Single Aisle

TECHNICAL TRAINING MANUAL

M35 LINE MECHANICS (IAE V2500) (Lvl 2&3)
AIR CONDITIONING
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 Single Aisle TECHNICAL TRAINING MANUAL

AIR CONDITIONING
GENERAL
Air Conditioning System Component Location (2) . . . . . . . . . . . . . . . 2
ZONE TEMPERATURE CONTROL
Pack Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Flow Control & Pack Components D/O (3) . . . . . . . . . . . . . . . . . . . . 30
Cockpit & Cabin Components D/O (3) . . . . . . . . . . . . . . . . . . . . . . . 56
Emergency Ram Air Inlet D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

PRESSURIZATION
System Presentation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
GENERAL VENTILATION
System Design Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
AVIONICS VENTILATION
System Description and Operation (3) . . . . . . . . . . . . . . . . . . . . . . . . 80
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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW
The air conditioning system main function is to keep the air in the
pressurized fuselage compartments at the correct pressure and
temperature. In details, this system provides the following functions:
- cabin temperature control,
- pressurization control,
- avionics ventilation,
- cargo compartment ventilation & heating (optional).
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SYSTEM OVERVIEW

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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

For the zones in which warmer temperatures are necessary, the ACSC
SYSTEM OVERVIEW (continued) sends a signal to the related TRIM AIR VALVE to open. Hot air
mixes with the Mixer Unit discharge air and the temperature increases.
CABIN TEMPERATURE CONTROL
The Single Aisle family has two air conditioning packs installed in
the wing root area, forward of the landing gear bay. The packs supply
conditioned air to the cabin for air conditioning, ventilation and
pressurization. The primary component of each pack assembly is the
air cycle machine.
Hot air from the pneumatic system is supplied to the pack through the
pack Flow Control Valve (FCV). The FCV adjusts the flow rate
through the pack and is the pack shut-off valve. During normal
operation, the Air Conditioning System Controller (ACSC) calculates
the flow mass demand and sets the flow control valve in the necessary
reference position.
The pack temperature control system controls the pack outlet
temperature and sets its maximum and minimum limits. The system
includes two ACSCs. Each ACSC controls one pack. To control the
pack outlet temperature, the ACSC modulates the BYPASS VALVE
and the RAM-AIR INLET doors.
The packs supply the mixer unit. Three separate aircraft zones are
supplied from the mixer unit:
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- cockpit,
- forward cabin,
- aft cabin.
Two cabin recirculation fans are installed to reduce the bleed air
demand and therefore save fuel. These fans establish a recirculation
flow of air from the cabin zones to the mixer unit. In normal operation,
there are no ECAM indications associated with the cabin fans.
The ACSC controls and monitors the temperature regulation system
for the cabin zones. On the overhead AIR COND panel, the flight
crew selects the desired individual compartment temperature.
The hot air system for cabin temperature control has a trim air Pressure
Regulating Valve (PRV) and trim air valves controlled by the ACSC.
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SYSTEM OVERVIEW - CABIN TEMPERATURE CONTROL

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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW (continued)
PRESSURIZATION CONTROL
The pressurization system on the Single Aisle family normally operates
automatically to adjust the cabin altitude and rate of climb to ensure
maximum passenger comfort and safety. The pressurized areas are:
- the cockpit,
- the avionics bay,
- the cabin,
- the cargo compartments.
The concept of the system is simple. Air is supplied from the air
conditioning packs to the pressurized areas. An outflow valve is used
to adjust the quantity of air that is released from the pressurized cabin.
Automatic control of the outflow valve is provided by two Cabin
Pressure Controllers (CPCs). Each CPC controls one electric motor
on the outflow valve assembly. The CPCs interface with other aircraft
computers to optimize the pressurization / depressurization schedule.
There are two automatic pressurization systems. Each CPC and its
electric motor make up one system. Only one system operates at a
time with the other system acting as backup in case of a failure. The
system in command will alternate each flight.
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A third motor is installed for manual operation of the outflow valve

in case both automatic systems fail.
To protect the fuselage against excessive cabin differential pressure,
safety valves are installed on the rear pressure bulkhead. The safety
valves also protect against negative differential pressure.
The Residual Pressure Control Unit ( RPCU ) prevents residual
pressure in the cabin and takes over the control of the outflow valve
automatically. To do this, it supplies power directly to the manual
motor of the outflow valve.

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SYSTEM OVERVIEW - PRESSURIZATION CONTROL

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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW (continued)
AVIONICS VENTILATION
The avionics ventilation system supplies cooling air to the avionics
equipment. This includes the equipment in the avionics compartment,
the flight deck instruments and the circuit breaker panels.
A blower fan and an extraction fan supply the air through the avionics
equipment.

NOTE: Note: These fans operate continuously while the aircraft

electrical system is supplied.
The Avionics Equipment Ventilation Computer (AEVC) controls the
fans and the configuration of the skin valves in the avionics ventilation
system based on flight / ground logic and fuselage skin temperature.
There are 3 configurations for the skin air inlet and outlet valves:
- open circuit: the two valves are open (on ground only),
- closed circuit: the two valves are closed (in flight or if there is low
external air temperature on ground). The air temperature is decreased
in the skin heater exchanger. The skin heat exchanger is a chamber
which lets the air be in contact with the fuselage skin during flight,
- intermediate circuit: the inlet is closed and the outlet is open, but
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not fully.

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SYSTEM OVERVIEW - AVIONICS VENTILATION

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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW (continued)
CARGO VENTILATION AND HEATING
As an option on the Airbus single aisle family, the forward and aft
cargo compartments can have a ventilation system. A heating system
can also be installed in these two compartments or only one of them.
The heating system will only be installed together with a ventilation
system.
The operation is equivalent for the two compartments, thus we will
only look at the forward cargo compartment as an example. Air from
the main cabin is supplied into the cargo compartment by the extract
fan or by differential pressure in flight (FWD Cargo Compartment
only). After its circulation through the compartment, the air is
discharged overboard.
The operation of the two isolation valves and the extract fan is
controlled automatically by the cargo Ventilation Controller (VC).
One VC can control one cargo compartment or the two of them.
For the heating of the cargo compartment, the pilots select the desired
compartment temp and hot bleed air is mixed with the air coming
from the main cabin to increase the temperature if necessary. The
supply of hot air is controlled by the Cargo Heating Controller. Each
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heated compartment has a dedicated Cargo Heating Controller. There

is NO direct air conditioning supply to the cargo compartments. The
pilots cannot add "cold" air to the compartments.

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SYSTEM OVERVIEW - CARGO VENTILATION AND HEATING

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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW (continued)
CONDITIONED SERVICE AIR SYSTEM
The Fuel Tank Inerting System (FTIS) includes two sub-systems:
- The Conditioned Service Air System (CSAS) ATA21,
- The Inert Gas Generation System (IGGS) ATA47.
The CSAS gets hot air from the bleed air system and decreases the
air temperature to a level compatible with the IGGS sub-system.
The CSAS includes:
- The Conditioned service air system Controller Unit (CCU), which
does the system control and health monitoring BITE and has interfaces
with the FWS and CFDS,
- A CSAS isolation valve, which is a protection of the system if there
is low pressure, over pressure or over temperature,
- A heat exchanger, which decreases the air temperature.
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SYSTEM OVERVIEW - CONDITIONED SERVICE AIR SYSTEM

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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION
AIR CONDITIONNING SYSTEM
The left and right packs are in the air conditioning bay. The air
conditioning bay is in the unpressurized belly fairing, forward of the
wheel well on the lower fuselage. The belly fairing has inlets for pack
and compartment cooling.
The packs supply air to the mixer unit. The mixer unit is installed at
the rear of the forward cargo compartment. It mixes air from the packs
and re-circulated air from the cabin before distribution to each zone.
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COMPONENT LOCATION - AIR CONDITIONNING SYSTEM

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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION (continued)
PRESSURIZATION SYSTEM
Pressurization is done by a dual gate type outflow valve.
The outflow valve is operated by three electrical motors: two for the
automatic mode and one for the manual mode.
Two safety valves are installed on the pressure bulkhead at the rear
of the cabin.
The RPCU is installed on the bottom right-hand side of the avionics
compartment 90VU.
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COMPONENT LOCATION - PRESSURIZATION SYSTEM

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COMPONENT LOCATION - PRESSURIZATION SYSTEM

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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION (continued)
VENTILATION SYSTEM
The skin air inlet valve is on the LH side of the fuselage.
The skin air outlet valve is on the RH side of the fuselage. A small
auxiliary flap will open for the intermediate circuit configuration. This
is the not-fully-open position. It will also open for smoke removal in
flight.
The two skin valves have a manual override and deactivation device.
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COMPONENT LOCATION - VENTILATION SYSTEM

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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION (continued)
FWD CARGO VENTILATION AND HEATING SYSTEM
The isolation valves and extract fan of the forward cargo compartment
ventilation system are behind the compartment sidewall panels. Grills
give protection to the air inlets and outlets.
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COMPONENT LOCATION - FWD CARGO VENTILATION AND HEATING SYSTEM

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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION (continued)
AFT CARGO VENTILATION AND HEATING SYSTEM
In the aft cargo compartment, an isolation valve and extract fan are
installed behind the compartment rear wall and the inlet isolation
valve behind the left sidewall lining.
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COMPONENT LOCATION - AFT CARGO VENTILATION AND HEATING SYSTEM

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AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION (continued)
CONDITIONED SERVICE AIR SYSTEM
The Conditioned Service Air System is installed on the left hand side
of the aircraft belly fairing next to pack no.1.
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COMPONENT LOCATION - CONDITIONED SERVICE AIR SYSTEM

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PACK PRESENTATION (2)

the exchangers. To increase cooling, the ram air inlet flap opens more
PACK FCV and the BYP valve closes more. To increase heating, the ram air inlet
flap closes more and the BYP valve opens more. During take-off and
Each pack Flow Control Valve (FCV) is pneumatically actuated and
landing, the ram air inlet flap is closed to prevent ingestion of foreign
electrically controlled. The flow regulation is done by a torque motor
objects.
under the control of the Air Conditioning System Controller (ACSC). If
the pack compressor outlet temperature is > 215°C (419°F), the FCV
starts to reduce the flow. A compressor outlet temperature > 260°C
(500°F) results in a pack overheat warning.

NOTE: Note: Part of the hot air, downstream of the pack FCV, is sent
to the trim air Pressure Regulating Valve (PRV).
Each pack FCV is automatically closed during either a same
side engine start sequence or an opposite side engine start
sequence, if the crossbleed valve is detected open. It reopens
30 seconds after the end of any engine start sequence.

EXCHANGERS - COMPRESSOR
Bleed air is ducted to the primary heat exchanger, then to the compressor.
The air is cooled in the main heat exchanger. It then goes through the
reheater, the condenser and the water extractor in order to remove water
particles from the air entering the turbine.
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TURBINE
The air expands in the turbine section, which results in a very low turbine
discharge air temperature. The turbine drives the compressor and the
cooling air fan.

RAM AIR INLET FLAP AND BYP VALVE

The BYPass valve and the ram air inlet flap are simultaneously controlled
by the air conditioning system controller. The BYP valve is operated by
an electro-mechanical actuator to modulate the pack discharge temperature
by adding hot air. The ram air inlet flap modulates the airflow through
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PACK FCV ... RAM AIR INLET FLAP AND BYP VALVE

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FLOW CONTROL & PACK COMPONENTS D/O (3)

OZONE CONVERTER
High-pressure, high-temperature air from the bleed system is supplied
to the pack Flow Control Unit (FCU) through the OZONE CONVERTER,
which is used for catalytic removal of ozone from the hot bleed air
supplied to the pack.

FLOW CONTROL UNIT GENERAL

The FCU includes the Flow Control Valve (FCV). The FCV is an
electro-pneumatic butterfly valve that does the primary functions given
below:
- control of the mass flow of bleed air that goes into the pack,
- isolation of the pack from the bleed air supply (crew selection, engine
fire, ditching, or engine start),
- Air Cycle Machine (ACM) overheat and low pressure start-up protection
controlled by the Air Conditioning System Controllers (ACSCs).
ACSC 1 controls the FCU for pack 1 and ACSC 2 controls the FCU for
pack 2.
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OZONE CONVERTER & FLOW CONTROL UNIT GENERAL

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FLOW CONTROL & PACK COMPONENTS D/O (3)

FLOW CONTROL UNIT
Each FCU includes the FCV, 2 solenoids, one torque motor, one position
sensor and 2 pressure sensors.
The FCU operates in MAIN or BACK-UP mode, controlled by the ACSC
through the solenoids.
The functions of the components are:
- Solenoid 1 controls the ON/OFF (isolation) function. When this solenoid
is energized, the FCV is open and regulates when bleed air pressure is
available.
- Solenoid 2 controls the MAIN or BACK-UP operation. When this
solenoid is de-energized, the FCV operates in MAIN mode. The solenoid
is energized for BACK-UP operation.
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FLOW CONTROL UNIT

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FLOW CONTROL & PACK COMPONENTS D/O (3)

MAIN OPERATING MODE
In the main operating mode, the FCV position is modulated for each of
the conditions given below:
- changing flow demands,
- control priorities (take-off, landing, pack start, etc.),
- failures and pack overheat conditions.
The flow regulation is a function of the torque motor controlled by the
related ACSC compared with the flow setting on panel 30VU.
The ACSC uses the signal from the DIFFERENTIAL PRESS SENSOR
to determine the air flow that goes through the pack.
ACSC 1 only does the air flow calculation. The signal is then sent to
ACSC 2 for the flow control of pack 2.
In some special aircraft configurations, the air flow is set to a specified
value.
These default settings are:
HIGH FLOW:
- during pack operation with the APU bleed air supply,
- during single pack operation.
LOW FLOW:
- during take-off and landing.
The PACK INLET PRESSURE SENSOR is used to calculate the bleed
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air necessary for the pack operation.

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MAIN OPERATING MODE

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BACK-UP OPERATING MODE
If there is a malfunction of an FCU component (e.g. Flow sensor, Torque
Motor or Pressure Sensor), the ACSC energizes the second solenoid and
the pack operates in back-up mode.
In back-up mode, a downstream pressure regulator controls the FCV
flow.
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BACK-UP OPERATING MODE

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PRIMARY HEAT EXCHANGER AND COMPRESSOR
To prevent too high a temperature, the PRIMary HEAT EXCHanGeR is
used to decrease the temperature of the hot bleed air before it goes into
the ACM compressor. The primary heat exchanger is an air-to-air heat
exchanger type and the cooling medium used is external ram air.
The compressor increases the air pressure and thus increases the energy
of the air. At the same time, the air temperature increases again.
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PRIMARY HEAT EXCHANGER AND COMPRESSOR

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FLOW CONTROL & PACK COMPONENTS D/O (3)

MAIN HEAT EXCHANGER
The MAIN HEAT EXCHGR decreases the temperature of the high
pressurized air that comes from the ACM compressor.
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MAIN HEAT EXCHANGER

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CONDENSER
The condenser is an air-to-air heat exchanger type and is used to decrease
the air temperature below the dew point.
The humidity contained in the air will condensate and make water
droplets. This is necessary to extract the humidity from the air.
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CONDENSER

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FLOW CONTROL & PACK COMPONENTS D/O (3)

WATER EXTRACTOR AND INJECTOR
The air from the condenser is sent through the WATER EXTRACTOR.
Guide vanes will supply this air at high speed and centrifugal forces will
extract the water from the air flow. The extracted water is injected into
the ram air duct through the WATER INJECTOR. This increases the
cooling efficiency of the primary and main heat exchangers.
This is usually done only on ground or in low altitudes.

REHEATER
The air, which then contains almost no water, goes to the REHEATER.
The REHEATER uses warm air from the main heat exchanger outlet to
increase again the temperature of the cold air that comes from the water
extractor. This is necessary to vaporize the last remaining water droplets
before the air is sent to the ACM turbine and to prevent damage to the
turbine.
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WATER EXTRACTOR AND INJECTOR & REHEATER

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FLOW CONTROL & PACK COMPONENTS D/O (3)

AIR CYCLE MACHINE TURBINE
The ACM turbine converts high pressurized air into rotation and thus
operates the ACM with its compressor and the ACM fan.
The result is a fast decrease of the air pressure and air temperature to
below 0°C (-50°C as maximum negative temperature).

PACK DISCHARGE TEMPERATURE SENSOR AND

CHECK VALVE
The cold air flows through the condenser again.
This cold airflow is used to decrease the temperature of the warm air to
below the dew point before the air goes into the water extractor.
Downstream of the condenser, the ACSC uses the PACK DISCHARGE
TEMPerature SENSOR to monitor the pack outlet temperature.
The sensor is used for indication on the ECAM COND page. A pack
overheat warning will start at a temperature of more than 88°C.
The PACK CHECK VALVE, which is downstream of the condenser,
stops leakage of air from the distribution system when the FCV is closed.
The check valve is attached to the pressure bulkhead of the forward
fuselage.
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AIR CYCLE MACHINE TURBINE & PACK DISCHARGE TEMPERATURE SENSOR AND CHECK VALVE

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FLOW CONTROL & PACK COMPONENTS D/O (3)

WATER EXTRACTOR TEMPERATURE SENSOR
The ACSC monitors the value from the WATER EXTRACTOR TEMP
SENSOR to modulate the pack outlet temperature.

PACK TEMPERATURE CONTROL AND BYPASS VALVE

In relation to the input made by the pilots from panel 30VU and the related
temperature selector, the ACSC compares the specified temperature with
the sensed pack temperature. To adjust the temperature, the ACSC sends
an electrical signal to the stepper motor of the Bypass Valve (BYP VLV).
When controlled to a more open position, the valve bypasses hot air from
the ACM compressor inlet around the ACM to the turbine outlet and thus
increases the outlet temperature of the pack. This temperature control is
used for short term and for a fast pack response.

RAM AIR ACTUATOR

For long term pack temperature control, the ACSC modulates the ram
air cooling flow through the heat exchangers. To do this, it controls the
position of the RAM AIR ACTUATOR and thus the position of the ram
air inlet flap. The position of the ram air inlet flap is monitored by the
SPEED AND DIRECTION SENSOR attached to the actuator.
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In some special aircraft configurations (take-off and landing), the ram

air flap is controlled to the fully closed position to prevent dirt ingestion
from the nose landing gear.

ACM FAN
During aircraft operation on ground, the ACM FAN is used to supply
cooling air around the primary and the main heat exchangers.
In flight with ram air available, the fan will be bypassed to prevent a
negative effect on the ACM operation.

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WATER EXTRACTOR TEMPERATURE SENSOR ... ACM FAN

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FLOW CONTROL & PACK COMPONENTS D/O (3)

PACK DISCHARGE PRESSURE SENSOR
The ACSC uses the PACK DISCHARGE PRESS SENSOR to compare
the cabin pressure with the turbine outlet pressure.
If the difference between these two pressure values is more than a
specified limit, then there can be icing at the condenser
This causes the ACSC to command the bypass valve (BYP VLV) to a
more open position and hot air flows directly into the turbine outlet
airflow.
This hot air will melt the ice at the condenser, which causes the pack
discharge pressure to get back to a normal value. When the pressure
values are below the activation threshold, the bypass valve goes back to
the normal temperature regulating position.
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PACK DISCHARGE PRESSURE SENSOR

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FLOW CONTROL & PACK COMPONENTS D/O (3)

PACK OVERHEAT DETECTION
To prevent a pack overheat, the ACSC monitors the COMPRESSOR
DISCHARGE TEMP SENSOR.
The ACSC will send a signal to the RAM AIR INLET ACTUATOR if
the temperature increases to more than 180°C.
This will cause an increase of the cooling airflow around the heat
exchangers and an overheat condition will be prevented.
If there is no positive effect on the compressor outlet temperature, the
ACSC will send a signal to the torque motor of the FCV to control it to
a more closed position. This will decrease the hot air supply into the pack.
At a temperature of 260°C and with the aircraft on ground, the ACSC
will close the FCV and send a signal to the panel 30VU. This signal
causes the FAULT light in the related PACK pushbutton switch to come
on. In flight, the FCV remains open. An ECAM warning will start.
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PACK OVERHEAT DETECTION

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FLOW CONTROL & PACK COMPONENTS D/O (3)

MAINTENANCE
The Centralized Fault Display Interface Unit (CFDIU) is only connected
to the ACSC 2. All BITE data of ACSC 1 will be transmitted to ACSC
2 first before it goes to the CFDIU.
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MAINTENANCE

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COCKPIT & CABIN COMPONENTS D/O (3)

MIXER UNIT
The mixer unit mixes air from packs and recirculated air from the cabin
before distribution to each zone. The mixer unit, installed under the cabin
floor, uses cabin air, which has entered the underfloor area and has been
drawn through recirculation filters by recirculation fans. This air is mixed
with conditioned air from the packs. The quantity of cabin air mixed with
conditioned air varies from 37% to 51% (the cabin fans operate at a
constant speed, but the airflow from the Pack Flow Control Valve (FCV)
can vary.)

TEMPERATURE SENSORS
There are two mixer unit temperature sensors, one on either side of the
mixer unit. They give the actual temperature of the mixer unit to the Air
Conditioning System Controllers (ASCSs). The cockpit mixer unit
temperature sensor is connected to the ACSC 1 and the cabin mixer unit
to the ACSC 2. Each mixer unit temperature sensor has two thermistors,
one connected to lane 1 and the other to the second lane of the ACSC.

MIXER UNIT FLAP

The mixer unit flap ensures sufficient flight deck air supply if pack 1 is
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selected off. An electrically operated mixer unit flap is installed to ensure

that sufficient fresh air is delivered to the cockpit in case of pack 1 failure.

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MIXER UNIT ... MIXER UNIT FLAP

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COCKPIT & CABIN COMPONENTS D/O (3)

AIR CONDITIONING SYSTEM CONTROLLERS
During normal or abnormal operation the cockpit and cabin system is
controlled by the two ACSCs. Cabin zones demanding a higher
temperature than that which is available from the mixer unit receive
additional hot trim-air added by the trim air valve. The trim air valves
are operated by ACSC 1 for the cockpit and ACSC 2 for the FWD and
aft cabin zones.

TRIM AIR PRV

The trim air Pressure Regulating Valve (PRV) is pneumatically operated
and electrically controlled by a solenoid. The solenoid controls the
ON/OFF function. The trim air PRV regulates the pressure of the air
supplied to the trim air valves, 4 psi above the cabin pressure. The
ON/OFF function solenoid de-energizes when the HOT AIR P/B is set
to OFF or when the temperature of any duct is above 88°C (190°F). This
closes the valve.

HOT AIR PRESSURE SWITCH

Due to a malfunction of the trim air PRV, the hot air pressure switch
signals overpressure to ACSCs 1 and 2 for ECAM display and the
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Centralized Fault Display System (CFDS) and monitoring. If pressure

in the system is 6.5 psi greater than the cabin pressure, ACSC 1 sends a
fault signal to ECAM. This signal stays until the pressure falls below 5
psi.

TRIM AIR VALVES

The trim air valves lets the zone temperature be adjusted by modulating
the hot airflow added to air from the mixer unit. The trim air valves close
when the trim air PRV closes. The butterfly of the trim air valves is
controlled by a stepper motor. The trim air valve position is determined
using the step-counting principle.
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AIR CONDITIONING SYSTEM CONTROLLERS ... TRIM AIR VALVES

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COCKPIT & CABIN COMPONENTS D/O (3)

DUCT TEMPERATURE SENSORS
Each duct temperature sensor detects duct temperature for the related
zone temperature control, indication and overheat detection to the ACSC.
Each duct temperature sensor has two thermistors, one connected to lane
1 and the other to the second lane of the ACSC. Each thermistor does
control, indication and overheat detection 88°C (190°F).
In case of overheat in one of the three supply ducts (temperature above
88°C or 190°F), the ACSCs close the trim air PRV and all Trim Air
Valves (TAV) automatically.

ZONE TEMPERATURE SENSORS

Each zone sensor detects the related zone temperature for zone
temperature control and indication on ECAM display. Each zone
temperature sensor has two thermistors, one connected to ACSC 1 and
the other to ACSC 2.
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DUCT TEMPERATURE SENSORS & ZONE TEMPERATURE SENSORS

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EMERGENCY RAM AIR INLET D/O (3)

GENERAL
The A/C has one emergency ram air inlet flap located at the lower LH
side of the fuselage, sharing the same duct with the LP ground connection.

EMERGENCY RAM AIR INLET FLAP OPERATION

In case of failure of both packs in flight or a smoke removal in flight, an
emergency ram air inlet flap can be opened for A/C ventilation. In case
of smoke removal or loss of both packs, the RAM AIR P/B must be set
to ON. When set to ON, and if DITCHING is not selected, the emergency
ram air inlet flap opens. The flap, installed between the LP GND
connection and ram air inlet, closes one side of the Y-duct when air is
supplied from the other side. The check valve stays closed. The A/C must
descend to less than 10000 ft. When the cabin differential pressure is less
than 1 psi, the Cabin Pressure Controller in control half opens the outflow
valve. The air then goes through the check valve to the mixing unit.
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GENERAL & EMERGENCY RAM AIR INLET FLAP OPERATION

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SYSTEM PRESENTATION (3)

CABIN PRESSURE ALTITUDE ENVELOPE
The cabin altitude is limited to 8000 ft with a DELTA P of 8.06 psi for
an A/C altitude of 39000 ft. If cabin altitude increases:
- at 9550 ft, the MASTER WARN comes on,
- at 11300 ft, passenger signs are activated.
In the outflow valve, a safety device closes the valve when the cabin
altitude reaches 15000 ft.
Under normal conditions, the LanDing field ELEVation selector is
selected in the AUTO position enabling the CPCs to use the landing field
elevation data from the FMGS. In all other cases the LDG ELEV selector
signal overrides the FMGS data (semi-automatic operation). A
DITCHING pushbutton switch closes the outflow valve in ditching
configuration.
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CABIN PRESSURE ALTITUDE ENVELOPE

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SYSTEM PRESENTATION (3)

Two electronic actuators interface with the controllers. A pressure switch,
CABIN PRESSURE CONTROLLERS which only operates in automatic mode, is installed in each electronic
actuator. It closes the applicable outflow valve in case of cabin altitude
There are two interchangeable controllers, which are identified as Cabin
above 15000 ft. Motor 3 is controlled from the CABIN PRESSure panel
Pressure Controller (CPC) 1 and CPC 2 by means of pin programming.
by the MANual Vertical/Speed ConTroL toggle switch when manual
Each controller has an automatic and manual part which are functionally
mode is selected on the MODE SELection P/B. The manual motor is
and electronically independent of each other. One controller operates the
used in case of failure of systems 1 and 2.
system at a time according to flight profile data and A/C configurations.
The outflow valve position monitoring is based on a triple potentiometer
The second controller is in active stand-by with automatic changeover
principle. Potentiometer 1(2) generates a feedback signal, sent to CPC
after each flight or in case of failure of the active one.
1(2) through electronic actuator 1(2). It is used for indication and
The CPCs inputs are:
initialization functions in automatic operation. Potentiometer 3 generates
- flight profile data: Flight Management and Guidance System (FMGS),
a feedback signal, sent straight to the CPC 1 manual backup part. It is
Air Data/Inertial Reference System (ADIRS), Centralized Fault Display
used as indication function in manual operation only.
System (CFDS),
- A/C configurations: Engine Interface Unit (EIU), Landing Gear Control SAFETY VALVES
and Interface Unit (LGCIU), Environmental Control System (ECS).
The CPCs outputs data for indicating and monitoring are: Flight Warning The safety valves prevent excessive positive and negative differential
Computer (FWC), System Data Acquisition Concentrator (SDAC), CFDS, pressure (DELTA P) in the fuselage. They are installed on the aft pressure
ECS, Aircraft Integrated Data System (AIDS). bulkhead above the A/C flotation line. The safety valves are poppet-type
When manual mode is used, the manual part of controller 1 operates only pneumatic valves. They operate independently.
as a back-up indication circuit processing outputs for indicating and
monitoring. CPC 1 manual part outputs for monitoring and indicating RPCU
are: FWC and SDAC. CPC 2 manual part is not used.
The RPCU interfaces with the CPCs and takes over the control of the
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OUTFLOW VALVE outflow valves automatically if the outflow valve is not in the fully open
position when the aircraft is on ground. This is to prevent any door violent
In automatic mode, the outflow valve is controlled by the operating opening in case of residual cabin pressure.
controller. The outflow valve is of the double flap and motor driven type. The control of the Outflow Valve (OFV) by the Residual Pressure Control
In automatic operation, the outflow valve is operated by electronics System (RPCU) is done through the MOT 3, when the following situation
module 1 or module 2 depending on the operating controller: is detected:
- electronics module 1 is controlled by controller 1, controller 1 plus - both main landing gears are compressed, or one main landing gear is
motor 1 are linked to system 1, compressed and the Parking Brake is set to ON, and
- electronics module 2 is controlled by controller 2, controller 2 plus - both Master Switches are in OFF or speed is below 100 knots
motor 2 are linked to system 2. AND

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- outflow valve is not fully open, and
- cabin pressurization system is in manual mode or both CPCs are
inoperative.
In these cases, the OFV is driven to the fully open position by the RCPU.
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CABIN PRESSURE CONTROLLERS ... RPCU

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SYSTEM DESIGN PRESENTATION (2)

AVIONICS
The avionics ventilation system ensures a proper ventilation of the
electrical equipment. Air is taken from different sources depending on
the A/C configuration and ambient conditions. Ventilation air is blown
to the equipment by a blower fan and extracted by an extraction fan. The
cockpit temperature sensor for the temperature control system is connected
to the extraction part of the avionics ventilation.

LAVatories and galleys

The lavatory (LAV) and galleys (GALY) ventilation system is used to
remove unpleasant odors before they enter the cabin. Ventilation air is
supplied from cabin distribution ducts and discharged overboard via the
outflow valve by an extraction fan. The FWD and AFT cabin zones
temperature sensors are connected to the lavatory and galley extraction
system.

CARGO
The FWD and aft cargo compartments are ventilated by cabin ambient
air coming from the cabin zones through openings in the cabin floor
behind the sidewall panels. The FWD cargo compartment is ventilated
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by means of an extraction fan or by differential pressure. The aft cargo

compartment is ventilated by means of an extraction fan only.

NOTE: Note: The ventilation system is optional and independent for

each compartment.

CONTrollers
The Avionics Equipment Ventilation Computer (AEVC) ensures control
and monitoring of the AVNCS ventilation system. The cargo ventilation
controller (CONT) controls and monitors the isolation valves and the
extraction fan of the cargo ventilation system.
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AVIONICS ... CONTROLLERS

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SYSTEM DESCRIPTION AND OPERATION (3)

GENERAL
The system is automatically controlled by the Avionics Equipment
Ventilation Computer (AEVC) and no crew action is required. The AEVC
will change the system configuration depending on whether the A/C is
on ground or in flight and on A/C skin temperature.

NOTE: The BLOWER and EXTRACT P/Bs must be in AUTO position.

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GENERAL

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SYSTEM DESCRIPTION AND OPERATION (3)

OPEN CIRCUIT CONFIGURATION
In open circuit configuration, ambient air drawn through the skin air inlet
valve by the blower fan, is blown into the system. The air, after cooling
the avionics equipment, is drawn by the extraction fan directly overboard.
The open circuit configuration allows avionics equipment to be cooled
with ambient air under certain conditions. (On ground and skin
temperature above 12°C (53,6°F) increasing, or above 9°C (48,2°F)
decreasing).

NOTE: The skin air inlet and outlet valves are fully open.
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OPEN CIRCUIT CONFIGURATION

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SYSTEM DESCRIPTION AND OPERATION (3)

CLOSED CIRCUIT CONFIGURATION
In closed circuit configuration, the extracted avionics equipment air goes
through the skin exchanger isolation valve into the skin heat exchanger
to be cooled. Then this air is blown into the avionics equipment again.
The skin exchanger inlet bypass valve is controlled by the AEVC in
accordance to the system configuration to discharge the air under the
FWD cargo compartment. The skin exchanger outlet bypass valve opens
in order to decrease the noise level in the avionics bay.
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CLOSED CIRCUIT CONFIGURATION

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SYSTEM DESCRIPTION AND OPERATION (3)

PARTIALLY OPEN CIRCUIT CONFIGURATION
In partially open circuit configuration, the system is almost like in closed
configuration, part of the extracted air is expelled overboard.

NOTE: The skin air outlet valve is an electrically operated single flap
valve with a smaller flap built into it. This smaller flap is opened
in flight or on ground with takeoff power selected, when the
skin temperature is above 35°C (95,0°F). It returns to the closed
position when the skin temperature decreases below 31°C
(87,8°F).
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PARTIALLY OPEN CIRCUIT CONFIGURATION

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 AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE UCE11021
FEBRUARY 2011
PRINTED IN FRANCE
AIRBUS S.A.S. 2011
ALL RIGHTS RESERVED

AN EADS COMPANY