Ata 21 Technical

Training Manual
A319 / A320 / A321
ATA 21
Air Conditioning
ATA Spec. 104 Level 3
Lufthansa Iss
Issue:
ue: Ju
June
ne 19
1996
96
Technical Training GmbH For Training Purposes Only
Book
Book No: LH A319/2
A319/20/2
0/21
1 21 L3 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 an any
y form
without permission of:
Lufthansa Technical Training GmbH
Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +
+49
49 69 / 696 41
41 78
Fax +49 69 / 696 63 8
84
4
Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
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ni AIR CONDITIONING A319 / A320 / A321
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ra INTRODUCTION
T
l 21-00
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ATA 21 AIR CO
CONDITIONING
T
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21-00 INTRODUCTION
T
a
s
n PURPOSE
a
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tf The air conditioning system maintains the air in the pressurized fuselage Air Conditioning Sub systems
u
L compartments at the correct levels of : The air conditioning system includes the following sub systems :
 pressure, temperature and freshness.
 Lavatory / galley ventilation sys
system
tem
 Avionics Equipment Ventilation
Under normal conditions, the pneumatic system supplies air to the air
 Pressurization Control
condtioning system from:
 Aft / FWD Cargo Heating ( option ) not installed at LH.
 the main engine compressors,
 Aft Cargo Ventilation
Ventilation ( only on LH A3
A320
20 aircrafts )
 the APU compressor,
 a high pressure ground air supply unit.
The hot compressed air is cooled, conditioned and delivered to the following
fuselage compartments:
 Flight Compartment
 Passenger Compartment
 Avionics Compartment
 Cargo Compartment
The air is then discharged overboard through the outflow valve 10HL.
Conditioned air can also be supplied to the distribution system through a low
pressure groundthe
fuselage should connection. A ram-air
air generation inlet
system supplies emergency
malfunction air to the
during flight.
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DISTRIBUTION PRESSURIZATION VENTILATION TEMPERATURE

CONTROL CONTROL &
COOLING
CABINE CARGO
PRESSURE VENTILATION
ZONE
CONTROLLER CONROLLER CONTROLLER
y
l
n ( 2 ea )
O AVIONIC
s
e EQUIPMENT
s PACK
o
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r VENTILATION CONTROLLER
u
P CONTROLLER ( 2ea )
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LAVATORY GALLEY
ALLEY
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Fig
Figure 1 Intr
ntroduc
duction
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c AIR CONDITIONING GENERAL
e
T
a The air conditioning system
system operation in the A 319 / A320 / A321 aircraft is Cooling and Temperature
Temperature Control
s
n
a
th
fully
The airautomatic.
is supplid by the pneumatic system via : The bleed air enters the pack cooling path via the pack flow control valve and is
f ducted to the primary heat exchanger.
exchanger. Then the cooled bleed enters the com-
u
L  two pack flow control valves, pressor section of the air - cycle mashine and is compressed to a higher pres-
 two packs,
sure and temperature.It is cooled again in the main heat exchanger and enters
the turbine section where it expands and in expanding generates power to drive
 the mixing unit ,which mixes the air coming from the packs and the
the compressor and cooling fan. The energy removed during this process
cabin.
causes a temperature reduction, resulting in very low turbine discharge air tem-
It is then distributed to the cockpit and the cabin. perature. The air is then routed to the mixing unit and then to the cabin zones.
The temperature regulation is optimized through the hot air pressure regulating Trim air valves which are controlled by the zone controller optimize the temper-
valve and the trim air valves which add hot air tapped upstream of the packs to ature ( 18 °C - 30 °C ) by adding hot air.
the mixing unit air. The zone controller computes a temperature demand according to the selected
In an emergency, a ram air inlet can provide ambient air to the mixing unit. temperature
lowest and the
demanded actual
zone zone temperature.
temperature A signal
is sent to the pack corresponding to the
controller to achieve
The temperature regulation is controlled by:
the required outlet temperature of both packs.
 One Zone Controller
Controller ( 8HK )
When the cooling demand in one zone cannot be satisfied, if the bleed pres-
 Two Pack Controllers
Controllers ( 7HH & 27HH )
sure is too low, the zone controller sends a pressure demand signal to both
Flight deck and cabin temperature can be selected from the AIR COND. panel engines via the EIU‘s in order to increase the minimum idle and provide the
in the cockpit. necessary pressure.
Low Pressure air can be supplied to the mixing unit by a ground connection. Provided the APU bleed valve is open, the zone controller sends a demand
signal to the ECB in order to increase the APU flow output when any zone tem-
Pack Flow Control
perature cannot be satisfied.
The pack flow can be selected by the crew through the ECON P / B on A321 An avionic ventilation system, controlled by the AEVC provides cooling of the
aircraft or through a pack flow selector on A320 aircrafts according to the num-
ber of passengers and external conditions. electrical andcabin
Air from the electronic components
is ducted to the AFT in cargo
the avionics compartment.
compartment. The Cargo ventila-
Depending on the external conditions the pack flow control
control valve regulates for tion controller controls the air via an inlet and outlet isolation valve and a
all flight phases the correct air quantity. blower and extract fan.
y
l
n - at sea level
level on gr
ground
ound the normal
normal mas
masss flow of a
air
ir into the
the pressuriz
pressurized
ed Lavatory and gally are ventilated with cabin ambient air. Air extracted by a fan,
O fuselage is 1.102 kg / s decreasing to 0.817 kg / s at a cabin pressure
pressure which is continuously running with electric power available, is exhausted near
s
e of 752 mb ( 8000 ft) . the outflow valve.
s
o This keeps the Volumetric flow constant
constant at 0.926 cubicmeter / s.
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Figur
Figure
e2 Simp
Simpli
lifi
fied
ed Ai
Airr Co
Condi
nditio
tioni
ning
ng S
Sch
chem
emat
atic
ic
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21-00 PANEL DESCRIPTION 3 PACK Override P / B switch
T
a
s ON ( P / B switch in ) :
n
a
h
tf AIR COND. PANEL 30VU the pack flow
flow control valve is electro / pne
pneumatically
umatically automatically controlle
controlled.
d.
u
The panel description is the same for A321 except for the pack flow selector.
 lt opens in the following cases :
L
1 Zone temperature selectors - ups
upstre
tream
am pre
pressu
ssurere >1
>100 psi.
- no A ACM
CM c compre
ompressor
ssor outle
outlett overhea
overheatt ( 23
230
0 °C )
- 12 o’cloc
o’clock
k pos
positi
ition
on : = 24 C ( 76 F ) - no en
engin
gine
e sta
start
rt se
seque
quence
nce .
Both valves close by an electrical signal when:

- COLD positi
position
on : = 18 C ( 64 F )
 the MODE selector is set to IGN / ST START
ART when on ground.
ground. ( valves re
re--
- HOT position : = 30 C ( 86 F ) open if MASTER sw or MAN START START P / B sw are not set to ON within 30
sec )
 the ENG MODE selector
selector is set to IGN / STSTART
ART ( or CRK ) and when
on either engine :
2 HOT AIR P / B switch
- the M
Master
aster switc
switch h is set tto
o ON ( or MAN ST
START
ART P / B sw is set tto
o ON )
- the st
start
art va
valve
lve iis
s open,
open, and N, < 5 50
0 %.
ON ( P / B switch in ) :
The electro / pneu
pneumatic
matic trim air pres
pressure
sure regulating valve regulates hot air On ground, the valves
valves reopening is delayed 30 sec ( after start valve
pressure to the hot air manifold. closure )
to avoid a supplementary pack closure cycle during second engine start.
OFF ( P / B switch out ): - one side engin
enginee fire P / B depre
depressed
ssed
” OFF ” light illuminates white. - DITCHING selected
The trim air pressure regulating valve closes and the 3 trim air valves closes.
The FAULT
FAULT circuit ( Duct Overheat circuit ) is rese
resetted.
tted. OFF ( P / B switch out ) :
OFF light illuminates white and the pack flow control valve gets an electrical
y
l
FAULT : signal to move to the close position.
n The ” Fault ” light illuminates
illuminates AMBER
AMBER,, associated with ECAM caution, when
O
s duct overheat is detected ( 88 C or 80 C four times during one flight ) FAULT:
e
s The trim air pressure regulating valve and the 3 trim air valves close automati- Illuminates AMBER
AMBER,, associated with ECAM caution, when :
o
p
r cally . The ” FAULT
FAULT ” light extinguishes, when temperature
temperature drops below 70 C
u
- the pack flow co
control
ntrol val
valve
ve posit
position
ion disag
disagrees
rees with se
selecte
lected
d positio
position
n or
P and OFF is selected.
g
- in ca
case
se of compr
compressor
essor outle
outlett ( 4 ttimes
imes 230 °C or 260 °C ) or
n
i
n - Pack
Pack outl
outlet
et overhe
overheat
at ( 95
95 °C ) condition
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4 2
1 1 1
3 5 3
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Figu
Figure
re 3 Airr Co
Ai Cond
ndit
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Pan
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AIR COND. PANEL 30VU
e
T The panel description is the same for A321 except for the pack flow selector.
a
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tf 4 PACK FLOW selecto
selectorr
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 Permits selection of pack valve flow according to number of passengers
and ambient conditions ( smoke removal,
removal, hot or wet conditions ).
- LO ( 80 % )
- NORM ( 100 % )
- HI ( 120 % ).
 The manual selection is irrelevant in single pack operation or with APU

bleed supply. In these cases, HI is automatically selected.
 If LO is selected, the pack

pack flow can be autom
automatically
atically selected up to 100 %
when the cooling demand cannot be satisfied.
5 RA
RAM
M AIR P / B switch ( guar
guarded
ded )
 the ON light illuminates blue.
Provided the DITCHING P / B sw on the CABIN PRESS panel is in normal

position :
- The RAM air inlet
inlet flap opens operated
operated by an elec
electrica
tricall actuato
actuator.
r.
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- If Delta P = > 1 psi : the outflow valve control
control remains normal
n
O - If Delta P = < 1 psi : the outflow valve opens
opens to 50 %
s
e
s
o OFF ( P / B switch out ) :
p
r
u
The RAM air inlet closes.
P
g
NOTE:
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i If the Ram Air Inlet is opened on ground, the outflow valve will close to 50 %.
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4 2
1 1 1
3 5 3
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Figu
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re 4 Airr Co
Ai Cond
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Pan
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a ECON FLOW P / B Switch
s
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a This P / B switch permits economy or normal
normal flow accordin
according
g to number of
th
f passengers and ambient conditions ( smoke removal, hot or wet conditions ).
u
L
 ON light illuminates white.
 ECON Flow is selected

selected ( equal to 100 % ).
OFF ( P / B switch out ) :

 Normal flow is selected.Normal flow provides 20 % more than ECON Flow.
NOTE :
The NORMAL FLOW is automatically selected :
 in single pack operation
 with APU bleed supply
 or when cooling demand cannot be satisfied.
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ECON FLOW P/B
ECON FLOW
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Figu
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A321 Ai
Airr Co
Cond
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ning
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Pan
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FRA US-T Bu Oct.95 Page: 11
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a PACK OUTLET TEMPERATURE PACK COMPRESSOR OUTLET TEMPERATURE
h
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1 4
L  Indication is green .
 Becomes amber if the outlet temperature is above 90 °C - DISP
DISPLA
LAYE
YED
D IIN
N GREEN = NORMAL TEMP.
- DISP
DISPLA
LAYE
YED
D IIN
N AMBER = ≥230° C
2 RAM AIR INLET
- XX ( AMBER ) = TEMPERATURE NOT VALID
 DISPLAYED IN GREEN = FULLY OPEN IN FLIGHT
 DISPLAYED IN AMBER = FULLY OPEN ON GROUND 5 PACK FLOW
 INDICATION IS NORMALLY GREEN.

 DISPLAYED IN GREEN = FULLY CLOSED  BECOMES AMBER IF PACK FLOW CONTROL VALVE IS CLOSED.
 DISPLAYED IN AMBER = VALVE

VALVE OPEN AND DISAGREES
6 PACK FLOW CONTROL VALVE
 ( AMBER ) = INLET IN TRANSIT
 DISPLAYED IN GREEN = VALVE NOT CLOSED

3 PACK BY PASS VALVE POSITION
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 DISPLAYED IN GREEN = VALVE FULLY CLOSED
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O  INDICATION IS GREEN
s  XX ( AMBER ) = V
VALVE
ALVE POSITION NOT AVAILABLE
AVAILABLE
e
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- C = COLD VALVE CLOSED
u  DISPLAYED IN AMBER = VALVE FULLY CLOSED AND
P
g - H = HOT VALVE OPEN DISAGREES
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a 
rT ( AMBER ) = VALVE IN TRANSIT
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Figur
Figure
e6 ECAM
ECAM B
Ble
leed
ed P
Pag
age
e (P
(Pac
ack
k Fl
Flow
ow a
and
nd C
Cool
oolin
ing
g)
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ECAM BLEED PAGE DESCRIPTION
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1 ZONE CONTROLLER FAULT INDICATION 6 HOT AIR PRESSURE REGULATING VALVE POSITION
a
th
f
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 ALTN. MODE ( GREEN ) : PRIMARY ZONE CONTROLLER FAULT
L  DISPLAYED IN GREEN = VALVE FULLY CLOSED PB AT ON
 PACK REG ( GREEN ) : ZONE CONTROLLER FAULT
( BASIC REGULATION BY PACKS ONLY )
 NO INDICATION : ZONE CONTROLLER NORMAL OPERATION
OPERATION  DISPLAYED IN GREEN = VALVE NOT CLOSED
 XX ( AMBER ) = V
VALVE
ALVE POSITION NOT AVAILABLE
AVAILABLE
2 CABIN FAULT INDICATION

 DISPLAYED IN AMBER = VALVE POSITION DISAGREES
 APPEARS AMBER IF FAULT DETECTED ( OPEN )
 ( AMBER ) = VALVE IN TRANSIT
3 ZONE TEMPERATURE
 DISPLAYED IN AMBER = VALVE FULLY CLOSED PB AT OFF
 INDICATION IS GREEN OR VALVE POSITION DISAGREE.
 INDICATION AMBER
AMBER XX FOR FWD / AFT CABIN TEMPERATURE
TEMPERATURE
WHEN LAV. & GAL. FAN IS INOP.
7 TEMP.

ZONE DUCT TEMPERATURE UNIT OF MEASURE ( °C or °F ) IS INDICATED IN CYAN.
4
 NORMALLY GREEN
yl  BECOMES AMBER WHEN DUCT TEMPERATURE
TEMPERATURE REACHES 80°C.
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5 ZONE TRIM AIR VALVE POSITION
P
g  INDICATION IS GREEN
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ni  BECOMES AMBER XX IF CORRESPONDING SIGNAL IS NOT AVAIL-
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Figu
Figure
re 7 ECAM
ECAM C
Con
ond.
d. P
Pag
age
e (T
(Tem
empe
pera
ratur
ture
e Con
Contro
trol)
l)
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ECAM WARNIGS
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Figu
Figure
re 8 Warni
arning
ngs
s and
and Ca
Caut
utio
ions
ns
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Figu
Figure
re 9 Rear
Rear C/B
C/B P
Pan
anel
el 122
122 V
VU
U
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Figu
Figure
re 10 Ov
Over
erhe
head
ad C/
C/B
BPPan
anel
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49VU
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21-00 GENERAL
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a AIR COND. BASIC SCHEMATIC DESCRIPTION
s
an
h
tf 1 Pack Flow Control Valve ( 11HB / 8 HB ) : 11 Compressor Discharge Temperatur
Temperatur Sensor ( 12HH / 32HH ) :
u
L  Electro pneumatic venturi type valve.  the sensor monitors the ACM compressor outlet temperature.
 Fail safe open If the temperature is:
 opens when press > 10 psi and no ACM OVHT ( > 230 °C ). - 4 tim
times
es > 230
230 °C PACK FAULT warning appears.
- > 260 °C PACK OVHT warning appears.
2 Pressure Sensor ( 10HB / 9HB ) :
 used for pack controller to create the airflow indication on ECAM 12 Compressor Overheat Temperature
Temperature Sensor ( 15HH / 35HH ) :
( Bleed Page ).
 the sensor monitors the ACM compressor outlet temperature for the ECAM
3 Mixer Flap Actuator
Actuator ( 20HB ) : indication ( BLEED P PAGE
AGE ).
 the sensor also monitors the ACM compressor outlet temperature.
 Opens when pack 1 selected
selected to ” OFF ”.
If the temperature is :
4 Flow Selector ( 5HB ) : - 4 tim
times
es > 230
230 °C PACK FAULT warning appears.
- > 260 °C PACK OVHT warning appears.
 used for pack air flow Selection.
13 Compressor Pneumatic Overheat
Overheat Sensor ( 10HM9 / 11HM9
11HM9 ) :
5 Pack Inlet Pressure Sensor
Sensor ( 16HH / 36HH ) :
 used for FADEC to modulate ENGINE bleed
bleed idle.  This sensor is a pneumatic thermostat which operates at a ACM compres-
sor outlet temperature > 230 °C . At this temperature it starts bleeding the
open pressure of the flow control valve.
6 Bleed Temperature
 used for CFDS ( in case
case of OVHT at pack inlet ( > 280 °C) ). 14 Reheater ( 10HM3 / 11HM3
11HM3 ) :
yl 7 Primary Heat Exchanger

Exchanger ( 10HM6 / 11HM6
11HM6 ) :
n 15
O
Condenser ( 10HM2 / 11HM2 ) :
s 8 Main Heat Exchanger ( 10HM7 / 1
11HM7
1HM7 ) :
e
s
o 16
p
r
Water Extractor ( 10HM8 / 11HM8
11HM8 ) :
u 9 Air Cycle Machine ( 10HM1 / 1
11HM1
1HM1 ) :
P
g
ni 17 Water Injector ( 20HM / 21HM
21HM )
ni 10 Bypass Valve
Valve ( 10HH / 30HH ) :
a
rT
r  electrical operated valve.
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n A3 Page see Appendix
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Figu
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re 11 Air
Air Cond
Condit
itio
ioni
ning
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Bas
asic
ic Sche
Schema
matic
tic
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AIR COND. BASIC SCHEMATIC DESCRIPTION
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18 Water Extractor Temperature
Temperature Sensor ( 11HH / 31HH ) : 26 Trim Air Valves ( 8HK,11HK,13HK ) :
an  monitors the water extractor outlet temperature for pack temperature con-  electrical operated valves controled by the zone controller.
h
tf
u trol.
L
27 Duct Temperature
Temperature Sensors ( 15HK,16HK,17HK ) :
19 Pack Discharge Temperature
 used for ECAM indication ( COND PAGE
PAGE ).
 monitors the pack outlet temperature for ECAM.  used for zone temperature control and duct OVHT detection.
If temperature:
- four
four time
times
s880
0 °C the duct OVHT warning appears.
- > 95 °C the PACK OVHT warning appears.
- >88 °C the duct OVHT warning message appears.
20 Anti Ice Valve ( 17HM / 37HH ) 28 Duct Overheat Sensor

Sensor ( 18HK,19HK,20HK ) :
 is a pneumatic operated valve.
 used for duct OVHT detection.
21 - four
four time
times
s880
0 °C the duct OVHT warning appears.
Pack Outlet Pneumatic Sensor
Sensor ( 10HM10 / 11HM10
11HM10 ) :
- >88 °C the duct OVHT warning message appears.
 is a pneumatic thermostat which controls the anti-ice valve in case of a
pack controller fault. ( the anti-ice valve regulates the pack outlet tempera- 29 Zone Temperature Sensor ( 21HK,22HK,23HK ) :
ture to 15 °C ).
 used for zone temperature control.
 used for ECAM temperature
temperature indication ( COND P
PAGE
AGE ).
22 Ram Air Inlet Actuator ( 8HH / 28HH ) :
30 Zone Temperature
Temperature Selectors :
23 Ram Air Outlet Actuator ( 9HH / 29HH ) :
31 Mixer Unit Temperature
Temperature Sensors ( 24HK,25HK ) :
y
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n 24 Trim Air Pressure Regulating
Regulating Valve ( 14HK )  used for pack outlet temperature demand control.
O
s  is an electro-pneumatic operated valve.
e
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o
32 Zone Controller ( 8HK ) :
p
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u 25 Hot Air Pressure
Pressure Switch ( 26HK )
P
g 33 Pack Controller ( 7HH, 27HH ) :
n
i
 sends a signal to the zone controller if trim air supply pressure is more than
n
i 6,5 psi ( 0,45 bar) above regulating pressure.
rT
a ( used as a monitoring
monitoring signal for CFDS )
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Figur
Figure
e 12 Ai
Airr Cond
Condit
ition
ionin
ing
gBBas
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Schema
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21-50 AIR COOLING
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The fresh air quantity for air conditioning is defined by heating and cooling
L requirements.
The bleed air supply is always at a higher temperature
temperature ( max 200 °C ) than
that required for passenger comfort. The air cooling is accomplished by two air PACK 1 & 2 Location
conditioning packs. Each pack includes two heat exchangers which use ambi-
ent ram air
air as a heat sink, and a three-wheel air cycle machine ( Compres-
sor, turbine and fan ), a high pressure water extractor circuit and a bypass
valve.
The two heat exchangers are attached to the cooling ram-air inlet and outlet.
Each inlet and outlet have a regulator flap which operates automatically to
control the cooling airflow through the heat
heat exchangers ( the inlet flap
follows the outlet flap ).
During take off and landing phases, the ram-air doors are closed to prevent
ingestion of foreign matter which may damage or contaminate the heat ex-
changers.
LOCATION :
The packs 10HB and 11HB
11HB are installed in two unpressurized compartments in
the lower fuselage section in front of the main landing
landing gear bay ( Zone 190 ).
Access is gained for each pack through 2 access panels ( L / H pack
191 PB, 191 KD, R / H pack192 KB, 192FB ) It is also possible to change the
complete pack through

The air conditioning this
pack access
weighs panels.
appro
approx.
x. 79 Kg ( 180 lb ).
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192KB
192FB
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Figu
Figure
re 13 Ai
Airr Con
Condi
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Compa
partm
rtmen
entt / Co
Compo
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21-51 FLOW CONTROL
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1 PACK FLOW CONTROL VALVE 3 MIXER FLAP ACTUATOR
The flow control valves 11HB ( 8HB ) are installed upstream of the air The mixer flap actuator 20HB operates a flap in the cockpit supply port of the
conditioning packs 10HM
10HM ( 11HM
11HM ). mixer. The flap connects the cockpit supply duct to the pack 1 mixer chamber
These valves are of the venturi type. Both have a built-in butterfly valve that during two pack operation.
controls the flow and performs a shut-off function. When pack 1 is switched off, the flap changes the position and connects the
The flow control valves control the quantity of air supplied from the pneumatic cockpit supply duct to the pack 2 mixer chamber. When the flap in the mixer
system to the air conditioning packs. They control the airflow fully pneumati- unit enters the airflow it causes a small airflow diversion into the cockpit duct.
cally depending on the flow demand and the bleed pressure. This results in an adequate supply of conditioned air to the cockpit.
The airflow through the flow control valves is selected by the PACK FLOW It has a Man Override Lever with position indicator. Access is gained through
selector switch 5HB and the PACK 1 ( 2 ) pushbutton switches. the FWD Cargo Compartment to the Mixing Unit.
Each PACK
PACK 1 ( 2 ) pushbutton switch controls the related flow control
control valve at
the pack 1 ( 2 ) to the open or closed position.
position. 4 PACK FLOW SELECTOR
The flow control valves close automatically if : The crew can select between 3 positions :
 there is an engine start,
 the NORM position,
position, which sets the flow contr
controlol valve to 100 % of the
 there is an ENGINE FIRE pushbutton switch released, normal airflow,
 there is a compressor overheat ( >230 °C ),  the LO position,
position, which sets the flow contro
controll valve to 80 % of the normal
 there is low bleed pressure, airflow. The LO position can be selected for fuel economy purpose.
 the DITCHING
DITCHING P / B SW 13HL is pushed ( the ON legend is on ), But this can only be selected when there is a reduced number of passen-
gers in the cabin,
 the applicable PACK 1 ( 2 ) P / B SW is OFF.
A pneumatic air overheating thermostat at the compressor outlet of the air - In case the cabi
cabin
n tempera
temperature
ture dema
demandnd is not reached th
the
e zone contro
controller
ller
automatically overrides this p
position
osition to 100 % NORM.
cycle machine is connected to the flow control valve. If the temperature is too
 the HI position,
position, which sets the flow control valve to 120 % of the normal
high, the open pressure is vented and it is possible that the valve may be fully
y closed. The valve will open again if the temperature falls. airflow. The HI position is selected in abnormal hot ambient conditions or to
l
n
MEL. TASK 21-51-01 clear smoke. The Lo and Norm position is overrided automatically when :
O
s The Maintenance can close the valve with a manual closing device. - Single
Single pack
pack op
opera
eratio
tion,
n,
e
s - APU bleed
bleed supply
supply..
o
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2 PRESSURE SENSOR The PACK FLOW selector switch transmits the selected switch position to the
P zone controller. It calculates the necessary flow demand and transmits the data
g The pressure sensors 10HB
10HB ( 9HB ) measure the difference
difference between a flow
n
i to the pack controllers. They set the flow control valves in the necessary refer-
n control valve reference pressure and the ambient pressure. They transmit
i ence position.
rT
a signals to the two pack controllers 7HH ( 27HH ). The pack controllers use
r these signals for calculation of the pack flow. The flow is indicated on ECAM
o BLEED PAGE.
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4
Pack Flow Selector
Pack Override Switches
3 Mixer Flap Actuator
2
Pressure
Sensor
9HB ( 10HB )
Compressor Pneumatic
OVHT Sensor
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P 1 Mixing Unit
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a Bleed
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Figu
Figure
re 14 Flow
Flow Co
Cont
ntro
roll C
Com
ompo
pone
nent
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PACK FLOW CONTROL VALVE DESCRIPTION
e
T The flow control valves 11HB ( 8HB ) are installed upstream of the air A pneumatic air overheating thermostat at the compressor outlet of the air
a
s conditioning packs 10HM
10HM ( 11HM
11HM ). cycle machine is connected to the pneumatic actuator ” A ” chamber. If the
n
a These valves are of the venturi type with a nominal four-inch diameter. Both temperature is too high, the pressure in chamber ” A ” is reduced by venting
h
ft have a built-in butterfly valve that controls the flow and performs a shut-off and it is possible that the valve may be fully closed. The valve will open
u
L function. again if the temperature falls.
The flow control valve has three main assemblies : Mechanical closing can be manually controlled by direct action on the
- the valve body with its butterfly valve, butterfly axis, following venting of the pneumatic actuator ” A ” chamber by
- the pneumatic actuator, removing the special screw.
- the air pressure regulator. The pneumatic flow sensor that uses the same principle as the main flow
The butterfly valve is controlled by a pneumatic
pneumatic actuator with a flexible dia- pneumatic detector, in the regulation zone, modulates a flow through the G9 jet
phragm ( 1 )).. that is proportional to the main flow and generates a pressure upstream of this
A return spring ( 2 ) closes the valve when there is no pressure supply jet.
( < 10 psi ). The pressure, proportional to the flow, is transmitted to an amplifier that con-
The pneumatic pressure regulator has : verts it to voltage ( electrical flow display function ).
- a pneumatic flow detector,
- an electrical flow adjustment system,
- an altimetric setting limiter.
The electrical flow adjustment system includes a stepper motor controlled by
the pack controller allowing
allowing the flow at 80 %, 100 % or 120 % of its nominal
value to be adjusted.
The electrical venting system includes an electromagnetic clapper. When it is
energized, solenoid S1 ensures closure of the valve by fully venting the pneu-
matic actuator ” A ” chamber. When the solenoid is no longer energized,the
pneumatic actuator ” A ” chamber is supplied with a regulated p pressure.
ressure.
The microswitch
fully actuated
closed and open by a pin situated on the butterfly axis indicates
positions.
In case of rapid depressurization ( Zc greater than 8000 feet ), the altimetric
bellows placed in the nominal flow limiter, keeps the flow at a value obtained for
y
l a Zc of 8000 feet, whatever
whatever the true altitude of the cabin ( Zc ).
n
O For sudden changes in pressure upstream the pneumatic flow detector rapid
s response avoids flow surges.
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S1
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Figu
Figure
re 15 Pack
Pack Flow
Flow Co
Cont
ntro
roll V
Val
alve
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21-52 AIR COOLING SYSTEM
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DESCRIPTION AND OPERATION
tf
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The two air conditioning packs decrease the temperature and the water
L contained in the hot bleed air from the pneumatic system.
The air conditioning packs 10HM (11HM) are identical and are installed in the
unpressurized area of the belly fairing between the frames 35 and 41.
The air conditioning pack 10HM (11HM) consists of:
 an air-cycle machine,
 a high-pressure water extractor,
 a reheater,
 a condenser,
 a primary heat exchanger,
 a main heat exchanger,
 a fan plenum,
 a inlet plenum.
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T 10HM (11HM)
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INLET PLENUM
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Figu
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re 16 Air Coo
Cooli
ling
ng Syst
System
em Com
Compo
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PACK NORMAL OPERATING MODE
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T When the PACK 1 (2) pushbutton switches are pushed, the zone controller sensed the valve opens, tapping hot air from downstream of the flow control
a
s
n
a 8HK and pack
a constant controllers
volumetric flow7HH (27HH)
for all normalcontrol the flow
operation controltovalves
conditions the airtocondi-
supply valves 8HB (11HB). This hot air is delivered to the turbine which eliminates any
ice formation.
h
ft tioning packs. Additionally the bypass valve always maintains a minimum air-cycle mashine
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L flow to keep the air-cycle mashine idling during all packoperation conditions.
When the bleed air enters the system, it is cooled in the primary heat ex-
changer with ambient ram air. Part of this air passes through the bypass valve The ambient ram air for heat exchanger cooling enters the air cooling system
10HH (30HH) .The remainder is then compressed in the air-cycle machine through fully modulating NACA-type inlets. After passing through the primary
compressor, which increases the temperature and pressure. heat exchanger, the main heat exchanger and the plenum the air is discharged
It is cooled again in the main heat exchanger with ambient ram air. overboard through a variable outlet. When the aircraft is on the ground, the air-
The air now enters the high-pressure water-extraction loop, where it is cooled cycle machine fan supplies the cooling airflow. During flight the inlet and outlet
to about its dew point. areas are modulated so that the airflow is kept to a minimum. During takeoff
The high-pressure water-extraction loop has a reheater, a condensor and a and landing, the inlet is fully closed to prevent the dirt ingestion and contamina-
tion of the heat exchangers.
water extractor.
+10 deg.C It keeps
(+50.00 theThe
deg.F). dewreheater
point of uses
the airthe
to turbine
the mixer unit
inlet airlower
of thethan
air- The water injector 20HM (21HM) sprays the condensed water from the water
cycle mashine to cool the air in the high-pressure water-extraction loop. extractor into the ambient ram airflow to help cooling.
The condenser then uses cold turbine air to further cool the air to below its dew
point.The condensor is a heat exchanger, which uses the temperature differ- ABNORMAL PACK OPERATIONS
ence between the turbine outlet air temperature (which is to a sea level dew Single Air Condition Pack Mode
point of approx. 0 deg.C (32.00 deg.F) and the reheater outlet temperature air. The aircraft can fly with one air conditioning pack inoperative provided:
The condensed water is extracted and drained from the air as it passes  FL310 is not exceeded,
through the high-pressure water extractor.
 the zone controller primary channel is operative,
After the water extractor the air enters the reheater again and the temperature
increases to assure a satisfactory turbine inlet temperature.  the PACK FLOW Selector is set to HI (A320) or set ECON FLOW P/B
In the air-cycle mashine turbine, the high pressure air expands and its Switch to OFF (A321)
kinetic energy drives the air-cycle maschine and the temperature and the  the affected PACK 1 or 2 pushbutton switch is in the OFF position and
pressure decrease. This causes an additional condensation in the air-cycle the flow
mashine turbine during ground operation and low altitude flight operation. This  control valve is checked closed on the ECAM system.
y
l condensation appears as snow.
n The turbine outlet air passes through the condenser.The now conditioned air
O Heat Exchanger Cooling Mode
s leaves the air cooling system. One air conditioning pack can also be operated on heat exchanger cooling only
e
s To prevent freezing at low ambient temperatures and to limit high pack dis-
o provided:
p
r charge temperatures, the water extractor outlet temperature is limited
u  the corresponding pack controller is fully operational
P to between 2 DEG.C (35.60 DEG.F) and 70 DEG.C (158.00 DEG.F).
g Air is bled from the compressor inlet through the bypass valve 10HH (30HH) to  the TAT
TAT indication is available,
n
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the turbine outlet. This modulates pack discharge temperature to the required  the affected pack is not operated until the aircraft is airborne,and the
ra
T
level, if the limits for the water extractor are not exceeded. TAT is less than 12 C,and affected PACK OUTLET TEMP indication is
r An anti-ice valve 17HH (37HH) (Ref. 21-61-00) is used to stop (as a back-up) available,and the remaining pack is operating normally.
o
F ice formation downstream of the turbine. When a significant pressure drop is
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Figu
Figure
re 17 Pack
Pack Co
Cool
olin
ing
gSSch
chem
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AIR COOLING COMPONENTS
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s 7 PRIMARY HEAT EXCHANGER
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tf The primary heat exchangers 10HM6 (11HM6) are installed in the ram air sys-
u tem between the plenums and the main heat exchangers. Ram air flows
L
through the heat exchangers and decreases the temperature of the hot bleed
air from the pneumatic system.
The primary heat exchanger, which is made of aluminum alloy, is a plate and
fin type of single-pass crossflow configuration.
8 MAIN HEAT EXCHANGER

The main heat exchangers 10HM7 (11HM7) are installed in the ram air sys-
tems upstream of the primary heat exchangers. Ram air flows through and
decreases the temperature of the hot air from the compressor of the air
cycle machine.
The main heat exchanger which is made of aluminum-alloy,
aluminum-alloy, is a plate and fin
type of counterflow configuration. The heat exchanger is installed between the
air-cycle machine compressor and turbine, the cooling agent is ambient ram
air.
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Figu
Figure
re 18 Prim
Primar
ary
yaand
nd Ma
Main
in Heat
Heat Exch
Exchan
ange
gerr
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AIR COOLING COMPONENTS
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tf The air cycle machines 10HM1 (11HM1) are installed between the plenums
u and the condensers. Air enters the compressor from the primary heat ex-
L
changer and is compressed. The pressure and temperature increase. The air
then flows to the main heat exchanger. Air enters the turbine from the
reheater and is expanded. The pressure and temperature decrease. The air
then flows to the condenser. The expansion of the air in the turbine turns the
turbine wheel, the compressor wheel and the fan wheel. The fan wheel gives a
flow of ram air through the ram air system if there is no ram air effect (on the
ground).
Air Cycle Machine Description.

The main component of the air-cycle machine is a rotating shaft.
A turbine, a compressor and a fan are mounted along the shaft. The shaft
rotates on two self-acting foil-air bearings, a double self-acting
air-thrust bearing takes the axial thrust loads. Air tapped from the turbine inlet,
is used to cool the bearing and then discharged into the ram airflow. Labyrinth
seals reduce air leakage between static and rotating parts.
The light-alloy turbine is supplied with air through a
stainless-steel nozzle and a light-alloy scroll.
In case of turbine break up, the stainless-steel nozzle acts as a containment
ring. The light-alloy centrifugal compressor is mounted in the center of the ro-
tating shaft. Air is supplied from a light-alloy scroll, an outer scroll has a stain-
less-steel diffuser. In case of a compressor break up, the stainless-steel
stainless-steel dif-
fuser acts as a containment ring.
Fan air is discharged through a conical nozzle, this gives a jet-pump effect in
the fiberglass plenum diffuser. The primary heat exchanger outlet is connected
y
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n to the discharge ram airflow through the fiberglass diffuser.
O
s The air-cycle mashine has a de-icing system at the turbine outlet. Hot
e high-pressure air is tapped from the compressor scroll through a duct. It
s
o
p
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ciculates through the annulus turbine outlet to prevent ice formation at
u the turbine outlet. After thermal exchange the air is returned to the
P
g compressor intake through a duct.
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9 AIR CYCLE MACHINE
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Figu
Figure
re 19 Air
Air Cy
Cycle
cle M
Mac
achi
hine
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Figu
Figure
re 19 Air
Air Cy
Cycle
cle M
Mac
achi
hine
ne..
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WA
WATER
TER EXTRACTION LOOP COMPONENTS
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a 14 REHEATER
h
ft The reheaters 10HM3 (11HM3) are installed between the main heat exchang-
u
L ers and the condensers. The hot air from the main heat exchanger increases
the temperature of the cold air from the water extractor.
The reheater which is made of aluminun-alloy, is a plate and fin type of
single crossflow configuration.
15 CONDENSER
The condensers 10HM2 (11HM2) are installed between the air cycle machines
and the mixer unit. The cold air from the turbine of the air cycle machine de-
creases the temperature of the hot air from the reheater. The temperature of
the hot air decreases to less than its dew point and the water in the air con-
denses.
The condenser, which is made of aluminum-alloy, is a tubular heat exchanger
with a tube to tube discharge.
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14 REHEATER
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15 CONDENSER
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Figu
Figure
re 20 Rehe
Reheat
ater
er / Co
Cond
nden
ense
serr
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WA
WATER
TER EXTRACTION LOOP COMPONENTS
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a 16 WATER EXTRACTOR
h
tf The water extractors 10HM8 (11HM8) are installed between the condensers
u
L and the reheaters. They remove the water that condenses in the condensers.
The condensed water and the water from the split duct drain to the applicable
water injector 20HM (21HM).
Component Description
The water extractor is made from light alloy, and contains swirl vanes and a
water drain inside a body. Swirl vanes centrifuge the water droplets in the air to
the inner surface of the water extractor body. The water collects at the lowest
point of the body. It is then drained to water injectors 20HM (21HM) which
spray the water into the ram airflow.
This helps the cooling capacity through the process of evaporation. The water
extractor is installed at the high-pressure outlet of the condenser.
17 WATER INJECTOR
The water injector 20HM (21HM) is installed in the ram-air inlet duct,
upstream of the heat exchangers. The injector nozzle is connected to the sump
of the water extractor with a small diameter pipe. The water from the extractor
is delivered
through under pressure into the ram airflow to increase the cooling capacity
evaporation.
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T 17 WATER INJECTOR
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16 WATER EXTRACTOR
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Figur
Figure
e 21 Wat
ater
er Extr
Extrac
acto
torr / W
Wat
ater
er Inj
Injec
ector
tor
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21-61 PACK TEMPERATURE CONTROL
T
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a DESCRIPTION AND OPERATION
th
f
u
The pack temperature control system controls the pack outlet temperature and
L sets its maximum and minimum limits.
Two pack controllers control the system.
Each pack controller 7HH
7HH ( 27HH ) controls the two major parameters of its
related pack :
 the pack outlet temperature ( through the water extractor outlet
temperature ),
 the ram-air cooling flow, which is kept to a minimum for fuel
economy.
Each pack controller consists of two computers :,
 one primary and
 one electrically independent secondary computer.
The primary computer is capable of modulating the system parameters to their

full extent, thus opitimizing the system performance. The secondary computer
gives a reduced level of optimization when it operates as a back-up in the
event of the primary computer failure.
During normal operation, the required pack outlet temperature is signalled from
the zone controller 8HK to the pack controllers 7HH ( 27HH ).
To get the pack outlet temperature, the pack controller modulates the bypass
valve
mined10HH ( 30HH ) and the ram-air inlet and outlet doors in a predeter-
sequence. predeter-
This sequence is a compromise between a minimum ram airflow while main-
taining adequate heat transfer rates and sufficient pack flow.
y
l For maximum cooling, ram-air doors are fully open and the bypass valve fully
n closed.
O
s For maximum heating, the ram-air doors are nearly closed and the bypass
e
s valve fully open.
o
p
r The bypass valve will ensure sufficient flow through the air-cycle machine to
u stop the speed falling below idle.
P
g During takeoff and landing, the ram inlet doors will be driven fully closed to stop
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the ingestion of foreign matter.
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FRA US-T FN JAN. 96 Page:
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a 5 12
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23
19
18
yl 20
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Figu
Figure
re 22 Co
Comp
mpon
onen
entt Loc
Locati
ations
ons
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PACK INLET PRESS.- AND BLEED TEMPERATURE SENSOR
e
T
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a 5 PACK INLET PRESSURE - SENSOR
h The pack inlet pressure sensor 16HH ( 36HH ) converts pressure at the pack
ft
u inlet into an electrical signal, it consists of :
L
- a high-precision pressure transducer,
- a measurement amplifier,
- an electrical connector.
The pressure sensor is installed upstream of the flow control valves 8HB
( 11HB ). If the pressure drops
drops below limits, the bypass valve 10HH ( 30HH )
preferential position is controlled to a more open position to allow for
supply of a minimum required airflow. This decreases the differential
pressure of the air conditioning pack 10H 10HM M (1
11HM
1HM ). The ram-air doors are
controlled of
efficiency to the
a more open position, this
turbine/compressor compensates for the decreased
cycle.
In addition, if a low pack inlet pressure is less than 30 PSI and a still not satis-
fied cool demand is present, a signal to the FADEC is generated via the zone
controller to increase the Engine Idle RPM to therefor provide a higher bleed air
pressure in return.
6 BLEED TEMPERATURE - SENSOR

The bleed temperature sensor18HH (38HH) is located in the bleed air duct at
the inlet of each flow control valve 8HB ( 11HB ). It is connected to the pack
controller 7HH ( 27HH ) primary-computer.
primary-computer. It supp
supplies
lies CFDS information

when maintenance action is necessary duedue to overheat ( > 280 C) at the
pack inlet. The sensor consists of one platinum resistor potted in a stainless-
steel ventilated-tube housing. A 3-pin electrical connector is also included.
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FLOW CONTROL
L VALVE
5
PACK INLET
PRESS.SENSOR
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T 6 BLEED TEMP. SENSOR
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Figur
Figure
e 23 Pack
Pack In
Inle
lett Pre
Press
ss.-
.- an
and
d Ble
Bleed
ed T
Tem
emp.
p. S
Sen
enso
sorr
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BYPASS VALVE
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a 10 BYPASS VALVE
th
f The bypass valve 10HH ( 30HH ) is a light alloy 2-inch butterfly valve. It
u
L is located in the duct downstream of the primary heat exchanger and splits
the hot airflow between the ACM and a bypass ( which goes to the turbine
outlet ). The bypass valve gets a signal from the pack controller
controller 7HH ( 27HH )
( primary and secondary computer ) to modulate the hot airflow
airflow.. This controls
the water extractor outlet temperature, thus the pack outlet temperature.
The Bypass valve normally has a preferred position

position of 21 DEG. which this
valve always tries to positione itself to. With this preferred position
position the valve
has an ideal position to respond very quicly to changes in new pack tempera-
ture selections. If the aircraft temperature has to be changed for example to a
warmer temp. the bypass valve leaves the preferred position and opens
more.This increases the water extract- and also the pack outlet temperature.
The pack controller registers this and now closes in response the ram air inlet-
and the ram air outlet flaps so far,that the bypass valve can go back to its
21 DEG. preferred position. In addition a bypass
bypass valve which is always at
nearly the same partially open position lets the air cycle machine operate with
neraly the same RPM.
The bypass valve 10HH ( 30HH ) consists of an actuator actuator assembly and a
valvebody assembly.
assembly. They are bolted together and internally connected.
A butterfly valve on a central shaft is driven by a stepper motor through
reduction gears which have mechanical
mechanical end stops. Two cams ( installed on
the shaft ) operate limit switches which signal fu fully
lly open or fully closed
positions to the pack controller 7HH ( 27HH ) secondary computer.
computer. Two
potentiometers (at the end of the shaft) signal the primary computer for
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n indication and the secondary computer for BITE and indication. A manual
O override and visual position indicator device is installed on the bottom of
s
e the shaft.
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10 BYPASS VALVE
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Figure 24 Bypass V
Va
a lv e
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COMPRESSOR DICHARGE TEMP
TEMP.. SENSOR
e COMPRESSOR OVERHEAT TEMP. SENSOR
T
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a COMPRESSOR PNEUMATIC OVERHEAT SENSOR
h
ft 11 COMPRESSOR DISCHARGE TEMP
TEMP.. SENSOR 13 COMPRESSOR PNEUMATIC OVERHEAT SENSOR
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L
The compressor discharge temperatur
temperature-sensors
e-sensors 12HH ( 32HH ) are installed The pneumatic compressor-overheat
compressor-overheat sensors 10HM9 ( 11HM9 11HM9 ) are installed
between the compressors of the air cycle machines
machines 10HM1 ( 11HM1 ) and downstream of the compressors of the air cycle machines
machines 10HM1 ( 11HM1 ).
the main heat exchangers 10HM7 ( 11HM7 ). They are connected to the flow control valves 10HB10HB ( 11HB ). If the
The compressor discharge temperature-s
temperature-sensor
ensor 12HH ( 32HH ) consists of compressor outlet temperature increases above a predetermined value
one platinum resistor potted in a stainless-steel ventilated-tube housing. A ( aprrox. 230 C ), the pneumatic compressor overheat-sensor gives a pneu-
3-pin electrical connector is also included. The sensor is located in the matic signal to the flow control valve to reduce the airflow.
compressor outlet duct of each air conditioning
conditioning pack 10HM ( 11HM ). It is The compressor pneumatic overheat-sens
overheat-sensor or 10HM9 ( 10HM9 ) consists of a
connected to the
the pack controller
controller 7HH ( 27HH ) primary-computer for control bi-metallic rod which is inserted into the hot airflow. The sensor is
functions and overheat detection. connected through a sensing line, to the flow
flow control valve 8HB ( 11HB )
shuttle valve assembly. It vents flow control muscle pressure to ambient
12 COMPRESSOR OVERHEAT TEMP. SENSOR ( Ref. 21-51-00 ). Differential expansion in the rod will start to open the
vent at 230 C ( 446.00 F ) ( any further increase in temperature will
The compressor-overheat
compressor-overheat sensors 1 15HH
5HH ( 35HH ) are installed between the increase the opening area ). The angle of the flow control valve is now
compressors of the air cycle machines 10HM1 ( 11HM1
11HM1 ) and the main heat controlled pneumatically,
pneumatically, to stop an overheat of 260 C ( 500.00 F ).
exchangers 10HM7 ( 11HM711HM7 ). The pneumatic sensor is located in the compressor discharge duct close to
The compressor overheat sensor15HH (35HH) is located in the compressor the compressor overheat
overheat sensor 15HH ( 35HH ).
outlet duct (close to the compressor discharge temperature sensor 12HH
Compressor Overheat
( 32HH ). The sensor
sensor is connected to the pack controller 7HH ( 27HH ) sec-
ondary-computer for overheat detection. The sensor also provides compressor Installed at the compressor outlet is a pneumatic temperature sensor.
outlet temperature on ECAM. This will ease troubleshooting. This acts ( by differe
differential
ntial expansion ) directly on the flow control
valve 8HB ( 11HB
11HB ) muscle pressure. It starts to close the flow control
Compressor Outlet Overheat-Detection and Signals valve when the compressor
compressor outlet temperatur
temperaturee reaches 230 C
The pack controller
controller 7HH ( 27HH ) primary or secondary
secondary computer can ( 446.00 F ). Control is such that the overheat warning temperature of
yl 260 C ( 500.00 F ) should never occ occur.
ur.
n
detect an overheat 260 C ( 500.00 F ) at the air-cycle machin
machine
e
O 10HM ( 11HM
11HM ) compressor outlet. The primary th through
rough the compres
compressor
sor
s discharge temp. sensor 12HH ( 32HH ) and the secondary
secondary through the
the
e
s
o compressor overheat sensor 15HH ( 35HH ). The first sensor to respond will
p
r
u
send a signal to light up the FAULT light on the related pack pushbutton switch
P 6HG ( 7HB ) ( installed on panel 30VU in the cockpit overhead panel ). AtAt this-
g
ni point, the crew must select the pack OFF manually, as the pack controller
ni
ra takes no
rence automatic
( during one actions.
one flight legAn overheat
), of signal isover
a temperature also230
senton
C (the fourthFoccur-
446.00 ).
T
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T 11
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13
11 COMPRESSOR
DISCHARGE
TEMPERATURE
yl SENSOR
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O
13 COMPRESSOR
s
PNEUMATIC
e
s OVERHEAT
o SENSOR
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P
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T COMPRESSOR
COMPRESSOR OVERHE
OVERHEA
AT
r 12 TEMPERATURE SENSOR
o
F
Figur
Figure
e 25 Compr
Compres
esso
sorr Dis
Disch
char
arge
ge T
Tem
emp.
p. S
Sen
enso
sors
rs
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COMPRESSOR DISCHARGE SENSORS LOGIC
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T
a Compressor Outlet Overheat-Detection and Signals
ns The pack controller
controller 7HH ( 27HH ) primary or secondary
secondary computer can
a
h
tf detect an overheat 260 C ( 500.00 F ) at the air-cycle machin
machine
e
u
L 10HM ( 11HM
11HM ) compressor outlet. The primary th through
rough the compres
compressor
sor
discharge temp. sensor 12HH ( 32HH ), and the secondary through the
compressor overheat sensor 15HH ( 35HH ). The first sensor to respond will
send a signal to light up the FAULT light on the related pack pushbutton switch
6HG ( 7HB ) ( installed on panel 30VU in the cockpit overhead panel ). At At this-
point, the crew must select the pack OFF manually, as the pack controller
takes no automatic actions. An overheat signal is also sent on the fourth occur-
rence ( during on
onee flight leg ), of a temperature over 230 C ( 446.00 F).
Compressor Overheat
Installed at the compressor outlet is a pneumatic temperature sensor.
This acts ( by diffe
differential
rential expansion ) directly on tthe
he flow control
control
valve 8HB ( 11HB ) muscle pressure. It startsstarts to close the flow control
valve when the compressor
compressor outlet temperature reaches 230 C ( 446.00F ).
Control is such that the overheat warning temperature
temperature of 260 C
( 500.00 F ) should never oc occur.
cur.
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FAULT
OFF
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O
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O
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E
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G U 6
N
I T 9
A .
N N
O R PACK CONTROLLER ( TYP ) A
I E J
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I P N
D M F
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O T S
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A P
gni ni ar Tl aci nhc eT as nahtf uL yl n Os es opr u P gni ni ar Tr o F

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WATER EXTRACTOR TEMP. SENSOR
e PACK DISCHARGE TEMP. SENSOR
T
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a 18 WATER EXTRACTOR TEMP. SENSOR
h
tf
u
L The water extractor temperature-sensors 11HH11HH ( 31HH ) are installed in
the water extractors 10HM8
10HM8 ( 11HM8
11HM8 ) upstream of the reheaters
reheaters 10HM3
( 11HM3 ).
The water extractor temperature-sensor 11HH
11HH ( 31HH ) consists of two
thermistors potted in a hermetically sealed steel housing. A 6-pin
electrical connector is also included. One thermistor is connected to the
pack controller 7HH ( 27HH ) primary-computer the the other to the secondary
computer. They both give pack temperature control information.
19 PACK DISCHARGE TEMP. SENSOR

The pack discharge
discharge temperature-sens
temperature-sensors
ors 13HH ( 33HH ) are installed at
the pack outlet (close to the pack outlet pneumatic-sensor).
The pack discharge temperature-sensor 13HH ( 34HH ) is located at the pack
outlet (close the pack outlet pneumatic sensor). The sensor is connected to
the pack 7HH ( 27HH ) secondary computer and monitors the pack outle outlett
temperature which is shown on the ECAM lower display unit.it is also responsi-
ble for the PACK OVHT Message on ECAM and the illumination of the FAULT
light in the pack override
override P / B switch when the pack
pack outlet temperature ex-

ceeds 95 C. In this case the crew has to switch the pack off.
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19 PACK DISCHARGE
TEMP.. SE
TEMP SENSOR
NSOR
B
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ri 18 WA
WATER
TER EXTRACTOR
EXTR ACTOR TEMP.
T
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SENSOR
F
Figure
Figure 27 Wa
Water
ter Ext
Extrr.-and
.-and Pa
Pack
ck D
Disc
ischar
harge
ge T
Temp
emp.Se
.Senso
nsorr
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PACK TEMPERATURE COMPONENTS
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T
a 20 ANTI ICE VALVE
VALVE ( 17HM / 37HH )
s
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a Automatic Pack De-Icing
h
tf
In each air conditioning
conditioning pack 10HM (11HM ), the anti-ice valve 17HH
u ( 37HH ) is located in a duct between the upstream side of the primary
primary heat Each pack controller provides an automatic pack de-icing function. The pack
L
exchanger and the turbine outlet. In normal pack operation the purpose of the By-Pass Valve ( BPV ) gets a recurren
recurrentt signal from the pack con
controller
troller (pri-
anti-ice valve is to prevent ice blockage across the condenser. mary and secondary computer) to modulate the hot airflow. This increases the
The anti-ice valves are usually closed. An anti-ice valve opens if the delta-P pack outlet temperature.
sensors of the anti-ice valve find an unusual difference in p pressure
ressure across the
condenser 10HM2 ( 11HM2 11HM2 ) ( ice in the condensers is assumed ). To detect The BPV de-icing cycles are performed if :
this there are two pairs of pressure sense lines. One on the high pressure side  the flow control valve is open,
of the condenser inlet/outlet, the other on the low pressure side of the con-  the pack discharge temperature is less than 5 C or the BPV position is
denser inlet/outlet. If an excessive pressure drop
drop ( indicating icing) is detected,
less than 25 Deg.
the anti-ice valve is opened (pneumatically ). This results in a surge of hot air
to the turbine outlet, which melts and clears the ice blockage in the condensers
and downstream equipment.After this clearance the anti ice valve shuts. The period of these cycles are set to :
If there is a loss
loss of a pack controller 7HH ( 27HH ) the anti-ice valves control  9 min for the LH pack,
the pack outlet temperature. They adjust the quantity of hot bleed air added to  11 min for the RH pack.
the air cycle machine outlets. The pack outlet temperature (measured at the
pack discharge pneumatic-sensors
pneumatic-sensors 10HM10 ( 11HM10 ) is a constant
constant approx. If the pack is set on or a power-on reset occurs the first period of
15 C ( 59.00 F ). cycle is set to :
 4 min for the LH pack,
 6 min for the RH pack.
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PRESSURE SENSING
LINES
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O VISUAL INDICATOR
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P TO PACK OUTLET
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PNEUMATIC SENSOR
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Figur
gure 28 Ant
Anti Ic
Ice V
Va
alve
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21 PACK OUTLET PNEUMATIC SENSOR
h
ft The pack outlet pneumatic
pneumatic sensors 10HM10 ( 11HM10
11HM10 ) are installed on the
u
L condensers 10HM2 ( 11HM211HM2 ) at the pack outlet. They are connected to the
anti-ice valves 17HH ( 37HH ). If there is a failure in a pac
pack
k controller 7HH
( 27HH ), the pneumatic sensor transmits the pressure to the applicable anti-
ice valve. If the pressure at a pneumatic temperature sensor increases or de-
creases (because of an increase or decrease in temperature) the anti-ice valve
opens or closes to maintain the pack outlet temperature
temperature at about 15 C
( 59.00 F ).
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L TO ANTI ICE
VALVE
21 PACK OUTLET PNEUMATIC

SENSOR
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Figu
Figure
re 29 Pack
Pack Ou
Outle
tlett Pneu
Pneuma
mati
tic
c Sens
Sensor
or
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a Anti - Ice Valve Operation Description.
s
n
a Muscle pressure to activate the valve is drawn through a filter ( 8 ) through a
h
tf tapping at the upstream end of the valve. Without muscle pressure the valve
u
L remains closed because of the action of a spring ( 7 )).. In normal pack opera-
tion, the solenoid ( 10 ) is energized opening the vent valve. When muscle
pressure is applied it is immediately vented and the valve remains closed. The
valve stops the build-up of ice across the condenser using a differential pres-
sure regulator ( 1 ).). This differential pressure regulator opens the valve and
delivers hot air to the condenser. Port ( 4 ) senses condenser inlet high-pres-
sure and port ( 2 ) senses condenser outlet high-pressure. When ice bu builds
ilds
up along the flow path through the condenser the pressure drop increases rap-
idly. The differential pressure between the ports ( 4 ) and ( 2 ) increases.
This opens the poppet valve ( 6 ) which allows a high high flow of muscle pressure
into the pneumatic actuator, which opens the anti-ice valve. The vent restrictor
( 12 ) is not large enough to drop the muscle pressure very much. The action
of the valve is identical for icing of the low-pressure side of the condenser,
where the pressures are sensed at ports ( 5 ) and ( 3 ). ). If the pack controller
7HH ( 27HH ) is unable to control
control the bypass valve 10HH (30HH) the solenoid
( 10 ) is de-energizd which closes the vent ( 12 ). The muscle pressure sup-
ply is then governed through the pressure regulator ( 9 )).. The vent flow is con-
trolled with the pack pneumatic temperature sensor ( 11 ). ). The pressure in the
pneumatic actuator ( valve angle ) is controlled with the pneumatic sensor. sensor.
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Figur
Figure
e 30 An
Anti
ti Ic
Ice
eVVal
alve
ve Op
Oper
erat
atio
ion
n Des
Descr
crip
ipti
tion.
on.
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22 RAM AIR INLET ACTUA
ACTUATOR
TOR ( 8HH / 28HH )
h
ft The ram-air inlet actuator 8HH ( 28HH ) for each pack can be modulated only the facts for closing during take off are:
u
L together with the ram-air
ram-air outlet actuator 9HH
9HH ( 29HH ) ( to get optimum pack  aircraft on ground
cooling airflow ). During normal operation, the required pack outlet temperature
 T / O engine power selected
selected
is signalled from the zone controller 8HK to the pack
pack controllers 7HH ( 27HH ).
To get the pack outlet temperature, the pack controller modulates the bypass The doors will open as soon as the aircraft lifts off.
valve 10HH ( 30HH ) and the ram-air inlet and outlet doors in a predeter-
predeter- The facts for closing during landings are:
mined sequence. This sequence is a compromise between a minimum ram  aircraft on ground
airflow while maintaining adequate heat transfer rates and sufficient pack flow.
 no T / O engine powe
powerr selected
For maximum cooling, ram-air doors are fully open and the bypass valve fully
 aircraft wheel speed < 70 knots
closed. For maximum heating, the ram-air doors are nearly closed and the by-
pass valve fully open. The bypass valve will ensure sufficient flow through the The doors will open as soon as the aircraftspeed is longer then 20 sec.below
air-cycle machine to stop the speed falling below idle. 70 knots.
The actuator for the ram air inlet consists of : 23 RAM AIR OUTLET ACTUATOR
ACTUATOR ( 9HH / 29HH )
- an actuator ( nominal 100 mm stroke ),
- an AC motor, Ram-Air Outlet Actuator (Ref. Fig. 006) The ram-air outlet actuator 9HH
- a set of reduction gears, ( 29HH ) is mechanically similar
similar to the ram-air inlet actuator 8HH ( 28HH ).
- a torque limiting clutch
clutch ( 230 daN +20 % ), The differences are; it has a smaller AC motor, the torque setting is
- two potentiometers, one for control through the pack controller 7HH reduced to 200 daN + 20 % and reversed operation. That is, the ram- ram-air
air
( 27HH ) primary computer,
computer, the other for indication through
through the secondary outlet is closed with the actuator fully retracted and fully open with the
computer, actuator fully extended.
- two limit switches, one for the closed position, the other for the 70 %
open position. These send a signal to the
the secondary c computer.
omputer.
The ram-air inlet is closed with the actuator fully extended and open with
the actuator fully retracted.
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n
O
to stop dirt ingestion and contamination of the heat exchangers.
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ra 22 RAM AIR INLET ACTUATOR 23 RAM AIR OUTLET ACTUATOR
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Figur
Figure
e 31 Ra
Ram
m Air
Air Inl
Inlet/
et/Out
Outle
lett Ac
Actua
tuator
tor
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33 PACK CONTROLL
CONTROLLERS
ERS
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u General
L
The pack temperature control system controls the pack outlet temperature and - to calculate and send
send the necessary sign
signals
als to the flow cont
control
rol valves
sets its maximum and minimum limits. Two pack controllers control the system. 10HB ( 11HB
11HB ),
Each pack controller 7HH
7HH ( 27HH ) controls the two major parameters of its - to control
control the applicable b
bypass
ypass valve 10HH ( 30HH ) for pack temperature
related pack : control.
- the pack outlet temperature
temperature ( through the water extractor outlet
outlet
temperature ) BITE Test
- the ram-air cooling flow, which is kept to a minimum for fu
fuel
el economy.
economy.
The Built-In Test Equipment ( BITE ) of the Pack contoller monitor the hard-
The pack controller 7HH

7HH ( 27HH ) is an electronic assembly
assembly of modular ware and system
controller performance.
8HK. The They send
zone temperature failuresends
controller data to the zone
failure data temperature
to the
construction, mounted on a chassis with a metal cover ( 41MCU to ARINC
Centralized Fault Display System ( CFDS ) ( Ref. 31-32-00 ). For MCD MCDU U
600 ). There are two identical pack controllers, one for each air conditioning
data, refer to chapter 21-63-00.failure data to the zone temperature controller
pack 10HM ( 11HM ). Each pack controller
controller consists of two computers, one
8HK ( Ref. 21-63-00 ). The Complet BITE TEST TEST is discriept in ata 21-63.
primary and one electrically independent secondary computer. The primary
computer is capable of modulating the system parameters to their full extent,
thus opitimizing the system performance. The secondary computer gives a re-
duced level of optimization when it operates as a back-up in the event of the
primary computer failure.
The pack controllers 7HH
7HH ( 27HH ) are the computers for the the pack tempera-
ture control-system. They do the calculations necessary for operation of the air
conditioning packs 10HM ( 11HM ). TheyThey are installed in the racks 95VU and
96VU of the avionics compartment. They have the following functions :
- to receive, to calculate and to send the necessary signals ( ARINC 429
data bus ) to the zone temperature
temperature controller 8HK,
y
l - to send the necessary signals to th
the
e P / B SW 6HB ( 7HB ) on the panelpanel
n 30VU
O
s in the cockpit,
e
s - to calculate and send the necessary signals to the air-inlet flap actuators
o
p
r 8HH ( 28HH ) to open and close the ram air inlets,
u - to calculate and send the necessary signals to the air-outlet flap actuators
P
g 9HH ( 29HH ) to open and close the ram air outle
outlets,
ts,
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ra -- to
to monitor
do the Built-In Test Equipment
the temperature
tempera ( BITE
ture in the ducts of )the
tests,
air conditioning pack
packs
s and to
T
do the correct steps if an ove
overheat
rheat occurs,
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CONTROLLER
ER
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Figu
Figure
re 32 Pack
Pack Co
Cont
ntro
roll
ller
er L
Loc
ocat
atio
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21-63 ZONE TE
T EMP. CONTROL
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n ZONE TEMPERATURE CONTROL DESCRIPTION
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tf
The cockpit and cabin temperature control system controls the temperature in
u the cockpit and cabin. With the temperature selectors you can set a different
L
temperature for the cockpit and the cabin.Any temperature selections between
18 C and 30 C are possible The cabin is divided into the FWD zone and the
AFT zone.
Hot trim air, which is used for temperature control in the cockpit, the FWD
cabin and the AFT cabin zones, is individually
individually controlled under normal
normal condi-
tions in pressure and quantity.
This hot trim air is taken from the bleed air supply to the air conditioning packs
10HM and 11HM downstream of the flow control valves 8HB and 11HB. It flows
through the trim-air pressure regulating valve 14HK to the trim-air check
valves 18HM and 19HM and to the hot-air pressure switch 26HK. It then flows
to the independently controlled trim air valves 11HK for the cockpit, 12HK for
the FWD cabin and 13HK for the AFT cabin.These trim air valves are con-
trolled by the zone controller and add an adjustable quantity of hot trim air to
the cooled conditioned air from the mixer unit.
The trim air valves are installed in the ducts to the cockpit and the two cabin
areas. A back-up is provided and will take over control in a failure condition.
Temperature and overheat sensors are located in the mixing unit, in the zone
air supply ducts and in the cabin seling areas.
These sensors are used for ECAM indications as well as for zone tempera-
ture- and trim air pressure

The temperatures regulating
in the different valve
zones control.
appear on the COND page of the
ECAM.
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See Appendix for A3 Picture
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Figur
Figure
e 33 Zon
Zone
eTTem
empe
pera
ratur
ture
e Co
Contr
ntrol
ol Sch
Schem
emat
atic
ic
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TRIM AIR PRESS. REGULATING VALVE
VALVE
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n 24 TRIM AIR PRESS. REGULATING VALVE
a
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ft The trim-air pressure regulating-valve 14HK regulates the pressure of the air
u
L supplied to the trim-air valves 11HK
11HK ( 12HK, 13HK ).
This air is unconditioned bleed air.
The valve is a three-inch steel-butterfly type which is pneumatically actuated,
and electrically signalled.
The pressure regulation is controlled pneumatically and two solenoids control
the ON/OFF function and the safety function.
A limit switch indicates CLOSED / NOT CLOSED to the zone controller
( 8HK ) and the ECAM system.
The hot-air switch 7HK installed in the cockpit overhead panel 30VU controls
this valve.
With this switch in OFF you can shut off the trim air supply.
In AUTO ( switch depressed )-The trim-air pressure
pressure regulating-valve 14HK
pneumatically controls the hot-air manifold
manifold pressure to 4 psi ( 0.2757 bar )
above cabin pressure.
The valve will electrically close automatically if the temperature in the supply
duct goes above 88 C ( 190.40 F ).
This will also happen if the temperature in the
the supply duct goes above 80 C
( 176.00 F ) four times in one flight.
OFF ( switch released )-OFF comes on white, the trim-air trim-air pressure regulat-
ing- valve 14HK closes.
FAULT comes on amber when an overheat condition is detected and remains,
regardless of the hot-air switch position, until the temperature falls below
70 C ( 158.00 F ).
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24 TRIM AIR PRESS. REGULATION

VALVE
MICROSWITCH ASSY
SOLENOID VALVE
ASSY NR 1
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O PRESS.PORT
s (WITH FILTER)
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o ASSY NR 2
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PRESS.PORT
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Figur
Figure
e 34 Trim
rim Ai
Airr Pr
Pres
ess.
s. R
Reg
egula
ulatin
ting
g Val
Valve
ve
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DUCT OVERHEAT DETECTION AND ACTION
e
T Both the primary and secondary computer of the zone controller 8HK can
a
s
n detect an overheat 88 C ( 190.40 F ) in any one of three zone-supply
a ducts. The primary computer does this through the primary duct-temperature
h
tf
u
or the duct overheat sensor. The secondary computer does this through the
L secondary duct temperature sensor. The first computer (primary or secondary )
to detect an overheat will send a signal to make the FAULT
FAULT light on the
HOT-AIR switch 7HK come on. It will also close the trim-air pressure-regulat-
ing valve 14HK; the primary computer will close all three trim-air valves 11HK
( 12HK,13HK ). The FAULT light will stay on and the closed valves will stay
closed until :
-the duct temperature goes down below 70 C ( 158.00 F ),
-the HOT-AIR switch 7HK is released ( to make the FAULT
FAULT light go off.),
off.),
-the HOT-AIR switch 7HK7HK is pressed again ( to open the valves 14HK,
11HK, 12HK, and 13HK ).
The primary computer can detect an early ove overheat
rheat 80 C ( 176.00 F )
condition. It does this through the duct temperature sensor 15HK
( 16HK, 17HK ) or the duct overheat sensor 18HK ( 19HK, 20HK ).
The primary computer commands the trim-air pressure-regulating valve 14HK
to reduce its setting from 280 mbar to 140 mbar when 80 C ( 176.00 F ) is
detected.
The higher pressure setting is commanded again when all duct temperatures
are below 70 C ( 158.00 F ). If an early overheat 80 C ( 176.00 F ) is
detected four times during
during one flight, the 88 C ( 190.40 F ) procedure is
indicated.
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T MAIN ( PRIMAR
PRIMARY
Y)
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28 OVHT
TEMP
a SNSR
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DUCT
27 TEMP
SNSR
TRIM AIR CLOSURE

26 VALVES
STEPPER
MOTORS
T > 80 C
4 x T > 80 C
28V DC T > 88
88 C
- S1 ENERGIZED = VALVE
VALVE OPERATING TRIM AIR S2 T < 70
70 C
( OPEN TO REGULATE  P 4 psi ) and 24 PRESS
- S2 ENERGIZED = PRESSURE RED REDUCED
UCED REGUL
TO  P 2 psi DUCT TO CABIN
CABIN PRESS. VALVE S1
T < 70 C
ON
28V DC RESET
Tplus
< 70
70 
OFF
FAULT
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O
s T > 88 C
e MAIN & SECOND
s
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in
a ZONE
r CONTROL-
T
r SECONDARY LER
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Figur
Figure
e 35 Duc
Ductt Ove
Overhe
rheat
at De
Dete
tect
ctio
ion
n an
and
d Act
Actio
ion
n Log
Logic
ic
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HOT AIR PRESSURE SWITCH
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n 25 HOT AIR PRESSURE SWITCH
a
h
tf The hot-air pressure switch 26HK is installed downstream of the trim-air
u
L pressure regulating-valve 14HK. The pressure switch consists of a housing
which contains a hermetically sealed microswitch, a stainless-steel
diaphragm, a snap-action disc spring and an electrical connector.
The hot air pressure switch 26HK continuously monitors the pressure of the hot
trim-air . If the pressure in the system goes to 6.5 psi ( 0.4481 bar ), the z
zone
one
controller 8HK sends a signal to the ECAM system. This signal stays until the
pressure falls below 5 psi ( 0.3447 bar ).
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25 HOT AIR PRESSURE

SWITCH
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Figu
Figure
re 36 Hott Air
Ho Air Pres
Pressu
sure
re Sw
Swit
itch
ch
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TRIM AIR VALVE
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na 26 Trim Air Valve
a
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ft The trim air valves 11HK, 12HK and 13HK add an adjustable quantity of hot
u
L trim air to the cooled conditioned air from the mixer unit. The zone temperature
controller 8HK controls the position of the trim air valves. The trim air valves
are installed in the ducts to the cockpit and the two cabin areas.
The trim-air valve 11HK (12HK, 13HK ) consists of an actuator assembly and
a valve body assembly. They are bolted together and internally connected. A
butterfly valve is driven by a stepper motor through reduction gears which have
mechanical end stops. Two cams installed on the shaft, operate limit switches
which signal fully open or fully closed to the zero controller 8HK. Two poten-
tiometers, at the end of the shaft, signal the valve position to the zone control-
ler main and secondary computors. The zone controller uses this information
for BITE and ECAM display. A manual override and visual position indicator
device is installed on the bottom of the shaft.
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26 TRIM AIR VALVE
13HK AFT CABIN

TRIM AIR VALVE
12HK FWD CABIN

TRIM AIR VALVE
11HK COCKPIT
TRIM AIR VALVE
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Figu
Figure
re 37 Trim
rim Air
Air V
Va
alves
lves
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DUCT TEMP.- AND DUCT OVERHEAT SENSORS
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a 27 Duct Te
Temperature
mperature Sensor ( 3 )
a
h
tf There are three duct-temperature sensors 15HK 15HK ( 16HK, 17HK ), one installed
u
L in the main supply ducts to the cockpit, fwd cabin and aft cabin zones.
Each sensor consists of a ventilated metal body into which are potted two
thermistors. One thermistor supplies the primary compu
computer
ter ( of the zone
controller 8HK ), the other supplies the secondary computer
computer ( of the same
controller ). Each
Each gives control indication ( ECAM ) and overheat detection.
28 Duct Overheat Sensor

Sensor ( 3 )
There
the aresupply
main three ducts
duct-overheat
duct-overheat sensors
to the cockpit, 18HK
FWD ( 19HK,
cabin and aft20HK
cabin) zones.
one installed
Each in
sensor consists of a ventilated metal body into which is potted a
thermistor. The thermistor supplies
supplies the primary computer ( of the zone
controller 8HK ) with an additional overheat facility.
facility.
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27 DUCT TEMP
TEMP.. SENSOR
28 DUCT OVERHEAT SENSOR
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Figur
Figure
e 38 Duc
Ductt Tem
Tempe
pera
ratu
ture
re-a
-and
nd Ove
Overh
rhea
eatt Sens
Sensors
ors
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ZONE TEMPERATURE SENSOR
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a 29 ZONE TEMPERA
TEMPERATURE
TURE SENSOR ( 3 )
a
h
ft There are three zone-temperature sensors
sensors 21HK ( 22HK, 23HK ) one
u
L installed in the cockpit, fwd cabin and aft cabin zones. Each sensor consists of
a ventilated plastic body into which are potted two thermistors. One
thermistor supplies the zone controller 8HK primary computor, the other the
secondary computer, each performs control and ECAM indication. Also incor-
porated is a 6-pin connector. These zone temperature sensors are installed in
seperat sensor housings. To To be able to measure the real cabin temperature
these temperature sensing housings are connected to the lavatory and galley
air extraction system. For the passenger cabin and the cockpit temperature
sensing housing is connected to the avionic ventilation system.
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in 22HK
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T 23HK
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o 29 ZONE TEMPERATURE SENSOR
F
Figur
Figure
e 39 Coc
Cockp
kpit
it a
and
nd C
Cab
abin
in Z
Zon
one
eTTem
emp.
p. S
Sen
enso
sors
rs
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ZONE TEMPERATURE SELECTOR
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a 30 ZONE TEMPERA
TEMPERATURE
TURE SELECTOR (3)
a
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tf There are three
three zone-temperature selectors 27HK ( 28HK, 29HK ) installed
u
L on the AIR COND panel 30VU in the cockpit overhead panel. One selector for
the cockpit, FWD cabin and aft cabin zones. Each one consists of a rotary
setting potentiometer in a tubular metal housing. The temperature range is
between 18 C ( 64.40 F ) and 30 C ( 86.00 F ). When in the 12 o’clock
position the temperature
temperature is ap
approx.
prox. 24 C ( 75.20 F ). Each selector is
connected to the primary computer ( of the zone controller 8HK ) for tempera-
ture control function. An electrical connector is mounted on the base of the
selector. The temperatures in the different zones appear on the COND page of
the ECAM and on the Forward Attendent Panel ( FAP ).
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O 30 ZONE TEMPERATURE SELECTOR
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Figur
Figure
e 40 Zon
Zone
e Tempe
empera
ratur
ture
e Sele
Select
ctor
ors
s
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MIXER UNIT TEMPERATURE SENSOR
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a 31 MIXER UNIT TEMPERATURE SENSOR
a
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tf There are two mixer temperature sensors 24HK
24HK ( 25HK ), one installed on
u
L each side of the mixer. Each consists of a ventilated metal body into which are
potted two thermistors. One thermistor supplies the primary
primary computer ( of the
zone controller 8HK ), the other the secondary computor. Also incorporated is a
6-pin electrical connector.
The mix manifold temperature is needed by the zone controller to determine for
the required zone temperature control the necessary pack outlet temperature
which is computed in the zone controller and than signalled
signalled to both pack con-
trollers.
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31 MIXER UNIT T
TEMP
EMP.. SE
SENSOR
NSOR
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Figur
Figure
e 41 Mi
Mixe
xerr Un
Unit
it T
Tem
empe
pera
ratur
ture
eSSen
enso
sorr (2
(2))
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ZONE CONTROLLER
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a 32 ZONE CONTROLLER
a
h
ft The zone controller 8HK controls the temperature of the cockpit, fwd cabin and
u
L aft cabin zones. This controller contains two computers, a primary and a sec-
ondary. The primary computer gives full control of all of the system parameters.
The secondary computer gives a reduced level of control when used as a
back-up to the primary computer, ( in the event of primary computer failure ).
The zone controller 8HK is a 4 MCU box ( to ARINC 600 ), it consists of a pri-
mary computer and an electrically independent-secondary computer. This sec-
ondary computer acts as a back-up if there is a primary computer failure. The
primary computer will give a reduced control of the system when there is a par-
tial loss of signals to it ( under certain conditions ). The secondary computer
computer
will take over command of the system ( at a reduced level ), if there is a failure
of the primary computer. The functions of the zone controller are as follows :
- to maintain constant
constant temperatures at a preselected value in the cockpit,
FWD cabin and aft cabin zones,
- to compute and deliver
deliver a demand signal
signal for both pack c controllers
ontrollers 7HH
( 27HH ) as a reference for the pack temperature-control system.
- to elaborate a pack flow demant and sup supply
ply it to both pack controllers
7HH ( 27HH ),
- to elaborate a demand signal to the APU control,
- to elaborate and deliver an engine rrpm pm modulation to FADEC in or order
der to
- get the to
to give necessary
FADEC ableed
FADEC pressure,
bleed-a
bleed-air
ir valve statu
status,
s,
- to give BITE information
information on the wing anti-ice system to CFDS,
- to give BITE information of the ZC and both PCs to the CFDS,
- to perform overheat detection and corrective action,
y
l - to calibrate, code
code and deliver
deliver information foforr the CR
CRT
T displays,
n
O - to reduce crew workload
workload with the elimination
elimination of manual control.
control. The
s system detects its own failures, and takes the necessary
necessary actions to
e
s overcome these failures automatically
automatically..
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ZONE CON
CONTRO
TROLLE
LLER
R
P
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Figu
Figure
re 42 Zone
Zone Cont
Contro
roll
ller
er
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21-60 TEMPERATURE CONTROL
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ZONE TEMPERATURE CONTROL INTRODUCTION
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u Zone Temperature Demand:
L
-Based on crew selection and altidude bias.
Pack Discharge Demand:

-Packs driven to produce lowest zone demand in mixing manifold.
Trim Air Valve Modulation:

-Duct temperature driven to match zone reference.
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FRA US-T FN JAN.96 Page:

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n FLIGHT SELECTORS
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ALTITUDE
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ZONE CONTROLLER
OPTIMIZE
TEMPERATURE
VALUE
AIRCRAFT ZONES
ZONE TEMP.
SENSOR
DUCT DUCT TEMP.

TEMPERATURE SENSOR
DEMAND
DUCT OVERHEAT
SENSOR
TRIM AIR VALVES
DUCT
TEMPERATURE
DEMAND
MINIMUM TAV
DETERMINATION SPEED
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O PACK
s TEMPERATURE
e DEMAND
s DETERMINATION
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LH RH
in
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T PACK CONTROL FUNCTION CABIN REGULATION
r AIR FLOW
o WATER EXTRACT
F TEMP. SENSOR
Figur
Figure
e 43 Temp.
emp. C
Cont
ontro
roll Si
Simpl
mplif
ifie
ied
d Sche
Schema
mati
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NORMAL ZONE TEMP. CONTROL DESCRIPTION
e
T Normal Operation ( Zone Controller working with Primary Computer ) NOTE
a
s In this normal operation mode the zone temperature controller is also responsi-
n The pilot selects the desired cockpit and cabin temperatures on the tempera-
a ble for the FADEC signal to modulate engine idle RPM‘s if neccesary
neccesary..
h
tf
ture selectors within a range from +18 C ( +64.40 F ) up to +30 C
u ( +86.00  F ). The primary computer side of the zone controller 8HK increases It also controlls the APU inlet guide vanes through the APU DEMAND signal
L and in addition calculates the flow demand factor of the flow control valve.
the zone reference temperatures selected on each temperature selector 27HK
( 28HK,29HK ). It does this to compensate for reduced humidity and a de-
crease in interior wall temperature, ( which is dependent on aircraft altitude ).
The zone controller determines from the input values of the:
- temperature selectors,
- cabin sensors,
- duct sensors,
- mix manifold sensors,
an appropriate pack discharge temperature to the zone with the lowest supply
air demand. The zone controller also determines which zone needs the lowest
duct inlet temperature. The zone duct air temperature in normally limited from
+8 C ( +46.40 F ) to + 50 C ( +122.00 F ).
During pull up/down operations these limits can be overriden when the cabin
temperature exceeds the nominal zone temperatur
temperaturee ( +18 C up to
+27C). In this case the zone inlet duct limitations will extend from +2 C
( +35.60 F ) to +7+70
0 C ( +158.00 F ). The lowest of the 3 duct demand
demand
temperatures is the required mix manifold temperature. This temperature is
than compared with the actual mix manifold temperature. The zone controller
now determines the necessary pack outlet temperature from the error between
actual and required mix manifold air temperature which is computed in the
zone controller 8HK and signalled to both pack controllers 7HH ( 27HH ).
The pack temperature control will only satisfy the zone with demand for
the coldest air.
The other two zones will receive additional heating from the trim air system so
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n that the mix of the trim air and of the mix manifold air supply satisfy their zone
O duct-air temperature demands.
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26
29
27
30
27 26
29
30
31
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Figure
Figure 44 Zon
Zone
e C
Contr
ontroll
oller
er Nor
Normal
mal Ope
Operat
ration
ion Mod
Mode
e ( prim
primary
ary )
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BACK UP ZONE TEMP. CONTROL DESCRIPTION
e
T
a
s Back Up Operation ( Zone Controller working with S Secondary
econdary Computer )
n A Failure of the primary
primary computer ( of the zone controller
controller 8HK ) will cause the
a
h
ft secondary computer to take over to give a reduced level of control. In this fail-
u
L ure condition, control of the trim-air system is lost. In this mode there is no in-
duviduell zone temperature control possible. Separate control of cockpit and
cabin is still given, but a distinction between forward and aft cabin is not made.
In this mode each pack is controlled seperately, pack 1 for the cockpit and pack
2 for the cabin. The zone temperature control will only be done by pack outlet
temperature control.
The following reduced functions are also given:
- 24 C ( 75.20 F ) replaces the selectable zone temperatures
without altitude correction,
- the APU demand signal is not available,
- the flow setting optimization is not available.
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FWD AFT FWD AFT

ZONE DUCT
SENSOR SENSOR
29
27
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Figure
Figure 45 Zon
Zone
e Cont
Controll
roller
er Bac
Back
k Up Ope
Operat
ration
ion Mode
Mode ( sec
second
ondary
ary )
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NORMAL PACK TEMP
TEMP.. CONTROL DESCRIPTION
e
T
a
s General Normal Operation Mode ( Pack Controller working with Primary Computer)
n The pack temperature control system controls the pack outlet temperature and In Normal operation the primary computer
computer of the pack controller 7HH ( 27HH )
a
h
tf
sets its maximum and minimum limits. Two pack controllers control the sys- controls the system. The pack controller gets a temperature reference as a de-
u tem.Each pack controller
controller 7HH ( 27HH ) controls the two
two major paramete
parameters
rs of mand signal from the zone controller 8HK. This demand signal, the preferred
L
its related pack : bypass valve 10HH ( 30HH ) position and the measu
measured
red water extractor out
outlet
let
- the pack outlet temperature (through the water extractor outlet temperature), temperature, the bypass valve and ram-air outlet actuator position is used con-
- the ram-air cooling flow, which is kept to a minimum for fuel economy
economy.. tinuously to determine their necessary drive speeds.
Each pack controller consists of two computers, one primary and one The speed is zero, when the water extractor outlet temperature gets to the re-
electrically independent secondary computer. The primary computer is capable quired value and the bypass valve to the preferred position.
of modulating the system parameters to their full extent, thus opitimizing the The preferred bypass valve 10HH ( 30HH ) position is normally 21 DEG. but
system performance. The secondary computer gives a reduced level of opti- is adjusted when necessary,
necessary, dependent on pack inlet pressure. The ram-air
mization when it operates as a back-up in the event of the primary computer inlet actuator 8HH ( 28HH ) position is slaved to the actual ram-a
ram-air
ir outlet ac-
failure. tuator 9HH ( 29HH
29HH ) position.
During normal operation, the required pack outlet temperature is signalled from The water-extractor outlet temperatures are limited through the temperature
the zone controller 8HK to the pack controllers 7HH ( 27HH ). To To get the pack demand signal from the zone controller 8HK.
outlet temperature, the pack controller modulates the bypass valve 10HH
NOTE
( 30HH ) and the ram-air inlet and outlet doors in a predetermined sequence.
This sequence is a compromise between a minimum ram airflow while main- The flow control valve setting of the flow control valve is only possible in the
taining adequate heat transfer rates and sufficient pack flow. For maximum normal operation mode, when the pack controller is working with the primary
cooling, ram-air doors are fully open and the bypass valve fully closed. For computer.
maximum heating, the ram-air doors are nearly cl closed
osed and the bypass valve
fully open.
The bypass valve will ensure sufficient flow through the air-cycle machine to
stop the speed falling below idle.
During takeoff and landing, the ram inlet doors will be driven fully closed to stop
the ingestion of foreign matter.
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T 18
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10
5
11
23
22
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VALVE
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Figure
Figure 46 Pac
Pack
k Cont
Control
roller
ler Norm
Normal
al Ope
Operati
ration
on Mod
Mode
e ( pri
primar
mary
y)
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BACK UP PACK TEMP
TEMP.. CONTROL DESCRIPTION
e
T
a
s Back Up Operation ( Pack Controller working with Seconda Secondary ry Computer )
n If the pack controller 7HH ( 27HH ) primary computer fails the secondary com-
a
h
ft puter controls at a reduced level. The ram-air doors will open to the maximum
u
L flight position and no further optimization takes place, ( the flow control refer-
ence remains at its previous setting ).
Control of the water-extractor outlet temperature ( to the level demanded from
the zone controller 8HK ) will still take place through modulation of the bypass
valve 10HH ( 30HH ). The overheat warning will will still be available.
NOTE
If the zone controller 8HK
8HK ( or its communicatio
communications
ns ) fail completely the pack
controllers 7HH ( 27HH ) take over control. They will limit the water ex extractor
tractor
outlet temperature to 20 C ( 68.00 F ) for pack 1 ( 10HM ) and to 10 C
( 50.00 F ) for pack 2 ( 11HM11HM ).
If there is a failure ( of the communications from the zone controller main com-
puter and it remains active ), the pack controllers take over control. They will
limit the water extractor outlet temperature to 5 C ( 41.00 F ) for pack 1 and
to 10 C ( 50.00  F ) for pack 2. The zone controller can still use the trim
trim-air
-air
system ( Ref. 21-63-00
21-63-00 ) to increase the cabin inlet temperature, if neces-
sary.
NOTE
In case of a complet loss of the pack controller the pack controller is unable to
control the bypass valve
valve 10HH ( 30HH ) now the pack anti ice valve is sig-
nalled to pneumatically control the pack outlet temperature to 15 C ( 59  C ).
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10
23
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Figure
Figure 47 Pac
Pack
k Cont
Controll
roller
er Bac
Back
k Up Ope
Operat
ration
ion Mode
Mode ( sen
sencon
condar
dary
y)
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21-63 TEMP. CONT. SYSTEM TEST
T
a
s
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CFDS SYSTEM REPORT/TEST
h
tf
u
Built-In Test Equipment ( BITE ) From the CAB TEMP CONT menu, you can set :
L The zone temperature controller 8HK controls the Built-In Test
Test Equipment - <LAST LEG REPORT,
( BITE ) function for the cockpit and cabin temperature control syst
system.
em. It moni- - <PREVIOUS LEGS REPORT,
tors the hardware. It sends failure data to the Centralized Fault Display System - <LRU IDENTIFICATION,
( CFDS ). - <GND REPORT,
There are the following tests: - <TEST,
- Power-up Test, - <CLASS 3 FAULTS.
- Continuous Monitoring, LAST LEG REPORT
- System Test. If you push the <LAST LEG REPORT line key, the screen shows for each fail-
ure that occurred during the last leg :
POWER-UP TEST - the date, the time, the ATA number-the functional designation and FIN of the
Conditions of Power-up Test Initialization component.
- A / C on ground The screen can show a maximum of two failures at a time. If there are more
- Both pack controllers energized and having finished their failures, you must push the next page key on the MCDU keyboard. If there are
power-up tests plus 5 sec delay for confirmation no failures, NO FAULT DETECTED is shown.
- power-uptest duration is 36 sec PREVIOUS LEGS REPORT
- during test the three trim air valves are moving from cool to hot and from hot If you push the <PREVIOUS LEGS REPORT line key, the screen shows all
to cool this can be seen
seen on the ECAM BLE BLEED
ED page if this system is avalable. failures occured during the last 64 flight legs:
- the aircraft identification,
Results of Power-up Test - the applicable flight leg,
Test passed : - the date, time and flight phase where the failure occured,
- the ATA and FIN number of the component,
- ECAM COND page shows normal display.
The screen can show a maximum of two failures at a time. If there are more
Test failed : failures, you must push the next page key on the MCDU keyboard. If there are
- MASTER CAUTION with gong no failures, NO FAULT DETECTED is shown.
y
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n - ECAM warning :
O
LRU IDENTIFICATION
IDENTIFICATION
COND ZONE REGUL FAULT
s If you push the <LRU IDENTIFICAT
IDENTIFICATION ION line key, the screen shows the
e - ECAM COND page :
s functional designation and the part number of the zone controller and
o amber ” XX ” in place of tempe
temperature
rature indications
p
r the pack controllers.
u Additionally to this information the line INSTALLE
INSTALLED D IN A321 will be
P
g SYSTEM TEST indicated, if the pin programming of the controllers is correct. If
n
n
ii A system test is only done if it is requested on the Multipurpose INSTALLED IN A320 appears, no pin ’ A 321 ’ is set. The line wi willll not be
a
r
Central Display Unit ( MCDU ). It is done before and after a replacement indicated if there is no valid data from the applicable controller.
T of a component. It continues for not more than 300 seconds.
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a
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tf < LAST LEG REPORT
u < LAST LEG ECAM REPORT
L
< PREVIOUS LEGS REPORT
< AVIONIC STATUS
< SYSTEM REPORT / TEST
* SEND POST PRINT *

FLT REP.
SYSTEM REPORT / TEST
< AIRCOND F / CTL >
< AFS FUEL >
< COM ICE & RAIN >
< ELEC INST >
< FIRE PROT L/G>
< RETURN NAV >
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n AIR COND
O < CABIN PRESS CONT 1
s
e < CABIN PRESS CONT 2
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o < CAB TEMP CONT
p
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P < CARGO HEAT CONT AFT
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* SEND
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Figu
Figure
re 48 CFDS
CFDS CA
CAB.
B. TEMP
TEMP. C
CON
ONTR
TR.. M
Men
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CFDS SYSTEM REPORT / TEST
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a
s <GND REPORT
If you push the <GND REPORT line key, the screen shows for each failure that Tested elements
n  Valves, actuators and controller.
a has not been corrected from previous reports :
h
tf
u
- the aircraft identification,
L - the time the failure occured,
<CLASS 3 FAULTS
- the flight phase where the failure occured,
If you push the <CLASS 3 FAULFAULTSTS line key, the screen shows for each
- the AT
ATAA number of the component,
class 3 failure :
- the functional designation of the component,
- the applicable flight leg,
- the FIN of the component.
- the date of the applicable flight leg,
The screen can show a maximum of three failures at a time. If there are more
- the time when the failure occured,
failures, you must push the next page key on the MCDU keyboard. If there are
- the flight phase where the failure occured,
no failures, NO FAULT
FAULT DETECTED is shown.
-- the
the functional
ATA number of the component,
designation of the component,
- the FIN of the component.
<TEST The screen can show a maximum of two failures at a time. If there are more
If you push the <TEST line key, the <CAB TEMP CONT TEST page is shown. failures, you must push the next page key on the MCDU keyboard. If there are
The screen shows PACK 1 AND PACK 2 OFF. no failures, NO FAULT DETECTED
DETECTED is shown. These class 3 faults are minor
If you push the <CONTINUE line key, the screen shows, faults which have to be repaired during A checks
checks ( every 400 hours ).
- ( IN PROGRESS MAX 300S ),
- TEST OK if there are no failures,
- or
- the AT
ATA
A number, the functional designation, the FIN of the component
and END OF TEST.
When the test is activated via the MCDU, an operational test of the system is
carried out through the zone controller, which is also connected to both pack
controllers.
The test program includes
 Driving of trim air valves ( end-to-end check of motion and speed )
y
l
n  Driving of trim air pressure regulating valve
O
s  Pressure reducing funtion of pressure regulation valve
e
s
o  Driving of bypass valve ( end-to-end check of motion and speed )
p
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u  Driving of ram air inlet and outlet doors to OPEN and CLOSE position
P
g  Setting and resetting of pack anti ice valve command
n
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ii  Driving of stepper motor of flow control valve
a
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T  Secondary computer switching
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Figu
Figure
re 49 CFDS
CFDS C
CAB
AB.. TE
TEMP
MP. CO
CONT
NTR.
R. M
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21-55 EMERGENCY RA
RAM AIR INLET
T
a
s DESCRIPTION
n
a
h Purpose B. Check Valve
ft
u The emergency ram-air inlet gives a flow of fresh air through the aircraft if The check valve 4022HM is installed in the duct to the mixer
mixer unit. The emer-
L
there is a failure in the two air conditioning packs. gency ram-air duct and the LP ground connection duct are connected up-
If during a flight there is a failure in the two air conditioning packs 10HM stream of the check valve. This makes sure that air from the mixer unit cannot
( 11HM ), you can push the RAM AIR pushbutton switch 4HZ. flow out through the emergency ram-air inlet or the LP ground connection.
When you push the RAM AIR pushbutton switch :
- the altitude of the aircraft must be less than 10000 ft. ( 3.050 m ),
- the cabin differential pressure must be less than 70 mbar ( 1.0 psi ).
The emergency ram-air-inlet actuator 7HZ extends and the emergency ram-
air
teminlet
andmoves into the ducts
flows through external airflow.
to the mixerFresh airthe
unit in is pushed
cabin airinto the ram air
distribution andsys-
recirculation system.
The cabin pressure controllers 1 11HL
1HL ( 12HL ) contol the outflow valve valve 10HL to
an approximitly 50 % open position.
A. Emergency Ram-Air-Inlet Actuator

The emergency ram-air-inlet actuator 551HZ is installed on the emergency
ram-air inlet in the LH belly fairing of the fuselage. It opens and closes the
emergency ram-air inlet.
The emergency ram-air actuator 7HZ has :
-- an actuator 28
a split-field body assembly
V DC series-motor which has an electromagnetic brake
- a two-step gear-train
- a jack screw
- an actuator ram
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l - two indication microswitches,
n - two travel limit switches
O
s - a shop-adjustable clutch mechanism
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s - an electrical connector
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Figu
Figure
re 50 Em
Emer
erge
genc
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yRRam
am Ai
Airr IInl
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EMERGENCY RAM AIR INLET OPERATION
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T
a
s Opening
To open theof emergency
the Emergency Ram-Air
ram-air Inlet
inlet you must lift the guard and push the RAM
n
a AIR pushbutton switch 4HZ. When you push it :
h
tf
u
- a signal is sent to
to the cabin pressure ccontrollers
ontrollers 111HL
1HL ( 12HL ) and the
L outflow valve 10HL partially opens, depending on aircraft differencial air
pressures and aircraft Air / Gnd information
- a signal is sent to extend the emergency ram-air-inlet actuator 7HZ and the
emergency ram-air
ram-air inlet moves into the external airflow,
- the ON legend in the RAM AIR pushbutton switch 4HZ comes on,
- actuator position data is sent to the SDACs,
- on the lower ECAM display unit, the BLEED page shows the RAM AIR
symbol open.
Closing of the Emergency Ram-Air Inlet
To close the emergency ram-air inlet, you must lift the guard and push the
RAM AIR pushbutton switch 4HZ. When you push it :
- a signal is sent to
to the cabin pressure ccontrollers
ontrollers 111HL
1HL ( 12HL ) and the
outflow valve 10HL closes as necessary
necessary,, depending on aircraft differencial air
pressures and aircraft Air / GND information
- a signal is sent to the emergency ram-air-inlet actuator 7HZ and the
emergency ram-air inlet closes,
- the ON legend in the RAM AIR pushbutton switch 4HZ goes off,
- actuator position data is sent to the SDACs,
- on the lower ECAM display unit, the BLEED page shows the RAM AIR
symbol closed.
The emergency ram-air inlet closes automatically if you push the DITCHING
pushbutton switch 13HL.
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FRA US-T FN JAN.96 Page: 101
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21-20 AIR DISTRIBUTION
T
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s MIXING UNIT
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General
u A mixer unit, installed under the cabin floor ( between frames 34 and 36 ),
L
mixes conditioned air with cabin air. The cabin air which has entered the
underfloor area, is drawn through recirculati
recirculation
on filters 4010HM ( 4011HM
4011HM ) by
recirculation fans 14HG ( 15HG ).
The recirculation fans then blow the air through check valves 4020HM DISTRIBUTION
( 4021HM ) to the mixer unit. HEAD
The quantity of cabin air mixed with conditioned air changes between 37 % to
51 % ( in normal operational cases ). This is related to the pos
position
ition of the flow
selector 5HB.
In an emergency situation, a ram air inlet is opened to supply sufficient air
to the cockpit and cabin zones. A low pressure ground connector is also con-
nected to the ram air system for connection to a ground air supply. The low
pressure ground air source supplies conditioned air to the system when the MIXING FLAP
engines and APU are stopped. LOCATION
Mixing Unit Description

The mixing unit is made in two parts, the mixing chamber and the distribution
head. TO COCKPIT
The mixing chamber is made of resin and glassfiber laminate with a metal
flange bonded at the top. Connected to this flange is an aluminum distribution
head which distributes mixed-air to the system supply ducts. MIXING UNIT
Crossfeed ducts are installed from the distribution head to the main supply
ducts. These are made of aluminum and contain noise-attenuators.
y
The main supply duct to the cockpit is made of aluminum at its interface with
l
n the hot trim-air system.
O
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An electrically operated mixing flap is installed in this duct. This flap makes
e sure sufficient fresh air is delivered to the cockpit in case of pack 1 failure .
s
o Noise-attenuators are installed downstream of the hot trim-air interface. The
p
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u mixing unit and crossfeed ducts are insulated with glasswool and a jacket
P
made of a Hypolon material. MIXING UNIT
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ft FWD
u RECIRCULATION
L CARGO COMP.
AIR FILTER
FWD ZONE L/H

SUPPLY DUCT
AFT ZONE R/H

SUPPLY DUCT
FWD ZONE R/H
COCKPIT SUPPLY DUCT
SUPPLY DUCT
RECIRCULATION
AIR FILTER
AFT ZONE L/H
SUPPLY DUCT
DUCT FROM
8” GROUND CONNECTION
& EMERG. RAM AIR INLET
CONDITIONED
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n RECIRCULATION
O FAN
s
e CHECK VALVE
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P CONDITIONED
g AIR PACK 2
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Figure 52 Mixer U
Un
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CABIN RECIRCULATION FAN AND RECIRC. FILTER
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Cabin Recirculation Fans unit is installed
is secured in an open
in position frame
with an type housing
adjustable flangemade
at oneofend
aluminum. The filter unit
of the housing.
n Cabin air from the underfloor area is mixed with conditioned air. This increases
a
h the amount of air which is blown into the distribution system.
ft
u The two recirculation fans
fans 14HG ( 15HG ) installed one each side side of the mix-
L
ing unit do this. Cabin air is drawn through two recirculation filters 4010HM COMPONENT LOCATION
( 4011HM
4011HM ) and blown through
through two chec
check
k valves 4020HM
4020HM ( 4021HM ) into the
mixing unit.
The cabin recirculation fans 14HG ( 15HG ) are installed in line with the recir-
culation ducts. They are powered by a three-phase six-pole induction motor
that drives a fan-wheel which has high-efficiency blades.
The fans will operate continuously at about 7700 rpm when supplied with elec-
trical power. Thermo switches are installed inside the stators of the recircula-
tion fans. If the temperature of the stators gets to 140 DEG.C
DEG.C ( 284.00 F)
the thermo switches isolate the electrical supply to the fans.
The recirculation fans are installed on vibration-damper mountings, these pre-
vent damage to the aircraft structure, due to fan vibration.
Arrows on the fan casing show the direction of airflow through the fan and the
direction that the impellor rotates.
Check Valves
A check valve 4020HM
4020HM ( 4021HM ) is installed downstream of each cabin re-
circulation fan 14HG ( 15HG ). to prevent a reverse flow of the air in case of a
recirculation fault.
The check valve has two semicircular flaps which are installed on a hinge-bar.
A spring holds the semicircular flaps in the closed position. Airflow from the
cabin recirculation fans 14HG ( 15HG ) will lift the semicircular
semicircular flaps from their
seats. This will permit air to flow through the check valves 4020HM
4020HM ( 4021HM )
y
into the ducts. Airflow in the opposite direction through the check valve will
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n push the semicircular flaps back onto their seats and stop the airflow.
O
s
An arrow on the check valve casing shows which way air will flow through the
e check valve.
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u Recirculation Filter
P
g
Two recirculation filters 4010HM ( 4011HM
4011HM ) are installed, one upstream
upstream of
iin each recirculation fan 14HG ( 15HG ).
a Each consists of a multi-layer glassfiber filter-cartridge, installed inside a per-
r
T forated Carbon Fiber Reinforced
Reinforced Plastic ( CFRP ) cylinder. The complete filter
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B RECIRCULATION FILTER 4010HM ( 4011HM ) A CABIN RECIRCULA
RECIRCULATION
TION FAN 14HG ( 15HG )
a
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AND CHECK VALVE
VALVE 4020HM ( 4021HM )
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CHECK VALVE
VIBRATION
DAMPER
MOUNTINGS
FILTER FRAME
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O FILTER CARTRIDGE
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Figu
Figure
re 53 Ca
Cabi
bin
n Rec
Recir
ircu
cula
lati
tion
on Sy
Syst
stem
em C
Com
ompon
ponen
ents
ts
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COCKPIT AIR DISTRIBUTION
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General
n Air is delivered to the cockpit by a large-diameter duct from the mixing unit. It
a
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tf divides at the rear of the cockpit to go forward at the left-hand and right-hand
u
L side.
Three smaller-diameter riser ducts connect to the large-diameter duct and go
up each side of the cockpit. The tops of the riser ducts connect to different air
outlets in the cockpit. The outlets are made to stop draughts at crew-head
level, and divide the air equally throughout the cockpit.
Distribution
Air from the mixing unit is supplied to the cockpit through a duct installed below
the left-hand side of the cabin floor.
Conditioned air is supplied to the cockpit at the places listed below :
 the left-hand side of the Captain’s station,
 the right-hand side of the First Officers’s station,
 at two positions in the left-hand ceiling area above the third crew
member’s station.
At these positions the airflow is adjustable in quantity and direction :
 the left-hand and right-hand ceiling areas above the lateral windows,
 the left-hand and right-hand sides below the lateral windows.
At these positions, the airflow is adjustable in quantity only :

 at the left-hand and right-hand ceiling areas above the windshield.
NOTE
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The cockpit supply duct can also be used to supply air to the avionic ventilation
n system when this is necessary. For this purpose the duct is tapped in the
O
s avionic compartment.
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TO AVIONICS
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Figu
Figure
re 54 Cock
Cockpi
pitt Ai
Airr D
Dis
istr
trib
ibut
utio
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PASSENGER CABIN AIR DISTRIBUTION
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T
a
s
General
n Large-diameter air ducts supply air to the two passenger cabin zones
zones from
a
h
ft the air conditioning packs 10HM ( 11HM ).
u
L They are installed under the cabin floor along the left-hand and right-hand
side. Smaller-diameter riser ducts are connected to the supply ducts.
The riser ducts go up-and-around the interior of the fuselage. They are
installed between every second window and start between the first two forward
windows.
The top of each riser duct is connected to cabin air outlets, (one below and one
above the hat racks).
Riser ducts are also installed at the rear of the forward entrance doors,
and forward of the rear entrance doors.
They go up-and-around the interior of the fuselage to outlets above each door.
The door and cabin outlets are made to stop draughts at seat-head level,
and divide the air equally throughout the cabin.
Distribution
The passenger cabin is divided into the forward and aft distribution zones.
Each distribution zone has main supply ducts and small riser ducts.
The main supply ducts are installed under the cabin floor along the left-hand
and right-hand side of the fuselage. The riser ducts connect to the main supply
ducts and go
hat racks. TheupL-shaped
betweenriser
every second
ducts window
connect theto outlets
outlets above
above and
the below
doors the
to the
main supply ducts. Most of the distribution ducts are made of resin and glass-
fiber laminate with metal sleeves bonded to each end for duct interconnection.
Flexible bellows, which are made of silicone laminate and glassfiber, connect
y
l the ducts to each other. When they are installed, clamps secure the flexible
n bellows. Insulation shells which are made of polyethylene foam or glass wool
O
s ( covered with a Hypolon material ) are installed around the ducts.
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Figur
Figure
e 55 Pass
Passen
enge
gerr Cab
Cabin
in Air
Air D
Dis
istri
tribu
buti
tion
on
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CABIN RECIRCULATION FANS CONTROL
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a A pushbutton switch 4HG operates the cabin recirculation fans 14HG
s ( 15HG ). The switch is installed on the overhead ventilation panel 22VU in the
n
a cockpit and is labelled CAB FANS.
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u
A signal is sent to the
the Centralized Fault Displa
Display
y System ( CFDS ) if a recir-
L culation fan fails. A signal is also sent to the Electronic Centralized Aircraft
Monitoring ( ECAM ) for display after flight.
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FRA US-T Bu OCT.95 110

Page: 110
110
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Figu
Figure
re 56 Cabi
Cabin
n F
Fan
an Cont
Contro
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CABIN RECIRCULATION FANS OPERATION
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a Normal Operation
s A pushbutton switch 4HG operates the cabin recirculation fans 14HG ( 15HG ).
n
a
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tf
The switch supplies 28 V DC from the normal busbar 101PP
101PP ( 204PP )
u through two circuit
circuit breakers 2HG ( 11HG
11HG ) to two power relays 5HG ( 6HG ).
L
The power relays energize the cabin fans with 115 V AC from the normal bus-
bar 1 and 2 101XP ( 204XP ) through the two circuit breakers 1HG ( 3HG ).
Malfunction Detection
OVERHEAT thermo-switches operate if the stator temperature of the
recirculation fans 14HG ( 15HG ) goes up from 134 C ( 273.20 F ) to
146 C ( 294.80 F ). They will remove the ground from the power relays 5HG
(The
6HG ), the fans
indicating willsignals
relay stop and
thethe indicating Fault
Centralized relay
Fa will open.
ult Display System ( CFDS )
and the Electronic Centralized
Centralized Aircraft Monitoring ( ECAM ) system. To To start
the cabin fans again you must push the CAB FANS switch OFF and ON.
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Figure
Figure 57 Cab
Cabin
in Rec
Recirc
ircula
ulation
tion Fan
Fans
s E
Elec
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Schema
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21-23 LAVATORY AND GALLEY VENTILATION
T
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s GENERAL DESCRIPTION to each other by flexible bellows made of silicone laminate and glassfiber se-
n
a cured by clamps. Capped branches along the duct allow the installation of lava-
h The lavatory and galley ventilation system uses air from the cabin zones and
ft tories and galleys at different locations in the cabin.
u conditioned air from the main distribution ducts. Air removed from the ceiling
L At frames 28 and 51, flexible hoses from the extraction duct are connected to
area of the lavatory, galley units and the lavatory bowls, is delivered to the out- cabin sensor housings .
flow valve 10HL area.
A duct system, different from the cabin distribution system, is used to prevent
unpleasant smells entering the cabin.
Most of the air used for ventilation is cabin air, the extraction fan 1HU draws air
into the units. Conditioned air is supplied to each lavatory and some galleys
from tappings on the cabin air distibution ducts. Restrictors are installed down-
stream of the tapping points to increase pressure for correct functioning of the
individual outlets. The airflow from these outlets is adjustable in both quantity
and direction, and they are located below the lavatory mirrors.
EXTRACTION FAN 1HU

The lavatory and galley extraction fan 1HU is installed in line with the extraction
duct. It is powered by a three-phase induction motor that drives a fan wheel
which has high efficiency blades. The fan will operate continuously at about
11.700 RPM. Thermo switches are installed inside the stators of the extraction
fan. If the temperature of the stator gets to 134 C ( 273.20 F ) to 146 C
( 294.80 F ) the thermo switches isolate the electrical supply to the fan. The
lavatory and galley extraction fan is secured by clamps to brackets on the air-
craft structure in the rear underfloor area. Arrows on the fan casing show the
direction of airflow through the fan and the direction that the inpellor rotates. If
the impellor breaks up the casing is strong enough to contain the debris.
The extraction fan 1HU removes air from the lavatory and the galley through a
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l duct located above the cabin ceiling. This duct extends the length of the cabin
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O from the forward utility area to the left-hand aft lavatory.
s The duct divides into two dropper ducts and follows the fuselage contour down-
e
s wards ( on each side of a window ) to the fan.
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r The air is then removed overboard through the outflow valve 10HL.
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P The extraction fan operates continuously during flight and on the ground when
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r The extraction ducts are made from resin and glassfiber laminate with metal
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o EXTRACTION FAN
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Figure
Figure 58 Lav
Lavato
atory
ry and Gal
Galley
ley Venti
entilat
lation
ion Sch
Schema
ematic
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LAVATORY & GALLEY VENTILATION OPERATION
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a Control and Indication
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The lavatory and galley extraction fan 1HU is continuously monitored by the RELAY
RELAY LOCATION 103VU
103 VU
a zone controller 8HK of the cabin temperature control system. If the fan fails,
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the zone controller sends a signal to the ECAM and CFDS systems.
L
Operation
The lavatory and galley extraction fan 1HU operates continuously. 28 V DC
from normal busbar 101PP through circuit breaker 5HU energizes the power
relay 2HU. The power relay energizes the extraction fan with 115 V AC from
normal busbar1101XP through circuit breaker 6HU.
Thermo switches, protect the fan from overheating. If the temperature of the
 
stators go up to 146 C ( 294.80 F ) the ground is removed from the power
relay.
Malfunction Detection
Overheating of the lavatory and galley extraction fan 1HU causes the thermo
switches to remove ground from the power relay 2HU.
This removes the electrical power, the fan stops and the indicating relay opens.
The indicating relay signals the zone controller 8HK and the zone controller
signals the ECAM and CFDS systems.
You must not start the extraction fan again until you have found the fault and
repaired it.
NOTE :
In case of a extraction fan fault the temperature indication for the FWD
and AFT cabin zones
zones will be amber ” XX ” on the ECAM CON COND D Page. In
addition to this the temperature control by the zone controller will con-
y trol now the cabine temperature to a 15 C constant duct temperature.
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Figur
Figure
e 59 Lava
Lavator
tory
y & Ga
Gall
lley
ey V
Ven
enti
tila
lati
tion
on Con
Contr
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21-24 INIVIDUAL AIR DISTRIBUTION
T
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s INDIVIDUAL AIR DISTRIBUTION DESCRIPTION
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Air for passenger individual ventilation is taken from the cabin main supply
u ducts. Small diameter riser ducts are connected to these ducts.
L
They deliver air to the individual air supply ducts located below the hat-rack.
The individual air outlets are connected with flexible hoses to tappings on the
individual air supply ducts. The individual air outlets are located above each
passenger seat row and are adjustable in airflow and direction.
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FRA US-T FN FEB.96 118

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Figu
Figure
re 60 Indi
Indivi
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Ven
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FRA US-T FN FEB.96 119
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21-42 DOOR AREA HEATING
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DESCRIPTION AND OPERATION
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The door area heating system supplies warm air to the foot level areas at the
FWD passenger and crew doors.
System Description
A door area heating system is installed fo
forr each FWD passenger / crew door-
area. The two systems operate independantly.
independantly. For each door area, a heater
4HJ1 ( 4HJ2 ) is installed between thethe FR21 and FR24, which heats the air
from the distribution system. Ducts, a flexible hose and an air outlet supplies
the heated air from the heater to the foot level area at the FWD
passenger / crew door.
The CAB FANS pushbutton switch 4HG on panel 22VU, the toggle switch 2HJ1
( 2HJ2 ) and the relays 3HJ1, 5HJ1 ( 3HJ2, 5HJ2 ), whichwhich are installed on the
circuit breaker panel 2000VU, control the heater 4HJ1 ( 4HJ2 ). Thermostats
protect the heater for overtemperature. The heating system operates only if the
cabin air recirculation-system is switched on.
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FRA US -T FN DEC.96 Page: 120

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Figur
Figure
e 61 Doo
Doorr Ar
Area
ea H
Hea
eati
ting
ng C
Com
ompon
ponen
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Loca
cati
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on
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OPERATION / CONTOL AND INDICATION
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a When air is supplied from the cabin air distribution-system and the toggle
s switch 2HJ1 ( 2HJ2 ) is switched to on, the heater 4HJ1 ( 4HJ2 ) warms the
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a air for the FWD door area.
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When you push the CAB FANS puschbutton switch 4HG to the OFF position,
L the relay 5HJ1 ( 5HJ2 ) will be de-energized
de-energized and the heating system stops.
The heating system also stops if you switch the toggle switch 2HJ1
2HJ1 ( 2HJ2 )
to the off position.
If the air temperature in the heater gets to more than 50 C ( 122.00 F )
the heater is switched off until the air temperature in the heater is less than
approx. 45 C ( 113.00 F ). Then the heater is switched on again.
If the temperature at the heater housing gets more than 85 C
( 185.00 F ) a thermostat de de-energizes
-energizes the relay
relay 3HJ1 ( 3HJ2 ). Thus the
heater is switched off until the temperature decreases to less than approx.
80 C ( 176.00 F ). Then the heater is switched on again.
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Figu
Figure
re 62 Door
Door Ar
Area
ea He
Heat
atin
ing
gCCon
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21-28 CARGO COMPARTMENT VE
VENTILATION
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DESCRIPTION
h
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L The AFT cargo-compartment ventilation-system supplies air to the AFT cargo
compartment. The ventilation air comes from the cabin zones through openings
in the cabin floor behind the sidewall panels.
On the ground, conditioned air can be supplied additionally through a ground
connector.
AFT Cargo-Compartment Ventilation-System

Suction in the AFT cargo compartment pulls cabin air into the compartment
throught ducts routed along the lower fuselage interior. The suction is caused
when the blower fan 52HN and the extraction fan 35HN are working on the
ground and in flight. Three inlets, installed along the compartment lower left-
hand sidewall, direct the air towards the compartment floor area. An isolation
valve 34HN is installed in distribution ducts upstream of the compartment in-
lets. The AFT compartment air is extracted through two outlets near the
compartment ceiling on the aft wall. The air goes through the extraction fan
35HN and an isolation valve 33HN and is discharged in the area of the outflow
valve 10HL.
An external ground cooling system is installed between frames 49 and 50 for-
ward of the AFT cargo door. Ground supplied air goes through a LP ground-
connector, a check valve 4028HM and an isolation valve 50HN to an outlet in
the wall near the ceiling.
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FRA US-T FN FEB.96 Page: 124

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Figur
Figure
e 63 Ca
Cargo
rgo Com
Compt.
pt. Venti
entila
lati
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on S
Sys
ystem
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CARGO COMPT
COMPT.. VENT. COMPONEN
C OMPONENTS
TS
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T
a Blower and Extraction Fan - a spare power relay socket.
s AFT cargo blower fan 52HN is installed in the inlet duct downstream of the These modules are enclosed in a metal case. They are installed on the out-
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a board side of relay box 103VU, in the avionics compartment. The cargo ventila-
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isolation valve 34HN and the extraction fan 35HN is installed in the extraction
u duct downstream of the isolation valve 33HN. They are powered by a three- tion controller 10HN controls and monitors the aft cargo isolation-valves 33HN
L and 34HN, the aft cargo blower-fan 52HN and the AFT cargo extraction fan
phase four-pole induction motor that drives a fan-wheel. These fans run con-
tinuously when the aircraft is on the ground or in flight. Thermo switches are 35HN. The cargo ventilation controller sends a signal to ECAM and CFDS if
installed inside the motor stators of the extraction fan. If the temperature of the there is a fault in the isolation valves or the fans.
stators gets to 140 C ( 254 F ), the thermo switches isolate the electrical
supply to the fan. The cargo ventilation controller 10HN only controls the cargo isolation valve
The AFT cargo blower fan 52HN and the extraction fan 35HN are secured with 50HN. A fault message for this valve wil not be generated.
clamps to brackets on the aircraft structure. Arrows on the fans casing show
the direction of airflow through the fans and the direction that the fan-wheel Check Valve
rotates. If the impellor breaks up the casing is strong enough to contain the de-
bris. The check valve 4028HM is installed, in line with the ground cooling inlet duct,
between the low pressure ground connector and the isolation valve 50HN.
Isolation Valve ( 3 ) The valve consists of a valve body, two semicircular flaps installed on a hinge
The isolation valves 33HN, 34HN and 50HN are electrically operated butterfly bar and a spring which holds the flaps in the closed position. Airflow from an
valves. Each consists of a body assembly and an actuator housing which are external source will lift the flaps from their seats and permit air to flow through
bolted together and internally connected. The actuator housing contains a the valve. Airflow in the opposite direction will push the flaps back onto their
gear-train, two microswitches, a 28 V DC motor and an electrical connector. seats and stop the airflow. An arrow on the valve body shows the direction of
The 28 V DC motor drives the gear-train, which turns a shaft to which the but- unrestricted airflow through the valve.
terfly valve is attached. Two microswitches signal the fully open/fully closed
position of the isolation valves 33HN, 34HN and 50HN to the cargo ventilation
controller 10HN. Accidental blockage of either isolation valve will cause a Proximity Switch
torque limit mechanism to disengage the gear-train. This protects the gear- The proximity switch 51HN consists of a sensor which is installed on the cargo
train and butterly valve from damage. A manual override and visual position compartment ceiling, above the BULK cargo door, and a target which is
indicator is connected to the end of the shaft at the top of the actuator. installed, in a corresponding position, on the BULK cargo door. When the target
is within the detection
detection range of the sen
sensor
sor ( door fully open ) the sensor sends
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n a signal to the cargo ventilation controller 10HN which allows the isolation valve
O The cargo ventilation controller 10HN is of a modular construction and consists 50HN to open. When the target moves out of the detection range, the signal to
s
e of : the controller 10HN is cancelled which commands the isolation valve 50HN to
s
o - a chassis, the closed position. The sensor has two independent outputs which are com-
p
r
u a common power supply module, monly controlled. If one output fails, the other one continues to operate.
P - a FWD cargo ventilation module,
g
in - a FWD cargo power relay,
n
i - an AFT cargo ventilation module,
a
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T - an AFT cargo power relay,
r - a spare module connector,
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Figur
Figure
e 64 Cargo
Cargo C
Comp
ompt.
t. V
Ven
ent.
t. an
and
d Coo
Cooli
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Comp
mpone
onents
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CARGO COMPT
COMPT.. VENTILATION
VEN TILATION OPERATION
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a Operation
s The ventilation system for the AFT cargo compartment operates in the same
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a mode on the ground or in flight.
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The cargo ventilation controller 10HN opens the isolation valves 33HN and
L 34HN. It receives a fully open signal from both valves and starts the blower fan
52HN and the extraction fan 35HN. The controller will close the isolation
valves, and stop the two fans when :
- the smoke detection control unit 10WQ detects smoke in the AFT cargo
compartment ( Ref. 26-16-00
26-16-00 ),
- the isolation valve switch 36HN is selected OFF.
The ground cooling for the AFT cargo compartment is controlled by a proximity
switch operated
When the BULK by the door
cargo BULKiscargo door. the isolation valve 50HN opens and
fully open,
the ground air source is connected to the LP connector in the belly fairing be-
tween frames 49 and 50 ( this ground air source must be stopped before y you
ou
close the BULK cargo door ).
Control and Indication

The AFT ISOL VALVE
VALVE switch 36HN is installed on panel 22VU in the cockpit
overhead panel. It controls the isolation valves 33HN and 34HN, the blower fan
52HN and the extraction fan 35HN. The cargo ventilation controller 10HN will
only start the fans if a fully open signal is received from both isolation valves.
With the
34HN isolation
open valve
fully and theswitch
blower36HN pressed
fan 52HN andin,
thethe isolationfan
extraction valves
35HN33HN and
start.
With the isolation valve switch pressed out, OFF light comes on white, the
isolation valves close and the two fans stop. The FAULT light comes on amber
if either isolation valve is not fully open or fully closed.
If there is a extraction fan fault, the ventilation controller gives a signal to the
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n zone controller 8HK. The zone controller generates a failure message for the
O Centralized Fault-Display
Fault-Display System ( CFDS ).
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ISOLATION VALVE 33HN
T
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s EXTRACTION FAN 35HN
n 8HK CONT-
a ZONE TEMP.
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L
AFT CARGO VENT FAULT PROXIMITY
SWITCH 51HN
SMOKE
DETECTOR
ISOLATION SMOKE
VALVE 50HN DETECTOR
BLOWER FAN
CONT 52HN
AFT CARGO ISOL VALVE

VALVE ISOLATION
AFT ISOL VALVE ....OFF VALVE 34HN
MASTER CAUTION
AND SINGLE
CHIME
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O DOOR FULLY OPEN
s FAN FAULT
e FAN FAULT
s
o CONTR. POWER
p LOSS
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P DISAGREE
FULLY OPEN FAN ON
g FULLY OPEN
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T
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o CONTROLLER 10HN
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Figur
Figure
e 65 Ca
Cargo
rgo C
Comp
ompt.
t. V
Ven
enti
tila
lati
tion
on Ope
Opera
ratio
tion
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Logic
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c COMPARTMENT DESCRIPTION A 319 / A 321
CARGO COMPARTMENT
e
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a The Lufthansa A 319 / A 321 has, in contrast to the A 320, no cargo compart-
s
n ment ventilation system and no cargo ground cooling system installed. There-
a
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ft fore there is no need for a cargo vent panel and a cargo vent controller.
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L Both cargo compartments are monitored by a cargo smoke detection system
and connected to a single bottle fire extinguish system.
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22VU
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Figur
Figure
e 66 Ca
Carg
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Comp
mpar
artm
tmen
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Loca
cati
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on ( A3
A319
19 / A 321
321 )
FRA US-T Bu FEB.96 Page: 131
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21-26 AVIONICS EQ
EQUIPMENT VE
VENTILATION
T
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DESCRIPTION.
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The avionics ventilation system operates in different configurations. These Radar
L configurations are dependent on ambient temperature, whether the aircraft is The radar is cooled by air blown into the equipment through a sealed inlet and
on the ground or in flight. The avionics equipment is also cooled in different blown out through an unsealed outlet.
ways, these are not dependent on the ventilation system configurations.
Batteries (Independent Circuit)
Rack equipment The batteries are cooled with avionics compartment air drawn through an inlet,
Equipment installed in the racks is cooled with air blown into the base of the around the batteries and overboard through a venturi. The ventilation airflow
racks through a sealed inlet.This air then flows through the equipment to the only takes place during flight because of the cabin differential pressure.
top of the racks and is then removed through an unsealed outlet. Other equip-
ment installed on the racks is cooled with air blown into the base and then out
at the top.
Cathode Ray Tubes (CRTs)

The CRTs
CRTs located on the pilot’s panel are cooled with air blown through a
sealed inlet /outlet on the panel.
Pedestal Instruments
The pedestal instruments are cooled with air blown through the instruments
on the upper panel and around the instruments on the lower panel. The air then
goes into the avionics compartment through vents in the cockpit floor.
Cockpit Panels
The overhead circuit breaker and power panels are cooled with cockpit air. This
is drawn around the back of the panels and into the avionics ventilation system.
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O Tranformer Rectifiers
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e The transformer rectifiers are cooled with avionics compartment air. This air is
s
o drawn through the equipment into the avionics ventilation system.
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Window Controllers
nig The window controllers are cooled with air blown through the equipment into
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the avionics compartment.
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s 26 HQ
o DUCT TEMP
SENSOR
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r ( > 62  C )
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Figure
Figure 67 Avion
Avionics
ics Equ
Equipm
ipment
ent Vent
entila
ilation
tion Sch
Schema
ematic
tic
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AEVC CONTROL-WARNINGS AND CAUTIONS
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Figu
Figure
re 68 AEVC
AEVC - E
ECA
CAM
M D
Dis
ispl
play
ay
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AVIONICS EQUIPMENT VENTILATION OPERATION
e
T The avionics equipment is cooled with air supplied in different ways. These are
a
s an open circuit, a closed circuit, a partially open circuit and cockpit supply air
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a (in failure cases) as listed hereafter
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ft :
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AEVC SYSTEM SCHEDULE
System Schedule depenting on certain configurations:
 skin temperatures,
 aircraft air-ground position,
 eng power settings
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Figu
Figure
re 69 AEVC
AEVC Syst
System
em Sc
Sche
hedu
dule
le
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OPEN CIRCUIT CONFIGURATION
e
T The avionics equipment is cooled with ambient air under certain conditions.
a
s These conditions are that the aircraft is on the ground and the ambient temper-
n
a ature is above +11 deg.C (+51.80 deg.F). Ambient air, drawn through a skin air
h
tf
u
inlet valve 15HQ is blown through a check valve 2150HM and filter assembly
L 2081HM,2082HM,2083HM . The air drawn by blower fan 20HQ is blown
through a check valve 2140HM into the system.The air, after cooling the equip-
ment, is drawn with an extract fan 18HQ directly overboard through an skin air
outlet valve 22HQ. The skin heat exchanger is by-passed because the skin
exchanger isolation valve 24HQ is closed.
GROUND OPERATION: Skin Temperatu

Temperature
re >11 C
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Figu
Figure
re 70 Op
Open
en Ci
Circ
rcui
uitt Co
Conf
nfig
igur
urat
atio
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CLOSED CIRCUIT CONFIGURATION
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T Closed Circuit
a
s Normally the avionics equipment is cooled with air in a closed circuit.The condi-
n
a tions are that the aircraft is on the ground and skin temperature below +4
h
ft deg.C (+39.20 deg.F) or in flight below +27 deg.C (+80.60 deg.F). In these
u
L conditions, the skin air inlet valve 15HQ and the skin air outlet valve 22HQ
close. The skin exchanger outlet by-pass valve 23HQ opens. In addition, the
skin exchanger isolation valve 24HQ opens to bring the skin heat exchanger
into full use. Three pressure switches 17HQ (19HQ, 30HQ) at different places
in the system, signal the avionics computer 10HQ when an increased pressure/
airflow is detected. When this signal is received, the skin exchanger inlet by-
pass valve 16HQ opens and air flows into the forward underfloor area. The skin
exchanger inlet bypass valve 16HQ will close when the pressure switches indi-
cate the system pressure/airflow is at the correct level.
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
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i FLIGHT OPERATIO
OPERATION:
N: Skin Temperature
Temperature <27 C or
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i GROUND OPERATION: Skin Temperature <4 C
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Figu
Figure
re 71 Clo
Close
sed
d Ci
Circ
rcui
uitt Con
Confi
figur
gurat
atio
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PARTIALLY OPEN CONFIGURATION
e
T Partially Open Circuit
a
s The avionics equipment is cooled with air in a partially open circuit under cer-
n
a tain conditions. These conditions are that the aircraft is in flight and the skin
h
tf
u
temperature is above +34 deg.C (+93.20 deg.F). When the avionics computer
L 10HQ receives an above +34 deg.C (+93.20 deg.F) signal from the skin tem-
perature sensor 28HQ, the following happens:
- skin exchanger outlet bypass valve 23HQ opens,
- skin air outlet valve 22HQ partially opens,
- skin exchanger inlet bypass valve 16HQ opens.
The avionics is now cooled with system air and avionics compartment air com-
ing into the system through the skin exchanger outlet bypass valve 23HQ.The
air after cooling the equipment is directed overboard through the skin air outlet
valve 22HQ and to the forward underfloor area through the skin exchanger inlet
bypass valve 16HQ. When the ambient temperature drops below +27 deg.C
(+80.60 deg.F), the system goes back to a closed circuit configuration.
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r FLIGHT OPERATION:
OPERATION: Skin T
Temperature
emperature >34 C
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Figur
Figure
e 72 Part
Partia
iall
lly
y Open
Open Co
Confi
nfigur
gurat
atio
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ABNORMAL OPERATION
Te (2) Blower Low Flow/High Duct Temperature
a
s (BLOWER OR EXTRACT FAULT) The avionics computer 10HQ illuminates FAULT on the blower pushbutton
n switch 13HQ when one or both of the following happens:
a
h
tf - if the pressure switches 17HQ (19HQ) detect low flow,
u Cockpit Supply Air
L - if the temperature sensor 26HQ senses high duct temperature.
The avionics equipment is cooled with air tapped from the cockpit supply duct
When this happens, OVRD on the pushbutton switch must be selected.
when one of the following failure cases happens:
This causes the blower fan 20HQ to stop, opens the conditioned air
(1) Extraction Low Flow inlet valve 21HQ and opens the skin exchanger isolation valve 24HQ. All
The avionics computer 10HQ illuminates FAULT on the extract pushbutton other valves close.
switch 14HQ if the pressure switch 30HQ detects low flow. When this happens,
OVRD on the pushbutton switch must be selected. This causes the conditioned
air inlet valve 21HQ and skin exchanger isolation valve 24HQ to open. All other
valves close.
BLOWER FAULT or EXTRACT FAULT Warning

When the BLOWER pb-sw is set at OVRD position, or when the EXTRACT
pb-sw is set at OVRD position.
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l The system is in closed circuit configuration and air from air conditioning sys-
n
O tem is added to the ventilation air.
s
e Moreover with BLOWER pb-sw at OVRD position the blower fan is stopped,
s
o the extract fan remains energized.
p
r
u With EXTRACT pb-sw at OVRD position the extract tan is controlled directly
P
g
ni from the pb-sw. Both fans remain ene
energized.
rgized.
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Figu
Figure
re 73 Bl
Blow
ower
er Faul
Faultt or Extra
Extract
ct Faul
Faultt
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CONFIGUR ATION
SMOKE DRILL CONFIGURATION
Te (3) Smoke (Ref. 26-00-00)
a
s If the smoke detector 1WA detects smoke, the smoke detector control (4) Computer Power Off
n
a unit (SDCU) 10HQ triggers illumination of: If the avionics computer 10HQ stops operating, FAULT on extract
h
ft - the SMOKE legend of the GEN 1 LINE pushbutton switch on the panel pushbutton 14HQ and blower pushbutton 13HQ illuminates amber. When this
u
L 21VU happens, OVRD on both pushbuttons must be selected. This causes the
- the FAUL
FAULT
T legends of the BLOWER and EXTRACT pusbutton switches on blower fan 20HQ to stop, opens the conditioned air inlet valve 21HQ and
the partially opens the skin air outlet valve 22HQ. All other valves stay
panel 22VU. at their last controlled position.
When this happens, OVRD on the blower pushbutton
pushbutton switch 13HQ and on the
extract pushbutton switch 14HQ must be selected. This causes the blower fan
20HQ to stop, opens the conditioned air inlet valve 21HQ and partially opens
the skin air outlet valve 22HQ. All other valves close and the air is directed
overboard through the skin air outlet valve 22HQ.
ABNORMAL OPERATION
OPERATION
Controller FaIlure
Smoke Drill
y
l Same configuration as above.
n -Both BLOWER and EXTRACT FAULT
FAULT lights on.
O The folIowing valves:— INLET VALVE
s -Both BLOWER and EXTRACT pb-sw set at OVRD position.
e -SKIN EXCH INLET BYPASS VALVE
VALVE
s Cooling air is provided by air conditioning system, and extracted overboard.
o
p
r Blower fan stops. -SKIN EXCH ISOL VALVE
u remain in the position they were in before failure. Moreover the extract tan
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i runs.
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Figu
Figure
re 74 Sm
Smok
oke
e Dr
Dril
illl Co
Conf
nfig
igur
urat
atio
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COMPONENT DESCRIPTIONS
Te
a
s 1 Avionic Equipment Ventilation Computer
n
a
h
tf The avionics computer 10HQ is a 2MCU (Ref. ARINC 600) electronic assembly
u mounted on a chassis encased with a metal cover. The avionics computer is
L
located on shelf 88VU in the main avionics rack 80VU. The avionics computer
controls the valves and fans in the avionics ventilation system. System condi-
tion information is sent to the avionics computer by pressure switches and tem-
perature sensors in the system. The pressure controller and landing gear con-
trol interface unit send additional information to the avionics computer. This
information depends on the signal, Thrust Lever Angle (TLA) in take off position
and Landing gear position. The avionics computer does a power-up test when
electrical power is supplied, and continuously monitors system components.
2 Blower Fan
The avionics blower fan 20HQ is powered with a three phase, four-pole single
induction motor. The motor drives a fan-wheel which has high efficiency blades
and will operate continuously at about 11600 rpm. A thermo switch and relay
are installed on the stator of the avionics blower fan. If the temperature of the
stator gets to +140 +6 -6 deg.C (+284.00 +10.80 -10.80 deg.F), the thermo
switch isolates the electrical supply to the fan. A fault indication light and reset
button are installed on the fan body. The avionics blower fan is secured with
clamps
rows onto brackets
the on the
fan casing showaircraft structureofinairflow
the direction the avionics
throughcompartment. Ar-
the fan and direc-
tion that the impellor rotates, if the impellor breaks up the casing is strong
enough to contain debris.
3 Extract Fan
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n The extraction fan 18HQ is identical to the blower fan 20HQ.
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Figur
Figure
e 75 AE
AEVC
VC C
Comp
ompute
uterr an
and
d Bl
Blowe
ower/
r/Ex
Extr
trac
actt Fa
Fan
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Te
a 4 Skin Heat Exchanger 5 Skin Temperature Sensor 28 HQ
s
n
a A skin heat exchanger is located in the upper fuselage between frames 12 and A skin temperature sensor 28HQ is installed on the inside of the fuselage skin.
h
tf 14 and, in normal flight operations is used to cool the avionics ventilation air. A It consists of a sensor element through which an electrical current passes to
u
L thermally insulated internal wall is bolted to these frames to form two rectangu- measure the potential difference proportional to the temperature. The set tem-
lar ducts. This internal wall is easily removed for structural inspection. A drain- perature values are as follows:
age system is included to deal with any condensation when the heat exchanger - on ground, increasing values +11 deg.C (+44.60 deg.F), decreasing values
is in operation. +4 deg.C (+39.20 deg.F).
- after takeoff, increasing values +3
+344 deg.C (+96.80 deg.F), decreasing
values +27 deg.C (+87.80
(+87.80 deg.F).
deg.F).
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4 Skin Heat Exchanger
SECTION VIEW OF
SKIN HEAT EXCHANGER
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Figu
Figure
re 76 Skin
Skin H
Hea
eatt Ex
Exch
ch.. & S
Ski
kin
nTTem
emp.
p. S
Sen
enso
sorr
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Te
a 6 Skin Air Inlet Valve 15 HQ 7 Skin Air Outlet Valve 22 HQ
s
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a The avionics skin air inlet valve 15HQ is installed in the fuselage skin at the The avionics skin air outlet valve 22HQ is installed in the fuselage skin at the
h
ft forward-lower left-hand side. This valve is an electrically operated single flap forward-lower right-hand side. This valve is an electrically operated single flap
u
L valve which can be manually overriden. When the aircraft is on the ground the valve with a smaller flap built into it. When the aircraft is on the ground the
valve is fully open, during flight it is fully closed. If, after the take off sequence valve is fully open, during flight it is fully closed.
signal, the valve does not close, the ground crew can manually close it. Before The smaller flap will open during flight, when the following happens:
the valve is closed manually, it must first be isolated electrically with a toggle - when the skin temperature is above +34 deg.C (+93.20 deg.F) (partially
switch located inside the valve. open circuit),
- if smoke is detected in the avionics ventilation system,
- if the avionic computer 10HQ malfunctions.
When on ground, if after take off sequence signal, the valve does not close, the
ground crew can manually close it. Before the valve is closed manually it must
first be isolated electrically with a toggle switch inside the valve.
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SMALL FLAP
DEACTIVATION
SWITCH
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O
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s HANDLE LATCH
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P DEACTIVATION
g SWITCH
n
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a
r HANDLE LATCH
T SMALL FLAP
r HANDLE
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Figu
Figure
re 77 Skin
Skin Ai
Airr In
Inle
let-
t- a
and
nd Sk
Skin
in A
Air
ir O
Outl
utlet
et Val
Valve
ve
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Te
a 8 Demister Air Filter 10 Skin Exchanger Isolation Valve 24 HQ
s
n
a A two-stage filter assembly is installed upstream of the blower fan 20HQ. The The skin exchanger isolation valve 24HQ is installed upstream of the skin heat
h
tf first-stage is a cleanable plate type filter 2081HM which removes dust particles exchanger.. This valve is identical to the skin exchanger inlet bypass valve
exchanger
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L above 1000 microns and a multi-layer filter which removes water particles. The
16HQ.
second stage is a cleanable, corrugated-cartridge-barrier filter 2082HM which
removes any dust particles above 400 microns (Ref.ARINC 600). The filter as-
sembly 2081HM, 2082HM, 2083HM is made, to allow easy access for cleaning. 11 Conditioning Air Inlet Valve 21 HQ
The conditioned air inlet valve 21HQ is installed in a duct which connects to the
9 Skin Exchanger Inlet Bypass Valve 16 HQ cockpit main supply duct. This valve is similar to the skin exchanger inlet by-
pass valve 16HQ. The function is to allow cockpit supply air into the system to
The skin exchanger
extraction fan 18HQ inlet bypass
in the valve
tapping 16HQ
to the FWDis underfloor
installed downstream of theis of
area. This valve make sure of the cooling in failure cases.
the butterfly type, with an actuator which moves the butterfly to the open or
closed position. Two microswitches signal the valve position to the avionics
computer 10HQ. A visual position indicator is located on the top of the actuator
unit. The function of the valve is to discharge the ventilation air above the re-
quired quantity to the underfloor area.
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8 Demister Air Filter
9 Skin Exch. Inlet Bypass

B ypass Valve 16HQ
10 Skin Exch. Isolation Valve 24HQ

11 Conditioning Air Inlet Valve 21 HQ
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T WARER DRAIN
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Figur
Figure
e 78 De
Demi
mist
ster
er F
Fil
ilte
terr & AE
AEVC
VC S
Syt
ytem
em V
Val
alve
ves
s
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a 12 Skin Exchanger Outlet Bypass Valve 23 HQ 14 Check Valve 2140 HM
s
n
a
The skin exchanger outlet bypass valve 23HQ is installed downstream of the A check valve 2140HM is installed downstream of the blower fan 20HQ. The-
h
ft check valve is made to be installed in line between the ducts. Two semi-circle
u skin heat exchanger. This valve is identical to the skin exchanger inlet bypass
L flaps are installed on a hinge-bar, a spring holds these semicircle flaps in the
valve 16HQ. The function is to allow avionics compartment air into the system
closed position. Airflow from the blower fan 20HQ will lift the semicircle flaps
when the skin heat exchanger efficiency is degraded.
from their seats. This will allow air to flow through the check valve to the avion-
ics ventilation system. Airflow in the opposite direction through the check valve
13 Air Inlet Check Valve 2150 HM will push the semicircle flaps back onto their seats to stop the airflow. An arrow
A check valve 2150HM is installed after the skin air inlet valve 15HQ .The pur- on the check valve casing shows which direction the air will flow through the
pose of the check valve is to protect the system at the air inlet against possible check valve.
adverse effect caused by cabin differential pressure.
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14
12 Skin Exchanger Outlet

Bypass Valve 23 HQ
13
1
12
14 Check Valve 2140 HM

13 Air Inlet Check Valve 2150 HM
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Figure
Figure 79 Ski
Skin
n Exc
Exch.
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Outlet
tlet Byp
Bypass
ass V
Valv
alve
e & AE
AEVC
VC C
Chec
heck
kVValv
alves
es
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11
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VENTIL ATION
T
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a 15 Pressure Switch 17HQ,19HQ,30HQ
s
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a Three pressure switches 17HQ,19HQ and 30HQ are installed in the avionics
h
tf ventilation system, two in the blowing circuit and one in the extraction circuit.
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L The switches are of the capsule/microswitch type with an electrical connector
at the top. A low flow indication is given at a differential pressure of 1.7 mbar
plus 1.3 or minus 0.5 mbar.
16 Duct temperature Sensor 26HQ

The duct temperature sensor 26HQ is installed upstream of the main avionics
rack 80VU.
electrical It consists
connector of a thermistor
is mounted at the mounted in a stainless-steel
top.If an overheat condition istube, an
detected
the same indications and actions as a blowing low flow will occur.
The set temperature values are:
- increasing temperatures 62deg.C +1deg.C (143.6deg.F +1.8deg.F).
- decreasing temperatures 60deg.C +1deg.C (140deg.F +1.8deg.F)
17 Smoke Detector 1WA

A smoke detector 1WA is installed upstream of the extract fan 18HQ. It is of
the duct ionization type with an electrical connector for connection to the warn-
ing circuits and avionics computer 10HQ (Ref. 26-00-00).
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VENTIL ATION
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15
16
15 1
15 Pressure Switch 17HQ / 19HQ / 30HQ 16 Duct Temperature Sensor 26HQ 17 Smoke Detector 1WA
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Figure
Figure 80 Pre
Press.
ss. Swi
Switch
tch,, Duc
Ductt Temp
Temp.. Se
Sensor
nsor & Sm
Smoke
oke Det
Detect
ector
or
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21-26 CFDS OF AEVC SYSTEM
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SYSTEM REPORT/TEST AEVC
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 < LAST LEG REPORT
 < TEST
 < CLASS 3 FAULTS
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FRAUS-T Bu APR.96 Page: 160

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T A3 Page see Appendix
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tf < LAST LEG REPORT < LAST LEG REPORT
CLASS 3 FAULTS
DATE GMT
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L < LAST LEG ECAM REPORT < TEST 1106 1300
21-26-55
< PREVIOUS LEGS REPORT < CLASS 3 FAULTS OUTLET BYPASS VLVE 23HQ
< AVIONIC STATUS
< SYSTEM REPORT / TEST

* SEND POST PRINT * < RETURN PRINT * < RETURN PRINT *
FLT REP.
SYSTEM REPORT / TEST AEVC

TEST
< AIRCOND F / CTL >
< AFS FUEL > 21-26-51 BLOWER FAN

20 HQ
< COM ICE & RAIN >
INST > END OF TEST
< ELEC
< FIRE PROT L/G>
< RETURN NAV > < RETURN PRINT *
SYSTEM REPORT / TEST AEVC

AIR COND
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l < CABIN PRESS CONT 1
LAST LEG REPORT
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O < CABIN PRESS CONT 2 GMT: 1055
ATA: 21-26-51
s ATA: 21 26 51
e < CAB TEMP CONT
BLOWER FAN 20HQ
s
o < AEVC
p
r < CARGO HEAT CONT AFT
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* SEND < RETURN PRINT *
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Fig
Figure 81 CFDS
FDS A
AE
EVC M
ME
ENU
FRAUS-T Bu APR.96 Page: 161
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21-30 PRESSURIZATION SY
SYSTEM
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GENERAL
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h The pessurization control system makes sure that the pressure in the
ft
u presssurized fuselage is safe and comfortable for the passengers and crew.
L
The system consits of:
 2 Cabin Pressure Controller ( CPC )
 1 flap-type outflow valve with 3 motors ( 2 auto & 1 manual motor )
 1 control panel
 2 safety valves
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Figure 82 General
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21-31 PRESSURE CONTROL AND MONITORING
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CABIN PRESS PANEL DESCRIPTION
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Genral 3 V/S CTL Toggle Switch
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During normal operation the system operates automatically and no inputs from Manual control of outflow valve 10HL when MAN on mode sel switch 14HL is
the crew are required. The only direct input the system needs
needs is from the land- illuminated.
ing-field elevation selector 20HL. The selector knob is set to the AUTO position
UP : Valve opens,
for normal operation. This makes sure that the controllers 11HL (12HL) take
DN : Valve closed.
the landing-field elevation input-signal from the FMGS. In all other cases the NOTE: Due to slow outflow valve operation,toggle switch must be maintained
landing-field elevation selector output-signal overrides the input-signal from in UP or DN position until target V/S is reached
the FMGS. in this configuration the power supplies to the AUTO motors are cut off, and the
MAN motor is activated to control the outflow valve
1 Landing-Field Elevation Selector
The landing-field elevation selector 20HL is installed on the CAB PRESS panel
25VU, located on the overhead panel in the cockpit. The crew is able to select 4 Ditching switch (guarded black)
a landing field elevation when the input knob is pulled and turned in a clockwise
When the switch 13HL is pressed in ON illuminates and the aircraft goes into
direction. The range of the landing-field elevation selector is from 2000 ft below
the ditching configuration, this closes:
sea level to 14000 ft above sea level. The selector knob drives a dual (redun- - the outflow valve 10HL,
dant) potentiometer which supplies a separate output to each controller 11HL - the air conditioning packs 0010HM (0011HM),
(12HL). With the selector knob in the AUTO position, the controllers will auto- - the avionics air-outlet valve 22HQ, if open,
matically take the FMGS landing-field elevation data to elabrate an optimized - the emergency ram-air inlet, if open,
pressure shedule.If there is no signal from FMGS, the crew must select des- NOTE: The outflow Valve will not automatically close if it is under manual con
tination landing-field elevation.There is a detent in the AUTO position and a
trol.
mechanical stop between this and 14000 ft.
2 Manual Mode Selection Switch

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O leased white MAN light illuminates, FAULT extinguishes, manual control is then
s operative with the MAN V/S CTL toggle switch to control outflow valve 10HL
e
s position.
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MAR.96 Page: 164
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Figur
Figure
e 83 Pres
Pressu
sure
re Contr
Control
ols
s and
and IIndi
ndica
cati
tions
ons
FRA US-T
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MAR.96 Page: 165
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ECAM CAB PRESS PAGE DESCRIPTION ECAM CRUISE PAGE DESCRIPTION
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FRA US-T
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MAR.96 Page: 166
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ECAM CAB PRESS PAGE ECAM CRUISE PAGE
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Figur
Figure
e 84 ECAM
ECAM Cab
Cab.. Pres
Press.
s. & C
Crui
ruise
se Page
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FRA US-T
US-T FN MAR.96
MAR.96 Page: 167
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MANUAL OPERATION
e
T SYSTEM OPERATION The cabin pressure can be controlled manually from the CABIN PRESS
a
s The system has two identical, independent, automatic systems. Each system- overhead panel 25VU. When the MODE SEL pushbutton switch is pushed to
n
a has a Cabin Pressure Controller (CPC) 11HL (12HL) which controls the pres- the MAN position and the MAN V/S CTL switch is set to UP or DN, the manual
h
ft sure through a flap-type outflow valve 10HL. This valve is installed in the lower motor and the gearbox moves the outflow valve flaps to the commanded posi-
u
L right-hand fuselage skin behind the aft cargo compartment. tion. The feedback module sends position signals to the backup part of the
Only one CPC operates the system at the time, with the other system on hot CPC 1 for indication.
standby. The change of control from one CPC to the other is fully automatic The backup part gives the excess cabin altitude and the pressure data to the
after each flight, on landing. EIS. The data is shown on the PRESS page of the ECAM lower display unit.
The CPC will also changes in flight if there is a failure or part failure of one of
the control systems. OPERATION
OPERATION IF THERE IS A FAILURE
Two safety valves 6HL (7HL) prevent excessive positive and negative
differential pressure in the cabin. These valves are installed in the aft (1) Failure in the active CPC
pressure-bulkhead above the aircraft floatation line. If the Built-In Test Equipment (BITE) detects a failure, the status chan
changes
ges
automatically to standby and the other system takes over the control.
A DITCHING pushbutton switch 13HL ( guarded black ) closes the outflow Minor failures which are stored in the class 3 memory, do not lead to a system
valve in ditching configuration.( only when system operates in Auto / Semi auto failure. The CPC sends a signal to the EIS and on the ECAM upper display unit
Mode ) the related warning appears. The CPC also keeps the failure data in its
memory which can be indicated on the MCDU.
AUTOMATIC OPERATION
(2) Failure in the standby CPC
In the automatic operation the CPCs use the data from the Flight Management If the BITE detects a failure, the system stays in standby-fail. Minor failures
and Guidance System (FMGS) and the Air Data/Inertial Reference System which are stored in the class 3 memory, do not lead to a system failure.
(ADIRS). The active CPC sends control signals through a RS422 bus to the to The CPC sends a signal to EIS and on the ECAM upper display unit the related
the outflow valve electroinic box , the auto-motor and a gearbox drive the out-
flow valve to the demanded position. The feedback module gives the position warning
be appears.
indicated The
on the CPC also keeps the failure data in its memory which can
MCDU.
signals to the CPCs via the electronic box for control purposes and indication
(3) Failure in both CPCS
on the Electronic Instrumentation System (EIS).A landing field elevation (LDG
If in both CPC‘s failures appear, the crew must control the cabin pressure
ELEV) selector 20HL is installed on the CABIN PRESS overhead panel 25VU. manually.. ( FAUL
manually FAULT T LT in Mode Sel. PB ”ON” ) .The CPCs send a signal to EIS
Under normal condition the LDG ELEV selector is selected in the AUTO posi-
and on the ECAM upper display unit the related warning appears. The CPCs
y tion. Then the CPCs 11HL (12HL) use the landing field elevation data from the also keep the failure data in its memory which can be indicated on the MCDU.
l
n FMGS.
O CPC s Reset
s In all other cases the LDG ELEV selector signal overrides the FMGS data
e (semi-automatic operation). For the reset of the CPCs the subsequent circuit breakers must be opened for
s
o at least 2 seconds:
p
r
u SEMI - AUTOMATIC OPERATION
OPERATION  for the CPC 1, the circuit breaker 1HL which is installed on the circuit
P
g If the data from the FMGS is not available, the landing field elevation can be breaker panel 49VU,
n
i
n adjusted with the LDG ELEV selector on the CABIN PRESS overhead panel  for the CPC 2, the circuit breaker 2HL which is installed on the circuit
i
a
r breaker panel 122VU. When the circuit breaker for the related CPC is
25VU manually.
manually. Then the CPCs controls the outflow valve with data from the
T closed again the CPC power-up test starts.
r ADIRS and the LDG ELEV selector.
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Figu
Figure
re 85 Pres
Pressu
suri
riza
zati
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on Co
Cont
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roll
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PRESSURE SCHEDULES AND RATE LIMITS DESCENT MODE (DE)
e
T In automatic operation no action of the crew is necessary. The CPCs receive The active CPC optimizes the pressure rate so that the cabin pressure reaches
a
s landing elevation and QNH data from the FMGC and pressure altitude data the landing field pressure just prior to landing. The maximum desent rate is lim-
n
a from the ADIRUs. The active CPC sends demand signals to the electronic box ited to -750 ft/mn.
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tf
u
of the outflow valve. The related auto-motor controls the outflow valve flap As with take-off, to avoid a pressure bump
bump during touch down the fuselage is
L through a gearbox to the demanded position. The feedback module sends the pressurized with a delta p of 7 mbar (0,1 psi).
position data through the electronic box to the CPC. On the PRESS page of At touch down the fuselage depressurizes with a cabin rate of (500 ft/min) to
the ECAM lower display unit the system status is shown.70 seconds after each the landing field pressure.
aircraft landing the active CPC changes to standby and the standby CPC The outflow valve will be driven to its fully open position after 55 sec. and the
changes to active.The CPCs pressurize the aircraft through 6 modes. system transfers 70 s after the GN mode is set independent of the differential
pressure.
GROUND MODE ( GN )
Before take-off and 55 seconds after landing,
landing, the active CPC controls ABORT MODE (AB)
the outflow valve to the fully open position to make sure that there is The purpose of the abort mode is to prevent the cabin climbing if the aircraft
no residual delta-P in the aircraft.At touchdown, the CPCs controls the cabin does not climb after take-off. ( For example, if an engine failure happens after
V/S at -500 ft/mn. to release the remaining delta pressure. V1 the aircraft must take-off ). The system will switch to the climb mode after
take-of f. If the aircraft descends, instead of climbing, while the altitud
altitude
e is below
TAKE-OFF MODE (TO)
TAKE-OFF (TO) 8000 ft. the system switches into the abort mode. The cabin pressure is then
To avoid a pressure surge during aircraft rotation, the CPC prepressurizes the kept to the value before take-off.
aircraft with a rate of -500 ft/mn until the delta pressure reaches 0.1 psi..
The cabin is pre-pressurized as power is set to take-off ( N2 > min TO signal ).
CLIMB MODE (CE)

This mode is initiated at lift-off.
The active CPC controls the pressure in relation of the actual rate of
climb of the aircraft.
CRUISE MODE (CR)

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n The cabin altitude is controlled to a constant delta-P
delta-P..
O
s The max delta P is 8.06 psi which correspond to a cabin altitude of 8000 ft is
e
s reached at 39000 ft cruise level.
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When the selected landing field elevation is more than 5200ft.above the cabin
u altitude, during cruise and higher than 8000ft. the cabin altitude is increased to
P
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+39000 ft
MAX
P + 8.06 psi
+8000 ft
CABIN
Lift-off Touch down

( MLG EXTEND.) ( MLG COMP.)
Outflow
full openvalve
P + 0.1 psi P + 0.1 psi

-500 ft 55 sec.
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+500 ft/min
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GROUND TAKE-OFF CLIMB CRUISE DECENT GROUND
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Figur
Figure
e 86 Pres
Pressu
suri
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on Fl
Fligh
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Profil
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21-31 PRESSURE CO
CONTROL COMPONENTS
s PRESSURE CONTROLLERS This signal is used for pre-pressurization,pressurization,sequ
pre-pressurization,pressurization,sequences
ences and system
n
a transfer.
h The CPCs 11HL (12HL) have functions as follows:
ft
u - automatic cabin pressure control,
L
- back-up indication for manual control, ADIRU‘s Interface
- alarm functions (ECAM warnings),  static pressure
- self-monitoring and failure indication (BITE + CFDS).
 baro correction
Two identical CPC are used for redundant system control, each contains:
- a cabin pressure sensor,  ADIRU validation
- the ARINC bus interface to SDAC (ECAM), CFDS, FMGS and ADIRS, This signals are used for all sequences and ADIRU
ADIRU / CPC priority selection.
- the discrete interface to the LGCIU and EIU,
- the digital control logic,
- the interface with the landing-field elevation selector, Air Conditioning panel / Cabin press panel interfaces
- the interface with the other CPC,  emergency ram air inlet selection,used for outflow valve full opening.
- the interface with the outflow valve 10HL actuator.  ditching for closing outflow valve in auto mode.
A separate electrically supplied part of the CPC 1 is the back-up circuit and
 landing field elevation and manual mode selection for manual operation
contains:
- a pressure sensor,
- an analog circuit. CFDS Interface
These generate the limit function output discrete and the analog system display
The BITE in the CPCs and the outflow valve actuator drive electronics, can
outputs.The controller is is installed in shelves 95VU and 96VU of the main
isolate faults down to component level. This information is given to the CFDIU
rack 90VU.The
are digital CPC receives
or discrete. signals
The CPC from
back-up different circuit
indication sources. All signals
sends sent
only analog (1TW) via an ARINC 429 data bus.
signals to the EIS.
FWC Interface
SYSTEM CONTROL INTERFACES
 controller 1 signals both FWC‘s to produce a level 3 warning in manual
mode( excessive cabin altitude 9550 ft ).

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Engine Interface Unit (EIU) descrete signals
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n  thrust lever angel in take-off position
O
s  N2 at or above idle SDAC Interface
e
s  signals warnings and indications, used in auto mode ( Arinc and descrete
o This signals are used for pre-pressurization and pressurisation sequences.
p
r signals from controllers), manual mode (3 analog signals from controller 1).
u
P
g LGCIU Interface
n
i
n CIDS Interface
i  The LGCIU 1 (5GA1) and LGCIU 2 (5GA2) give a discrete signal for the
a
r  signal excess cabin altitude ( 11300 ft ), used for passenger signs.
T flight/ground status to the CPCs.
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FRA US-T
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MAR.96 Page: 172
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Figu
Figure
re 87 Pres
Pressu
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re Co
Cont
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roll
ller
ers
s
FRA US-T
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MAR.96 Page: 173
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h OUTFLOW VALVE
ec
T General Automatic Motors
a
s The outflow valve 10HL is of the dual-gate type, designed to produce thrust The automatic motors are DC brushless type with electromechanical
n
a brake. They are used in automatic operation.
h
tf
recovery. The valve is installed below the aircraft floation line, on the right-
u hand side of the fuselage behind the aft cargo compartment.  Motor 1 - CPC 1
L
The outflow valve has:  Motor 2 - CPC 2
 two outflow valve electronic boxes, Manual Motor

 two automatic motors,
The manual motor is a DC brush type.
 It is used in manual operation only when the toggle switch is used.
 a manual motor,
 a feedback module,
Feedback Module
an outflow valve body, The feedback
data module
to the cabin is a Rotary
pressure Variable
controllers 11HLTra
Transformer
nsformer
and (RVT). the
12HL through It sends position
outflow valve
a gearbox. electronic boxes.
Only one motor is active at any one time. During this time the other Potentiometer sends position data to the manual backup circuit of the cabin
motors are locked. pressure controller 11HL.
Outflow Valve Bodies

Outflow Valve Electronic Boxes The outflow valve body has two gates, one forward and one aft. The gates are
The outflow-valve electronic boxes contains the electronic circuits which are installed in a rectangular frame. The forward gate opens outwards and is me-
devided into the following sections: chanically connected to the aft gate. The aft gate opens inwards and is me-
- the data input section (RS422 receiver), chanically connected to the gear box and the forward gate. At low valve angles
-- the
the microcontroller and memory section,
motor drive section, the
andvalve
gives gates
thrust make a two-dimensional nozzle that directs the outflow of air
recovery.
- the valve position feedback section (RVT position),
- the BITE circuits, Gearbox
- the data output section (RS422 transmitter), The gearbox transmits the movement from the activated motor to the outflow
- the power supply module. valve flap. A mechanical stop limits the rotation of the drive shaft for the valve
y
The box communicates withwith the CPC 111HL
1HL respectively 12HL
12HL via the RS422 flap movement.
l
n bus.
O
s
A pressure switch is installed in each box. It operates independently from the
e automatic operation. It closes the outflow valve if the pressure in the fuselage
s
o is less than the atmospheric pressure at an altitude of 15000 ft. (4571.91 m).
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MAR.96 Page: 174
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Figu
Figure
re 88 Ou
Outf
tflo
low
w Val
alve
ve (10H
(10HL)
L)
FRA US-T
US-T FN MAR.96
MAR.96 Page: 175
Page:
g
n
n
i
a
T
l 21-31
a
c
i
n
h SAFETY VALVES
ec
T
a General
s
n
a For limitation of maximum positive/negative differential pressure two safety When one of the safety valves is open there is no indication.
h
tf valves 6HL (7HL) are installed on the aft pressure bulkhead. The valves are This is a correct function. However, should the safety valve stay open for more
u
L located above the aircraft floatation line, which stops water entering the fuse- than 60s, it then becomes a fault and the following occurs:
lage in the event of ditching. Microswitches indicate the valve position on  the amber MASTER CAUT lights come on,
ECAM, the valves are normally closed.
a single chime is heard,
on the ECAM lower display unit the PRESS page comes on and the amber-
Description
safety valve symbol shows open,
The safety valves 6HL (7HL) are poppet-type pneumatic valves and consists
 on the ECAM upper display unit the warning message CAB PR SAFETY
of two main elements, a valve part and control part. The valve part consists of
a base, housing and cap, the control part is integral with the main valve hous- VALVE
VAL VE OPEN and the required actions come on.
ing. The delta-p shown on the ECAM at this time will be between 8.2 and 8.5 psi.
Operation
The pneumatic safety valves use a balanced poppet to give precise limit control
of the cabin-to-ambient pressure differential. The valves control
cabin- pressure in modulating the amount of air allowed to flow into or out of
the cabin. An opposing reference spring force senses the cabin-to-ambient
differential across the control diaphragm. When cabin-to-ambient differential
pressure control set point is reached, the control piston force overcomes the
reference
positioningspring force.
the valve The control
poppet poppet
to regulate nowpressure.
cabin starts to The
control valve
safety pressure,
valve differ-
ential pressure limitations are as follows:
 positive valve setting pressure, (8.6 psi +/- 0.1 psi)
 maximum positive overpressure, (9.0 psi)
 negative valve setting pressure, (-0.27 psi +/-0.02 psi)

y
l
n  maximum negative differential (-0.5 psi) pressure (two valves operating),
O
s  maximum negative differential (-1.0 psi) pressure (one valve operating).
e
s
o
p
r
u
P
g
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a
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T
r
o
F
FRA US-T
US-T FN MAR.96
MAR.96 Page: 176
Page:
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T
l 21-31
a
c
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h
ec
T
a LOCATION:
s
n
a
h
tf
u
L
POSITION SWITCH
CONNECTOR
PRESSURE
BULKHEAD
y
l
n
O
s FILTER
e CONTROL AMBIENT
s SENSE LINE
o
p
r
u
P
g
n
i
n
i
a
r
T
r
o
F
Figu
Figure
re 89 Safe
Safety
ty Valve
alves
s ((6H
6HL
L and
and 7HL)
7HL)
FRA US-T
US-T FN MAR.96
MAR.96 Page: 177
Page:
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ni
CFDS SYSTEM REPORT / TEST Cabin Pressurization System
ra
T
l 21-31
a
c
i
n
h
e
T
c
21-30 CFDS
a
s CFDS CPC SYSTEM REPORT/TEST - the AT
ATAA number of the maintenance message,
n
a - the FIN of the failed component.
h MCDU Maintenance Messages
ft
u If there is a failure, a maintenance message is shown on the MCDU. A failure LRU IDENTIFICATION:
IDENTIFICATION:
L
in the CPCS can be class 1 or class 3. Class 1 failures require immediate The LRU IDENTIFICATION Page shows the Part / Number of the main Elec-
maintenance action, as they always lead to a loss of the affected system with tronic Units which are installed in the system:
operational consequences.
9022 - 15702-8
15702-8 (Part / Nummer) Cabin Pressure Controller 1
The < CAB PRESS CONT 1(2) menu has 5 options:
 < LAST LEG REPORT TEST / CALIBRATION


< PREVIOUS
< LRU LEGSTION
IDENTIFICA REPORT
IDENTIFICATION When
E SC Pthe CALIBRATION line key is .pressed,
ACK<S TEST / CALIBRATION ....OFF, the MCDU shows:
GROUND AIR SUPPLY ....OFF,
 < TEST / CALIBRAT
CALIBRATIONION
LFES .....SET TO 14000 ft,
 < CLASS 3 FAULTS
ADIRS 1; 2; 3 .....ON,
Fault Codes MODE SEL .....AUTO,
If a fault is detected by the CPC BITE, a fault code for shop maintenance is When the CONTINUE line keyis pressed, the test starts and the message ( IN
shown on the CFDS in addition to the related CFDS maintenace message. PROGRESS 90 SEC ) comes on.During the Test the Outflow Valve is driven to
A subsequent table in the TSM & AMM shows the possible fault codes with the open and closed position. During the test also the end of travel stops of the
theirattached fault origns. outflow valve are calibrated in the CPC. After the test, one of the subsequent
isshown:
LAST LEG REPORT: - TEST OK if there are no failures,: RESET LFE LFES S ---> AUTO
The Last Leg Report shows the Faults of the last flight leg. The report shows: - TEST FAILED : TRY C/B RESET RESET + NEW TEST TEST RESET LFES ---> AUTO
- the maintenance message of the failure,
- NO TEST : MODE SEL AUT AUTO O + NEW TEST
- a fault code for shop maintenance,
- the date and time when the fault occurs, CLASS 3 FAULTS:
- the AT
ATA A number of the maintenance message,
A class 3 failure is not as important, but should be observed for frequent reoc-
- the FIN of the failed component.
y
curance.. The MCDU screen shows:
l
n PREVIOUS LEGS REPORT: the maintenance message of the failure,
O
s
- a fault code for shop maintenance,
e
The PREVIOUS LEGS REPORT shows all failure that occured during the
s - the leg number,
o last 63 legs. The MCDU screen shows:
p - the date and time when the fault occurs,
r - the flight number (aircraft tail number),
u - the flight phase,
P
g -- the maintenance
a fault message
code for shop of the failure,
maintenance, - the AT
ATAA number of the maintenance message,
n
i - the FIN of the failed component.
n
i - the leg number,
a
r - the date and time when the fault occurs,
T
r - the flight phase,
o
F

Page:
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CFDS SYSTEM REPORT / TEST Cabin Pressurization System
ra
T
l 21-31
a
c
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n
h
ec
T
a CAB PRESS CONT 1
s CAB PRESS CONT 1
n CFDS < LAST LEG REPORT
CLASS 3 FAULTS
a
h
ft < LAST LEG REPORT < PREVIOUS LEG REPORT DATE GMT
u < LRU IDENTIFICATION
L < LAST LEG ECAM REPORT
< TEST/ CALIBRATION NO FAULTS
< PREVIOUS LEGS REPORT
< AVIONIC STATUS < CLASS 3 FAULTS
< SYSTEM REPORT / TEST < RETURN PRINT *

< RETURN PRINT *
* SEND POST PRINT *
FLT REP.
CAB PRESS CONT 1

CAB PRESS CONT 1 TEST / CALIBRATION
LRU IDENTIFICATION
ECS PACKS..................................OFF
GROUND AIR SUPPLY ................OFF
LFES.......................SET TO 14000 FT
CPC 1 ADIRS 1, 2, 3, ...............................ON
902215702-8
SYSTEM REPORT / TEST < CONTINUE
< AIRCOND F / CTL >
< AFS FUEL > < RETURN PRINT *

< RETURN PRINT *
< COM ICE & RAIN >
< ELEC INST >
< FIRE PROT L/G>
NAV > CAB PRESS CONT 1

< RETURN
TEST / CALIBRATION
CAB PRESS CONT 1
PREVIOUS LEGS REPORT IN PROGRESS ( 20......90 SEC )
LEG DATE GMT PHASE
- 02 1005 1250 06
ATA 21-31-51 OUTFLOW
VLV FDBK AY
-03 1007 1100 02
SYSTEM REPORT / TEST
AIR COND ATA 21-31-34 PRESS CONT 1 (49 )
< CABIN PRESS CONT 1
y
l < RETURN PRINT *
n < CABIN PRESS CONT 2
O < CAB TEMP CONT
s
e < AEVC CAB PRESS CONT 1 CAB PRESS CONT 1
s LAST LEG REPORT TEST / CALIBRATION
o
p
r
< CARGO HEAT CONT AFT GMT: 1050 ATA: 21-
21-31-
31-34
34
u * SEND PRESS CONT 1 (11HL)
( CLASS 1 ) TEST FAILED 49
P
g 21-31-34
n
i PRESS CONT 11HL
n
i
a
r
T < RETURN PRINT * RESET LFES AUTO
r
o
F
Figure
ure 90 CFDS CP
CPC
C MENU
Page:
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i
a MAINTENANCE TESTS Cabin Pressurization System
r
T
l 21-31
a
c
i
n
h
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T
c PRESSURIZATION TEST OF THE FUSELAGE
a There are 3 Pressurization Tests in the AMM AT ATAA Chapter 05-53-00.
s
n
a  Test at a Differential Pressure of 4 psi. ( TASK 05-53-00-780-001
05-53-00-780-001 )
h
tf
u - Reason
Reason for the Job:
Job:
L
To find possible leaks in the repaired area after small structural repairs.
 Test at Differential Pressure of 8 psi. ( TASK 05-53-0
05-53-00-780-002
0-780-002 )
- Reason
Reason for the Job:
Job:
To find possible leaks in the repaired area after major structural repairs.
 Test at a Differential Pressure of 8.4 psi. ( TASK 05-53-
05-53-00-780-003
00-780-003 )
- Reason
Rea
T son for the
o measure Job:
Job: leakage
structual
AIDS Alpa Call up:

 ”PDC” CABIN DIFF.PRESSURE
 ”VSCB” CABIN VERTICAL SPEED
 ”ZCB” CABIN ALTITUDE
 ”OVP” OUTFLOW VALVE POSITION
y
l
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O
s
e
s
o
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gP
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Page:
1 m 1 1
-3
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3 t 1
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A y e
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D A B
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R IN A
I A R
F
A M
g
ni
ra STUDENT RESPONSE QUESTIONS
T
l 21
a
c
i
n
h
c
e
T
STUDENT RESPONSE QUESTIONS
a
s
n
a
SELF EXAMINATION
h
ft
u
L
1 How is tthe
he flo
flow
w th
thro
rough
ugh tthe
he p
pac
acks
ks c
con
ontr
troll
olled
ed ? 6 What
What is the purp
purpose
ose of th
the
e Th
Therm
ermost
ostat
at iinst
nstall
alled
ed a
att the
Answer: condenser ?
Answer:
2 How is ici
icing
ng u
up
p of tthe
he c
con
onde
dens
nser
er p
pre
reve
vente
nted
d? 7 How can
can th
the
e mi
mixe
xerf
rfla
lap
p ac
actua
tuator
tor b
be
e ch
chec
ecke
ked
d?
Answer:
Answer:
3 What
What is the pur
purpo
pose
se of tthe
he m
mix
ixing
ing uni
unitt ?
Answer: 8 what
what hap
happen
pens
s if tthe
he lavat
lavatory
ory a
and
nd ga
galle
lley
y ve
vent
nt fa
fan
n fails
fails ?
Answer:
4 What
What d
dete
etermi
rmines
nes the pac
pack
kooutle
utlett temp
tempera
eratur
ture
e?
Answer: 9 Does the outflow
outflow val
valve
ve c
clos
lose
e ( Man
Manual
ual Mod
Mode
e ) when
when
DITCHING is selected ?
Answer:
y
l 5 What
What w
wil
illl happe
happen
n wh
when
en D
DITC
ITCHI
HING
NG iis
s se
sele
lect
cted
ed ?
n
O Answer:
s
e 10 Can the aircraft be dispatched if the Avionic Skin air in-
s
o
p
r let valve fails ?
P
u Answer:
g
n
i
n
i
a
r
T
r
o
F
FRA Us-T Bu July 97 Page: 187

Page:
Nur zur Schulung
30VU 22VU
1 0 NORM
4
VENTILATION
2 0
3 -
BLOWER
A
EXTRACT
A
CABIN FAN
A
/ 30 30 FAULT U FAULT
1
U
0 2 OVRD T
O
OVRD T OFF
2 O
3
/9
A
1 32 ZONE CONTRL 8HK 93VU
3
A P
ENG 1 ENG 2
PACK NO 2
R B ON
I FLAP OPEN
I SELECTED FLOW SIGNAL
M T SELECTED TEMP PACK NO 1
E E OFF
TO CAB PRESS
APU BLEED VLV OPEN POSITION CONTROLERS
ZONE TEMP
FAN MONITORING
SDAC / EIU / ECB - APU MIX MANIF TEMP
DUCT OVHT
ADC DUCT TEMP SNSR 29
Z TAV DRIVE
O TAV LIMIT SW FWD AFT
N TAV POSITION CABIN CABIN
E TAPRV REDU PRESS CKPT
TRIM FAULT
C HOT A SW M
O TAPRV CLOSURE
28
N- ZONE TEMP
T AND G FAN DISCRETE
T C
DUCT TEMP
27
R C
BLEED INFO O D MIX MANIF TEMP
L L
WAI INFO
TAV POSITION
a GNI CFDS / AIDS / SDAC / EIU
M 26
s NI
TAPRV LIMIT SW
CFDS FROM X FEED DUCT
S S
nAR
B
TO / LANDING INFO E I T ( MUSCLE AIR ) S S 24
a TL ( LGCIU / BSCU )
FOR RAI
C T
E
O
R
TRIM AIR 3
31
h
O A PACK 2
tf CIN
A CLOSURE / OPENING N 25
G M
D E
TRIM OVER PRESS
TO RAIN
uHCE REPELLENT
LT 33 PACK 33 PACK
CONTRL 2 CONTRL 1 AIR AIR
M M FILTER
27HH 96VU 7HH 95VU FILTER
M
P P PACK OVHT 22
R R COMP DISCH T SNSR
I I 17
M M FCV FEED BACK
E I B E FCV DRIVE
N U
T S- 8 M
E S
BLEED TEMP SNSR 1 12
M S
R- E PACK INLET LOW PRESS 6
N S RAO / RAI POSIT
A
RAO / RAI DRIVES 7 11
L
BPV POSIT 14
AIV SOL 13 21
WE T SNSR

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Training Manual

A319 / A320 / A321

ATA Spec. 104 Level 3

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

Lufthansa Base Hamburg

FRA US/T Bu Oct.95 Page

 a high pressure ground air supply unit.

FRA US/T Bu Oct.95 Page

DISTRIBUTION PRESSURIZATION VENTILATION TEMPERATURE

FRA US-T Bu OCT.95 Page

Both valves close by an electrical signal when:

FRA US-T Bu OCT.95 Page

 The manual selection is irrelevant in single pack operation or with APU

 If LO is selected, the pack

Provided the DITCHING P / B sw on the CABIN PRESS panel is in normal

FRA US-T Bu OCT.95 Page

 ECON Flow is selected

OFF ( P / B switch out ) :

 with APU bleed supply

 or when cooling demand cannot be satisfied.

FRA US-T Bu Oct.95 Page:

ECON FLOW P/B

- XX ( AMBER ) = TEMPERATURE NOT VALID

 DISPLAYED IN GREEN = FULLY OPEN IN FLIGHT

 DISPLAYED IN AMBER = FULLY OPEN ON GROUND 5 PACK FLOW

 INDICATION IS NORMALLY GREEN.

 DISPLAYED IN AMBER = VALVE

 DISPLAYED IN GREEN = VALVE NOT CLOSED

FRA US-T Bu Oct.95 Page:

2 CABIN FAULT INDICATION

 ( AMBER ) = VALVE IN TRANSIT

FRA US-T Bu Oct.95 Page:

FRA US-T Bu Oct.95 Page:

yl 7 Primary Heat Exchanger

FRA US-T fn may 96 Page:

20 Anti Ice Valve ( 17HM / 37HH ) 28 Duct Overheat Sensor

complete pack through

Pack Override Switches

3 Mixer Flap Actuator

 a high-pressure water extractor,

 a primary heat exchanger,

 a main heat exchanger,

8 MAIN HEAT EXCHANGER

Air Cycle Machine Description.

 one electrically independent secondary computer.

The primary computer is capable of modulating the system parameters to their

6 BLEED TEMPERATURE - SENSOR

The Bypass valve normally has a preferred position

gni ni ar Tl aci nhc eT as nahtf uL yl n Os es opr u P gni ni ar Tr o F

19 PACK DISCHARGE TEMP. SENSOR

FRA US-T FN JAN. 96 Page:

 6 min for the RH pack.

FRA US-T FN JAN. 96 Page:

FRA US-T FN JAN. 96 Page:

21 PACK OUTLET PNEUMATIC

FRA US-T FN JAN. 96 Page:

FRA US-T FN JAN. 96 Page:

The pack controller 7HH

FRA US-T FN JAN. 96 Page: