the
zone controller sends a command to increase the amount of
hot air needed.

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As a result, the trim air valve opens, the zone duct
temperature increases as warm air is supplied to
the cockpit zone, and the cockpit starts to warm
up.

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When the cockpit reaches the requested temperature, the trim air valve
will move towards closed, reducing the amount of hot air. It will then
move as required to maintain the zone temperature.

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During engine start, pack valve operation is
automatically terminated.

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When the engine mode selector is placed to
IGNITION/START, the pack valves automatically
close, thus routing all APU bleed air for engine
start.

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After engine start, the pack valves re-open.

Because the APU bleed valve is still open, the

APU will furnish air for the packs.

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Notice that the engine bleed valves are still
closed, even with both engines running, but that
there are no bleed valve fault lights. This is
because APU bleed has priority over the engine
bleed.

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In our example, the APU is no longer required.

Switch OFF the APU BLEED.

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When the APU bleed switch is selected off

• the APU bleed and cross bleed valves close

• the link lines disappear

• and both engine bleed valves open

supplying the packs with bleed air

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Notice that the pack flow reduces. This is
because the engines provide a higher flow rate
than the APU.

Also note that the air conditioning control

panel is now in a normal lights out
configuration.

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When the APU is shutdown, the APU symbol
on the BLEED page is removed.

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 0
75
0 0

0 0

0 0
64 86

The Fahrenheit temperature scale (UAL aircraft) reads from 64

degrees at COLD (brisk), to 86 degrees at HOT (toasty).

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During the flight phase the air
conditioning system will work
automatically and the only likely pilot
input that may be required is to adjust
zone temperature. Let us assume that
you wish to cool down the cockpit.

To demonstrate, please select the cockpit

zone selector to COLD.

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Because you have requested a
cooler temperature, the trim air
valve moves towards closed.

Cool air from the pack itself will

supply the cockpit zone.

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After landing and engine shutdown the
system can be set to run from the APU,
switched off completely, or

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an external conditioning unit can be connected via a low pressure connection
point on the underside of the aircraft. The low pressure air is fed to the
mixing unit and then into the three zones. There are no indications in the
cockpit to show that an external conditioning unit is in use.

Mixing Unit

External
Conditioning Unit

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LIST OF SUBJECTS

Air Flow Controller

APU Bleed Air

Temperature Control

Engine Start

Bleed Valve Priority

External Conditioned Air

RETURN TO PROGRAM

EXIT PROGRAM

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