A330 21 L3

AIRBUS
A330
ATA 21
Air Conditioning
ATA Spec 104 Level 3
A330 21 L3
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AIR CONDITIONING A340
GENERAL
21−00
ATA 21 AIR CONDITIONING

For Training Purposes Only
FRAUS/T-2 Tyralla NOV2005 Page: 1

GENERAL
21−00
21−00 ABBREVIATIONS
A Ampere BTS Bleed Temperature Sensor
ABS Absolute C Celsius
AC Alternating Current CAATS Computer Assisted Aircraft Trouble Shooting
ACM Air Cycle Machine CAB Cabin
ACTR Actuator Cat. Category
ADIRS Air Data/Inertial Reference System CCKV Compressor Check Valve
ADIRU Air Data/Inertial Reference Unit CDS Compressor Discharge Sensor
ADS Air Data System CED Cooling Effect Sensor
ADJMT Adjustment CIDS Cabin Intercommunication Data System
ADL Airborne Data Loader CIS Compressor Inlet Sensor
ADV Advisory CK Cockpit
AEVC Avionics Equipment Ventilation Controller CKPT Cockpit
AFCS Automatic Flight Control System CMC Central Maintenance Computer
AFS Automatic Flight System CMR Components Maintenance Requirements
AGL Above Ground Level CMS Central Maintenance System
AI Analog input Comp. Compressor
AIDS Aircraft Integrated Data System COMP Compartment
AIRCOND Air Conditioning COMPR Compressor
AIV Anti Ice Valve COND Condensor
ALT Altitude COND Conditioning
AMM Aircraft Maintenance Manual CONF Configuration
APU Auxiliary Power Unit CP Cabin Pressure
AOM Aircraft Operating Manual CPC Cabin Pressure Controller

ARINC Aeronautical Radio Incorporated CPCS Cabin Pressure Control System
AVEC Auto Vector CPNOH Compressor Pneumatic Overheat Sensor
AVNCS Avionics CPRSR Compressor
BITE Built in Test Equipment CPU Central Processing Unit
BMC Bleed Air Monitoring Computer CRG Cargo
BNR Binary CS Cabin Sensor
BPV Bypass Valve CTL Control

GENERAL
21−00
DC Direct Current FLP Flap
DEG Degrees FMC Flight Management Computer
DI Discrete Input FMGC Flight Management and Guidance Computer
Diff. Differential FMGEC Flight Management Guidance and Envelope Computer
DISCH Discharge FMGES Flight Management Guidance and Envelope System
DMO Discrete Motor Output FMGS Flight Management Guidance System
DMND Demand FMS Flight Management System
DMU Data Management Unit ft Feet
DPO Discrete Power Output FO fully open
DPS Differential Pressure Sensor FT Functional Test
DS Duct Sensor FW Failure Warning
DSO Discrete Signal Output FWC Flight Warning Computer
ECAM Electronic Centralized Aircraft Monitoring FWD Forward
ECB Electronic Control Box g gram
ECS Enviromental Control System GND Ground
EEPROM Electrically Erasable Programmable Read Only Memory GRU Ground Refrigeration Unit
EIS Electronic Instrument System HEAT Heating
EIS Entry into Service HI High
EIVMU Engine Interface and Vibration Monitoring Unit HOS Heat Exchanger OutletTemperature Sensor
ELEV Elevation HP High Pressure
EPROM Ereaseable Programable Read Only Memory H/X Heat Exchanger
EDW Engine/Warning Display Hz Hertz
EQIP Equpipment IC Integrated Circuit
EQUIP ID Equipment Identifier IGV Inlet Guide Vanes
EXCH Exchanger in inches

EXOR Exclusive Or In. Inlet
F Fahrenheit INBD Inboard
FC fully closed INL Inlet
FCV Flow Control Valve INLT Inlet
F/D Flight Deck I/O Input / Output
FDE Flight Deck Engineer IRQ Interrupt Request
FL Flight Level k kilo

GENERAL
21−00
L Lane N.U. not used
lb pound NVM Non Volatile Memory
lbf pounds force O/H Overheat
LDCC Lower Deck Cargo Compartment OMS Onboard Maintenance System
LDG Landing OVHT Overheat
LGCIU Landing Gear Control and Interface Unit P Pack
LO Low P Pressure
LP Low Pressure PC Pack Controller
LRU Line Replaceable Unit PCB Printed Circuit Board
LSB Last Significant Bit or Byte PCKV Pack Check Valve
m milli, meters PDL Portable Data Loader
M mega (prefix to units) PDS Pack Discharge Sensor
MAX Maximum PFR Post Flight Report
MDCC Main Deck Cargo Compartment PHX Primary Heat Exchanger
MICBAC Micro−system Bus Access Channel PIPS Pack Inlet Pressure Sensor
MIN Minimum PL Plenum
MHX Main Heat Exchanger P/N Part Number
MPU Micro Processor Unit Pneum. Pneumatic
MSB Most Significant Bit or Byte PNTS Pneumatic Temperature Sensor
MSC Mixer Sensor Cabin PO Pressure Outside
MUX Multiplexer POS Position
N Newton PR Pressure
NA Not Applicable PRESS Pressure
NAI Nacelle Anti Ice PREV Previous
NCD no computed data Prim. Primary

NFC not fully closed PROG Program
NFO not fully open PSCU Proximity Switch Control Unit
NMI Non−Maskable Interrupt PSI Pounds per sqare inch
NO Normal Operation PSIA Pounds per square inch absolute
NO Normally Open PSU Power Supply Unit
NONAVEC Non−Auto Vector PTC Positive Temperature Coffecient
NTC Negative Temperature Coefficient PTS Pack Temperature Sensor

GENERAL
21−00
PWR Power TFU Technical Follow Up
RAD Ram Air Door T&G Toilet and Galley
RAI Ram Air Inlet TOC Top of Climb
RAM Random Accessable Memory TOD Top of Descent
RAO Ram Air Outlet TOPS Trim Overpressure Switch
RCV Receiver TLA Thrust Lever Angle
Reg. Regulator TM Torque Motor
REGUL Regulation TPRV Trim Air Pressure Regulator Valve
REH Reheater TSL Temperature Selector
RX Receive/Receiver TSM Trouble Shooting Manual
s seconds TSW Trim−Air Switch
SD System Display TT Target Temperature
SD Split Duct TTL Transistor Transistor Logic
SDAC System Data Acquisition Concentrator TUS Trim Upstream Sensor
SDI Source Destination Identifier TX Transmit/Transmitter
SEL Selector UART Universal Asynchronous Receiver Transmitter
SIL Service Information Letter UDD Unlimited Duct Demand
S/N Serial Number UTC Universal Time Coordination
SNSR Sensor V volts
SOV Shut Off Valve VC Ventilation Controller
SRU Shop Replaceable Unit Vent. Ventilation
SSM Sign Status Matrix VLV Valve
STBY Standby WAI Wing Anti Ice
SYS System WE Water Extractor
SW Switch WI Water Injector

TAPRV Trim−Air Pressure Regulating Valve XTR Transceiver
TAT Total Air Temperature ZC Zone Controller
TAV Trim Air Valve
TBD To Be Defined (Determined)
TCKV Trim Air Check Valve
TCV Temperature Control Valve
TEMP Temperature

GENERAL
21−00
21−00 GENERAL
SYSTEM PRESENTATION
Air Supply comes from the peumatic system.

Then, air temperature is regulated in temperature by the temperature regulation
sub−system.
Correct level of air freshness in the pressurized zones and proper ventilation of
the avionics equipment is ensured by the ventilation subsystems.
The pressurization subsystems ensures a cabin altitude compatible with crew
and passenger comfort.

GENERAL
21−00
,
Figure 1 Sub−Systems
GENERAL
21−00
BASIC DESCRIPTION
General Temperature Control System ATA chapter 21−60
The Air Conditioning System of the Airbus A340 consist of different sub sys- The temperature control system regulates the temperature in flight deck and
tems: cabin. The main components are:
S the Air Cooling System ATA chapter 21−50 S One Zone Controller (ZC) with two independent channels. Only one channel
S the Emergency Ram Air System ATA chapter 21−55 is activ simultaneously. If the activ channel fails the other one takes over all
functions. The ZC receives the selected temperature from the flight deck
S the Temperature Control System ATA chapter 21−60
and cabin temperature selector on the air conditioning panel and the venier
S the Cabin Air Distribution and Recirculation System ATA chapter 21−21 selection from the cabin CIDS panel via the CIDS directors. In relation to
S the Cockpit Air Ventilation System ATA chapter 21−22 that selection the ZC controls the 7 trim air valves and calculates a pack
S the Lavatory and Galley Ventilation System ATA chapter 21−23 temperature demand for the PC’s. For feedback, control and indication the
ZC receives the temperature signals from the flight deck temperature sen-
S the Air Conditioning Compartment Ventilation System ATA chapter 21−25
sor, the 3 cabin sensors, the 7 duct sensors, the mixer unit sensor and the
S the Avionics Equipment Ventilation System ATA chapter 21−26 temperature upstream sensor. The TAT is received fom the Cabin Pressure
S the Cargo Compartment Ventilation / Heating and Cooling System ATA Controllers (CPC). Following additional functions are performed by the ZC:
chapter 21−28 − monitoring of wing anti ice (WAI) valves
S the Cabin Pressurization System − monitoring of nacelle anti ice (NAI) valves
S Air Cooling System ATA chapter 21−50 − creating of pack flow demand signal for PC’s
The air cooling system consists of two independent systems. The main compo- − generating a bleed temperature changeover signal for 150 degrees bleed
nents are: temperature for bleed monitoring computers (BMC)
S two air conditioning packs, which cool down the bleed air for flight deck, − creating of a flow demand signal for engine interface and vibration moni-
cabin and FWD cargo compartment supply. toring units (EIVMU)
S two pack controllers (PC) each with two independent channels, which con- − creating of a flow demand for APU ECB
trol and monitor all pack functions. The pack controllers are connected to
− interface between pack controllers and aircraft systems
aircraft systems via the zone controller.
− control and monitoring of trim air pressure regulating valves (TAPRV)
S two pack P/B switches, which can trigger the pack flow control valves (FCV)
to close. Inside the pack P/B switches there are fault lights, which illuminate − control and monitoring of trim air shutoff valve (TASOV)
during pack FCV disagree or pack overheat. S cabin and cockpit temperature selector for preselection of temperature
S two ozone converters which remove main part of the ozone within the bleed S two hot air P/B switches for closing of trim air pressure regulating valves.
air at the pack inlet. The FAULT lights inside the hot air P/B switches illuminate if there is a
S one pack flow selector switch which enables a preselection of pack flow. valve disagree
S the cabin CIDS panel, which indicates actual flight deck and cabin tempera-
ture and enables individuell temp. selection for the cabin zones. By chang-
ing seat configuration trim air valves can be grouped to the different zones.
S cabin and flight deck temperature sensors, which measures the actual tem-
perature in flight deck and cabin. They are connected to the zone controller.

GENERAL
21−00
CARGO AIR COND

FWD AFT BULK
PRESEL
* * *
CIDS
ECAM
CPC 1
* CABIN * CABIN * CABIN
SENSOR ZONE
SENSOR SENSOR
CONT.
PRESS SAFETY
SW. LAV/
FWD ZONE MID ZONE AFT ZONE GALLEY VALVES CPC 2
COCKPIT
EE FWD CC AFT CC BULK FMGEC’S
CED CC
ADIRU’S
OUTFLOW
OVBD NEG. VALVE
OUTFLOW
RELIEF VALVE
ISOL. VENT.
VALVE VALVES
VALVE ISOL.
CONT.
U/FLOOR
VALVES FAN HEATER
DUCT * VALVE * * CABIN AIR
SENSOR AEVC
CARGO * * CABIN AIR LD−MCR
DUCT * TAV
ISO
CABIN SENSOR COLD VALV
AIR TRIM ZONE CONT.
AIR AIR
VALVE TRIM
FILTERS VALVE
AIR
PACK VALVE
ZONE CONT.
* * * *
* RECIRC. TRIM AIR PRESS.
CONT. 2 FANS TUS REGULATING VALVE PACK
CONT.
RESTRICTOR
2
*
* * * * TRIM−AIR
CPC’S BMC’S SHUTOFF
ECU’S RECIRC. VALVE
ECB VALVES
MSC
MIXER UNIT
EMERGENCY
PACK RAM AIR
CONT. INLET
1 TURBOFAN
LP GROUND
PACK INLETS PACK
1 2
NACA AIR
INLET
SUPPLY VALVE
OZON
BLEED AIR CONVERTER
PACK FLOW CONTROL VALVE
Figure 2 Basic Schematic

GENERAL
21−00
S 7 duct temperature sensors (DS) which transmit duct temperature to the Lavatory and Galley Ventilation System ATA chapter 21−23
ZC. A lavatory and galley ventilation fan sucks the air out of the lavatories and the
S one mixer unit temperature sensor (MSC) which supplies the ZC with mixer galley areas and blows it via a venturi to overboard. The lavatory and galley
unit temperature. That signal is used as a feedback for pack temperature ventilation fan is controlled and monitored by the ventilation controller. If a dif-
demand signal to PC’s. ferential pressure switch senses more than 1 psi cabin differential pressure the
S one flight deck temperature upstream sensor (TUS), which supplies the ZC fan is switched off. A lavatory and galley safety switch protects the duct in case
with the flight deck duct temperature upstream of the flight deck trim air of duct clogging.
valve as a feedback for pack temperature demand signal to PC’s.
Air Conditioning Compartment Ventilation System ATA chapter 21−25
S one mixer unit. Inside the mixer unit the cold air from both packs and from
To protect the aircraft structure from overheat in the area of the air conditioning
the recirculation fans is mixed.
packs the air conditioning compartment is ventilated. On ground a pneumatic
S 7 trim air valves (TAV), which regulate the respective duct temperature. De- operated turbo fan presses ambient air through the air conditioning compart-
pending on seat configuration the 6 cabin trim air valves can be related to ment when the bleed system is pressurized. In flight the turbo fan is switched
different cabin zones. off by a turbo fan supply valve and ventilation is done by ram air through a
S two trim air pressure regulating valves (TAPRV) which supply the trim air NACA air inlet. Turbo fan and supply valve are controlled and monitored by the
valves with regulated hot air 4 psi above cabin pressure from the FCV’s. Avionics Equipment Ventilation Controller (AEVC). A differential pressure
They close in case of duct overheat or hot air P/B switch in OFF. switch senses if the fan is running or not.
Cabin Air Distribution and Recirculation System ATA chapter 21−21 Avionics Equipment Ventilation System ATA chapter 21−26
To save engine bleed air filtered cabin air is recirculated patially by two recir- The avionics equipment ventilation system cools the electrical equipment inside
culation fans. The system consist of: flight deck and avionics compartment. The air supply comes from the recircula-
S one Ventilation Controller (VC), which controls the recirculation valves and tion fans via the recirculation valves, which ensure priority supply for equipment
monitors recirculation fans and filters. ventilation. In case of double recirculation fan failure air can be taken from the
mixer unit. The air downstream of the electrical equipment is blown to over-
S two recirculation fans which suck air from the surroundings of FWD and aft
board on ground. In flight or when inboard engines are running the air is blown
cargo compartment and supply it to avionics ventilation system and mixer
into the area underneath the FWD cargo compartment floor. The system con-
unit.
sists of following main components:
S four recirculation filters two in the forward and two in the aft section, which
S one extract fan which runs allways when aircraft is powered.
filters the recirculated air. The forward once are monitored for contamination
by two differential pressure switches. S one overboard extract valve which is opened on ground with inboard en-
gines are not running. In case of LOW AIR FLOW warning the valve can be
S two recirculation valves, which ensure priority supply for avionics ventilation.
set in a patially open position by operating an extract P/B switch on the
S one cabin fan P/B switch, which enables switching off recirculation fans. ventilation panel.
Cockpit Air Ventilation System ATA chapter 21−22 S one underfloor extract valve, which opens when the overboard extract valve
is fully closed.
The cockpit air ventilation system supplies fresh air (non recirculated air) to the
individuell air outlets inside the cockpit and avoids fogging of the side windows. S one Cooling Effect Detector (CED) which measures the cooling efficiency of
Some aircraft have electrical heaters installed to support defogging. the air supplied by the recirculation fans. If the cooling efficiency is to low a
airflow warning is triggered on ECAM and additionally on ground an outside
warning.

GENERAL
21−00
S one avionics equipment ventilation pressure switch, which triggers a low − one cargo compartment ambient sensor and two duct sensors, which
airflow warning in case of low airflow of the avionics extract fan. gives a feedback to the ventilation controller for temperature regulation
S the Avionics Equipment Ventilation Controller (AEVC) which control and − one isolation valve P/B switch which closes the isolation valve and
monitors the the overboard extract and underfloor valve. Extract fan, CED switches off the extract fan. The FAULT light illuminates if there is a
and pressure switches are also monitored by the AEVC. valve disagree.
− one preselector P/B switch on the cargo air conditioning panel, which
Cargo Compartment Ventilation, Heating and Cooling ATA chapter 21−28
enables override of the remote temperature control panel inside the
There is a ventilation system installed in all cargo compartments. Additionally FWD cargo compartment. Inside there is a blue ACTIV light which illumi-
the bulk CC is heated and the FWD CC is cooled and heated. Ventilated air is nates, if cargo compartment preselection is activ, and one white OFF
taken out of the area underneath the CC floor. The air is sucked by extract fans light which illuminates if cargo compartment preselection is selected to
out of the cargo compartments. Trim air for heating the FWD cargo compart- OFF,
ment is taken out of the trim air manifold regulated by a cargo compartment
− one cargo compartment remote temperature control panel, which in-
trim air valve. The bulk cargo compartment is heated by an electrical fan
cludes a ON/OFF toggle switch, a actic light and a temperature selector.
heater. Cold air for cooling FWD cargo compartment is taken from pack 2 two
When FWD cargo door is open temperature selection can be switched
via a cold air valve. Following main components are installed:
over from the cockpit to the remote panel by the toggle switch.
S FWD cargo compartment:
S Aft Cargo Compartment:
− two inlet isolation valves and one outlet isolation valves, which close un-
− two inlet isolation valves and one outlet isolation valves which, close un-
der following conditions:
S FWD cargo smoke warning
S FWD cargo smoke warning,
S FWD CC isolation valve P/B switch selected to OFF
S FWD CC isolation valve P/B switch selected to OFF,
S ditching configuration
S ditching configuration,
− one extract fan which, is switched off if one or more isolation valves are
− one extract fan which is switched off if one or more isolation valves are
not fully opened
not fully opened,
− one isolation valve P/B switch which closes the isolation valve and
− one isolation valve P/B switch, which closes the isolation valve and
switches off the extract fan. The FAULT light illuminates if there is a
switches off the extract fan. The FAULT light illuminates if there is a
valve disagree.
valve disagree.
− one extract fan, which is switched off if one or more isolation valves are
S Bulk Cargo Compartment:
not fully opened
− one inlet isolation valves and one outlet isolation valves, which close un-
− cargo compartment cold air valve, which has three fixed positions
(closed, patially open, fully open), which correlate to the FWD cargo
compartment cooling selector switch positions: OFF / NORM / MAX. S FWD cargo smoke warning,
When cargo cooling is selected OFF no cooling is possible S FWD CC isolation valve P/B switch selected to OFF,
− one cargo compartment temperature selector on the cargo air condition- S ditching configuration,
ing panel, which enables cargo compartment temperature preselection − one bulk cargo compartment fan heater which includes a fan and an
and controls the CC trim air valve via the ventilation controller (VC). electrical heater. Incomming air is heated in relation of the cargo
− one cargo compartment trim air valve, which regulates the amount of compartment temperature selection,
trim air in relation to the selected temperature

GENERAL
21−00
− one extract fan which is switched off if one ore more isolation valves are S Mode Selector. The mode selector P/B switch enables manual control of the
not fully open, outflow valves if the selector is in the MAN position. The MAN light illumi-
− one isolation valve P/B switch, which closes the isolation valve and nates in MAN position. The amber FAULT light within the P/B switch illumi-
switches off the extract fan. The FAULT light illuminates if there is a nates if both automatic pressurization systems are defect.
valve disagree. S Landing elevation selector. It enables a manual selection of the landing
− one bulk cargo compartment temperature selector for temperature selec- elevation, if the selector is away from the AUTO position. In AUTO position
tion, landing elevation is automatically selected by the Flight Management and
Guidance Computers (FMGEC), if their data are valid. The FMGEC’s trans-
− one heating P/B switch, which enables cargo heating. The FAULT light
mit a flight profile to the CPC’s to optmize cabin pressure control.
inside the P/B switch illuminates, if the VC has defected a fan heater
fault, S Ditching P/B Switch. If the ditching P/B switch is pressed IN, following
valves will be closed:
− one blower fan selector switch at the bulk cargo door frame, which en-
ables bulk cargo fan heater operation without the heater if the bulk cargo − outflow valves, if automatic mode is selected,
door is opened, − cargo compartment isolation valves,
− one duct temperature and on ambient temperature sensor for tempera- − pack valves,
ture regulation feedback for the VC. − emergency ram air inlet,
S Common Components: − overboard extract valve.
− one Ventilation controller (VC), which controls and monitors all isolation Each outflow valve has three DC stepper motors, two for both automatic sys-
valves, the fan heater, trim air valve, cold air valve and the extract fans. tems and one for the manual system.
− one overheat condition fans reset P/B switch, which enables reset of the The CPC’s control the cabin pressure by positioning the outflow valves. They
cargo compartment extract fans or the fan heater. The FAULT light in- receive ambient data from the Air Data Inertial Reference Units (ADIRU) and
side the reset P/B switch illuminates if there is an overheat condition of a flight plan information from the FMGEC’s. Actual cabin pressure is sensed by a
fan. pressure port on the front face of the CPC. The CPC output buses supply the
ECAM indication with pressurization data and the ZC with ambient data.
Pressurization System ATA chapter 21−30
The pressurization system consists of two independent automatic systems with Emergency Ram Air Inlet ATA chapter 21−55
two different cabin pressure controllers (CPC) and independent motors inside The emergency ram air inlet system supplies the cabin with ambient air, if both
the outflow valves. Each system consists of one CPC and a FWD and aft out- packs are not operating. The system consists off:
flow valve DC stepper motor with controller circuit. Only one CPC is actic si-
S one guarded ram air inlet P/B switch at the air conditioning panel. If the P/B
multaneously, the other one is in standby. After each flight the activ controller is
switch is pressed IN, the blue ON light inside the P/B switch illuminates and
changed. A changeover occurs also if one the activ system is faulty. Following
the ram air inlet actuator opens the emergency ram air inlet. The outflow
controls are located on the pressurization control panel:
valves will go into a 50% open position, if the cabin differential pressure is
S active valve selector. It has three positions: AFT / BOTH / FWD. It selectes below 1 psi.
the outflow valves, which can be controlled by MAN V/S toggle switch, if the
S the emergency ram air inlet actuator, which is installed in the left lower fuse-
mode selector is set to MAN control.
lage section.
S MAN V/S toggle switch. If the mode selector was set to MAN control, the
outflow valves, which are selected by the active valve switch, can be posi- Note: The following page is available on A3 format in the last section of this
tioned by the toggle switch. training manual.

GENERAL
21−00
CARGO AIR COND

FWD AFT BULK
PRESEL
* * *
CIDS
ECAM
CPC 1
* CABIN * CABIN * CABIN
SENSOR ZONE
SENSOR SENSOR
CONT.
PRESS SAFETY
SW. LAV/
FWD ZONE MID ZONE AFT ZONE GALLEY VALVES CPC 2
COCKPIT
EE FWD CC AFT CC BULK FMGEC’S
CED CC
ADIRU’S
OUTFLOW
OVBD NEG. VALVE
OUTFLOW
RELIEF VALVE
ISOL. VENT.
VALVE VALVES
VALVE ISOL.
CONT.
U/FLOOR
VALVES FAN HEATER
DUCT * VALVE * * CABIN AIR
SENSOR AEVC
CARGO * * CABIN AIR LD−MCR
DUCT * TAV
ISO
CABIN SENSOR COLD VALV
AIR TRIM ZONE CONT.
AIR AIR
VALVE TRIM
FILTERS VALVE
AIR
PACK VALVE
ZONE CONT.
* * * *
* RECIRC. TRIM AIR PRESS.
CONT. 2 FANS TUS REGULATING VALVE PACK
CONT.
RESTRICTOR
2
*
* * * * TRIM−AIR
CPC’S BMC’S SHUTOFF
ECU’S RECIRC. VALVE
ECB VALVES
MSC
MIXER UNIT
EMERGENCY
PACK RAM AIR
CONT. INLET
1 TURBOFAN
LP GROUND
PACK INLETS PACK
1 2
NACA AIR
INLET
SUPPLY VALVE
OZON
BLEED AIR CONVERTER
PACK FLOW CONTROL VALVE
Figure 3 Basic Schematic

TEMPERATURE CONTROL
21−60
21−60 TEMPERATURE CONTROL

AIR CONDITIONING PANEL DESCRIPTION
1 RAM AIR P/B 4 ZONE TEMP SELECTOR
When the RAM AIR pushbutton is set to ON, on the AIR COND panel, the The COCKPIT and CABIN temperature selectors enable the selection of the
emergency ram air flaps open provided the ditching pushbutton switch is in nor- desired ambient temperature in the corresponding zone.
mal position on the PRESS panel. S 12 o’clock position: 24 degrees C
When it is released out, the emergency ram air inlet flap closes. S COLD position: 18 degrees C
ON : ON light comes on amber. Provided the DITCHING pushbutton switch is S HOT position: 30 degrees C
in normal position: − The ram air inlet flap opens − Both outflow valves open at
50% when the differential Pressure is lower than 1 psi. 5 CREW HEATER SELECTOR
OFF : The ram air inlet flap closes and the outflow valves return to normal posi-
tion. OFF : Both Heaters are off. Blow air temperature according to the Cockpit sel.
is provided.
LO : Blow air temperature increases to max.45_ C.
2 PACK 1 AND PACK 2 P/B
HI : Blow air temperature increases to max.55_ C.
When pack 1 ( or pack 2 ) pushbutton is pressed in, the pack flow control valve Only one heater at a time either on Capt. ( L ) or F/O ( R ) side operates.
operates if pneumatic pressure is available. When set to OFF, the pack flow
control valve is maintained closed electrically. 6 HOT AIR P/B
ON : The pack flow control valve opens provided there is no overheat, no en- When the HOT AIR pushbutton is pressed in, the trim air pressure regulating
gine starting sequence, no upstream pressure below minimum, no correspond- valve opens and pneumatically regulates hot air pressure above the cabin pres-
ing fire push button released out, no passenger/crew door open ( with one sure. When set to OFF, the valve is electrically closed.
Engine running ) nor ditching selected.
S ON : The valve regulates hot air pressure.
OFF : The pack flow control valve closes. FAULT : comes on amber when the
pack flow control valve position disagrees with the selected position or in case S OFF : The valve closes, the trim air valves close and the FAULT circuit is
of compressor outlet or pack outlet overheat. reset.
S FAULT: Comes on amber when a duct overheat temperature is detected (
3 88 degrees C ). FAULT light goes off when the duct temperature drops be-
PACK FLOW SELECTOR

low 70 degrees C and OFF is selected.
The PACK FLOW selector serves to select the pack flow.
The PACK FLOW selector enables the pack flow setting to be selected in ac-
cordance with the number of passengers and the ambient conditions.
S LO :80% of normal flow
S NORM :100% of normal flow
S HI :125% of normal flow.
This selection is irrelevant in single pack operations or with APU bleed supply.
iIn these cases regardless selector position HI FLOW is automatically selected.

TEMPERATURE CONTROL
21−60
3 4 4
5
2 2
1
6 6
Figure 4 Air Conditioning Panel

TEMPERATURE CONTROL
21−60
1 VERNIER TEMP PANEL

The preselected softkeys are used to adjust actual cabin zone temperature
and to select the cockpit temperature page.
Each push changes the temperature by plus or minus 0.5 degrees C, the total
change being limited to plus or minus 2.5 degrees C of the temperature se-
lected in the cockpit.
2 AIR CONDITION P/B

When the AIR COND hardkey is pressed in on the forward attendant panel, the
cabin temperature page is displayed on the screen.
3 RESET
A reset control is provided for each controller.
Reset is performed by pulling and pushing the corresponding circuit breaker.

TEMPERATURE CONTROL
21−60
VERNIER TEMP PANEL CABIN
PRESELECTED TEMP
SEAT ROW
FROM COCKPIT ACTUAL TEMP.
FROM/TO
1
SOFT KEYS SOFT KEYS
2
OVERHEAD PANEL COCKPIT
Figure 5 Vernier Temp Panel

PACK AND TEMPERATURE CONTROL
21−50
21−50 PACK AND FLOW CONTROL

2 PACK INLET FLOW
The position of the needle represents the actual rate of flow.
TEMPERATURE CONTROL SYSTEM:
ECAM PAGES PRESENTATION
:LO = 80% of airflow
1 PACK FLOW CONTROL VALVE
:HI=125% of airflow
The flow control valves indications are normally green.
The needle can vary from 75% to 125% of
airflow.
:Valve not fully closed GREEN NEEDLE
GREEN :The pack airflow data is not available
AMBER CROSSES
:Valve not closed
3 COMPRESSOR OUTLET TEMPERATURE
The compressor outlet temperature indications are normally green.
GREEN
The value varies by steps of 2 degrees C (4 degrees F)
200 C :Temperature is below 230 degrees C
:Valve not closed, position disagrees with (446 degrees F).
command.
GREEN
AMBER
:Temperature is above 230 degrees C
230 C (446 degrees F).
:Valve position data not available AMBER
AMBER :The temperature data is not available.

XX C
I AMBER CROSSES

21−50
1
Figure 6 ECAM Bleed Page

21−50
4 BY−PASS VALVE
5 TEMPERATURE CONTROL VALVE
Valve indications are displayed if the air cycle machine fails.
The needle position represents the position of the temperature control
valve (TCV).
: C (COLD) corresponds to a fully closed : By−pass valve fully closed.

position
: H (HOT) corresponds to a fully opened
position
GREEN NEEDLE GREY
: The control valve position data is not

available.
: By−pass valve not fully closed.
AMBER CROSSES
6 PACK DISCHARGE TEMPERATURE GREEN

The value represents the pack outlet temperature controlled by the pack
controller.
The values varies by steps of
2 degrees C (4 degrees F). : BY−pass valve not fully closed but determined fault
by the pack controller (PC).
:Temperature below 95 degrees C
(203 degrees F)
GREEN
AMBER
: Temperature above 95 degrees C

(203 degrees F)
: By−pass valve position data not available.
AMBER
AMBER CROSSES
: The temperature data is not available.
AMBER CROSSES

21−50
6
5
4

21−50
8 EMERGENCY RAM AIR

The Ram air valve indications are normally displayed in green. : Valve fully closed and disagrees with command.
AMBER CIRCLE & HORIZONTAL LINE

: Valve normally closed. GREEN VERTICAL LINE
: Valve open on ground or valve position open but

GREEN disagrees with command.
: Undetermined position, valve in transit.

AMBER CIRCLE & VERTICAL LINE
:
GREEN VERTICAL LINE
AMBER CIRCLE & DIAGONAL LINE

GREEN VERTICAL LINE 7 BLEED USERS
Bleed users indications are normally displayed in green.
: Valve normally open.
: In normal operation, bleed users

GREEN GREEN are displayed in green.
: Valve position data not available. : The flow control valves and the RAM−
air valve fully closed
AMBER
AMBER CROSSES

21−50
8

21−50
1 HOT AIR 1 (2) 2 REGULATING VALVE

Hot air color indications give the pack flow control valve positions These indications give the hot air pressure regulating valve positions.
: Valve normally closed.

: Respective flow control valve not fully closed or
valve position data not available
GREEN
GREEN
: Valve normally open.
: Flow control valve fully closed

GREEN
: Valve abnormally closed.

AMBER
AMBER
: Valve abnormally open.

AMBER
: Position data not available.
AMBER
CROSSES
Figure 9 ECAM Cond Page

21−50
2
1 1

21−50
3 SHUT OFF VALVE 4 TRIM AIR VALVES

These Indications give the hot air shut−off valve position. The position of the needle represents the valve position and
consequently the hot air flow.
: H (HOT), valve fully open .

: Valve normally closed.
: C (COLD), valve fully closed.
GREEN GREEN NEEDLE
: Valve normally open. : Valve failed (according to the zone

controller).
GREEN
AMBER NEEDLE
: Valve abnormally closed.
: Valve position data is not available.

AMBER
AMBER CROSSES
: Valve abnormally open.
AMBER
: Position data not available.
AMBER
CROSSES
21−50
4
4
3
Figure 12 ECAM COND Page

21−50
A green pulsing flow increase request warning is displayd when the flow
5 ZONE DUCT TEMPERATURE is insufficient to reach the selected temperature.
The zone duct temperature indications are normally displayed in green.
Temperature varies by steps of 2 degrees C (4 degrees F).

: This green pulsing message is displayed
when the air flow is insufficient to reach
7
22 : Temperature below 88 degrees C
the selected zone temperature.
(190 degrees F).
GREEN Not displayed otherwise.
GREEN
: Temperature above 88 degrees C 8 ZONE CONTROLLER STATUS

(190 degrees F).
The PACK REG indication appears in green when the zone controller
AMBER is inoperative.
: Temperature data is not available.

: The zone controller is inoperative (both
channels are faulty) or the data related
AMBER to the zone controller state is not avai−
lable.
GREEN
6 ZONE TEMPERATURE
The zone temperature indications are always displayed in green.
9 AIR DUCTS
Temperature varies by steps of 1 degree C (2 degrees F).
The ducts are normally colored in green.
: Temperature normal display.
GREEN
: The air distribution is not yet operative
(engine starting sequence) or air sys−
: Temperature data is not available. tem failure (no air data available).
AMBER
AMBER
21−50
6 7 8
5 6
5
9

21−50
6 ZONE TEMPERATURE
These indications are also displayed on the cruise ECAM page.
Temperature varies by steps of 1 degree C (2 degrees F).
24 : Temperature normal display.
GREEN
: Temperature data is not available.
AMBER
CROSSES
Figure 15 ECAM Cruise Page VACBI FILE F21TM01

21−50
6
Figure 16 ECAM Cruise Page

AIR COOLING
21−50
21−50 AIR COOLING

GENERAL
The Airbus A330A340 cooling system consists of two air conditioning packs, Flow control regulation of flow control valves in relation to :
which cool down the bleed air for flight deck, cabin and FWD cargo compart- S bleed supply sources
ment supply. The temperature of the bleed air is normally regulated to 200° C.
S flow selection (LO, NORM, HI)
Additionally the flow of the air conditioning packs is regulated, to optimize the
S temperature demands
bleed air consumption and the cabin pressure regulation.
S bleed temperature
Operating Parameters and Limitations S bleed pressure
Pack regulated temperature (measured at PTS) in normal operation: S bleed valve status
S maximum regulated temperature +70° C S flow control valve status
S minimum regulated temperature below 20000 ft is +5° C (41° F) S FWD cargo cooling selection
S minimum regulated temperature above 20000 ft and below 28000 ft is 0° C S air/ground status
(32° F)
S cabin decompressation maintaining a minimum pack flow, which reflects
S minimum regulated temperature above 30000 FT is −20° C (−4° F) 8000 ft cabin altitude.
Pack regulated temperature (measured at PDS) S 100% Flow equals 2153 l (569 USgal) air mass
S minimum regulated temperature 5° C (41° F) bis −20° C (−4° F) (depending S minimum flow equals 55%
on altitude)
ACM RPM
Pneumatic Pack Temperature Regulation (Backup Mode)
S normally between 20000 and 50000 RPM
S at 10° C (50° F)
S minimum 15000 RPM to protect air bearings
Overheat warning at
S pack discharge temperature (measured at PDS) > 95° C (203° F)
S compressor discharge temperature (measured at CDS) >260° C (500° F)

AIR COOLING
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Figure 17 Air Conditioning System

AIR COOLING
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AIR CONDITIONING PACK GENERAL

System Outline Air Conditioning Pack
Each air conditioning pack has its own pack controller PC, Air Cycle Machine Each pack is an independent operating unit responsible for cooling the fresh
(ACM), and all necessary valves, heat exchangers, and sensors to control the bleed air before discharging it to the mixing manifold.
temperature of the air discharged to the mixer unit. Ram air, used to cool the bleed air, is circulated through the Main and Primary
In the mixing unit, recirculated air is mixed with fresh air from the packs before Heat Exchangers (MHX,PHX) before being discharged outside the aircraft.
being discharged to the cabin. The flight deck, however, receives only fresh Bleed−air is cooled in the PHX, compressed by the ACM compressor, cooled in
air. the MHX, dehumidified in the water extraction−loop, and expanded in the ACM
Zones demanding a higher temperature than that available from the mixer unit turbine before being discharged to the mixing and distribution system.
will receive additional warm trim−air added to the distribution ducts before the Some hot bleed air by−passes the ACM to provide pack temperature modula-
air is discharged to the zone. tion and anti−ice functions.
Unless cargo cooling is requested, both packs operate with the same tempera- In case of ACM failure, the by−pass valve opens to provide sufficient flow
ture and flow demands, thus providing identical outputs. around the defective ACM. Cooling of the bleed air is then accomplished using
The temperatures in the cabin and flight deck zones are automatically control- the heat exchangers only.
led with a minimum of crew input. The only crew activated controls are:
S On and off switches for packs 1 and 2,
S A single flow selector,
S Zone temperature selectors for the flight−deck and cabin,
S On and off switches for trim air systems 1 and 2,
S Vernier selection panel for cabin temperature adjustment.
The selected reference temperatures for the flight deck and the cabin are auto-
matically biased with respect to aircraft altitude and cruise time.
The Zone and Pack Controllers monitor for, and react to, failures in the system.
These controllers attempt to minimize the effects of system or component fail-
ures on the cabin environment.
If heating or cooling needs cannot be satisfied due to low bleed air pressure or
flow, the controllers are capable of generating demand signals to change flow
control valve settings, APU output, engine speed, and bleed precooler settings.

AIR COOLING
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Figure 18 Air Conditioning Pack

AIR COOLING
21−50
PACK SCHEMATIC CIS (Compressor Inlet Sensor)

S measures temperature downstream of primary heat exchanger for monitor-
The pack outlet temperature is regulated through programmed modulation of
ing purposes
the Ram Ait Inlet (RAI) and Ram Air Outlet (RAO) doors along with the positio-
ning of the pack Temperature Control Valve (TCV). The Ram air doors perform COND (Condensor)
the long term temperature regulation and the temperature control valve per-
S cools down the air to the dew point to remove moisture
forms the short term temperature regulation.
CPNOH (Compressor Pneumatic Overheat Sensor)
ACM (Air Cycle Machine)
S limits the compressor outlet temperature by bleeding of FCV muscle pres-
S compresses the air coming from the primary heat exchanger to increase the
sure
effiencency from the main heat exchanger. By decompressing the air via the
turbine section the air is cooled down. DPS (Differential Pressure Sensor)
AIV (Anti Ice Valve) S measures flow at FCV for monitoring, indication and regulation
S avoids icing conditions at condensor and ACM turbine section by mixing hot FCV (Flow Control Valve)
air to the turbine discharged air
S shuts off bleed air when solenoid 1 is energized
S icing condition is sensed by meassuring differential pressure via the con-
S regulates pack flow by a torque motor when solenoid 2 is energized
densor and with a second sensing line pair between turbine outlet and cabin
pressure HOS (Heat Exchanger Outlet Sensor)
S in case of electrical pack regulation failure the pack discharge temperature S measures temperature downstream of MHX for monitoring
is regulated by the pack anti ice valve
S has one solenoid, which is energized as long as one pack controller lane is MHX (Main Heat Exchanger)
still able to regulate pack temperature S is cooled by ambient air flowing through the heat excahanger
S cools down the heated air coming from the compressor
BPV (By−pass Valve)
S is controlled to open by the activ pack controller lane in case of ACM seized PCKV (Pack Check Valve)
S avoids reverse flow from cabin or opposite pack
BTS (Bleed Temperature Sensor)
S measures the bleed temperature upstream of flow control valve for pack PDS (Pack Discharge Sensor)
flow regulation S measures pack discharge temperature for monitoring and indication
CCKV (Compressor Check Valve) S controls pack temperature in case of PTS failure or ACM seized
S supports ACM start up PHX (Primary Heat Exchanger)
S by−passes ACM compressor in case of ACM seized S is located downstream of main heat exchanger for ram air path
CDS (Compressor Discharge Sensor) S performs precooling of air before entering compressor
S measures temperature at ACM compressor outlet for monitoring purposes PIPS (Pack Inlet Pressure Sensor)
S measures pack inlet pressure upstrem of FCV for regulation and monitoring

AIR COOLING
21−50
Figure 19 System Schematic

AIR COOLING
21−50
PL (Plenum) WI (Water Injector)
S leads the ram air through the heat exchangers S sprays on the heat exchanger the water coming in from water extractor and
split duct to increase cooling effiency of heat exchangers
PNTS (Pneumatic Temperature Sensor)
S regulates the pack discharge temperature by bleeding pack anti ice valve
control pressure, if electrical pack regulation fails.
PTS (Pack Temperature Sensor)

S is installed between condensor outlet and reheater Inlet
S is the actual pack temperature sensor for pack temperature regulation, if
ACM is in normal operation mode (pack bypass valve closed)
RAI (Ram−Air Inlet Actuator)

S actuates the ram air inlet door for pack temperature regulation
RAO (Ram−Air Outlet Actuator)

S actuates the ram air outlet door for pack temperature regulation
REH (Reheater)
S feeds the energy into the secondary path back, which was taken out of the
primary path, to increase the efficiency of the pack
S gives a precooling upstream of the condensor
S vaporizes the remaining moisture downstream of the water extractor to
avoid icing of the turbine
SD (Split Duct)
S takes moisture out of the air downstream of the main heat exchanger (MHX)
TCV (Temperature Control Valve)

S by−passes the ACM to optimize pack flow

S performs short term pack temperature regulation
S regulates pack outlet temperature if ram air doors are fully open due to high
ambient temperature
WE (Water Extractor)
S takes moisture out of the air which was cooled down by the condensor close
to the dew point. The water is transfered to the water injector.

AIR COOLING
21−50
Figure 20 System Schematic

AIR COOLING
21−50
PACK OPERATION ”SNAPSHOOT”

A/C conditions Fresh Air F/D: 100%
Alt.: 41000 ft Fresh Air Cab: 60%
Phase: Cruise Pack Out Temp: −10 degrees C (14 degrees F)
Mach: 0.8 F/D Duct Out: 17 degrees C (63 degrees F)
Pax: 357 Cab Duct Out: 7 degrees C (45 degrees F)
Crew: 13 Act. Temp. F/D: 23 degrees C (73 degrees F)
Amb. Temp: −33 degrees C (−27 degrees F) Act. Temp. Cab: 24 degrees C ( 75 degrees F)
Amb. Press: 0.18 bar (2.6 psi) Mixer Unit Temp: 6 degrees C (43 degrees F)
Amb. Humid.: 0% Trim Temp.: 200 degrees C (392 degrees F)
Bleed Press: 2.32 bar (31 psig)
Bleed Temp: 200 degrees C (392 degrees F)
Skin Temp: −6 degrees C (21 degrees F)
Cab Press: 0.8 bar (12 psi)
Rel Humid.: 12.6%
Loads (Watt)
External: −13081
Passenger: 28867
Solar: 9571
Electrical: 16741
Galley: 9000
Pack Configuration
Packs: 2
Trim System: ON
Flow Demand: 112%
Flow Sel.: NORM
Cargo Sel.: NORM
F/D Temp Sel.: 24 degrees C (75 degrees F)
Cab Temp Sel.: 24 degrees C (75 degrees F)
Recirc. Fans: 2

AIR COOLING
21−50
Figure 21 Pack Operation Snapshot

COOLING
21−50
21−50 COMPONENT DESCRIPTION

PACK FLOW CONTROL VALVE DESCRIPTION S deenergized: FCV flow regulation
The FCV is located in the bleed air supply line, upstream of each pack. The Solenoid 2:
FCV has the following main functions: S is the ”mode selection” solenoid
S Isolation of the pack from the bleed air supply when commanded by either S solenoid energized: the FCV is in electrical flow regulation mode
the crew or the pack controller (MES, fire handle, leak detection, ditching) S solenoid deenergized: the FCV is in pneumatic flow regulation mode
S Electronic control of the mass flow of bleed air entering the pack At pack start up the FCV is in pneumatic flow regulation mode for 10 seconds.
S Pneumatic back−up control of the mass flow of bleed air entering the pack In case of power failure or dual channel PC failure the mode solenoid is dee-
in case of electrical control failure nergized.
S ACM overheat and low pressure start−up protection Flow Control Valve Closing
The flow control valve can be locked in closed position by means of a locking The flow control valves closes in following conditions:
screw at the valve.
S pack P/B switch selected to OFF
Function Description S any door open on ground in flight phase 2 (engine running)
The FCV butterfly valve is opened or closed by the action of a pneumatic ac- S own side main engine start (MES). The signal can be delivered from
tuator, which is spring loaded in the closed position. A ”fully closed” or not ”fully EIVMUs (auto start) or from start selector (MAN start)
closed” microswitch is used to provide feedback signal to the PC. S opposite side main engine start und cross bleed valve in open.
The minimum opening pressure is 5 psi. S engine fire P/B switch pressed IN on own side
Electrical Flow Regulation S leak detection on own side or opposite side when crossbleed valve is open
The electrical flow regulation comprises of a pressure regulator, a torque mo- S ditching selected
tor/vent−cam assembly, and pressure ports for the differential pressure sensor; The FCV can be closed pneumatically as well, when CPNOH senses a com-
controls FCV flow based on zone controller demands. That ZC signal is used pressor overheat. The FCV starts closing at 230° C.
by the PC to create a torque motor current. The torque motor current is based
on a pulse width modulated signale from the PC. Pack Fault Indication
In case of FCV position disagree or pack overheat a ECAM caution warning is
Pneumatic Flow Regulation triggered and the FAULT light in the respective pack P/B switch illuminates.
Pneumatic flow regulation comprises of a pressure regulator, a flow detector, Pack overheat is detected if:
and a poppet valve; provides a steady 120% flow in case of electrical control
S on the same flight the compressor discharge temperature reaches 230° C
failure.
for four times
Solenoids S the compressor discharge temperature reaches 260° C
The flow control valve comprises two Solenoids: S the pack discharge temperature reaches 95° C.
Solenoid 1: When pack fault light illuminates there is no electrical closing signal (no electri-
S is the ”ON/OFF” Solenoid cal pack trip).
S energized: FCV close

COOLING
21−50
LOCKING POSITION
LOCKING
SCREW
Figure 22 Flow Control Valve

COOLING
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Figure 23 Pack Flow Control Valve − Selected OFF

COOLING
21−50
Figure 24 Pack Flow Control Valve − Open Position

COOLING
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Figure 25 Pack Flow Control Valve − Pneumatic Regulation

COOLING
21−50
Note:
A3 Page inside Appendix
Figure 26 Flow Control and Indicating

COOLING
21−50
FLOW SENSOR AND OZONE CONVERTER

Flow Sensor
The flow sensor (DPS − Differential Pressure Sensor) comprises two pressure
pick ups in one housing. The pressure pick ups measure the static and dy-
namic pressure at the FCV venturi section for calculation of actual mass flow
within the PC.
Ozone Converter
Upstream of each flow control valve there is an ozone converter installed,
which comprises a ceramic core to convert most of the ozone in the bleed air
into oxygen.

COOLING
21−50
Figure 27 Flow Sensor and Ozone Converter

COOLING
21−50
PACK ANTI ICE VALVE (AIV)

The pack anti ice valve has two main functions:
S removes the ice build−up from components downstream of the turbine out-
let; (condensor tubing, temperature sensors, check valves, mixing manifold)
S controls pack discharge temperature in case of pack controller failure
Description
The AIV uses differential pressure sensing valves to detect ice build up within,
or downstream of, the condensor. The valve opening and modulation is pneu-
matically controlled to remove the icing condition.
If the solenoid valve is de−energized, the PNTS acts directly upon the pressure
in the actuation chamber to modulate the position of the butterfly valve.
This controls the pack outlet temperature to a fixed setting of 10° C (50° F).
The normal anti ice function remains unaffected by this action.
The solenoid is always energized as long as one PC lane is still able to control
the pack discharge temperature.

COOLING
21−50
Figure 28 Pack Anti Ice Valve

COOLING
21−50
BY−PASS VALVE
By−pass Valve (BPV)
The by−pass valve is a shut−off valve located between the heat exchangers
and the condensor outlet. In case of ACM failure:
S the BPV will be commanded open to allow sufficient pack flow around the
the failed (seized) ACM.
The bleed air will still be cooled by the MHX and PHX. Temperature control of
the pack discharge is still possible through the normal use of the ram air doors
and the TCV.
Under normal conditions the BPV remains fully closed. When signalled by the
PC, the electrical motor will drive through a reduction gearing to fully open the
butterfly valve.
Two end−of−travel limit switches provide the PC with fully open or fully closed
signals when the BPV has completed its movement.

COOLING
21−50
Figure 29 By−pass Valve and Temperature Control Valve

COOLING
21−50
TEMPERATURE CONTROL VALVE (TCV)

The TCV, located in each pack, regulates the amount of hot bleed air, which
by−passes the ACM compressor and turbine stages, thereby affecting pack
discharge temperature as well as ACM speed.
Under normal conditions, the opening of the TCV is maintained as close as
possible to the optimal position of 25°. This position results from a compromise
between ACM cooling flow and the necessary airflow through the pack.
In case of loss of electrical power, dynamic air pressure tends to close the TCV
to its optimal position.
The TCV satifies short term temperature demand changes. If pack inlet pres-
sure is too low the TCV will open more to mantain sufficient flow through the
pack.
Description
The electro−mechanical actuator of the TCV contains a 3−coil DC (Stepper)
motor, reduction gearing, 2 channel potentiometer, and a fully closed position
limit switch.
Each step of the motor results in 15° actuator output shaft rotation. When the
actuator position is constant, a low ”holding” current is maintained in one of the
coils to hold the actuator in the selected position.
Positional control of the TCV is through the pack controller. Normally the TCV
and the ram air door actuators operate in a pre−programmed relationship to
minimize ram air drag while maintaining the required temperature levels.

COOLING
21−50
ELECTRIC MOTOR
Figure 30 Temperature Control Valve

COOLING
21−50
RAM−AIR DOORS ACTUATORS

The ram air inlet and ram air outlet (RAI, RAO) door actuators operate together
to control the flow of ambient ram−air through the heat exchanger units.
The RAI position is slaved to that of the RAO in order to maintain the proper
geometry of the ram air ducting, thus preventing destructive pressure fluctua-
tions.
The modulation of the ram air flow is the main method for controlling the pack
discharge temperature.
The RAI door is automatically closed upon take−off or landing in order to re-
duce contamination of the heat exchanger units with debris.
On ground the ram−air door position is controlled depending on TAT, if at least
one ADIRU is switched on, to avoid cycling of the doors.
Description
The ram−air door actuators contains AC−motors, which are controlled in speed
by power on/off cycling.
S A torque limiting clutch limits the actuator torque.
S An internal brake keeps the actuator in its last position.
S A dual potentiometer gives position feedback to the respective pack control-
ler. For fully open and fully close position there are micro switches installed.
S Adjustment is necessary after actuator replacement.

COOLING
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Figure 31 Ram Air Doors Actuator

COOLING
21−50
PACK SENSORS AND LRU FAILURES

Pack Sensors Sensor Monitoring
All electrical temperature sensors are dual elements. Each of them is con- If a sensor resitance value is out of the preprogramed limits, the sensor is con-
nected to one pack controller lane. cidered as faulty. The other sensor element is used by the active lane.
The pressure sensors are single transducers which, supply both pack controller If there is a difference between both sensor elements, which exceeds a prepro-
lanes. gramed limit, both elements are concidered as faulty.
System Reactions to Single LRU Failures

Potentiometers, Pressure sensors, Temperature sensors (single failures):
If the active PC lane loses a signal from one of these units, the signal can be
taken from the passive lane with no system consequences.
System Reactions to Double LRU Failures

Flow Selector Switch (double failure):
− default value 100%
FCV Electrical Control:
− pneumatic back−up
RAI/RAO Mechanical:
− fixed in last position
RAI/RAO Potentiometer (double failure):
− fixed at 100%
TCV Potentiometer (double failure):
− TCV closed, AIV controls pack temp.
PTS (double failure):
− use value from PDS
PDS (double failure):
− no O/H detection for pack discharge temperature, no F/D display

CDS (double failure):
− compressor O/H detected with value from CIS + 60_C

COOLING
21−50
Figure 32 Pack Sensors

COOLING
21−50
AIR CYCLE MACHINE (ACM)

The ACM contains a turbine, compressor, and fan, connected by a two piece
shaft, which is supported by journal and thrust air−bearings. The ACM needs
no oil for lubrication and moving components.
The main function of the ACM is to cool hot bleed in common with the heat ex-
changers, under conditions of high ambient temperatures, enough to be used
in the cabin air conditioning system.
Description
To prevent icing conditions at the turbine hot air is tapped from the compressor
outlet and supplied to the turbine outlet lip. Hot air is also supplied to the con-
densor header bar from the same tapping.
Normal operation speed of the ACM is between 20,000 and 50,000 RPM, de-
pending on bleed pressure and flow. At least 15,000 RPM are necessary to
provide proper air−bearing operating pressure.
Component Description
Turbine: Drives both the compressor and the fan. In order to provide shaft rota-
tion, the turbine removes energy from the bleed air. This provides a significant
cooling of the bleed air.
Compressor: Compresses the incoming bleed air to raise its tempreature and
pressure.
Fan: Provides a flow of outside (ambient) air to cool the bleed air passing
through the heat exchangers. In flight, the ram−air flow is sufficient to cool the
heat exchangers.
Thrust air−bearings control axial loads of the ACM shaft, and journal air−bea-
rings control radial loads. Cooling air, is tapped from the turbine inlet and distri-
buted to the bearings through ducting.

COOLING
21−50
Figure 33 Air Cycle Machine

COOLING
21−50
WATER EXTRACTOR (WE) AND SPLIT

DUCT (SD)
Water Extractor (WE)
The water extractor is located in the water−extraction−loop of the cooling pack.
It removes liquid water from the high pressure air in the pack by creating a vor-
tex, forcing the water to collect on the walls of the unit. The water then drains
into a sump where it is collected, along with any water from the split duct, and
injected into the ram−air inlet.
This water injection increases the cooling efficiency of the heat exchanger unit.
The sump of the water extractor has three threaded connection ports. One is
for connection to the water injector, one is for connection to the split duct, and
the third is an overflow drain, which must remain open at all times.
Split Duct (SD)

The SD is located at the high pressure outlet of the main heat exchanger, in the
ducting leading to the reheater. It contains a mounting manifold for the heat
exchanger outlet temperature sensor (HOS) and a water drain fitting.
The drain fitting is attached to a drain manifold which is attached to the duct.
Inside the duct at this area are several openings which allow liquid water to be
removed from the air stream.

COOLING
21−50
WATER EXTRACTOR
SPLIT DUCT
Figure 34 Water Extractor and Split Duct

COOLING
21−50
CONDENSOR
The condensor is installed in the water extraction−loop. It uses very cold tur-
bine−outlet air to cool the air flow in the water extraction−loop to below its dew-
point. This allows liquid water to be removed by the water extractor.
The condensor is a single−pass crossflow air−to−air heat exchanger. The core
consists of two smaller core modules arranged in a parallel flow configuration
with a space between the modules. This allows a portion of the turbine outlet
air to flow through even in conditions of excessive icing.
To reduce the chances of icing, hot air is tapped from the ACM compressor
outlet and ducted through the header bar of the condensor inlet.
This hot air prevents icing build up at the condensor cold air inlet. The hot air is
discharged back into the air flow to the water extractor.

COOLING
21−50
Figure 35 Condensor
COOLING
21−50
REHEATER
The Reheater is used to raise the temperature of the air leaving the water ex-
traction loop before reaching the turbine inlet.
This serves two purposes:
S it helps to vaporize any remaining liquid water to prevent turbine damage.
S it improves the ACM efficiency by minimizing the air temperature difference
betwen the heat exchanger outlet and the turbine inlet.
The reheater is a single pass crossflow air−to−air heat exchanger.
Air leaving the main heat exchange is cooled prior to entering the condensor
and water extractor. This pre−cooling of the bleed air reduces the amount of
heat added to the discharge air of the ACM in the condensor.
Cool air from the condensor and water extractor is reheated prior to entering
the turbine expansion stage of the ACM.

COOLING
21−50
Figure 36 Reheater
COOLING
21−50
PLENUM
The plenum is a glass fiber reinforced plastic housing which provides mounting
points for the ACM, heat exchangers, and ram air outlet ducting.
The plenum consists of a housing, a diffusor for the ACM fan discharge airflow,
a spring loaded check valve, and an inspection plate.
On the ground, or under conditions of low ram air effect, ambient air is drawn
through the heat exchangers by the ACM fan and is discharged through the
diffusor to the ram air outlet duct.
In flight, when the ram air flow exceedes the ACM fan capacity,the spring
loaded check valve will open, allowing the ram air to by−pass the fan.

COOLING
21−50
Figure 37 Plenum
COOLING
21−50
HEAT EXCHANGER
The heat exchangers are located in the ram air flow:
S Main heat exchanger (MHX)
S Primary heat exchanger (PHX)
Ambient ram−air is used in the PHX to cool the bleed air coming from the FCV,
and in the MHX to cool compressed air coming from the ACM.

COOLING
21−50
RAM AIR OUTLET
PRIMARY HEAT
EXCHANGER 521HH18 (522HH18)
PLENUM
MAIN HEAT
EXCHANGER
521HH19 (522HH19)
BLEED AIR INLET
OUTLET TO
AIR CYCLE
INLET FROM
MACHINE
AIR CYCLE
MACHINE
RAM AIR INLET
OUTLET TO
REHEATER
Figure 38 Heat Exchanger

AIR COOLING LOCATION
21−50
21−50 AIR COOLING − LOCATIONS

PACK COMPONENTS LOCATIONS
The Airbus A340 has two packs, which can be supplied from engines, APU or Ozone Converters
ground air. The packs are installed in the lower fuselage section in front of the The ozone converters 5511HB (5512HB)
main landing gear wheel well.
S remove the ozon out of the bleed air,
Access is possible via panels which are attached with screws.
S are installed in the lower fuselage section.
The conditioned air is distributed via the mixer unit into the different cabin
areas. The mixer unit is installed behind the FWD cargo compartment rear Main Heat Exchanger
sidewall. The main heat exchanger 521HH19 (522HH19)
The computers controlling the air conditioning components are installed in the S cools the bleed air by air−to−air heat exchange with ram−air,
avionics compartment.
S is installed upstream of the primary heat exchanger in the ram−air path,
Air Conditioning Packs S is installed in the lower fuselage section covered by panels,
At the A340 there are two air conditioning packs 521HH (522HH) installed. S is monitored by the pack controllers for contamination.
They:
Primary Heat Exchanger
S cool down the bleed air,
The primary heat exchanger 521HH18 (522HH18)
S are controlled by the pack controllers 531HH (532HH),
S cools the bleed air by air−to−air heat exchange with ram−air,
S are monitored by the CMC via the PC’s.
S is installed downstream of the main heat exchanger in the ram−air path,
Flow Control Valves S is installed in the lower fuselage section covered by panels,
The flow control valves 511HB (512HB), S is monitored by the pack controllers for contamination.
S control the airflow for the packs,
Air Cycle Machine
S shut off bleed air for the packs,
The air cycle machines 521HH12 (522HH12)
S are controlled by the pack controllers 521HH (522HH),
S increase the efficiency of the heat exchangers,
S are monitored by the CMS
S are installed in the lower fuselage section covered by panels,
S are monitored by the PC and CMc for mechanical defects.

Flow Sensors
The flow sensors 513HB (514HB)
S measure the mass flow of air into the packs,
S transmits their signal to the pack controllers 521HH (522HH),
S are monitored by the CMS,

21−50
AIR CONDITIONING
PACK 521HN (522HN)
FLOW SENSOR
513HB (514HB)
B
B
FLOW CONTROL FLOW CONTROL

VALVE VALVE 511HB (512HB)
OZONE CONVERTER
5511HB (5512HB)
Figure 39 Air Conditioning Packs Locations

21−50
Bleed Temperature Sensor 539HH (540HH) Pneumatic Compressor Overheat Sensor 521HH22 (522HH22)
S measures the bleed air temperature at the pack inlet, S protects the pack from overheat,
S transmits the temperature signal to the PC. S detects the compressor discharge temperature,
S operates pneumatic−mechanically.
Pack Inlet Pressure Sensor
S measures pack inlet bleed pressure, Pack Anti Ice Valve 521HH1 (522HH1)
S transmits the pressure signal to the PC. S protects the pack from icing,
S regulates the pack temperature in case of electrical regulation failure.
Pack Temperature Sensor 521HH8 (522HH8)
S measures the temperature between condensor and reheater, Temperature Control Valve 521HH3 (522HH3)
S is the feedback sensor for pack temperature regulation, S is controlled by the PC,
S transmits the temperature signal to the PC. S regulates the pack discharge temperature,
S regulates pack internal flow by−pass ratio,
Pneumatic Temperature Sensor 521HH23 (522HH23)
S acts as a by−pass for the ACM.
S regulates with the pack anti ice valve the pack temperature in case of elec-
trical regulation failure, Pack Bypass Valve 521HH2 (522HH2)
S is located at the condensor, S is controlled to open by the PC in case of ACM seized,
S operates pneumatic−mechanically. S enables by−pass of ACM.
Pack Discharge Temperature Sensor 541HH (542HH) Air Inlet Flap Actuator 533HH (534HH)
S measures the pack discharge temperature, S is controlled by the PC,
S transmits the temperature signal to the PC, S operates the ram−air inlet door,
S performs pack temperature regulation in by−pass mode or PTS failure. S regulates the pack discharge temperature.
Compressor Discharge Temperature Sensor 521HH6 (522HH6) Air Outlet Flap Actuator
S measures the discharge temperature of the compressor, S is controlled by the PC,
S transmits the temperature signal to the PC. S operates the ram−air outlet door,
Compressor Inlet Temperature Sensor 521HH5 (522HH5) S regulates the pack discharge temperature.
S measures the temperature upstream of compressor inlet, Pack Controllers
S transmits the temperature signal to the PC. S receive the signals from all electrical pack sensors
Heat Exchanger Temperature Sensor 521HH7 (522HH7) S control all electrical valves and actuators at the pack
S is installed at the split duct, S regulate the pack outlet temperature by controlling temperature control
valve and ram−air door position
S measures the temperature at heat exchanger outlet,
S regulate pack flow by controlling the FCV torque motor
S transmits the temperature signal to the PC.

21−50
B
PACK CONTROLLER 532HK (532HK)
Figure 40 Pack Component Locations

AIR COOLING
21−50
21−50 PACK CONTROL

PACK AND ZONE CONTROLLER − LANE CONCEPT
The Pack and Zone Controllers are designed as fully redundant computer
systems with two independent central processing units and the necessary
duplicated hardware interfaces.
Once per flight, one lane is chosen to be active, while the other remains in hot−
standby. These active and standby roles are then reversed at the next flight, as
long as no faults which would prevent the reversal have been detected. Switch-
over will occur approx. 70 seconds after landing when the CMC transmits a
transition from flight to ground.
Both lanes compute system parameters, but only the active lane drives output
stages. Computer failures are categorized accoring to severity. If the active
lane fails, the other lane will take over as long as it doesn’t contain a more se-
vere failure.
If an input signal is lost from the active lane, the same signal can be obtained
from the other lane through internal communication channels, (“interlane”).
The computers react to detected faults in such a manner as to minimise the
effects on system operation.
The driver circuit is common for both channnels. If the driver circuit is lost, the
respective output can not be controlled by the ZC or PCs anymore.
Functions
The pack controller (PC) has two digital computer lanes which control the ope-
ration of an air−conditioning pack. The PC has these primary functions:
S To control the discharge temperature of the air−conditioning pack
S To control the air flow through the pack
S To give warnings to the aircrew if a pack overheat occurs

S To monitor its own performance and the performance of the pack compo-
nents
S To store data about specific failures which can occur in the PC and the pack
components
S To supply pack operational data to the zone controller (ZC). The ZC stores
this data and makes it available to other computers installed in the aircraft
S To supply failure data as an aid to repair during shop maintenance.

AIR COOLING
21−50
Figure 41 Lane Concept

AIR COOLING
21−50
PACK TEMPERATURE CONTROL − PACK OUTLET

TEMPERATURE
The PC controls pack temperature through modulation of the TCV and ram−air
door (RAD) positions. These positions will normally be optimized to provide the
demanded pack temperature with the least ram air drag and the desired pack
permeability.
The pack demand is supplied by the ZC, and is compared to the actual pack
temperature, measured at the PTS. The TCV and RAD’S will then be modula-
ted as required to meet the demand at the PTS.
To prevent pack discharge icing in high humidity conditions, the pack tempera-
ture demand is limited depending upon aircraft altitude. The pack demand low
limit is 5 degrees C (41 degrees F) from sea level up to 20000 feet , 0 degrees
C (32 degrees F) at 28000 feet, and finally −20 degrees C (−4 degrees F) over
30000 feet.
If the pack is operating in the ACM By−pass temperature control mode, the low
limit will be fixed at −10 degrees C (14 degrees F).

AIR COOLING
21−50
Figure 42 Pack Temperature Control

AIR COOLING
21−50
PACK TEMPERATURE CONTROL−LIMITATIONS

The following chart shows the position limitations of the TCV, RAO, and RAI
depending on the Pack temperature regulation mode. (All values are in %
open, rounded to the nearest whole number.)
“Pack Off” the pack is switched off and the FCV is closed
“Pack On” the pack is switched on and the FCV is open
“AIV” the pack is in the AIV temp. regulation mode
“Norm” the pack is in the normal temp. regulation mode
“ACM” the pack is in the ACM By−pass regulation mode
Note: On ground, the RAO and RAI positions are fixed according to the total air
temperature (TAT). If no TAT is available, the RAO and RAI are free to modu-
late between 10% and 96%.
a indicates the position for TAT>15/20 degrees C

b indicates the position for TAT>−10/−5 degrees C;
TAT<15/20 degrees C
c indicates the position for TAT<−10/−5 degrees C
Note: If the pack is on with the RAI fixed at 4%, a compressor overheat
(CDS>240 degrees C) for more than 30 seconds will allow the RAI to open as
necessary to control the overheat.

AIR COOLING
21−50
Figure 43 Pack Limitation Chart

AIR COOLING
21−50
PACK TEMPERATURE AND FLOW CONTROL

General goes into a more open position to reduce the drag of the ACM to ensure cabin
The pack controllers (PC) receive following signals from the zone controller air supply.
(ZC): If the pack is switched off the TCV will go into close position (0°).
S Pack temperature demand to control the pack discharge temperature
Ram air outlet door control
S Pack flow demand to control the flow at the flow control valve (FCV)
The ram air outlet door (RAO) is controlled by two signal:
S TAT for controlling the ram air inlet door (RAI) and ram air outlet door (RAO)
S the pack temperature error which is corrected first by the TCV
position on ground
S the difference between TCV actual position and a 27° optimized TCV posi-
S Cabin altitude for calculation of actual flow.
tion
Pack discharge temperature is controlled by ram air door position as a long
The ram air outlet door will move to more open or more close till the TCV can
term regulation and by temperature control valve position as a short term regu-
reach the optimized position again. If the compressor discharge sensor (CDS)
lation. The TCV is also used to control the flow within the pack by adjusting the
reaches 170° C a more open signal is sent to the RAO to avoid overheat condi-
bypass ratio of the air cycle machine (ACM).
tion.
Flow control On ground when TAT (fom the ADIRU’s via CPC’s and ZC) is valid the RAO
The actual flow through the pack flow control valve is calculated by following and RAI will go into a fixed position depending on TAT to avoid cycling of the
signals: ram air doors. Below −5° C TAT the fixed position is 10% door open, above 20°
C TAT the door position will be 96% open. In the temperature range between
S Pack inlet pressure from the Pack inlet pressure sensor (PIPS)
the fixed position will be 56% open. There is a hysteresis of 5° C for the tem-
S Bleed temperature from the bleed temperature sensor (BTS) perature switching.
S Pack flow control valve differential pressure from the pack flow sensor When pack is selected off the RAO will go to 10% open.
S Cabin altitude from the cabin pressure controllers (CPC) via the zone con-
troller Ram air inlet door control
This flow is compared with the pack flow demand calculated by the ZC. The The ram air inlet door (RAI) follows the feedback of the RAO to avoid a pres-
resulting flow error is used to generate a torque motor current for the flow con- sure built up inside the plenum chamber.
trol valve. The FCV flow signal can be modified by the pack start sequence On T/O (throttles in T/O position, ground and wheelspeed >70kts plus 30 se-
curcuit. conds) or landing (from touch down till wheelspeed <70kts plus 10 seconds)
the ram air inlet will go into a 4% open position to avoid heat exchanger con-
Temperature control valve tamination. If the compressor discharge temperature reaches 240° C for more
The pack temperature demand from the ZC is compared with the actual pack than 30 sec the RAI closing signal is inhibited.
temperature. Normally the actual position is taken from the pack temperature When pack is switched off the RAI will go into a 4% open position.
sensor (PTS). In case of double failure (both sensor elements) the pack dis−
charge sensor (PDS) is used. In case of ACM seized (pack bypass valve open)
the PDS is used as well. The resulting error signal drives the temperature con-
trol valve. If there is low flow through the pack (<110% pack flow with single
pack operation or <70% with dual pack operation for each pack) a Low Flow
Priority signal overrides the temperature control signal to the TCV. The TCV

AIR COOLING
21−50
PACK INLET
PRESSURE
SENSOR
A
BLEED ACTUAL PACK FLOW
TEMP.
A FLOW LOW LIMIT BIAS PACK
SENSOR CALCULATION SINGLE PACK 110% FLOW START
DUAL PACK 70% FLOW SEQUENCE
A
A
PACK FLOW
SENSOR ACT.
PACK
+
A
FLOW
−
A
CABIN ALTITUDE
A
ZONE PACK FLOW DEMAND + − + − TORQUE MOTOR CURRENT
FLOW
A A A CONTROL
CONTROLLER VALVE
TAT A
PACK TEMPERATURE
DEMAND LOW FLOW PACK OFF
A
PRIORITY
A
PDS (PACK
MAX A TEMP.
DISCHARGE
A
+ 0°
A CONTROL
SENSOR ) ACTUAL −
A A VALVE
A PACK TEMP.
A
PTS (PACK
A
TEMP.
SENSOR ) 27° TCV
OPTIMIZED + − TCV POSITION FEEDBACK
A
A
POSITION
BIAS
ACM SEIZED
OR PTS ERROR
DOUBLE FAILURE FROM OPTIMIZED
−
A
TCV POSITION
+A FLOW OPTIMIZATION
GND AND TAT VALID

PACK OFF
A
A
A +
A A RAM AIR
OUTLET
A
10%
A
COMPRES. FIXED POSITION 10%/56%/96% + DOOR
>170° OVERHEAT PROTECTION
DISCHARGE
A
A
SENSOR RAO POSITION FEEDBACK
OVERHEAT A
A
T/O OR LANDING FIXED POSITION 10%/56%/96%
A
4% PACK OFF
A
A RAM AIR
4%
A INLET
DOOR
Figure 44 Pack Temp. and Flow Control

AIR COOLING
21−50
HEAT EXCHANGER TREND MONITORING,

TAKE OFF/LANDING SEQUENCE AND
BYPASS MODE
Heat Exchanger Trend Monitoring ACM By−Pass Cooling Mode
The MHX is monitored by the PC to detect a loss of heat exchanger efficiency, If the ACM is detected as being failed, bleed air can still be cooled using only
which could be caused by damage or contamination due to ingestion of dirt, the primary and main heat exchangers (PHX,MHX). In flight only, the PC will
sand, oil, or foreign objects. generate a signal to open the BPV, thus allowing the bleed air to by−pass the
This “trend monitoring” is accomplished through comparison of the MHX inlet ACM and flow from the PHX through the CCKV to the MHX and into the pack
and outlet temperatures (as sensed by the CDS and HOS) relative to the FCV discharge. Pack temperature control will still be made by modulating the TCV
flow, TCV position, and ambient air temperature. and RAD’S, but feedback for the pack demand will be taken from the PDS
rather than the PTS.
The MHX will be considered contaminated if the heat exchanger efficiency falls
approx. 15% below nominal values. Reset of the ACM Bypass mode results from a FCV fully closed signal.
S This monitor is only valid under the following conditions: Detection of a failed ACM is based on the following factors:
S AC on ground S both packs FCV not fully closed
S APU on S temperature increase through the ACM compressor < 12 degrees C
S Pack on, and in electrical regulation modes for temperature and flow S relationship between bleed and cabin pressures
S TAT available and between 15 degrees C (59 degrees F) and 38 degrees C S pack in electrical flow control mode
(100 degrees F) S position of the TCV, BPV, SOV; and all TAV
S RAO/RAI in fixed positions of 56% or 96% S mass flow of air through the FCV, ACM, TCV
Take Off and Landing Sequence Temperature Control in By−pass Mode
To avoid heat exchanger contamination, the RAI door is (nearly) closed during If the BPV is opened, the fresh bleed air no longer flows past the PTS, located
take off and landing phases.The RAI door is left open about 4% to avoid exces- in the water extractor loop. Since this sensor can no longer be used to mea-
sively high pack temperatures or fan surge conditions. sure the air temperature, the PDS signal is substituted in the PC calculations.
Three input signals are used to determine if the A/C is in a take off or landing The pack demand lower limit will be fixed at −10 degrees C (14 degrees F) .
phase: Otherwise, temperature control through modulation of the RAD and the TCV
S engine throttle position (idle for landing and take−off power for take off) remains unaffected by this condition.
S landing gear compressed
S wheel speed > 70 knts for landing or < 70 knts for take off.
The RAI will be closed for take off for 30 seconds after the take off is initiated,
or until the A/C is no longer on ground.
Upon landing, the RAI will remain closed for 10 seconds after the ground speed
drops below 70 knts.

AIR COOLING
21−50
v
Figure 45 By−Pass Mode

AIR COOLING
21−50
PACK CONTROLLER INTERFACE

Power Supply Driver Outputs
Each lane of the pack controllers is supplied by 28V DC and 115V AC from the Driver and the related motors are single components. If one fails, the respec-
normal bus bars. Each PC has a reset switch on the overhead panel to perform tive output is lost.
a pack controller program restart.
Note:
Zone Controller Interface All links from PCs to ECAM, ACMS, CMS are routed via the zone controller.
Both lanes of each pack controllers are connected to the zone controller via
ARINC 429 data busses to interchange information for the different functions.
The PC’s receive temperature demand, flow demand, MACH, TAT, ZC−Status
and CMC−BITE commands from the zone controller. The Zone controller re-
ceives pack controller status, actual flow, temperature sensor values, valve
positions via ARINC 429 data bus and one discret ”PC total fail” from the pack
controllers.
Ground Speed Relay

From the ground speed relay 19GG the pack controllers receive a above/below
70 knts signal for closing of ram−air inlet doors for take off and landing. The
ground speed relay is triggered by the BSCU.
LGCIU Interface
From the LGCIUs the PCs receive an air/ground discrete for closing of ram−air
inlet doors at take off and landing. Additionally the air ground discrete is used
for lane changeover after landing if the CMCs are not valid.
Sensors Interface
All temperature sensors are double elements. Each PC lane is connected to
one element. If one element fails the active lane can use the other element via
the internal crosslink inside the PC.
The pressure sensors are single sensor elements which are used by the activ
and passiv PC lane.
Potentiometer and Microswitch Inputs

Potentiometers, which deliver a position feedback, are dual elements. Each
lane receives one input.
Position micro switches are single components common for both lanes.

AIR COOLING
21−50
Figure 46 PC−Interface
AIR COOLING
21−50
AIR COOLING
21−50
PACK BAY VENTILATION
21−25
21−25 AIR CONDITIONING BAY

VENTILATION
GENERAL
The air conditioning compartment is located under the wing center box, bet-
ween frames 40 and 44 for the upper part and between frames 37.2 and 44 for
the lower part. It is an unpressurized area.
The air conditioning compartment ventilation system ensures air circulation in
order to maintain, on ground and in flight, a mean temperature of 80° C with an
external temperature of 55° C.This temperature is compatible with the structure
constraints in the relevant area
NOTE : The ventilation is operative even without aircraft electrical power.
System Description
The ventilation of the air conditioning compartment is provided by a system
comprising 3 piccolo tubes supplied by a turbofan on the ground and by a
NACA air inlet in flight.
The compartment ventilation air is rejected outside of the aircraft through an
orifice in the lower part of the belly fairing between frame 42 and 43.
Access doors:
Two man access doors located on the belly fairing are provided for the mainte-
nance of the system components:
S the turbofan,
S the turbofan supply valve,
S the check valve,
S the pressure switch.
Control
The turbofan supply valve installed on the supply system enables operation of
the turbofan on ground and shutdown of the turbofan in flight. The Landing
Gear Control and Interface Unit 1 (LGCIU 1) signals control the position of the
valve .

21−25
Figure 49 Air Cond Bay Ventilation Schematic

21−25
TURBOFAN TURBINE AIR SUPPLY

Pneumatic Interfaces
The crossbleed duct located in the air conditioning compartment supplies air to
the turbofan turbine. This pressurized hot air is supplied by
S the Auxiliary Power Unit (APU)
S or by the engines (Bleed Air)
S or by a ground power unit
There is no need to open crossbleed valve, the turbofan is supplied by both
pneumatic sections via check valves.

21−25
Figure 50 Turbofan Turbine Air Supply

21−25
ELECTRICAL DESCRIPTION
Turbo Fan Supply Valve External Horn
S is a solenoid valve, Is triggered if turbo fan is not running on ground and at least one FCV is
S is energized to close, opened.
S is controlled directly by LGCIU 1, AEVC
S is monitored by AEVC in fully opened and fully closed position, The AEVC has following tasks for the air conditioning compartment ventilation
S is spring loaded closed, system:
S comprises an altitude switch which locks the valve in closed position above S monitoring of turbo fan supply valve,
15000 ft altitude. S control of turbo fan supply valve,
Pressure Switch S monitoring of differential pressure switch,
S measures differential pressure via turbo fan, S monitoring of turbo fan check valve,
S monitors turbo fan and turbo fan supply valve on ground, S monitoring of turbo fan,
S gives a discrete to AEVC if no differential pressure is sensed, S fault analysis of air conditioning compartment ventilation system for CMS.
S is monitored by AEVC in flight (differential pressure shall be zero),
S monitors if turbo fan is switched off in flight,
S opens with increasing pressure at 3.5 mbars,
S closes with decreasing pressure at 2.5 mbars.
Flow Control Valve Position
The flow control valve position:
S is used by the AEVC to monitor if pneumatic system is supplied and for mo-
nitoring of turbo fan and turbo fan supply valve,
S is used to trigger a ventilation warning on ground, if turbo fan is not running
and at least one FCV is opened.

21−25
FAN NOT
RUNNING
FLIGHT
GROUND
Figure 51 Air Cond. Comp. Vent. Electrical Schematic

21−25
AIR CONDITIONING COMPARTMENT VENTILATION

Figure 52 Air Cond. Ventilation Operation Modes

21−25
SEE ITEM1
SEE ITEM1
Figure 53 Air Cond. Compt. Vent. Warnings

21−25
SEE ITEM1

21−25

21−25
TURBO FAN SUPPLY LINE − BLANKING PLUG

A blanking tube fitted in the vicinity of the turbofan serves to blank the turbine
supply line during maintenance action on ground. The hose which supplies the
turbo fan is attached with a quick disconnect, which fits on the blanking plug.
This feature prevents:
S permanent hot air leakage on ground in case of turbofan failure(jammed),
S excessive rotation speed of turbofan in flight in case of turbofan supply
valve jammed in the open position.

21−25
Figure 56 Turbofan Supply Line − Blanking Plug

21−25
AIR CONDITIONING COMPARTMENT VENTILATION SYSTEM − Closure

COMPONENT DESCRIPTION AND LOCATIONS S With no supply pressure (crossbleed duct not supplied): Whatever the
position of the solenoid valve, the spring maintains the valve closed.
Turbofan (6250HG) S With supply pressure : The soleno¯d valve closes the venting ori-
S Description fice.The internal pressure of the control chamber is equal to the sup-
The turbofan is a turbine driven fan of the pneumatic powered type (it is ply pressure(through the nozzle).The spring closes the valve.
operative without electrical power). It consists of a vane axial fan with a tur- − Opening (necessity of supply pressure):
bine mounted at the periphery. The solenoid opens the venting orifice.The internal pressure of the con-
The turbofan housing will contain fan impeller fragments in case of a failure trol chamber is equal of the external pressure (lower than the supply
to comply with specification requirements. pressure). Due to the differential pressure on both sides of the piston,the
The turbofan rotor is mounted on two ball bearings lubricated with grease. valve opens.
S Operation − Safety altitude:
The turbofan ensures blowing of the required ventilation airflow during When aircraft external pressure/altitude exceeds 15,000 ft, the aneroid
ground operation when it sucks in the necessary airflow through the NACA capsule blanks the venting orifice,then the pressure of the control cham-
air inlet. The turbofan is driven by compressed air supplied from different ber is equal to the supply pressure. Whatever the position of the solenoid
sources(described in the pneumatic interfaces). valve, the spring closes the valve.
In flight a segregated valve (turbofan supply valve 1HR) closes the turbine − Location
air supply and the turbofan is in windmilling configuration. The valve is located in the belly fairing between frames 39 and 39.1.
The turbine airflow is discharged into and mixed with the turbofan airflow.
S Location Check Valve (6252HG)
The turbofan is fitted in the belly fairing between frames 39 and 39.1 and is The check valve is installed on the ventilation system of the air conditioning
attached to the aircraft structure by four shock absorbers. compartment, in the belly fairing between frames 39 and 39.1.
The check valve is closed on ground and open in fligth and enables normal air
Turbofan Supply Valve (1HR) conditioning compartment ventilation when the turbofan operates.
S Description
− The valve is an in line valve made of aluminum alloy. An internal piston Pressure Switch (2HR)
is pneumatically actuated. It is spring loaded closed. A solenoid valve S Description
serves to control the piston internal pressure and then enables valve It includes a flexible membrane which is submitted to a differential pressure
opening and closure. (P1/P2).
− A safety altitude device (aneroid capsule) prevents inadvertent valve NOTE : In flight, the pressure switch withstands overpressure conditions.
opening when the aircraft altitude exceeds 15,000 ft.The position of the − Operation:
valve is detected by two microswitches which provide the fully closed The pressure switch is connected to the upstream turbofan pressure port
and fully open positions. (port P2) and downstream turbofan pressure port (port P1).This enables
S Operation the monitoring of the air conditioning compartment ventilation on ground
The turbofan supply valve is installed on the turbofan turbine air supply and and the monitoring of the pressure switch by the AEVC in flight.
controls the turbine air supply according to the relevant sequences: − Location
The pressure switch is installed on the aircraft structure between frames
39 and 39.1.

21−25
A
PRESS SW − VENTILATION
AIR COND COMPT. 2HR
TURBOFAN − VENTILATION
TURBOFAN − VENTILATION AIR COND COMPT. 6250HG
AIR COND COMPT. 6250HG
A
CHECK VALVE − VENTILATION

AIR COND COMPT. 6252HG
VALVE − TURBOFAN
SUPPLY 1HR
Figure 57 Air Cond. Compt. Ventilation System − Component Locations

TEMPERATURE CONTROL
21−60
21−60 TEMPERATURE CONTROL

SYSTEM DESCRIPTION
General valves (TCKV) avoid trim air reverse flow in direction of the packs. One trim air
The temperature control system of the Airbus A340 controls the temperature in shut off valve, which is normally closed, opens, if there is a trim air supply prob-
flight deck and the three cabin zones. The zone controller (ZC), which com- lem to supply all 7 trim air valves by one trim air pressure regulating valve.
prises two independent lanes, is the main component for zone temperature The pressure regulating function of the trim air pressure regulating valve is
regulation. One zone controller lane is activ and one zone controller is passiv. monitored by two trim over pressure switches (TOPS).
Changeover occurs after each flight by a CMC signal or an air−ground transi- For calculating of pack temperature demand and pack flow demand the zone
tion as back−up, if the CMC is not valid. In case of activ zone controller lane controller receives sensor data from:
failure the lane transition happens automatically. Each lane can perform all
S cabin sensors (CS),
zone controller functions.
S duct sensors (DS),
The zone controller calculates, out of actual temperatures and the temperature
selection in flight deck (air conditioning panel) together with cabin venier selec- S mixer unit sensor (MSC),
tion a temperature and flow demand. S temperature upstream sensor (TUS),
The pack cotrollers receive those demands for controlling ram−air doors, tem- S actual flow from PC’s,
perature control valve and flow control valve. S cargo cool selection,
For having individuell temperature adjustment 7 trim air valves (TAV) add hot S pack flow selection.
air to the pack discharge air, one for the flight deck and six for the cabin. The
six cabin trim air valves can be related to the three cabin zone by cabin config- Interface Function
uration programming. The zone controller monitors pack controllers and is the interface between pack
controller and aircraft systems like ECAM, ACMS and CMS.
System Function
To have sufficient bleed air available, the zone controller generates
Each zone gives an temperature demand to the zone controller. The zone con-
troller calculates the coolest demand of the cabin zones and the flight deck. S a bleed demand for the four engine vibration monitoring units (EIVMU) to
The mixer unit receives cold air from both packs and recirculated air from recir- increase engine RPM,
culation fans. The pack outlet temperature is modified from the zone controller S a bleed demand for APU electronic control box (ECB) to adjust the inlet
by calculating a pack temperature demand that will cause a mixer unit temper- guide vane (IGV) position,
ature, which satifies the demand of the zone with the coolest temperature de- S a bleed air temperature demand for the four bleed monitoring computers
mand. For the other zones trim air is added by the trim air valves to satisfy their (BMCs) to change the bleed temperature from 200° C to 150° C, by adju-
temperature demand. sting fan air valve position.
The air supplied by the recirculation fans to the mixer unit is taken from the The zone controllers monitors wing anti ice (WAI) valve function and nacelle
area around FWD and aft cargo compartment and filtered by 4 recirculation anti ice (NAI) valve function.
filters.
From the ventilation controller (VC) the zone controller receives the cargo cool
The hot air for the trim air valves is taken downstream of the flow control selection, to calculate pack temperature demand for pack two and pack flow
valves. Two trim air pressure regulating valves (TPRV), one for each pack, reg- demand for both packs.
ulate the pressure of the hot air to 4 psi above cabin pressure. Trim air check

TEMPERATURE CONTROL
21−60
Figure 58 Temeperature Control Schematic

TEMPERATURE CONTROL
21−60
FLEXIBLE ZONE LAYOUT

One fresh air duct supplies the flight deck, six ducts supply the three main
cabin zones. To improve the flexibility of the passenger cabin, several different
zone configurations are possible.
Depending upon cabin configuration, different supply ducts are grouped to-
gether to supply the specific demands of each zone.
For each conifiguration, those ducts used to supply each zone must be defined
in the zone controller, which receives the configuration information through the
Cabin Intercommunication Data System (CIDS) . Main Deck Cargo Compart-
ment (MDCC) wall installation information is transmitted via pin programming.
When one of the MDCC configurations is selected, the ZC control laws and
temperature limits for the AFT zone are changed from those of the passenger
zones.
The cabin configuration which is valid at take−off is memorized by the ZC and
is maintained throughout the flight. A new configuration can be inseted only
when the aircraft is on ground.

TEMPERATURE CONTROL
21−60
Figure 59 Flexible Zone Layout

TEMPERATURE CONTROL
21−60
ZONE CORRECTION
Optimized Temperature Selection
The basic zone reference temperatures are selected by the pilot via two selec-
tors, one for the F/D, one for the cabin. The range of selection is from 18 de-
grees C (64 degrees F) to 30 degrees C (86 degrees F). An optional tempera-
ture selector for the Main Deck Cargo Compartment (MDCC) has a range from
5 degrees C (41 degrees F) to 25 degrees C (77 degrees F).
The reference temperatures are modified with the following correction factors:
S altitude correction
S zone correction (applies to cabin zones only)
These correction factors are added to the selected reference temperature to
create the “optimized” selected temperature values. The optimized values are
then used to compute the zone, duct, and pack demands.
Note: These correction factors are not valid for the MDCC.

TEMPERATURE CONTROL
21−60
Figure 60 Zone Correction

TEMPERATURE CONTROL
21−60
OPTIMIZED TEMPERATURE SELECTION

Altitude Correction:
The ZC (Zone Controller) calculates an offset to the selected zone temperature
based on aircraft altitude to compensate for reduced humidity and surface tem-
peratures.
This offset varies linearly from 0 degrees on ground to +0.75 or +1.5 degrees C
max. at an altitude of 40 000 feet, when selected via the MCDU.
So normally it is not necessary during flight to change the preselected tempera-
ture with the cabine temperature selector in the cockpit.
Zone Correction:
If it is necessary, the temperature for the cabin can be optimized for each zone
by the flight attendants at the Forward Attendant Panel ( FAP ).
The zone correction takes the form of an offset of up to +/−2.5 degrees C in
increments of 0.5 degrees C of the preselected temperature in the cockpit.
The Temperature signal go to the Cabin Intercommunication Data System (
CIDS ) and then to the Zone Temperature Controller which takes these zone
correction values into account for calculating the target temperature.

TEMPERATURE CONTROL
21−60
TARGET
TEMP. C
COCKPIT SELECTION ACTIV( CS )
ZONE CORRECTION ACTIV ( ZC )

30
TT=CS + ZC +max.1.5 C ALTITUDE CORRECTION ACTIV ( AC ) − 1.5 C TT=CS + ZC
28 TT= CS + ZC + AC
26
+ max 2.5 C
24
COCKPIT SEL. 22
( CS )
TOC = TOP OF CLIMB
TOD = TOP OF DECENT
20
− max 2.5 C
18
TAKE TOC TOD LANDING

OFF
TT = TARGET TEMP. AC = ALTITUDE CORRECTION (when sel. via MCDU)

CS = COCKPIT SEL. TEMP. ZC = ZONE CORRECTION
Figure 61 Zone and Altitude Correction

TEMPERATURE CONTROL
21−60
CABIN DUCT DEMAND AND LIMITATION

The ZC calculates a duct demand based on the optimized zone temperature
selection and the actual cabin zone temperatures.
Duct demands are normally limited to a range from +8 degrees C (46 degrees
F), up to +50 degrees C (122 degrees F). If the cabin temperature is outside of
the normal range of 17 degrees C (63 degrees F) to 28 degrees C (82 degrees
F), such as in a cold or heat soaked aircraft with no passengers on board, the
duct demands will be extended to a range from +2 degrees C (36 degrees F)
up to 70 degrees C (158 degrees F) . This allows a more rapid cabin tempera-
ture stabilization.
If only one pack is operating, the low limits are fixed at +2 degrees C (36 de-
grees F).
The duct demands from the ZC are compared to the actual duct temperatures
to create the TAV drive signal. When the error between the actual duct tempe-
rature and duct demand is zero, the TAV position will be held constant.
Note:
If both Zone Controller Lanes are lost, the Packs will go to 100% Flow Demand
and 5 degrees Pack Temperature Demand at PTS (Pack Temperature Sensor).

TEMPERATURE CONTROL
21−60
Figure 62 Cabin Duct Demand

TEMPERATURE CONTROL
21−60
ZONE TEMPERATURE CONTROL

General
The zone controller (ZC) controls the cabin temperature regulation and is the
interface between aircraft and pack controllers (PC). It generates following
signals for the pack controllers:
S Pack temperature demand, which is compared inside the PC with the actual
temperature from the pack temperature sensor (PTS). The error signal is
used to regulate the ram air door position and temperature control valve
position.
S Pack flow demand, which is regulated by the torque motor within the flow
control valves (FCV).
Additionally the zone controller transmits the TAT and cabin altitude to the pack
controllers. Both signals are received from the cabin pressure controllers
(CPC).
For sufficient supply of pneumatic air the zone controllers generates a APU
flow demand for the APU ECB to control the inlet guide vanes for enviromental
control system (ECS) demand. On engine pneumatic supply the zone controller
generates a bleed demand signal to the engine interface and vibration monitor-
ing units (EIVMU) to increase the idle RPM of the engines if bleed air pressure
is not sufficient.
For special conditions, when bleed air is needed with lower temperature, the
ZC transmits a 150° C changeover signal to the bleed monitoring computers
(BMC).
If the pack flow selector is selected to LOW and the pack flow is not sufficient
to cool down the cabin, the ZC transmits a signal to ECAM to create a ”IN-
CREASE FLOW” message.

TEMPERATURE CONTROL
21−60
Cabin Temperature Control APU Flow Demand
For each cabin zone the selected zone temperature is created by the tempera- The temperature error signals from flight deck and from the cabin zones are
ture selection, which includes the cabin temperature selector in cockpit and supplied to a cool discreminator (MIN) and to a hot discreminator (MAX) to se-
venier selection on CIDS panel, and ZONE and ALTITUDE correction. For the lect the signal with the highest demand. That signal is used to create a APU
flight deck (F/D) the selected temperature is created by the flight deck temper- flow demand for the ECB when at least one pack is on and the APU load valve
ature selection and ALTITUDE correction. is open. If cargo cool is selected to NORM or MAX this temperature demand
A temperature error is created for each zone by comparing the seleted temper- signal is also taken into account.
ature with the actual temperature from the cabin or flight deck temperature sen-
sor. This error is used to control the respective trim air valve (TAV) for each
riser duct. The duct temperature is used as a damping signal to avoid over-
shooting of the regulation. The duct temperature is limited between 8° C and
50° C. If the cabin actual temperature is below 19° C the upper duct limit will be
increased to 70° C. If the cabin actual temperature is above 26° C the lower
duct limit is decreased to 2° C.
Trim air valve 2, 3, 4 and 5 can be controlled by different zones depending of
the entered seat configuration in CIDS. This function is called flexible zone lay-
out (FLZ).
Pack Temperature Demand

The temperature error signal of the flight deck is compared with the F/D up-
stream sensor (TUS) which reflectes the temperature of the cold air from the
packs (including the temperature rise from the restrictor) without mixed regu-
lated trim air. The coolest temperature error signal for the three zones is
compared with the mixer unit sensor (MSC) which reflectes the temperature of
the cold air (including recirculated air) without mixed trim air. If the TUS or MSC
temperature is not cold enough to satisfy the cool demand for the zone with the
coolest demand a more cool temperature demand signal is generated for both
packs. If the temperature demand of the zone with the coolest demand is
higher than the temperature at TUS (for flight deck only) or MSC a more heat
demand is generated for both packs. The system is designed that the pack dis-
charge temperature satisfy exactly the demand of the zone with the coolest
demand.
If FWD cargo cooling is selected to NORM or MAX the coolest demand of the
three cabin zones and FWD cargo cooling is taken to create the temperature
demand for pack 2. If the FWD cargo cooling determines the coolest demand,
both packs will have different discharge temperatures.

TEMPERATURE CONTROL
21−60
Engine Bleed Demand

For the bleed demand signal to the EIVMU’s only the cool discreminator is
used. In case of unsufficient bleed pressure at pack inlet with APU load valve
closed (engine bleed supply) the idle RPM is increased (signal via EIVMU’s to
engine FADEC’s).
During single pack operation with engine bleed supply, a 100% bleed demand
signal is transmitted to EIVMU’s.
150° Bleed Temperature Changeover
If the coolest temperature demand error is less than −4° C and the pack tem-
perature error is less than −2° C for more than 5 minutes the bleed temperature
will be changed to 150° C to support the packs cooling down the air. The same
will happen if an air cycle machine (ACM) is seized (mechanical defect) or
when there is single pack operation with low pack inlet pressure. The change−
over is inhibited in flight with wing anti ice (WAI) ON.
INCREASE FLOW Message
If pack flow is selected to LOW position and the coolest temperature demand
error is lower than −4° C with aircraft in flight and the cabin temperature de-
creases less than 1° C within 10 minutes a ”INCREASE FLOW” message will
appear on ECAM.
Pack Flow Demand

The flow demand is normally determined by the pack flow selector on the air
conditioning panel. In position LOW 80%, in NORM 100% or in position high
120% of flow thru the flow control valve (FCV) is is selected. With cargo cooling
in NORM the selected flow is increased by 12% and in position HIGH by 21%.
In case of single pack operation the pack flow demand is fixed by 140% which
is the maximum possible flow demand.
NOTE: The next page is available an A3 format

TEMPERATURE CONTROL
21−60
F/D
TEMP
ACT TEMP
SENSOR
F/D
TEMP F/D DUCT
SELECTOR SENSOR F/D
UPSTREAM
SENSOR TUS
A
+ − −
ALTITUDE +
A SEL +
A ERROR +
A A F/D TRIM
CORRECTION TEMP AIR VALVE
A
+ − TEMP DEMAND PACK 1
DUCT DEMAND A A A PACK
A CONTROLLER
A 1
MIN
MIXER
DUCT DEMAND UNIT A
A
SENSOR MSC TEMP DEMAND PACK 2 A
MIN PACK
ZONE 1 DUCT A A
A CONTROLLER
CAB. TEMP −
A
SENSOR 1 +
A 2
SENSOR A A
MIN
A
+ − TRIM AIR
A A A
CABIN ZONE 1 VALVE 1 TAT, CABIN ALTITUDE
TEMP DUCT
SELECTION FWD CC
SENSOR 2 FWD CARGO
COOLING
COOLING
A
+ SELECTOR
A
− −
A
ZONE +
A +
A A + TRIM AIR
A A
CORRECTION + VALVE 2 OFF/NORM/MAX
A
A
+0/+12/+21%
A PACK
LOW/NORM/MAX A
ALTITUDE FLOW 80/100/120% PACK FLOW
+
A SELECTOR APU LOAD OPEN
CORRECTION A 140% FIXED DEMAND
VALVE
PACK OPS SINGLE PACK A 140% FIXED
MODE
FLOW LOGIC
PACK ON
FLEXIBLE APU LOAD VALVE OPEN

A
ZONE A TO TAV 4 A
LAYOUT A
A
A
FLZ A TO TAV 5 A
APU IGV POS.
A
APU FLOW DEMAND

MAX A
MAX
A A 0−54
A ECB
A
A DEGREES
A
ZONE 2
CAB. TEMP HOT
SENSOR DISCREMINATOR
DUCT DEMAND INCREASE
OF IDLE
A BLEED DEMAND RPM
CABIN
A A A EIVMU’S
ZONE 2 A
TEMP
A
SELECTION DUCT MIN
A PACK INLET
SENSOR 3 A LOW BLEED
PRESSURE
A
A
+ −
A
+ + − + TRIM AIR COOL

ZONE A A A A APU LOAD
VALVE 3 DISCREMINATOR VALVE
CORRECTION + 100% BLEED
A
A
DEMAND CLOSED
A
ALTITUDE + SINGLE
A
DUCT PACK
CORRECTION
SENSOR 4 OPERATION
A
+ − TRIM AIR PACK TEMP

A A A
VALVE 4 ERROR <−2° C WAI ON
FOR > 5 MIN
A
FLIGHT
FROM
FLZ
< −4° C FAN AIR VALVE
A
TEMP CHANGEOVER 150° C
A
BMC’S REGULATION
A
ZONE 3 ACM SEIZED

CAB. TEMP FROM
SENSOR FLZ DUCT DEMAND SINGLE PACK
OPS AND LOW
A BLEED PRESS
CABIN ZONE 3
A
TEMP DUCT
SELECTION
FROM SENSOR 5
FLZ
A
+
A
+ + − + − TRIM AIR
ZONE A A A A A
VALVE 5
CORRECTION +
A
CABIN ACT TEMP

A
DECREASE < 1°
FROM ”INCREASE
ALTITUDE + FLOW SELECTOR IN ”LOW”
A FLZ DUCT A ECAM FLOW”
A
CORRECTION < −4° C MESSAGE
SENSOR 6
FLIGHT TD 10 MIN
−
A
+ TRIM AIR
A A
VALVE 6
Figure 63 Temperature Control Schematic

TEMPERATURE CONTROL
21−60
21−60 COMPONENT DESCRIPTION

TEMPERATURE CONTROL SENSORS AND FAULT
REACTIONS
Temperature Control Sensors Description
All temperature sensor are dual elements, each for one zone controller lane.
System Reactions to Selected LRU Failures

Potentiometers, Pressure sensors, Temperature sensors (single failures):
S If the active ZC lane loses a signal from one of these units, the signal can
be taken from the passive lane with no system consequences.
Cabin sensor in F/D (double failure):
S manual control of duct demand by using temp selector switch (LO= 8_C
,HIGH = 42_C)
Cabin sensor in FWD, MID or AFT (double failure):
S mean value of remaining cabin sensors is used
Duct sensor in F/D (double failure):
S TUS signal is used for calculations
Duct sensor in Area 1 to 6 (double failure):
S close affected TAV
Temperature Selector Switch (double failure):
S default value 24_C (+ corrections)
TAV Mechanical:
S Tav is commanded stopped; if zone temp > duct temp by 3_C for 300 sec,
TPRV closed
Toilet & Galley Fan:

S all cabin duct demands fixed at 15_C (on ground and ADIRUs off)
S on GND TAT is used tor calculate duct demand if at least one ADIRU is
switched to ON

TEMPERATURE CONTROL
21−60
Figure 64 Temperature Control Sensors

TEMPERATURE CONTROL
21−60
TRIM PRESSURE REGULATING VALVE (TPRV)

Two identical trim air pressure regulating valves are located in the trim air sys-
tem. The main funtions of the TPRVs are:
S regulate the trim air downstream pressure to a constant value of 4 psi (0.28
bar) above cabin pressure,
S isolate the trim air system from the hot air supply when switched off by ei-
ther the pack controller or the flight crew.
The TPRV uses bleed air, taken upstream of the flow control valve, as the ac-
tuating pressure to control downstream trim pressure. Two modes of operation
are possible:
S control mode,
S shut−off mode.
Control mode: Solenoid energized, vent is closed; muscle pressure is regulated
relative to cabin pressure and then acts upon the pneumatic actuator to modu-
late the butterfly valve position.
Shut−off mode: Solenoid de−energized, vent is open; the peumatic actuator
pressure is vented to ambient and the butterfly valve closes due to spring pres-
sure.
The TPRV comprises two not fully closed microswitches for monitoring. The
TPRV will be closed by the zone controller in case of duct overheat of 88° C by
the active lane or 94° C by the passive lane. Additionally they get a closing sig-
nal if there is a failure in the trim air system (TAV stuck in open) or pack start-
ing sequence.

TEMPERATURE CONTROL
21−60
Figure 65 Trim Pressure Regulating Valve

TEMPERATURE CONTROL
21−60
TRIM−AIR VALVE AND TRIM−AIR SHUTOFF VALVE

Trim−Air Valve
The seven TAVs, located in the trim air ducting near the mixing manifold, regu-
late the flow of warm trim−air into the distribution ducts.
The electro−mechanical actuator of the TCV contains a 3−coil DC (Stepper)
motor, reduction gearing, 2 channel potentiometer, and a fully closed position
limit switch.
Each step of the motor results in 15° of actuator output shaft rotation. When
the actuator position is constant, a low ”holding” current is maintained in one of
the coils to hold the actuator in the selected position.
Trim−Air Shutoff Valve

The trim air shut−off valve opens when there is a failure of one trim air pres-
sure regulating valve or no bleed supply to ensure trim air supply for all 7 trim
air valves.
The trim air shut−off valve is controlled and monitored by the zone controller.
It comprises a DC motor and limit switches for fully−open and fully−closed posi-
tion for monitoring and position feedback.
An internal overheat switch cuts of power in case of overheat.

TEMPERATURE CONTROL
21−60
Figure 66 Trim−Air Valve and Trim−Air Shutoff Valve

TEMPERATURE CONTROL
21−60
ZONE CONTROLLER
General
The Zone Controller (ZC) has the following main functions: FWD Cargo Overheat
S Optimized Temperature Selection If the ZC receives a valid overheat indication from the Ventilation Controller
S Temperature Control (VC) the TPRV 1 and the SOV, if necessary, will be closed and the Hot Air fault
lamp will be energized. (Reset: overheat signal from the VC cleared, Hot Air
S Demand Calculations
pushbutton selected off)
S Protections
S Pack Starting Sequence Pressurization Inhibit
S Engine Bleed / WAI Valve Monitoring / Status If any door is detected to be not closed and locked while the A/C is in flight
phase “2”( the time between first engine start and take−off power setting), the
Protections FCVs of both pack 1 and pack 2 will be closed to prevent pressurization.
The ZC monitors for and reacts to overheat conditions. The types of overheats
Engine Bleed / WAI Valve Monitoring Status
which can be detected are shown below along with the system reactions to
each: The ZC monitors the bleed valve and the wing anti ice (WAI) system status.
It checks input signals to determine the current status, and then transmits in-
Duct Overheat formation to the EIVMU and the BMC.
Temp, System Reaction
Lane Switching
88 degrees C (190 degrees F) TPRV closed, Hot Air fault lamp energized;
reset at 70 degrees C (158 degrees F) and Hot Transfer to the other Zone Controller Lane occurs approx. 70 sec after touch
Air pushbutton selected off down whwn the CMC transmits a air to ground transition on its data bus.
94 degrees C (201 degrees F) (“passive” ZC lane only) TPRV closed, Hot Air However when the active Lane is considered as faulty a transfer to the other
fault lamp energized; reset at 70 degrees C Zone Controller Lanne will occur when the other Lane is more healthy.
(158 degrees F) and Hot Air pushbutton selec
ted off

TEMPERATURE CONTROL
21−60
Figure 67 Zone Controller

TEMPERATURE CONTROL
21−60
21−60 TEMPERATURE CONTROL GENERAL LOCATIONS

The distribution system for temperature control system consists of mixing dis-
tribution chamber, riser ducts, trim air valves, hot air pressure regulating
valves, isolation valves, temperature sensors and zone controller.

TEMPERATURE CONTROL
21−60
Figure 68 Temperature Control Locations

TEMPERATURE CONTROL
21−60
MIXING UND DISTRIBUTION UNIT CHAMBER

The mixer unit is the main component of cabin air distribution and temperature Trim Air Valve (TAV4) 634HK
control system. Cabin recirculated air, pack discharge air, low pressure ground S is istalled in riser duct for cabin area 4,
supply and emergency ram−air are supplied to the mixer unit chamber.
S mixes trim air with cold air,
From the mixer unit cold air is distributed to the 6 riser ducts which supply the
S is controlled by ZC,
tree cabin zones.
S is monitored by CMS via ZC.
In the area of the mixer unit there are:
Trim Air Valve (TAV5) 635HK
Mixer−Unit Temp Sensor (MSC) 640HK
S is istalled in riser duct for cabin area 5,
S measures temperature in mixer unit,
S transmits the temperature signal to ZC,
S is installed at mixer unit.
Duct Temp Sensor (TUS) 648HK
Trim Air Valve (TAV6) 636HK
S measures temperature in F/D riser duct,
S is installed between mixer unit and F/D TAV.
Trim Air Valve (TAV1) 631HK S is monitored by CMS via ZC.
Trim Air Valve (TAV F/D) 637HK
S is istalled in riser duct for flight deck,
Trim Air Valve (TAV2) 632HK S is monitored by CMS via ZC.
Trim Air Pressure Regulating Valve (TPRV1) 638HK
S is installed downstream of FCV 1,

S regulates downstream duct pressure 4 psi above cabin pressure,
S is installed in the unpressurized area between pack and mixer unit,
Trim Air Valve (TAV3) 633HK S is controlled by ZC,
S is istalled in riser duct for cabin area 3, S is monitored by CMS via ZC.
S mixes trim air with cold air, (CONT.)

TEMPERATURE CONTROL
21−60
TPRV 2
TPRV 1
Figure 69 Mixing and Distribution Unit Chamber

TEMPERATURE CONTROL
21−60
(CONT.)
Trim Air Pressure Regulating Valve (TPRV2) 639HK Duct Temp Sensor (DS5) 645HK
S is installed downstream of FCV 2, S measures temperature in riser duct for cabin area 5,
S regulates downstream duct pressure 4 psi above cabin pressure, S transmits temperature signal to ZC,
S is installed in the unpressurized area between pack and mixer unit, S is monitored by CMS via ZC.
Duct Temp Sensor (DS6) 646HK
S measures temperature in riser duct for cabin area 6,
Duct Temp Sensor (DS1) 641HK S transmits temperature signal to ZC,
S measures temperature in riser duct for cabin area 1, S is monitored by CMS via ZC.
S transmits temperature signal to ZC,
Hot−Air Press Switch (HAPS1) (TOPS) 681HK
S monitores the downstream pressure regulated by TPRV 1,
Duct Temp Sensor (DS2) 642HK S transmits a signal to ZC in case of high pressure,
Hot−Air Press Switch (HAPS1) (TOPS) 682HK
S monitores the downstream pressure regulated by TPRV 2,
Duct Temp Sensor (DS3) 643HK S transmits a signal to ZC in case of high pressure,
Trim−Air Shuttoff Valve (SOV) 649 HK
S opens in case of failure of a trim air pressure regulating valve or pack sup-
Duct Temp Sensor (DS4) 644HK ply to connect both trim air systems,
S measures temperature in riser duct for cabin area 4, S ensures supply of all TAVs,
S transmits temperature signal to ZC, S is controlled by the ZC,
S is monitored by CMS via ZC. S is monitored by CMS via ZC.

TEMPERATURE CONTROL
21−60
Figure 70 Mixing and Distribution Unit Chamber

TEMPERATURE CONTROL
21−60
FLIGHT DECK DUCT TEMPERATURE SENSOR

LOCATIONS
Flight Deck Duct Temp Sensor 647HK
S measures temperature in flight deck supply duct downstream of the trim air
valve,
S is monitored by CMS via ZC,
S is installed underneath FWD cargo compartment floor at cockpit supply
duct.

TEMPERATURE CONTROL
21−60
Figure 71 Flight Deck Duct Temperature Sensor Locations

TEMPERATURE CONTROL
21−60
CABIN TEMPERATURE SENSORS

In each cabin area there is one cabin temperature sensor (CS) installed. They
S measure actual cabin temperature,
S are installed in a housing above cabin ceiling panels,
S are located in the air flow between cabin zone and lavatoray and galley ex-
tract duct,
S transmit cabin temperature signal to ZC,
S are monitored by CMS via ZC.
There is following relationship:
S temperature sensor 651HK for FWD Cabin,
S temperature sensor 653HK for Mid Cabin,
S temperature sensor 655HK for Aft Cabin.

TEMPERATURE CONTROL
21−60
CABIN TEMPERATURE SENSOR
CELLING PANEL
Figure 72 Cabin Temperature Sensors

TEMPERATURE CONTROL
21−60

In each cabin area there is two cabin temperature sensors (CS) installed. They
S measure actual cabin temperature,
S are installed in a housing at the headtracks,
S are located in the air flow between cabin zone and lavatoray and galley ex-
tract duct,
S transmit cabin temperature signal to ZC,
S are monitored by CMS via ZC.
There is following relationship:
S Temperature Sensor 651HK for the FWD Cabin
S Temperature Sensor 652HK for the FWD Cabin
S Temperature Sensor 653HK for the Mid Cabin
S Temperature Sensor 654HK for the Mid Cabin
S Temperature Sensor 655HK for the Aft Cabin
S Temperature Sensor 656HK for the Aft Cabin

TEMPERATURE CONTROL
21−60

Figure 73 Cabin Temperature Sensors

TEMPERATURE CONTROL
21−60
COCKPIT TEMPERATURE SENSOR LOCATIONS

The flight deck Sensor 650HK
S measures cockpit ambient temperature,
S is located inside airflow from cockpit to avionics equipment ventilation ex-
tract system (refere to ATA 21−26),
S is installed underneath the cover of the rear console,
ZONE CONTROLLER LOCATIONS

All functions of the temperature regulation system are controlled and monitored
by the zone controller (ZC) 630 HK. The zone controller:
S monitors all electrical components and transmits the result to the CMC,
S can be tested by CMC,
S controls all trim air valves, hot air shut−off valve and trim air pressure regu-
lating valves,
S delivers demand signals to the pack controllers,
S has an interface to EIVMUs, APU ECB, BMCs, wing anti ice and nacelle
anti ice,
S is installled in 800 VU.

TEMPERATURE CONTROL
21−60
TEMPERATURE SENSOR
B
ZONE CONTROLLER 630HK
Figure 74 Cockpit Temperature Sensor Locations

CONTROL
21−63
ZONE CONTROLLER INTERFACES

ECB
Lane 1 or lane 2 of the zone controller sends an APU flow
DMU
demand to the Electronic Control Box to increase the APU bleed flow
Lane 1 or Lane 2 of the zone controller sends temperature if the cooling capacity cannot be reached.
system data to the Data Management Unit for the Aircraft Condition
APU flow calculation is performed when the zone controller receives
Monitoring System.
an APU bleed valve open signal from the Electronic Control Box.
CPC 1
VENT. CONT.
The Cabin Pressure Controllers send signals to the zone controller
Lane 1 or lane 2 of the zone controller sends a Trim Air
for temperature correction control and pack heat exchanger monitoring.
Pressure Regulating Valve 1 and Trim Air Shut off Valve fully closed
Signals : Top of climb, top of descent, cruise configuration position signal, for forward cargo Trim Air Valve closure.
Used for : Temperature correction Each FCV position signal is used for the recirculation valve control
Signal : Total Air Temperature and the cold air valve control.
Used for :Heat exchanger monitoring (cold air valve closed when at least one FCV is closed).
Signal : cabin press The ventilation controller sends to the zone controller a FWD cargo
Used for : flow control cooling demand for pack 2 outlet temperature control.
Both Cabin Pressure Controllers receive a RAM AIR pushbutton ON selection The FWD cargo cooling selector setting is used for pack flow control
signal from the AIR panel. and APU flow demand.
This, to increase the fuselage ventilation by driving the outflow A galley and Toilets fan FAULT signal is sent to the zone cont.
valves to the half open position. If on ground, cabin temperature sensors are no longer ventilated.
Then a fixed temperature demand depending on TAT is computed.
CMC 1, 2
FWD cargo duct overheat signal or, ventilation cont. fault and FWD
The Centralized Maintenance Computers are connected to lane
heating installed signals lead to TAPRV 1 and SOV closure.
1 and lane 2 of the zone controller for system monitoring.
Inputs : Flight information and BITE command from CMC 1 SDAC 1,2
Used for : BITE demand Warnings and Indications are transmitted to the System Data
Outputs : Temperature control and wing anti ice systems BITE information Acquisition computers via ARINC buses for system monitoring and indicating.
to CMC 1 and CMC 2 The zone controller and each pack controller send FAULT and overheat
Used for : system monitoring signals to SDAC 1 and 2 for warning and indication purposes.
Both SDACs also receive pushbutton position, valves position and disagree-
ment
signals of FCV position for warning and monitoring.

CONTROL
21−63
Figure 75 Zone Controller Interface

CONTROL
21−63
EIVMU 1, 2 PNEUMATIC ENG ANTI−ICE SIGNALS
Lane 1 or lane 2 of the zone controller sends a duct demand Pneumatic, engine and anti ice systems send discrete signals
temperature signal to each Engine Interface and Monitoring Unit. to the zone controller.
This is used in the temperature control loop in order to increase Signals : TAPRV, cross feed valve, and HP fuel valve positions
engine idle speed until a sufficient cooling capacity is obtained. Wing anti−ice and nacelles anti−ice valves positions.
The Engine Interface and Vibration Monitoring Units send an engine Used for :processing a bleed air system status to EIVMU for
start signal to the flow control valve engine start relays for flow engine idle speed calculation.
control valve closure. Anti−ice signals are also used for maintenance purposes through the CMC.
EIVMU 1 and 2 send a take−off thrust signal to each pack controller
via the zone controller for pack ram air inlet closure at take−off GROUND SPEED SIGNALS
and landing. Both pack controllers receive a signal of wheel speed higher than 70 knots for
pack ram air inlet closure at landing.
CIDS 1, 2
The Cabin Intercommunication Data System sends the temperature ENG FIRE P/B
selection on the the forward attendant panel for the temperature control Each pack Flow Control Valve receives a closure signal when at least one of its
loop. associated fire pushbuttons is released out or if the ditching pushbutton is se-
Each CIDS receives actual and target temperatures for indication on lected ON.
the forward attendant panel.
ZONE CONT. / PACK CONT.
BMC 1, 2, 3, 4 Both pack controllers mainly receive pack temperature, flow
Lane 1 or lane 2 of the zone controller sends the wing anti and BITE demand signals and send back BITE data and system display
ice status and the 150 degrees centigrade demand to each Bleed Monitoring information.
Computer. Zone controller to pack controllers:
Signals :WAI ON/OFF and WAI valves low pressure Signals: Pack temperature demand, mach, TAT, static pressure, cabin altitude,
Used for : electrical closure logic of HP bleed valve zone controller and ARINC buses status.
Signals : WAI valves position Used for: Pack temperature control.
Used for : 150<198>C (302<198>F) bleed air demand if pack inlet The zone controller also sends to each pack controller, pack flow demand and
temperature is too high to maintain the selected temperature.( Will be deleted APU valve position for pack flow control as well as BITE demand for system
with new BMC modification PN 785−585−4 ) monitoring and take−off signal for pack ram air inlet closure.
Pack controllers to the zone controller:
LGCIU 2
Signal : BITE information.
Landing Gear Control Interface Unit 2 sends a flight or ground
Used for : System monitoring.
aircraft status to the zone controller.
Signals : Pack warning & indication.
It is used for all logics needing flight/ground information and used
by pack controllers for pack ram air closure at take−off and landing. Used for : System display.
Signal : pack inlet press.
Used for : BMCs for abnormal pressure warning logic

CONTROL
21−63
Figure 76 Zone Controller Interface

CABIN TEMPERATURE TESTS
21−63
21−63 CMS PAGES AIR CONDITIONING

Main Menü Page
To get access to air conditioning maintenance pages the CMC link must be se-
lected first on MCDU.
Main CMC Pages

Following menu items can be selected on CMC main page:
S Post Flight Report
S Flight Reports
S Avioncs Status
S System Report/Test
S UTC/Date Init
By selection SYSTEM REPORT/TEST menu item the several systems which
are monitored by CMC can be selected.
SYSTEM REPORT/TEST Page

There are 6 SYSTEM REPORT/TEST pages which can be scrolled by up and
down keys.
On page 1/6 (on of 6) the different systems of the air conditioning system are
selectable.
S AVNCS VENT, which gives access to the avionics equipment ventilation
controller (AEVC).
S CARG VENT, which gives access to the ventilation controller (VC).
S TEMP REGUL, which gives access to the zone controller (ZC). The pack
controllers (PC) can be reached via the zone controller.
S PRESS, which gives access to the cabin pressure controllers (CPC).
ECS TESTS Page

Is called by selection of line select kex (LSK) 1 right (1R) TEMP REGUL

21−63
SEE AEVC
CMC PAGES
SEE VC SEE CPC
CMC PAGES CMC PAGES
Figure 77 Air Conditioning CMC Pages

21−63
ECS TEST PAGES

Following test pages can be selected on the ECS main page: Ground Report Page
S Last Leg Report Page On the GROUND REPORT page the CMC displayes all faults monitored by ZC
S Previous Legs Report Page and PCs since the last flight leg was finished.
S LRU IDENT Page The page contains:
S GND Scanning Page S the date when the fault has occured
S Trouble Shoot Data Page S the time when the fault has occured
S Class 3 Faults S the ATA chapter to which the faulty component belongs
S Tests Page S the name of the faulty component
S Ground Report Page S the FIN number of the faulty component
S Specific Data Page S the fault class
Those pages are common for functions of zone controller and pack controllers. On each page there are only two fault displayed. If there are existing more, the
other pages have to be scrolled.
ECS Last Leg Report Page If there is no fault stored NO FAULT DETECTED is displayed.
On ECS LAST LEG REPORT page all class 1 and class 2 failures are listed,
which were detected by zone controller or pack controllers on the last flight leg.
If there are trouble shooting data available they can be called by the right LSK
which is related to the fault indication.
The report can be printed on the printer by pressing LSK 6R
ECS Previous Flight Report Page
On ECS PREVIOUS FLIGHT REPORT page all detected faults from the last
flights are displayed except the last flight leg.
LRU Identification Page
By selecting LRU IDENTIFICATION page part number and serial number from
zone controller and pack controllers are displayed.
Class 3 Fault Page
All class 3 faults are displayed from pack controllers and zone controller.
The report can be printed on the printer by pressing LSK 6R.

21−63
Figure 78 ECS CMC PAGES

21−63
GND SCANNING Page
Ground scanning shows all the actual existing faults. The data can be printed − Bleed Temperature Pack Inlet
by LSK 6R. S Page 4/6 Pack Controller 1 Data
Trouble Shooting Data − Pack Temperature (Water Extractor)
Trouble shooting data page displays the contens of the fault memory of zone − Heat Exchanger Temperature
controller and pack controllers and special conditions present when the fault − Ram Air Inlet Flap Position
has occured. − Ram Air Outlet Flap Position
For decoding there are some information in AMM, TSM and CMM. S Page 5/6 Pack Controller 2 Data
By pressing LSK 6R the data can be printed. − Pack Flow
TESTS − Pack Inlet Pressure
Selecting TESTS item with LSK 3R the ECS TEST page is called. − Compressor Inlet Temperature
− Bleed Temperature Pack Inlet
SPECIFIC DATA Page
S Page 6/6 Pack Controller 2 Data
The SPECIFIC DATA page gives access to special parameters of the ECS sys-
− Pack Temperature (Water Extractor)
tem in real time (display update all 3 seconds).
− Heat Exchanger Temperature
The SPECIFIC DATA page consists of 6 different pages, which can be scrolled.
Following information are available on SPECIFIC DATA page: − Ram Air Inlet Flap Position
S Page 1/6 Zone Controller Data − Ram Air Outlet Flap Position
− Selected Cockpit Temperature
− Selected Cabin Temperature
− Pack 1 Temperature Demand
− Pack 2 Temperature Demand
− Cargo Compartment Temperature Demand
− Flow Demand
S Page 2/6 Zone Controller Data
− EIVMU Demand
− APU Demand
− Mixer Unit Temperature Cockpit
− Mixer Unit Temperature Cabin
S Page 3/6 Pack Controller 1 Data
− Pack Flow
− Pack Inlet Pressure
− Compressor Inlet Temperature

21−63
SEE NEXT
PAGE
PACK TEMP>
LIMITATION
ALTITUDE>
CORRECTION
Figure 79 ECS CMC Pages

21−63
RESET OF THE HEAT EXCHANGER TREND−MONITORING

DATA
After an heatexchanger change or an trouble shooting you can clear the heat
exchanger monitoring data via the MCDU.
If you push the <HX DATA RESET line key, the screen shows CLEAR
MEMORY FOR HX TREND MONITORING DATA.
If you push the <PACK 1/2 line key , the screen shows the <PERFORM DATA
RESET FOR PACK1/2 line key. If you push the line key the screen shows
Pack1/ HX TRENDMONITORING DATA CLEARED.
If there is no reset possible ( no data from the pack controller ), the screen
shows NO RESET: PC1/2 NO DATA.

21−63
FROM LAST PAGE
OR
PACK TEMP>
LIMITATION
ALTITUDE>
CORRECTION
OR
Figure 80 Specific Data, Heat Exchanger Data Reset

21−63
ALTITUDE CORRECTION
To compensate the cabin temperature for reduced humidity and to decreased
the interior wall surface temperature, you can select an altitude correction via
the MCDU.
This additional offset ( altitude correction value ), which is calculated by the
Zone Controller, varies linearly from 0_ C ( 32_ F ) on ground to 0.75_ C (
33.35_ F ) or to 1.5_ C ( 34.7_ F ) at an altitude of 40000ft. ( 12191.77m ) de-
pendent on the selection on the MCDU.

21−63
Figure 81 Altitude Correction

21−63
PACK TEMPERATURE LIMITATION

Depending on the ambient temperature, the air humidity and the pax load, oc-
casional ice noises are possible.
Via the pack temperature limitation menu on the MCDU, you can adjust the
cooling performance of the air conditioning packs.
An adjustment can become necessary if:
− the ice built up at the pack outlets or inside the mixer unit leads to an unac−
ceptable ice noise in the cabine ducts, or
− the maximum cooling performance of the air conditioning packs is required.
If the ice protection function is selected to on, the lower duct temperatre limit is
set to +12_C (+53.6_ F) or +6_C (+42.8_ F) depending on aircraft altitude and
cabin temperatures.
With the MAX COOLING function, the maximum cooling performance is selec-
ted.The blowing air temperature can be as +3_C (+37.4_ F) , depending on the
ambient temperature the humidity and the pax load.
For one pack operation the lower duct temperature−limitation, which is set to
+2_C (+35.6_ F), is independent on the ice protection mode and the cabine
temperature.

21−63
Figure 82 Pack Temperature Limitation

21−63
ECS SYSTEM TEST

The ECS system test can be started by pressing LSK 1L.
The ECS test has a duration of approx. 120 seconds and equals the power up
test of pack controllers and zone controller in main parts.
All sensors are tested for continuity, range anf differencies between the dual
elements. All valves and actuators, controlled by zone controller and pack con-
trollers, move the complete travel range except bypass valve to test their func-
tion.
ATTENTION:
This test can cause accidents due to moving ram−air doors.
The test is running twice to test both lanes of the controllers.
If the test is not successful, the faulty component will be displayed at the end of
the test.
Preconditions: All packs have to be switched off.

21−63
Figure 83 ECS SYSTEM TEST Page

21−63
PACK RAM AIR FLAP ADJUSTMENT TEST FUNKTION

This test checkes the ram−air inlet and ram−air outlet actuators.
If ram−air actuators were replaced they have to be adjusted. Therefore the ac-
tuators have to be driven into a certain position. This position is close to fully
extended. In normal operation that position will not be reached. Adjustment has
to be done in that position.
The travel time of the actuator is approx. 45 seconds. The packs have to be
switched off to perform the test.
When the CMC page is left, the actuator will move into normal position back!!!
ATTENTION: Damages on personal and equipment can be caused by this test.
For working on actuators, actuator power has to be removed.

21−63
OR
OR
SEE NEXT PAGE
Figure 84 ECS Ram Air Flap Adjustment Test

21−63
THIS PAGE INTENTIONALLY LEFT BLANK


21−63
OR OR
FROM LAST PAGE

Figure 85 ECS Ram AIr Flap Adjustment Test

AIR COOLING
21−55
21−55 EMERGENCY RAM−AIR INLET

SYSTEM DESCRIPTION
General
The emergency ram−air system ensures fresh air supply for cockpit and cabin
in case of dual pack failure. If the ram−air P/B switch on the air conditioning
panel is pressed IN, the emergency ram−air actuator opens the emergency
ram−air inlet scope, which is located in the left lower fuselage area. Ram−air
presses fresh air into the mixer unit.
Check valves avoid reverse flow from the cabin to the emergency ram−air inlet.
The same duct is connected to the LP−ground connection.
Limitations
The emergency ram−air system must not be used if aircraft altitude is above
10000 ft or cabin differential pressure is greater than 1 psi (0.069 bar).
Interface
The emergency ram−air inlet system has an interface with:
S the cabin pressure controllers
− below 1 psi cabin differential pressure the outflow valves move into a
50% opened position
S SDAC interface
− the emergency ram−air inlet actuator position is transmitted to the
SDACs for indication purposes
S Ditching P/B switch
− when the ditching P/B switch is pressed in the emergency ram−air inlet
closes
Emergency Ram−Air Inlet Actuator

The emergency ram−air inlet actuator is supplied by 28V DC from DC Essential
bus. The actuator includes limit switches, which switch off the actuator supply,
if the final position is reached. The same limit switches are used to give the
actuator position to the ECAM. A brake keeps the actutor in its position, if the
actuator is not supplied. A thermal switch protects the actuator from overheat.

AIR COOLING
21−55
Figure 86 Emergency Ram−Air Inlet Schematic

AIR COOLING
21−55
EMERGENCY RAM−AIR INLET SYS. LOCATIONS

Actuator
The emergency ram−air door is installed on the left hand lower fuselage sec-
tion and is actuated by the emergeny ram−air actuator 551Hz. The actuator
S opens the inlet door to ensure cabin fresh air supply in case of dual pack
failure,
S is monitored in open and close position by ECAM system,
S is controlled by emergency ram−air P/B switch and ditching P/B switch.
Emergeny Ram−Air Inlet Check Valve
Is a dual part butterfly valve, which is installed between inlet door and LP
ground connection.
Skin Check Valve
Is a dual part butterfly valve, which is installed between T−connection of emer-
gency ram−air inlet with LP ground vconnection and the mixer unit.
Ground Connection Check Valve
Is a dual part butterfly valve, which is installed downstream of the LP ground
connection.

AIR COOLING
21−55
EMERGENCY RAM−AIR
INLET ACTUATOR 551HZ
Figure 87 Emergency−Ram−Air−Inlet Actuator Locations

DISTRIBUTION
21−21
21−21 CABIN AIR DISTRIBUTION AND

RECIRCULATION
RECIRCULATION SYSTEM
Recirculation System General
The recirculation system consists of:
S two recirculation fans,
S two recirculation valves,
S two recirculation check valves,
S four recirculation filter housings with recirculation filters,
S one CABIN FANS P/B switch,
S two clogging indicators,
S a Ventilation Controller (VC).
The recirculation system takes air from the area around the FWD and aft cargo
compartment and delivers it to the avionics equipment ventilation system and
the cabin zones. This air is mixed to the fresh air from the air conditioning
packs, to save bleed air from the engines to reduce fuel consumption.
The supply for avionics equipment ventilation system has priority over cabin
supply.
System Description
The air is sucked from the recirculation fans and filtered by two filter assys for
the FWD and two for the aft cargo compartment. The FWD filters are moni-
tored for contamination by two differential pressure clogging switches.
Downstream of the the recirculation fans there is a recirculation check valve for
each fan installed to avoid reverse flow if the fan is not running.
Downstream of each recirculation check valve there is a recirculation valve
installed, which are controlled and monitored by the ventilation controllers.
The recirculation valves ensure priority supply for avionics equipment ventila-
tion system if the packs are not running. If the valves are closed a small
amount of air will still enter the mixer unit. The valves are not closing com-
pletely. Inside the butterfly valve flap there is a small hole, which acts as an
restrictor, when the valve is in closed position.

DISTRIBUTION
21−21
CMC
SDAC
Figure 88 Cabin Air Distribution and Recirculation System

DISTRIBUTION
21−21
VENTILATION CONTROL AND INDICATING

1 CABIN FAN P/B
The CAB FANS pushbutton switch enables the crew to simultaneously stop
both recirculation fans.
CAB FANS P/B released out: both recirculation fans run if no fan overheat.
CAB FANS P/B pressed in : off light comes on and the recirculation fans stop
2 OVHT COND FANS RESET P/B

The FAN RESET pushbutton switch indicates an overheat of at least one fan of
the air conditioning system.( Except the extraction fan of the avionics system )
If there is a fan overheat, the fault light in the pushbutton switch comes on and
the fan stops.
When the P/B is pressed, the fan is reset if the fault light is off.
ECAM INDICATIONS
3 RECIRCULATION FANS
Indication of the state of the cabin recirculation fans.
FAN only displayed in amber if there is a fan failure or the cabin fan pushbut-
ton is set to off,or in case of a Ventilation Controller fault.

DISTRIBUTION
21−21
3 FAN FAN
1
A
VU 212
Figure 89 Ventilation Control and Indication

DISTRIBUTION
21−21
RECIRCULATION SYSTEM ELECTRICAL FUNCTION

Ventilation Controller Recirculation Valves
The ventilation controller (VC) controls all functions of the recirculation system The recirculation valves can be in two different positions:
and monitors all electrical components and the filters for contamination. S recirculation valves fully open (full flow for avionics equipment ventilation
system and mixer unit) or
Recirculation Fans
S recirculation valves fully closed (full flow for avionics equipment ventilation
The recirculation fans are running, if:
system and restricted flow for mixer unit).
S the CABIN FAN P/B switch is selected to ON and
The recirculation valves are fully closed if:
S no recirculation fan overheat is detected (overheat condition is latched till
S both flow control valves fully closed and
AIR COND OVHT RESET P/B is pressed) and
S both recirculation fans are running.
S no ditching is selected.
In all other conditions the recirculation valves are fully open.
Recirculation Fans Overheat
If there is an overheat of a recirculation fan the FAULT light in the OVHT
COND FANS RESET P/B switch illuminates. The crew will be informed by
ECAM warning which fan is effected.
If the overheat condition is not existing anymore, the fan can be reset by press-
ing AIR COND OVHT FANS RESET P/B switch on cockpit maintenance panel.
Clogging Indicators
On each of the FWD recirculation filters there is a clogging differential pressure
switch. If the differential pressure via the filter is too high, due to contamination,
the switches transmit a signal to the ventilation controller.
The ventilation controller stores the signal, if it is existing longer than 5 minutes
and following conditions are met.
S the aircraft is on ground,
S both flow control valves are closed,
S both recirculation fans are running.

If a clogging condition is triggered on three different flight legs the CMC will
generate a filter clogging message.

DISTRIBUTION
21−21
DITCHING
RESET
CAB FANS
CABIN FANS OFF COMMAND
BOTH FLOW
CONT VALVES
FULLY CLOSED
BOTH FANS
ON CLOGGING
SIGNAL A/C
ON GROUND
FOR T>5min
OVERHEAT
FANS ON
BOTH FLOW ONE or
SIGNAL DETECT. BITE CONTROL BOTH
LGCIU IN 3 DIFFERENT VALVES FANS
FLIGHT LEGS FULLY CLOSED RUNNING
CMC
SIGNAL VALIDATED
INDICATIONS
ECAM AND WARNINGS
CLOSE COMMAND
Figure 90 Recirculation Control

DISTRIBUTION
21−21
CABIN AIR DISTRIBUTION AND RECIRCULATION RECIRCULATION FAN

SYSTEM − COMPONENT LOCATIONS
Recirculation Valves 212HG und 213HG
S give priority for air supply of avionics equipment ventilation system,
S are monitored in open and closed position.
Recirculation Fans 210HG und 211HG

S take air out of the surroundings of the FWD and aft cargo compartment to
supply avionics equipment ventilation system and mixer unit,
S are monitored for power supply,
S are monitored for overheat.
Fwd Recirculation Filters 5551HG, 5552HG, 5553HG und 5554HG

S filter recirculated air upstream of the recirculation fans,
S are monitored by clogging indicator 214HG and 215HG for contamination.
FLOW
Aft Recirculation Filters 5254HG, 5255HG, 5256HG und 5257HG
S filter recirculated air upstream of the recirculation fans. RECIRCULATION VALVE
Clogging indicators 214HG und 215 HG
S monitor contamination of recirculation filters,
S are differential pressure switches.

DISTRIBUTION
21−21
RECIRCULATION FILTER
5254 HG, 5256 HG
A RECIRCULATION FILTER
B 5255 HG, 5257 HG
C
B
A
RECIRCULATION FILTER
5250HG, 5252HG
RECIRCULATION FAN 210 HG

C
C
RECIRCULATION VALVE
212HG RECIRCULATION
FILTER 5251HG,
5253HG
CLOGGING INDICATOR
215HG (214HG) RECIRCULATION FAN 211HG
RECIRCULATION VALVE 213HG

Figure 91 Cabin Air Distribution and Recirc, Sys. Comp. Locations
AVIONICS EQUIPMENT VENTILATION
21−26
21−26 AVIONICS EQUIPMENT

VENTILATION SYSTEM
GENERAL
The system ensures the ventilation of the avionics equipment in order to guar- − 2 cabin recirculation fans,
antee a high reliability level. − 2 air conditioning packs,
The main items of equipment which are cooled are: − 1 emergency ram air inlet,
S In the Avionics Compartment − 1 LP ground connector.
− the electronics rack (800VU), Under normal conditions the system enables the required airflow to be supplied
− the forward shelf, by both cabin recirculation fans. In case of failure of cabin recirculation fans,
− the weather radar shelf, fresh air from the air conditioning packs is bled by a connection on the mixer
unit. The recirculated air is filtered with a higher efficiency than ARINC 600 re-
− the Air Data Inertial Reference Units (ADIRUs),
quirements (400 microns).
− the main AC/DC power center,
Two recirculation valves fitted on the recirculation system enable airflow to be
− the batteries. supplied with respect to aircraft condition.
S In the Cockpit
Extraction System
− the display units
The air extracted from the equipment is entirely piped from the ventilated zone
− the pedestal
to either:
− the overhead panel
S the underfloor area of the forward cargo compartment through the
− the cockpit temperature sensor. underfloor extract valve and then rejected outside of the aircraft
through the cabin outflow valve,
Purpose
S or the outside of the aircraft through the overboard extract valve.
The avionics equipment ventilation system is designed to:
This system comprises the following components:
S Blow airflow through the avionics equipment in compliance with the ARINC
600 requirements. S 1 fan,
S Extract airflow either through or around the avionics equipment in order to S 1 underfloor extract valve,
evacuate heat dissipation. S 1 overboard extract valve,

S Ventilate the batteries to prevent gas accumulation. S 1 pressure switch.
Description Battery ventilation system
The avionics equipment ventilation system includes the following The batteries are ventilated by an independent sealed system. Air extraction is
sub−systems: through a venturi fitted on the aircraft skin located in the avionics compartment
S Blowing sub−system between frames 15 and 15A. The ventilation is only effective with cabin differ-
The required blowing airflow is bled from the air conditioning system by one ential pressure.
of the following supply sources

21−26
CAB FANS
O O
VENTILATION
OFF
CONTROLLER
CABIN AIR
RECIRCULATION FILTERS
RECIRCULATION FANS
RECIRCULA-
TION VALVES
TO CABIN
PACK 1
PACK 2
8” GND
( EXTERNAL POWER
CONTROL PANEL )
Figure 92 Recirculation and Avionics System Schematic

21−26
VENTILATION CONTROL AND INDICATING

1 EXTRACT P/B
The system is automatically controlled by the avionics equipment ventilation
computer provided that the EXTRACT pushbutton switch is set to AUTO.
On ground, engine 2 and engine 3 not running, ditching not selected :
− underfloor valve closed,
− overboard valve fully open.
In flight or, on ground engine 2 or engine 3 running :
− underfloor valve open,
−overboard valve closed.
In case of system malfunction, the FAULT light comes on and disappears when
the EXTRACT pushbutton switch is set to OVERRIDE.
When OVERRIDE is selected, overboard and underfloor valves are set to a
fixed position.
FAULT : The extract fan fails or the underfloor valve has failed closed.
OVRD : The underfloor valve closes and the overboard valve partially opens
provided ditching is not selected.
2 OVHT COND FANS RESET P/B

The FAN RESET pushbutton switch indicates an overheat of at least one fan of
the air conditioning system.( Except the extraction fan of the avionics system )
If there is a fan overheat, the fault light in the pushbutton switch comes on and
the fan stops. When the P/B is pressed, the fan is reset if the fault light is off.
ECAM INDICATIONS
3 VENT
The VENT indication is normally white and becomes amber if an extract low
flow warning is triggered.
4 OVERBOARD EXTRACT VALVE

The overboard valve position indication is normally green and the EXTRACT
indication is normally white. They become amber in case of abnormal position
of the overboard valve.

21−26
1
A
4
VU 212
Figure 93 Ventilation Control and Indication

21−26
NORMAL OPERATION AND FAULTS

FWC Monitoring
The FWC system monitors the position of the overboard extract valve which
can involve critical system configuration.
These failure configurations, described on items 5,6,7,8,10 are the following
S non fully closure of the overboard extract valve after ground engine start or
in flight
S non partial opening of the overboard extract valve after override (OVRD)
selection
Warnings
If a low air flow condition from the extract system is detected on ground with
shut down engines following warnings are triggered:
S MECH CALL HORN at the nose landing gear,
S external warning light ”ADIRU & AVNCS VENT CAUT” ,
S FAULT light in EXTRACT P/B switch on ventilation panel,
S ECAM warning message.
If low air flow is detected in flight or on ground with engines running:
S FAULT light in EXTRACT P/B switch on ventilation panel,
S ECAM warning message.
If unsufficient airflow is detected form the blowing system a ECAM message is
triggered only.
Attention:
If the EXTRACT P/B switch is set to OVRD position on ground the overboard
extract valves moves from the fully open position to the patially open position.
That condition causes a reduced airflow.

21−26
Figure 94 Normal Operation

21−26
Figure 95 Warnings and Failures

21−26

21−26

21−26

21−26
AVIONICS EQUIPMENT VENTILATION MONITORING

The avionics equipment ventilation system is monitored by a cooling effect de- AEVC−CMS Interface
tector (CED) and a differential pressure switch. The AEVC transmits own status information and status from the avionics
equipment ventilation system to both CMCs. The CMC’ can trigger a AEVC
Cooling Effect Detector
BITE test by a discrete.
The cooling effect detector fitted on the blowing duct serves to detect an abnor-
mal cooling capacity. Associated warnings and crew or maintenance personnel AEVC Reset
corrective actions are defined in the Failure Cases table (items 1 and 2). A reset P/B switch on reset circuit breaker panel enables hardware reset, to set
S triggers a low air flow warning in the cooling effect of the supplied air is to the system back into start condition to recover from fault condition.
low. The ECAM generates following warnings:
− FAULT light on ventilation EXTRACT P/B switch,
− the external horn and the ADIRU & AVNCS VENT light if the aircraft is
on ground and the engines are shut down,
S has a test input from AEVC for an active test.
Avionics Ventilation Extract Pressure Switch

The pressure switch serves to monitor the differential pressure between the
cabin and the extraction system. Low airflow condition provides an abnormal
differential pressure which is detected by the pressure switch and generates an
electrical signal.
This electrical signal is sent to:
S the FAULT legend of the EXTRACT pushbutton switch on the VENTILA-
TION panel,
S the FWC,
S the AEVC to generate maintenance messages,
S the mechanic call horn and the external warning (ADIRU & AVNCS VENT
caution light 9HQ).
The pressure switch is fitted on the air extraction duct upstream of the extract
fan between frames 23 and 24.

21−26
21−26 21−26
Figure 99 Avionics Equipm. Vent. Monitoring

21−26
AVIONICS EQUIPMENT VENT. OVERBOARD

AND UNDERFLOOR EXTRACT VALVES
AVIONICS EQUIPMENT VENTILATION CONTROLLER ( AEVC ) OVERBOARD EXTRACT VALVE
The AEVC is a digital computer which ensures warning and monitoring func- The overboard extract valve:
tions: S is monitored in fully open, patially open and fully closed position by AEVC,
S for the air conditioning compartment ventilation (Ref. 21−25−00), S transmits its position to SDACs (ECAM),
S for the avionics equipment ground cooling (Ref. 21−27−00), S receives a opening signal by AEVC if:
S for the avionics equipment ventilation. − no ditching was selected and,
The AEVC: − inboard engines are not runing and,
S controls overboard and underfloor extract valve, − aircraft is on ground,
S monitors valve positions, S moves to the patially open position if the ventilation EXTRACT P/B switch is
S performs fault analysis selected to OVRD position,
S receives oil pressure information from the engines for valve control, S comprises a manual override handel and a switch to deactivate the valve.
S receives air/ground information from LGCIUs for valve control,
S can be pin programed for GRU (ground refrigeration unit)installation,
S receives ditching discrete from DITCHING P/B switch to inhibit overboard
valve failure message.
The AEVC outputs are:
S one discrete output connected to both System Data Acquisition Concentra-
tors (SDAC) in order to generate class 2 fault indication (for display on
ECAM display unit after flight),
S one ARINC 429 bus connected to the Central Maintenance Computer
(CMC) in order to generate the relevant maintenance messages.
UNDERFLOOR EXTRACT VALVE
The underfloor extract valve:
S is monitored for fully open and fully close position by AEVC,

S transmits its position to SDACs (ECAM),
S is closed by AEVC signal in case of:
− both engines are shut down and aircraft on ground,
− ventilation EXTRACT P/B switch are selected to OVRD,
S opens if:
− ditching condition is selected,
− overboard extract valve is fully closed.

21−26
OPEN
1
CLOSE
OPEN
CLOSE
OPEN
Figure 100 Overboard and U/Floor Extract Valves Elec. Schematic

21−26
EXTRACT FAN
The fan is one−speed designed (three−phase, 115/200VAC). It incorporates
power switches.
An overheat protection is fitted on the fan. It switches off the fan in case of ab-
normal operation.
Energization of the aircraft electrical circuits (28V DC and 115V AC) directly
controls the fan. Triggering of the fan internal power switch is delayed in order
to check the pressure switch.
The fan includes an overheat detection circuit which is latched in case of over-
heat. A red overheat light installed on the fan indicates overheat condition. To
reset the fan the overheat reset switch installed on the fan has to be reset.
EXTRACT FAN DESCRIPTION

The Extract Fan
S is a 3 phase Single Speed Assynchron−Motor
S energization of the aircraft electrical circuit
S includes an overheat detection circuit
S latched the overheat relay and controls the red light installed at the fan
S there is an overheat reset P/B installed on the fan
S the fan starts to run after a time delay of five sec. in order to check the
press. switch
S is controlled by the AEVC for overheat and powersupply

21−26
FWD CARGO
COMPARTMENT
Figure 101 Extraction Fan

21−26
OVERBOARD EXTRACT VALVE

The valve is of the skin−mounted type. The shape of the valve is adapted to
the external aircraft profile. An electric actuator (28V DC) controls the flap
Three microswitches detect the following positions:
S fully open/not fully open,
S fully closed/not fully closed,
S partially open/not partially open.
A manual device (crank) fitted on the valve is provided to operate the valve in
the required position (partially open). The positions of the valve are controlled
by the AEVC or by the action on the VENTILATION/EXTRACT pushbutton
switch (located on the VENTILATION panel).
The overboard extract valve:
S is closed in case of ditching condition,
S is monitored by AEVC,
S has a inner flap for patially open position,
S comprises an toggle switch underneath the manual handle for power cut off.
The overboard extract valve is located on the aircraft skin between frames 26
and 27.
ATTENTION:
If the toggle switch is actuated to valve operative position, when the valve posi-
tion disagrees with the electrical control signal, the handle starts moving.

21−26
Figure 102 Overboard Extract Valve

21−26
UNDERFLOOR EXTRACT VALVE 12 HQ

The valve is of the butterfly type, electrically controlled by an actuator (28V
DC). Two positions are available: fully open/fully closed. Microswitches are pro-
vided to detect the positions of the valve. The positions of the valve are con-
trolled by the AEVC or by the action on the VENTILATION/EXTRACT pushbut-
ton switch (located on the VENTILATION panel).
A manual device and a visual indicator are provided to manually operate the
valve in the required position. The aircraft wiring design prevents closure of the
underfloor extract valve if this valve is not fully open. The OVRD control over-
rides this function, the VENTILATION/EXTRACT pushbutton switch always
remains operative.
The underfloor extract valve is located under the floor of the forward cargo
compartment between frames 25 and 26.
EXTRACT FAN PRESSURE SWITCH 11HQ

S is monitored by the AEVC
S sends a low air flow information to the AEVC
S measures the differential pressure between cabin and extract duct,
S is installed in air extract duct between frame 22 and 23.

21−26
UNDERFLOOR
EXTRACT VALVE
B
EXTRACT
PRESS.
SWITCH
Figure 103 Underfloor Extract Valve, Extract Press. Switch

21−26
AVIONIC EQUIPMENT
VENTILATION CONTROLLER 2HQ
The AEVC is a digital computer which ensures warning and monitoring func-
tions:
S for the air conditioning compartment ventilation (Ref. 21−25−00),
S for the avionics equipment ground cooling (Ref. 21−27−00),
S for the avionics equipment ventilation.
The AEVC:
S controls overboard and underfloor extract valve,
S monitors valve positions,
S performs fault analysis
S receives oil pressure information from inboard engines for valve control,
S receives air/ground information from LGCIUs for valve control,
S can be pin programed for GRU (ground refrigeration unit)installation,
S receives ditching discrete from DITCHING P/B switch to inhibit overboard
valve failure message.
The AEVC outputs are:
S one discrete output connected to both System Data Acquisition Concentra-
tors (SDAC) in order to generate class 2 fault indication (for display on
ECAM display unit after flight),
S one ARINC 429 bus connected to the Central Maintenance Computer
(CMC) in order to generate the relevant maintenance messages.
COOLING EFFECT DETECTOR (CED) 5HQ

The cooling effect detector fitted on the blowing duct serves to detect an abnor-
mal cooling capacity. Associated warnings and crew or maintenance personnel

corrective actions are defined in the Failure Cases table (items 1 and 2).
S triggers a low air flow warning in the cooling effect of the supplied air is to
low. The ECAM generates following warnings:
− FAULT light on ventilation EXTRACT P/B switch,
− the external horn and the ADIRU & AVNCS VENT light if the aircraft is
on ground and the inboard engines are shut down,
S has a test input from AEVC for an active test.

21−26
COOLING EFFECT
DETECTOR
AVIONICS EQUIPMENT
VENTILATION CONTROLLER
Figure 104 Avionics Equipment Ventilation Controller

AVIONICS VENT. CONTROLLER TEST
21−26
AEVC CMC PAGES AND TEST

AEVC MENU PAGE
On AEVC Menu−Page there are following selections possible:
S Last Leg / GND Report
S LRU Identification
S Class 3 Faults
S Test
AEVC LAST LEG / GND REPORT PAGE

On Last Leg /GND Report Page all class 1 and 2 fault are listed, which were
detected by the AEVC from beginning of last flight leg till now.
On the right LSKs trouble shooting data can be called to the related faults if
available.
The report can be printed by activation of LSK 6R.
LRU IDENTIFICATION PAGE

The CMC shows part number and serial number of AEVC.
CLASS 3 FAULT PAGE

This page lists all class 3 faults from AEVC memory tranmitted on the data
bus. If there is no fault transmtited ”NO FAULT DETECTED” is displayed.
AEVC TEST PAGE

The AEVC monitors all connected electrical components.
When LSK 2L is pressed the message ”TEST IN PROGRESS” appears on the
screen, the overboard valve closes and the underfloor valve opens.
After 55 seconds the message ”TEST OK” or a fault indication with the faulty
component appears on the MCDU screen. The overboard valve re−opens and
the underfloor valve closes.
ATTENTION:
There is no warning message that the overboard valve moves during test.

AVIONICS VENT. CONTROLLER TEST
21−26
AEVC 1/1 AEVC AEVC 1/1

LAST LEG / GND REPORT JAN 17 LAST LEG/GND CLASS 3 LAST LEG CLASS 3 FAULTS
UTC ATA CLASS <REPORT FAULTS> ATA
212500
1113 212500 2 TEST> TURBOFAN SPLY V ( 1 HR ) /
PRESS SW (2HR) / AEVC (2HQ) AEVC ( 2HQ )
GND 212500 2 <LRU IDENT
PRESS SW (2HR) / AEVC (2HQ)
Print* Print*
<RETURN SEND:> <RETURN <RETURN SEND:>
AEVC AEVC AEVC

LRU IDENTIFICATION TEST TEST
AEVC
TEST IN PROGRESS 55s
P/N: 785−611−X1 TEST OK
S/N: 0009
Print* Print*
<RETURN SEND:> <RETURN <RETURN SEND:>
Figure 105 AEVC CMC PAGES

VENTILATION
21−23
21−23 LAVATORY/GALLEY VENTILATION

GENERAL
The lavatory/galley ventilation system makes sure that the lavatories and gal- the aircraft through a venturi. A difference between the internal pressure and
leys have a flow of temperature controlled and conditioned air. Air flows from the external pressure of more than 1 psi (0.0689 bar) gives an airflow through
the cabin into the lavatories and galleys. Air also flows into the lavatories from the system (during flight). The extraction fan 231HU gives an airflow through
the cabin air distribution and recirculation system through individual air outlets. the system if the difference in pressure is less than 1 psi (0.0689 bar) (on the
Air flows from the lavatories and galleys into an extraction duct and then out of ground). The differential pressure switch 232HU is installed to measure the dif-
the aircraft through a venturi. An extraction fan gives an airflow when the A/C is ference in pressure (delta−P). The galley and lavatory safety switch 233HU is
on the ground. installed to measure the pressure in the extraction duct. The ventilation control-
The system comprises: ler 280HN controls the extraction fan 231HU. It also monitors the differential
pressure switch 232HU and the lavatory and galley safety switch 233HU.
S the lavatory/galley extraction fan,
S a venturi in the aircraft outlet to limit airflow, Normal Operation
S a galley and lavatory safety switch, In normal operation the lavatory/galley ventilation system is controlled fully au-
S a differential pressure switch. tomatically.
The cabin temperature sensors are also connected to the lavatory and galley Ventilation
extraction system to provide airflow via the temperature sensors. In normal operation, extraction causes air to flow into the lavatories and galleys
from the cabin. Also a small quantity of conditioned air flows into the lavatories
To limit heat up video control center is connected to the lavatory and galley ex-
from the individual air outlets. You can adjust the quantity and direction of the
tract duct as well.
conditioned air independently at each individual air outlet. To increase the flow
Ventilation of conditioned air you must turn the nozzle counterclockwise. To decrease the
flow of conditioned air, you must turn the nozzle clockwise. To change the
The largest quantity of air for ventilation of the lavatories and galleys comes
direction of the flow of conditioned air you must push the nozzle in the applica-
from the cabin. Extraction causes the air to flow from the cabin into the lavato-
ble direction.
ries and galleys. It flows into the lavatories through grilles in the door. It flows
into the galleys through grilles and filters in the galley walls. Extraction
The difference between the internal and external pressure causes an airflow
The VC monitors power supply of the fan and the condition of the thermal over-
from the galleys and toilets into the extraction duct. If the difference in pressure
eat switches. If fan overheat is detected the fan is switched off. Reset is pos-
is not sufficient, the extraction fan 231HU operates. The ventilation controller
sible by the AIR COND FAN OVHT RESET P/B switch at the maintenance
280HN controls the operation of the extraction fan 231HU automatically.
panel if the overheat condition does not longer exist.
A lavatory and galley saftety switch monitors the extract duct for clogging. If the
differential pressure increases to 29 mbar , the fan is switched off to protect the
duct structure.
Extraction
The air flows out of the lavatories and galleys through grilles in the ceiling. It
then flows into an extraction duct, through the extraction fan 231HU and out of

VENTILATION
21−23
Fan off p 29mb

Figure 106 Lavatory/Galley Ventilation System Schmematic

VENTILATION
21−23
INTERFACES
The lavatory/galley ventilation system has interfaces with: LGCIU Interface
− the cabin air distribution and recirculation system, The LGCIU 5GA2 (Ref. 32−31−00) sends a signal to the ventilation controller
− the ventilation controller, 280HN if the aircraft is on the ground.
− the OVHT COND FANS RESET P/B, CMS Interface
− the zone temperature controller, There are ARINC 429 data bus connections between the ventilation controller
− the cabin temperature sensors, 280HN and the Central Maintenance Computers (CMCs) 1TM1 and 1TM2
− the Landing Gear Control and Interface Unit (LGCIU), (Ref. 45−12−00). The ventilation controller sends failure messages to the
− the Central Maintenance System (CMS), CMCs.
− the System Data Aquisition Concentrators (SDACs).
SDAC Interface
Ventilation Controller Interface There are ARINC 429 data bus connections between the ventilation controller
The ventilation controller 280HN (Ref. 21−28−00) is the computer for the lava- 280HN and the SDACs 1WV1 and 1WV2 (Ref. 31−54−00). The ventilation con-
tory/galley ventilation system. It controls the extraction fan 231HU and monitors troller sends warnings to the SDACs.
the differential pressure switch 232HU and the galley and toilet safety switch
233HU. Operation in case of failure
OVHT COND FANS RESET P/B Interface Fan Overheat
If there is a fan overheat, the ventilation controller 280HN stops the electrical If the ventilation controller 280HN receives a fan overheat signal, it stops the
power supply to the extraction fan 231HU. If the OVHT COND FANS RESET electrical power supply to the extraction fan 231HU. If you push the OVHT
P/B 3HN is pressed (Ref. 21−28−00), the ventilation controller 280HN supplies COND FANS RESET P/B 3HN (Ref. 21−28−00), the ventilation controller is
electrical power to the extraction fan 231HU again. reset and supplies electrical power to the extraction fan 231HU again.
Zone Temperature−Controller Interface Pack Failure
There is an ARINC 429 data bus between the ventilation controller 280HN and If there is a failure in both air conditioning packs 521HH (522HH), the air for
the zone temperature controller 630HK (Ref. 21−63−00). The ventilation con- ventilation comes from the emergency ram−air inlet (Ref. 21−55−00). This air is
troller sends lavatory and galley ventilation data to the zone temperature con- not conditioned.
troller. C. Failure Indications
Cabin Temperature−Sensor Interface S Lavatory and Galley Fan Fault: If there is an extraction fan 231HU failure:
Suction causes air to flow from the cabin through the temperature sensors
− on the Engine Warning Display (EWD) of the Electronic Instrument Sys-
651HK, 653HK and 655HK (Ref. 21−63−00) into the extraction duct. Thesuc-
tem (EIS), COND LAV + GALLEY FAN FAULT is shown.
tion makes sure that there is always an airflow through the temperaturesen-
sors. The airflow makes them more accurate.

VENTILATION
21−23
SAFETY SWITCH
Figure 107 Lavatory/Galley Vent. Sys. Elect. Schematic
VENTILATION
21−23
LAVATORY/GALLEY VENTILATION SYSTEM −

COMPONENT LOCATIONS
Following components belong to the lavatory and galley extract system:
Extraction Fan 231HU

The extraction fan 231HU has a three−phase induction motor and a fan wheel
with high efficiency blades in a housing. The induction motor drives the fan
wheel. It operates at approximately 11500 rpm. Thermal switches are installed
to stop the electrical power supply to the induction motor if the temperature in-
creases to 140 DEG.C (284.00 DEG.F). Arrows on the housing show the direc-
tion of airflow through the extraction fan and the rotation direction of the fan
wheel. If the fan wheel breaks, the housing is sufficiently strong to contain the
broken pieces.
Galley and Lavatory Safety Switch
The galley and lavatory safety switch 233HU has switching elements sealed in
a housing. It sends a signal to the ventilation controller 280HN if the negative
differential pressure between the fuselage and extraction duct is more than
0.029 bar (0.4206 psi).
Differential Pressure Switch

The differential pressure switch 232HU has switching elements sealed in a
housing. An external pressure port is installed in the FWD cargo compartment
door frame. It is connected to the differential pressure switch. The differential
pressure switch measures the difference between the internal cabin pressure
and the external ambient pressure.

VENTILATION
21−23
EXTRACTION FAN
231HU
EXTRACTION FAN
D 231HU
C
D
GALLEY AND
C
LAVATORY GALLEY AND
SAFETY SWITCH LAVATORY
233HU SAFETY SWITCH
233HU
B
A B
A
DIFFERENTIAL
PRESSURE SWITCH
B 232HU
Figure 108 Lavatory/Galley Ventilation System − Component Locations

LD-MCR VENTILATION
21−21
LOWER−DECK CREW−REST COMPARTMENT VENTILATION

GENERAL
The LD−MCR has ventilation and individual air supplies. The ventilation and
individual air supplies come from the cabin air−supply ducts for areas 5 and 6.
It flows through the LD−MCR isolation−valve 216HG. From the isolation valve,
the air flows through a duct heater into the LD−MCR.
The used air in the crew rest compartment flows out through grilles in the ceil-
ing area of the staircase.

LD-MCR VENTILATION
21−21
AFT CARGO COMPARTMENT

Figure 109 LD−MCR

LD-MCR VENTILATION
21−21
LD−MCR Isolation Valve
The ventilation and individual air supplies come from the cabin air supply ducts
for areas 5 and 6. It flows through the LD−MCR Isolation Valve 216HG. From
the isolation valve the air flows through the duct heater into the LD−MCR.
The Ventilation Controller ( VC ) controls the LD−MCR Isolation Valve. The VC
send a signal to close the valve, when there is a smoke warning in the LD−
MCR or in the AFT/BULK cargo compartment.
The Isolation Valve closes also if you close the LD−MCR cabin hatch in the
stairhouse.
The Isolation Valve has an electric motor, a manual lever, an actuator and a
butterfly valve. The electric motor drives the actuator to open or close the but-
terfly valve.
The manual lever permits you to see the position of the butterfly valve and to
manually change it. The valve has two positions, fully open and fully closed.

LD-MCR VENTILATION
21−21

LD-MCR VENTILATION
21−21
LD−MCR Isolation Valve
The Ventilation Controller software has been modified in order to permit the
additional Isolation Valve to function. A hard wire back up is installed to closed
the Isolation Valve in a software failure condition of the Ventilation Controller.
When the LD−MCR is not installed the electrical function of the Isolation Valve
is deactivated by a hard wire function.
The isolation Valve is supplied from the essential bus−bars in the same way as
the Isolation Valves installed in the Cargo Compartments. For this purpose one
additional circuits breaker is installed in the electronic compartment
In case the hatches are closed and the Isolation valve drives are not in the fully
closed position the ’DO NOT OPEN HATCH ” indicator in the stairhouse is illu-
minated.
The Isolation Valve drive automatical in the fully closed position in case of LD−
MCR or AFT CARGO COMPARTMENT smoke.

LD-MCR VENTILATION
21−21
Figure 110 LD−MCR Power Supply

LD-MCR VENTILATION
21−21
LD−MCR Ventilation System LD−MCR Heating System
The cabin air distribution and recirculation system (Ref. The LD−MCR has its own heating system.
21−21−00) supplies the air to the crew rest room. The individual From the isolation valve, the air flows through the duct heater into the LD−
air distribution system (Ref. 21−24−00) supplies the air to the MCR.
individual air outlets. The air enters the crew rest room below the You can select the temperature through a temperature selector which is
RH rest bunk and goes out through the ceiling grill of the installed on the control panel in the LD−MCR.
staircase housing. The crew rest−room air−conditioning−system has: Two temperature sensors, the duct temperature sensor and the compartment
− a heating system, temperature sensor, measure the temperature in the ventilation duct and in the
− air outlets, compartment.
− an air discharge duct, A temperature controller, which is installed in the LD−MCR, controls the heating
− individual air outlets, system. It continually monitors the signals of the temperature sensors and of
− a duct flow sensor. the temperature selector. It monitors also the duct heater currents and switches
of the solid state relay if there is an overcurrent.
Air Outlet: If there is an failure of the sensor or of the selector the duct temperature is set
The air outlet grills are installed below the RH and LH rest to 18 DEG.C and the fault indication light on the control panel comes on.
bunks.
Duct Flow Sensor
Air Discharge Duct:
A duct flow sensor is installed in the air duct below the RH rest bunk.
The air discharge duct is installed below the RH rest bunk of
If the air flow in the air duct is less than 60 cf/min (28.3 l/s) the duct flow sensor
the crew rest room. A muffler is installed in the air discharge
gives a signal to the heating controller.
duct.
The heating controller activates a warning buzzer in the crew rest room.
Individual Air Outlets:
An individual air outlet is installed above each rest bunk.

LD-MCR VENTILATION
21−21
Temperature selector
c
Flow Sensor
LD−MCR Heater
Compartment Temperature
Temperature Controller Sensor
Figure 111 LD−MCR Components

LD-MCR VENTILATION
21−21
LD−MCR ELECTRICAL SYSTEMS

Power ON/OFF and LD−MCR Heating (HK)
A Power ON/OFF switch is installed in the LD−MCR. The switch is used to dis−
connect the 115V AC and 28V/6V DC supplies from the LD−MCR. A discrete
wire line is connected to all interface connectors to a ”POWER ON” indicator in
the LD−MCR. When the aircraft is on ground or the AC Busbar is faulty the
phases B and C for the LD−MCR Heating System are deactivated.
For failure indication etc. the control logic for the heating system must be con-
nected to 115 V AC phase A or 28 V DC for the the LD−MCR Heating System.
The LD−MCR Heating System must deactivate in the case of low airfilow. In a
low air flow case an Internal Buzzer and Signs shall activate to inform the crew
to leave the LD−MCR and the LD−MCR Heating System shall deactivate.
The electro heater, which is installed in the airflow of the LD−MCR supply
ducts, comprises a three phase heater element, a temperarture sensor and an
overtemperature sensor.
A temperature controller controls the heater depending of selected temperature
and actual temperature. Selected temperature can be set on a temperature
control panel, which comprises an compartment temperature sensor as well.

LD-MCR VENTILATION
21−21
Figure 112 LD−MCR Heating Power Supply

LD-MCR VENTILATION
21−21
Hatch Warning (MJ)
The following hatches are monitored:
S Cabin Hatch
S Emergency Hatch
The proximity switches are controlled from the Proximity Switch Control Unit.
The PSCU provide a bus signal in order to indicate that the hatches are open.
This indication is displayed on the ECAM as ”LD−MCR HATCH OPEN” when-
ever either of the hatches are open and an AFT CARGO smoke warning is initi-
ated.This warning enables the cockpit crew to inform the cabin crew to leave
the LD−MCR and close the LD−MCR cabin hatch and/or emergency hatch.
The same warning is initiated on ECAM when LD−MCR smoke is initiated and
a hatch is open.
For the inbuilt Fire Extinguisher System and the Internal Smoke Detection Sys-
tem a discrete 28V DC signal is defined when the cabin and the emergency
hatch are closed.

LD-MCR VENTILATION
21−21

LD-MCR VENTILATION
21−21
Low air flow warning
If the flow of air into the LD−MCR is not correct a flow sensor , which is
installed in the ventilation duct of the LD−MCR, gives a signal to the buzzer and
to the LEAVE MCR signs. You can reset the buzzer with a reset button on the
control panel of the LD−MCR.
The buzzer also is installed on the control panel. The LEAVE MCR signs are
installed in the ceilings area of the beds.

LD-MCR VENTILATION
21−21
Figure 113 LD−MCR Internal Power Supply

AIR VENTILATION
21−22
21−22 COCKPIT AIR VENTILATION

GENERAL
The purpose of the cockpit air conditioning system is to:
− maintain an even cockpit temperature compatible with crew comfort
throughout the aircraft operating range.
The system is designed to minimize the possibility of smoke and odours
entering the cockpit from other compartments. The cockpit is supplied with
conditioned fresh air only.
Cooling and heating are provided by blowing temperature−controlled air
through several air outlets, which is generated by the aircraft air
conditioning system (refer to chapters 21−50−00 and 21−60−00).
Description
Cockpit air conditioning is provided by a duct running from the lower part
of the mixer unit to the cockpit distribution system.
The cockpit is supplied with conditioned fresh air from the packs (no
recirculation of air from the cabin).
Ducts
A set of ducts and blowing outlets defined on referenced figure serve to
distribute air to the cockpit:
S Overhead panel air outlets (left side and right side).
S Window air outlets (left side and right side).
S Side console air outlets (left side and right side).
S Captain feet air outlet.
S Captain individual air outlet.
S Third occupant individual air outlet.

S Fourth occupant individual air outlet.
S Windshield air outlets.
S First officer feet air outlet.
S First officer individual air outlet.

AIR VENTILATION
21−22

AIR VENTILATION
21−22
WINDOW AIR OUTLET HEATERS

As optional equipment two electrical heaters are fitted in the cockpit on the air
supply pipes of windows and ensure heating of the air blown through.They are
designed to increase the temperature.The heaters include an overheat protec-
tion which limits the internal temperature.This protection operates without air-
flow through the heaters. For operating heaters at least one FCV must be
open.
The heaters are controlled by a rotary selector which has three different posi-
tions:
S OFF − heaters are switched off
S LOW − heaters are operated with reduced power (temperature increase of
blow air up to 45_C. This depents on the Cockpit Temperature Selection )
S HIGH − heaters are operated with high power (temperature increase of blow
airup to 55_C. This depents on the Cockpit Temperature Selection)
Note: Only one heater either on captain (L) or F/O (R) can be switched on si-
multaneously.

AIR VENTILATION
21−22

CARGO COMPARTMENT VENTILATIO
21−28
21−28 CARGO COMPARTMENT

FORWARD CARGO COMPARTMENT
VENTILATION/HEATING/COOLING SYSTEM
PRESENTATION
GENERAL HEATING
The forward cargo compartment is ventilated by cabin air, cooled by cold air Heating regulation is achieved by a trim air valve which allows hot air to be
from pack 2 and heated by hot air from trim air pressure regulating valve 1. mixed with cabin air.
The trim air valve is controlled by the ventilation controller through a stepper
SYSTEM OPERATION
motor according to cockpit control selection.
The INLET ISOLATION VALVES allow cabin air, from openings in the cabin
The trim air valve closes in case of Forward cargo compartment door open
floor, to enter the compartment.The OUTLET ISOLATION VALVES allows air
Proximity Switch Control Unit (PSCU), extraction fan inoperative, duct overheat
to be sent overboard via the forward outflow valve.
detection, forward smoke warning Smoke Detector and Control Unit (SDCU),
The two speed EXTRACTION FAN extracts the Forward cargo compartment
isolation valves closed, or no hot air supply when trim air pressure regulating
air. It operates provided the isolation valves are open. High speed is only used
valve 1 and trim air shut−off valve closed (Zone Controller).
when NORM or MAX cooling is selected, and both pack flow control valves and
isolation valves are open. COOLING
Two double duct temperature sensors and one double compartment tempera-
Cooling regulation is achieved by a cold air valve which allows cold air to be
ture sensor send temperature signals to the ventilation controller for tempera-
mixed with cabin air.
ture control and duct overheat detection.The ventilation controller sends a
FWD cargo duct OVHT signal to the zone controller in order to close trim air The cold air valve is controlled by the ventilation controller according to the
pressure regulating valve 1 and the trim air shut−off valve, if open. cockpit cooling selector position.
Control is achieved, via the ventilation controller and by the ISOL VALVES The valve closes in case of ISOL VALVES or COOLING OFF selection,
pushbutton switch. DITCHING configuration, both flow control valves closed, Forward cargo
smoke warning, extraction fan inoperative, or one isolation valve closed. When
To isolate the cargo compartment, they close if DITCHING is selected or if
NORM or MAX is selected, the zone controller receives signals to increase the
smoke is detected in the Forward cargo compartment.
flow delivered by the pack flow control valves.

21−28
Figure 114 Fwd Cargo Compartment Schematic

21−28
FWD CARGO SYSTEM CONTROL AND INDICATION

GENERAL 3 TEMPERATURE SELECTOR
The FWD cargo compartment Cooling/Heating/Ventilation System is controlled
by the Ventilation Controller. Temperature selection is possible from the cockpit If Preselection is not active the FWD CC temperature can be selected by the
or from the preselection panel inside of the FWD cargo compartment, if the temperature selector between 5° C and 25° C. If the Cooling Selector Switch is
ON/OFF preselection toggle switch has been activated and the FWD cargo in OFF position only heating is possible.
door is open.
4 PRESEL P/B
1 ISOLATION VALVE P/B SWITCH The Preselection P/B switch on the CARGO AIR COND Panel indicates if pre-
When the Isolation Valve P/B switch is selected to OFF, the OFF light illumi- selection from preselction panel inside FWD CC is activ or not. In this case the
nates and the three isolation valves are closed. If the P/B switch is selected to green ACTIV light iluminates. The OFF light indicates that preselection is not
ON, the isolation valves will open, provided: activ. In flight the light is deenergized. When PRESEL P/B is pressed the pre-
selection of the FWD CC is switched off and the temperature selector on the
S there is no isolation valve fault of both inlet isolation valves or outlet isolation CARGO AIR COND panel will be activ.
valve
S no ditching is selected 5 INDICATION LAMP
S no FWD Cargo Compartment smoke warning is present
The INDICATION LAMP on the preselection panel inside the FWD Cargo
The fault light in the P/B switch illuminates if there is any valve fault. Compartment illuminates green when the PRESEL function is aktiv.
2 COOLING SELECTOR 6 PRESEL TOGGLE SWITCH

When the Cooling Selector switch is set to OFF position the cold air valve is The ON/OFF spring loaded toggle swich allows the activation and deactivation
fully closed. When the selector is set to NORM position the cold air valve of the temperature preselection
moves into a partially open position and in position MAX it moves to fully open,
provided: 7 TEMPERATURE PRESELECTOR
S the extract fan is running
The TEMPERATURE PRESELECTOR allows a FWD Cargo Compartment
S no ditching is selected temperature selection between 5° C and 25° C when preselection function is
S one inlet isolation valve and outlet isolation valve are opened activ.
S no smoke warning in FWD CC

S FWD CC closed or Preselection activ
S Isolation valve P/B in ON
There is no influence by the heating system.

21−28
INDICATION
5 LAMP 4HC
A
ON/OFF
6 TOGGLE
SWITCH
6HC
1 TEMPERATURE
7 PRESELECTOR
2 445HC
LOCATED ON FWD CARGO

4 DOOR ENTRY
Figure 115 FWD Cargo Compartment Control

21−28
FWD CARGO COMPARTMENT ECAM INDICATION
1 TRIM AIR VALVE

3 COLD AIR VALVE
The forward cargo trim air valve position is normally displayed in green
The forward cargo cold air valve is normally displayed in green.
From C COLD), valve closed Valve partially open.

to H (HOT), valve open.
Valve fully closed.
The trim air valve fails (amber).

Valve fully open.
The trim air valve position Valve abnormally fully closed ( amber ).
data are not available.
Valve abnormally fully open ( amber )
2 PACK 2
Valve abnormally partially
The pack forward cargo indication is normally displayed in green. open or in transit position ( amber )
The flow control valve

is not fully closed or
its position is not
available. Valve position data not

availble ( amber ).
The flow control valve is

fully closed ( amber ).
Figure 116 FWD Cargo Compartment ECAM Indication

21−28
PACK 2 1
3 2
1 3
Figure 117 FWD Cargo Compartment ECAM COND Page

21−28
FWD CARGO COMPARTMENT ECAM INDICATION
4 DUCT TEMPERATURE
The forward cargo duct temperature is normally displayed
in green.
UDTS : Upper Duct Temperature Sensor
LDTS : Lower Duct Temperature Sensor
22 : Temperature up to 88_ C(190_ F).
94 : Temperature above 88_ C(190_ F).
XX : Zone duct temperature data are not available.
5 COMPARTMENT TEMPERATURE
The forward cargo temperature is always displayed in green.
FWD 20 : Normal configuration. Temperature varies by step of 1_ C
(2_ F).
FWD XX : The zone temperature datum is not available.

21−28
PACK 2
4
5
Figure 118 FWD Cargo Compartment ECAM COND Page

FWD CARGO VENTILATION
21−28
FWD CC ELECTRICAL SCHEMATIC

General PRESEL P/B Switch
The FWD CC Cooling/Heating/Ventilation System is controlled by the Ventila- The Preselection P/B switch on CC Ventilation Panel indicates if preselection
tion Controller. Temperature Selection is possible from the Cockpit or from the from preselction panel inside FWD CC is activ or not. In this case the blue AC-
Preselection Panel inside FWD CC, if the ON/OFF switch has been activated TIV light iluminates. The OFF light indicates that preselection is not activ. In
and the FWD cargo door is open. flight the light is deenergized. When PRESEL P/B is pressed the preselection
of the FWD CC is switched off and the temperature selector on CC ventilation
Temperature Selector on Cargo Ventilation Panel panel will be activ.
If Preselection is not active the FWD CC temperature can be selected by the
temperature selector between 5° C and 25° C. If the Cooling Selector Switch is Preselection Panel
in OFF position only heating is possible. On the preselection panel inside FWD CC there are:
S a ON/OFF spring loaded toggle switch which allows activation and deactiva-
Cooling Selector Switch
tion of the temperature preselection. If FWD cargo door is closed (signal by
When the Cooling Selector switch is set to OFF position the cold air valve is PSCU) preselection is reset to OFF
fully closed. When the selector is set to NORM position the cold air valve
S a white ON light which indicates that PRESEL function is activ
moves into a patially open position and in position MAX it moves to fully open,
provided: S a temperature selector, which allows FWD CC temperature selection be-
tween 5° C and 25° C when preselection function is activ.
S the extract fan is running
S no ditching is selected Temperature Control
S one inlet isolation valve and outlet isolation valve are opened Temperature control is archived by the Trim Air Valve. Depending of tempera-
S no smoke warning in FWD CC ture selection, actual ambient temperature and upper and lower duct tempera-
ture the trim air valve is controlled by the ventilation controller. The trim air
S FWD CC closed or Preselection activ
valve closes if:
S Isolation valve P/B in ON
S there is a duct overheat >88° C (ZC receives the overheat signal for trim air
There is no influence by the heating system. pressure regulating valve closure)
Isolation Valve P/B Switch S both flow control vaves are fully closed
When the Isolation Valve P/B switch is selected to OFF, the OFF light illumi- S extract fan is not running
nates and the three isolation valves are closed. If the P/B switch is selected to S both inlet isolation valves or outlet isolation valve faulty
ON, the isolation valves will open, proveided: S isolation valve P/B switch selected to OFF
S there is no isolation valve fault of both inlet isolation valves or outlet isolation S ditching is selected
valve
S smoke warning is present
S no ditching is selected
S trim air pressure regulating valve1 is closed and trim air shut off valve is
S no FWD CC smoke warning is present closed.
The fault light in the P/B switch illuminates if there is any valve fault. There is no influence for the trim air valve from cargo cooling. Both valves can
be open simultaneously.

21−28
ZONE CONTROLLER
VC LGCIU2
RESET
AIR
COND OVHT
FANS RESET CMC
RESET
FAULT BITE
OVHT EMERG. CONFIG
RELAY 26XE
OVERBOARD VIA
DITCHING FWD OUTFLOW VALVE
ISOLATION
ON
VALVE FAULT
FAN RUNNING
SPEED
FWD EXTRACTION FAN
LOGIC
ISOL VALVES OVHT OUTLET ISOLATION
FAULT VALVE
OFF ON
SMOKE DETECTION AMBIENT TEMP SENSOR
COOLING CONTROL UNIT SMOKE
NORM (SDCU) WARNING/TEST
UPPER DUCT
OFF MAX TEMP SENSOR FWD CARGO
NORM/ MAX
PRESEL COMPARTMENT
ACTIV
OFF LOWER DUCT
TEMP SENSOR
>88°C
HOT AIR
FROM TRIM AIR
COLD HOT PRESSURE
FWD CC CLOSE REGULATING
DOOR COMMAND VALVE 1
PROXIMITY SWITCH CLOSED
BOTH FCV FC
CONTROL UNIT INLET
(PSCU) ISOLATION TRIM
TAPRV 1 COLD AIR VALVE AIR
& TASOV CLOSED VALVE VALVE
CARGO COMPT OPEN
TEMP PRESEL COMMAND
CABIN AIR
COLD AIR
FROM PACK 2
ON/OFF VALVES OPEN

PRESELECTION ON PRESEL
ACTIV
15
ECAM
10 20
PIN
PROGRAMMING
5 25
°C
Figure 119 FWD Cargo Compartment Electrical Schematic

21−28
Ambient Temperature Sensor Zone Controller
The ambient temperature sensor is located in the extract duct and transmits The zone controller transmits FCV status and extract fan speed switching sig-
the actual cargo compartment temperature to the ventilation controller. nals to the ventilation controller. The zone controller receives cargo cool selec-
tion for calculation of pack temperature and pack flow demand.
Upper and Lower Duct Temperature Sensors
The sensors are installed at the upper and lower supply duct for the FWD CC. Reset Switch
They give a feedback signal to the ventilation controller to avoid overshooting The reset C/B enables restart of the ventilation controller hardware in case of
of temperature regulation. ventilation controller fault.
If 88° C duct temperature is sensed the trim air valve will close and the zone
CMC−Interface
controller receives a overheat signal to close the trim air pressure regulating
valve 1 or the trim air shut off valve, depending of the source of trim air supply. The CMC receives ventilation controller status, valve status, temperature sen-
sor status and extract fan status from ventilation controller. The CMC can initi-
If one duct temperature sensor fails, the remaining one is used to control duct
ate different ventilation controller tests.
tmperature.
LGCIU−Input
Extract Fan
he LGCIU2 transmits air/ground discrete for flight leg counter of VC BITE sys-
The extract fan can run in dual speed. The fan is in low speed when:
tem.
S if only one flow control valve is open or
S cargo coling is selected off or Emergency Configuration
S only one inlet isolation valve is open In case of emergency power configuration the fans of the cargo compartments
are no longer power supplied. To avoid fault detection of the fans the VC is in-
The fan runs in highspeed when:
formed by the emergency configuration relay 26XE.
S cooling is selected to NORM or MAX and
S both flow control valves are opened Smoke Control Unit
S both inlet isolation vaves are opened The smoke detection control unit transmits smoke warning or smoke test dis-
crete to the ventilation controller for valve closure. If the signal is no longer
The speed switching signal is generated by the zone controller.
present the reset P/B of the VC has to be pulled to reset the valves.
The extract fan runs when at least one inlet isolation valve and the outlet isola-
tion valve is open and there is no fan overheat.
In case of fan overheat the fan is switched off and the FAULT light illuminates
in the AIR COND OVHT FANS RESET P/B switch on the maintenance panel.
The fan can be reset by pressing the RESET P/B if no overheat is present.

21−28
ZONE CONTROLLER
VC LGCIU2
RESET
AIR
COND OVHT
FANS RESET CMC
RESET
FAULT BITE
OVHT EMERG. CONFIG
RELAY 26XE
OVERBOARD VIA
DITCHING FWD OUTFLOW VALVE
ISOLATION
ON
VALVE FAULT
FAN RUNNING
SPEED
FWD EXTRACTION FAN
LOGIC
ISOL VALVES OVHT OUTLET ISOLATION
FAULT VALVE
OFF ON
SMOKE DETECTION AMBIENT TEMP SENSOR
COOLING CONTROL UNIT SMOKE
NORM (SDCU) WARNING/TEST
UPPER DUCT
OFF MAX TEMP SENSOR FWD CARGO
NORM/ MAX
PRESEL COMPARTMENT
ACTIV
OFF LOWER DUCT
TEMP SENSOR
>88°C
HOT AIR
FROM TRIM AIR
COLD HOT PRESSURE
FWD CC CLOSE REGULATING
DOOR COMMAND VALVE 1
PROXIMITY SWITCH CLOSED
BOTH FCV FC
CONTROL UNIT INLET
(PSCU) ISOLATION TRIM
TAPRV 1 COLD AIR VALVE AIR
& TASOV CLOSED VALVE VALVE
CARGO COMPT
TEMP PRESEL
CABIN AIR
COLD AIR
FROM PACK 2
ON/OFF VALVES OPEN

PRESELECTION ON PRESEL
ACTIV
15
ECAM
10 20
PIN
PROGRAMMING
5 25
°C
Figure 120 FWD Cargo Compartment Electrical Schematic

21−28
FWD CARGO COMPARTMENT VENTILATION

DESCRIPTION AND OPERATION
CONTROLLER ABNORMAL OPERATION
The ventilation controller permits control and monitoring of the optional forward In case of valve position disagreement with the logic, the FAULT light comes on
cargo compartment ventilation, heating and cooling system. the ISOLATION VALVE pushbutton and a signal is sent to the Centralized
The controller includes two identical lanes. Maintenance Computer.
One is active and the other is in stand by.
Normal change over occurs at each flight leg. In case of electrical motor overheat, thermal switches latch the power supply.
In case of failure, the switching logic selects the healthiest lane. The FAULT legend comes on the FAN RESET pushbutton.
VENTILATION SUB−SYSTEM RESET FUNCTION

SYSTEM OPERATION After an overheat condition, the fan can be reset from the FAN RESET push-
button, provided there is no longer an overheat condition.
The 115 VAC fan operates when the ISOLATION VALVES are open.
Additional conditions permit fan operation at low or high speed.
LOW SPEED when :
S one FLOW CONTROL VALVE open (from the zone controller) or
S cooling off (from the zone controller) or
S only one inlet ISOL VALVE open.
HIGH SPEED when :

S cooling selected at NORM or MAX (from the zone controller) AND
S no FLOW CONTROL VALVE closed (from the zone controller) AND
S both inlet ISOL VALVES open.
Each ISOLATION VALVE opens when there is no ditching, no smoke detected,

no corresponding valve faulty and the ISOLATION VALVE pushbutton ON.

21−28
Figure 121 FWD Cargo Compartment Ventilation Sub System

21−28
FWD CARGO COMPARTMENT HEATING

HEATING SUB−SYSTEM
SYSTEM OPERATION
The TRIM AIR VALVE is electrically operated by a stepper motor.
It regulates when the forward cargo door is fully closed and there is no vent off
command.
Heating and cooling can be simultaneously active.

In this case, cooling provides basic temperature regulation from pack 2.
Heating provides higher temperature only when required according to selection.
ABNORMAL OPERATION
The TRIM AIR VALVE closes due to abnormal operation in case of duct over-
heat.
It also closes when TRIM AIR PRESSURE VALVE 1 is fully closed with the
TRIM AIR SHUT OFF VALVE failed fully closed.
In case of duct overheat TAPRV1 closes.
RESET
In case of duct overheat, the reset threshold is set at 70 degrees Centigrade
and the system must be rearmed with the HOT AIR 1 pushbutton.
OVHT : 88 degrees Centigrade = 190 degrees Farenheit

RESET : 70 degrees Centigrade = 158 degrees Farenheit

21−28
o
o
o
Figure 122 FWD Cargo Compartment Heating Sub−System

21−28
FWD CARGO COMPARTMENT COOLING

COOLING SUB−SYSTEM
SYSTEM OPERATION
Control is done from the three position cooling selector when NORMAL or
MAXIMUM is selected, provided there is no vent off command and no ditching
selected.
The cold air valve is operated by an electrical motor. The valve has three posi-
tions corresponding to selection.
S OFF : closed (fail safe)
S NORM : partially open
S MAX : fully open
ABNORMAL OPERATION
Abnormal operation leads to a COLD AIR VALVE closure when smoke is de-
tected or one FLOW CONTROL VALVE closed, or in case of COLD AIR
VALVE disagreement.
RESET
No reset is provided.

21−28
Figure 123 FWD Cargo Compartment Cooling Sub−System

21−28
LOCATIONS IN THE FWD CARGO COMPARTMENT

For the FWD CC there are three temperature sensors installed. Cargo Compartment Preselector Indication Lamp 4HC
S is triggered by ventilation controller 280HN when preselection is activ
Temperature Sensor 439HC
S measures air temperature inside lower supply duct. Cargo Compartment Temperature Preselector 445HC
S is a sensor with a dual element. The higher value is used by the VC. S is monitored by CMC via ventilation controller
S the higher value of sensor 439HC and 441HC is used by the ventilation con- S enables FWD CC temperature preselection between 5° C and 25° C
troller to regulate duct temperature S transmits a resistor signal to ventilation controller 280 HN
S is monitored by CMS via ventilation controller 280HN S is disabled by FWD CC door closed or preselection P/B cockpit
S is installed behind side wall panels at lower supply duct
Temperature Sensor 441HC
S measures air temperature inside upper supply duct.
S is a sensor with a dual element. The higher value is used by the VC.
S the higher value of sensor 439HC and 441HC is used by the ventilation con-
troller to regulate duct temperature
S is monitored by CMS via ventilation controller 280HN
S is installed behind side wall panels at upper supply duct
Compartment Temperature Sensor 440HC
S measures ambient temperature in FWD CC
S is a sensor with a dual element. The higher value is used by the VC.
S is monitored by CMS via ventilation controller 280HN
S is installed behind side wall panels at extraction duct
FWD Cargo Temperature Control Panel 5022VE
The FWD CC temperature control panel enables setting of cargo compartment
temperature. It comprises following controls:

Cargo Compartment Temperature Preselector ON/OFF Toggle Switch
S enables changeover for cargo compartment temperature selection from
cockpit to FWD cargo compartment
S has an ON/OFF momentary position
S transmits a discrete signal to ventilation controller 280 HN
S is disabled by FWD CC door closed

21−28
COMPARTMENT INDICATION
TEMPERATURE LAMP 4HC
SENSOR 440HC
ON/OFF
TOGGLE
SWITCH
6HC
TEMPERATURE
SENSOR 441HC
TEMPERATURE TEMPERATURE
SENSOR 439HC PRESELECTOR
445HC
Figure 124 Forward Cargo Compartment Sensor Locations

21−28
FWD Cargo Heating Trim Air Valve
Hot air supply to FWD cargo compartment is regulated by trim air valve
438HC. The trim air valve is
S controlled by ventilation controller 280HN,
S a butterfly valve,
S monitored by CMS via ventialtion controller for,
− fully closed by a microswitch,
− for position by a dual potentiometer,
S is installed underneath cargo compartment floor in the area of the mixer
unit.

21−28
TRIM AIR VALVE 438HC

Figure 125 FWD Cargo Heating Trim Air Valve

21−28
Isolation Valve 286HN S can be reset in case of overheat by OVHT COND FANS RESET P/B ,
S isolates the extract sytem from FWD cargo compartment, S is installed underneath FWD CC floor.
S is installed behind sidewall panels on right hand side of FWD cargo com-
FWD Isolation Valve P/B Switch 14HN
partment at frame 32,
S closes isolation valves and switches off extract fan power,
S is monitored by VC in open and close position.
S comprises a white OFF light which illuminates if the P/B is set to OFF posi-
Isolation Valves 287HN und 289HN tion,
S isolate the ventilation sytem from FWD cargo compartment, S comprises a amber FAULT light which illuminates in case of any isolation
S are installed behind sidewall panels on left hand side of FWD cargo com- valve fault.
partment,
Cooling Selector 297HN
S are monitored by VC in open and close position.
S controls cold air valve,
Cold Air Valve 298HN S is connected to VC.
S regulates cold air flow to FWD cargo compartment,
OVHT COND FANS RESET P/B 3HN
S has three positions,
S enables reset of air conditioning system fans except avionics equipment
− closed, ventilation extract fan,
− patially open, S is connected to VC,
− fully open, S comprises a FAULT light which illuminates in case of a fan overheat condi-
S is installed underneath FWD CC floor panels at frame 34, tion.
S is monitored by VC.
Extraction Fan 285HN

The extraction fan 285HN has a two−speed three−phase induction motor, and
a fan wheel with high efficiency blades in a housing. The induction motor drives
the fan wheel. Thermal switches are installed to stop the electrical power sup-
ply to the induction motor if the temperature increases to 180 DEG. C (356.00
DEG. F) or more. The housing has four brackets with vibration dampers to at-
tach the extraction fan to the aircraft structure. Arrows on the housing show the
direction of airflow through the extraction fan and the rotation direction of the
fan wheel. If the fan wheel breaks, the housing is sufficiently strong to contain
the broken pieces. The extract fan:
S takes the air out of the FWD cargo compartment and blows it to overboard
via the FWD outflow valve,
S is monitored by VC for
− power supply,
− overheat,

21−28
ISOLATION
VALVE 286HN
EXTRACTION
FAN 285HN
ISOLATION
VALVE 287HN
COLD AIR VALVE

298HN
FWD ISOL VALVES OVHT COND
P/BSW 14HN FANS RESET
ISOLATION
P/B SWITCH 3HN

VALVE 289HN
COOLING SELECTOR
297HN
Figure 126 FWD Cargo Comp. Component Locations

21−28
FWD CARGO COMPT VENT. HEATING/COOLING

INTERFACES
SYSTEM DATA ACQUISITION CONCENTRATOR DITCHING PUSHBUTTON
The ventilation controller provides SDAC 1 and SDAC 2 with temperature in- The ditching discrete signal is used to close the cold air valve and the isolation
dications, valve positions and warning messages through two ARINC buses. A valves. The trim air valve also closes as a consequence of the isolation valves
ventilation controller fault discrete signal is also sent to both SDACs. closure.
ZONE CONTROLLER VENTILATION CONTROLLER RESET SWITCH

The zone controller provides the ventilation controller with Trim Air Pressure One reset discrete signal is sent to each ventilation controller lane, in order to
Regulating Valve 2, Trim Air Shut−off Valve and Flow Control Valve positions reset it.
through an ARINC bus. These positions are used to control the FWD cargo
compartment trim air valve and cold air valve. FAN RESET PUSHBUTTON
A fan reset signal is sent to the ventilation controller, in order to reset the ex-
CENTRALIZED MAINTENANCE COMPUTER tract fan.
The ventilation controller is a type 1 system and provides both CMCs with fail-
ure and maintenance information. CMC 1 sends flight information and BITE CARGO AIR COND PANEL
commands. The temperature selector sends three analog signals to the ventilation control-
ler, for the fwd cargo Trim Air Valve control. The cooling selector sends three
PROXIMITY SWITCH CONTROL UNIT discrete signals to the ventilation controller for the cold air valve control.
The Proximity Switch Control Unit transmits the fwd cargo door position to the In case of ISOL. VALVE position disagree, FAULT signal comes to the P/B.
ventilation controller, in order to control the forward cargo Trim Air Valve. When the P/B is pressed in, EXTRACT FAN receives PWR CMD according to
logic.If released out, the P/B sends a FWD VENT OFF CMD to the ventilation
SMOKE DETECTION AND CONTROL UNIT
controller.
The Smoke Detection and Control Unit transmits fwd smoke and smoke test
discrete signals to the ventilation controller. TRIM AIR VALVE AND COLD AIR VALVE
These two signals are used to control : The Trim Air Valve sends its positions to the ventilation controller for the Trim
S the isolation valves Air Valve monitoring and heating system control. The cold air valve sends the
fully open, partially open and fully closed position signals to the ventilation con-
S the trim air valve
troller for cold air valve monitoring and cooling system control.
S the extract fan
S the cold air valve EXTRACT FAN
The extract fan is controlled from the ventilation controller through the ISOLA-
AIRCRAFT EMERGENCY CONFIG. TION VALVES pushbutton. The extract fan sends two power feedback signals
Two electrical aircraft emergency configuration discrete signals coming from a and an OVERHEAT signal, for monitoring and control purposes.
relay logic are used to stop the extract fan, the heating and cooling systems.

21−28
COLD AIR VALVE

Figure 127 FWD CARGO COMP. Interface

AFT CARGO VENTILATION
21−28
AFT CARGO COMPARTMENT VENTILATION

PRESENTATION
GENERAL
The aft cargo compartment is ventilated with cabin air.
SYSTEM OPERATION
The inlet isolation valves allow cabin air, from openings in the cabin floor, to
enter the compartment.
The extraction fan extracts the air from the cargo compartment.
The extraction fan operates provided at least one inlet isolation valve is open
and the outlet isolation valve is open.
It stops if smoke is detected in the AFT or Bulk cargo compartment.
The outlet isolation valve allows the air to be ducted overboard through the
AFT outflow valve.
Control is achieved, via the ventilation controller, by the ISOL VALVES push-
button switch.
To isolate the cargo compartment, they close if DITCHING is selected or if
smoke is detected in the AFT or Bulk cargo compartment.

21−28
Figure 128 Aft Cargo Compartment Schematic

21−28
AFT CARGO COMPARTMENT VENTILATION

CONTROLLER
Ventilation controller permits control and monitoring of the optional aft cargo
compartment ventilation system.
The controller includes two identical lanes.
One is active and the other is in stand by.
Normal change over occurs at each flight leg.
In case of failure, the switching logic selects the healthiest lane to be active.
SYSTEM OPERATION
Each ISOLATION VALVE opens when there is no ditching, no smoke detected,
The fan operates when the outlet ISOLATION VALVE is open, at least one inlet
ISOLATION VALVE open and there is no electrical fan overheat.
The 3 phase electrical motor of the fan is supplied with 115 VAC/400 Hz.
ABNORMAL OPERATION
In case of valve position disagreement with the logic, the FAULT light comes on
on the ISOLATION VALVE pushbutton.
A signal is sent to the Centralized Maintenance Computer.
A signal is also sent to the ECAM.
In case of electrical motor overheat, thermal switches cut off the electrical
power supply.
The Fault legend comes on on the FAN RESET pushbutton.
RESET FUNCTION
After an overheat condition, the fan can be reset from the FAN RESET push-
button, provided there is no longer an overheat condition.

21−28
Figure 129 Aft Cargo Compartment System Schematic

21−28
LOCATION IN AFT CARGO COMPARTMENT

Isolation Valve 293HN Aft Isolation Valve P/B Switch 10HN
S isolates the extract sytem from aft cargo compartment, S closes isolation valves and switches off extract fan power
S is installed behind sidewall panels on left hand side of FWD cargo compart- S comprises a white OFF light which illuminates if the P/B is set to OFF posi-
ment, tion
S is monitored by VC in open and close position. S comprises a amber FAULT light which illuminates in case of any isolation
valve fault.
Isolation Valves 292HN und 294HN
S isolate the ventilation sytem from aft cargo compartment, OVHT COND FANS RESET P/B 3HN
S are installed behind sidewall panels on right hand side of FWD cargo com- S enables reset of air conditioning system fans except avionics equipment
partment, ventilation extract fan,
S are monitored by VC in open and close position. S is connected to VC,
S comprises a FAULT light which illuminates in case of a fan overheat condi-
Extraction Fan 291HN tion.
S takes the air out of the aft cargo compartment and blows it to overboard via
the aft outflow valve,
− power supply,
− overheat,
S can be reset in case of overheat by OVHT COND FANS RESET P/B ,
S is installed behind side wall panels on left hand side of aft CC.

21−28
ISOLATION VALVE
294HN
ISOLATION VALVE
292HN
A
ISOLATION VALVE
AFT ISOL VALVES 293HN
P/BSW 10HN
Figure 130 Aft Cargo Compt. Component Locations

21−28
AFT CARGO COMPARTMENT VENT. INTERFACES
SYSTEM DATA ACQUISITION CONCENTRATOR CARGO AIR COND PANEL

The ventilation controller provides SDAC 1 and SDAC 2 with temperature in- In case of isolation valve position disagree, the FAULT legend on the isolation
dications, valve positions and warning messages through two ARINC buses. valve pushbutton comes on.
A ventilation controller fault discrete signal is also sent to both SDACs. When the pushbutton is pressed in, the extract fan receives a power command
depending on the relay logic.
If released out, the pushbutton sends an AFT VENT OFF command to the ven-
CENTRALIZED MAINTENANCE COMPUTER tilation controller.
The ventilation controller is a type 1 system and provides both CMCs with fail-
ure and maintenance information.
CMC 1 sends flight information and BITE commands. PIN PROGRAMMING
One pin input allows the optional aft cargo ventilation system to be activated.
SMOKE DETECTION AND CONTROL UNIT

The Smoke Detection and Control Unit transmits aft/bulk smoke and smoke ISOLATION VALVES
test discrete signals to the ventilation controller. Each isolation valve sends the fully open and the fully closed position signals to
These two signals are used to control the isolation valves. the ventilation controller for monitoring and control purposes.
AIRCRAFT EMERGENCY CONFIGURATION EXTRACT FAN

Two electrical aircraft emergency configuration signals coming from a relay he extract fan sends one power feedback signal and an OVERHEAT signal for
logic, are used to stop the extract fan, the heating and cooling systems. monitoring and control purposes.
The extract fan is controlled from the ventilation controller through the ISOLA-
TION VALVE pushbutton.
DITCHING PUSHBUTTON
The ditching discrete signal is used to close the isolation valves.
VENTILATION CONTROLLER RESET SWITCH

One reset discrete signal is sent to each ventilation controller lane, in order to
reset it.
FAN RESET PUSHBUTTON
tract fan.

21−28
Figure 131 Aft Cargo Compartment Interface

BULK CARGO VENTILATION
21−28
BULK CARGO COMP. VENTILATION/HEATING

GENERAL
The bulk cargo compartment is ventilated with cabin air.
Heating is achieved with an electrical fan heater.
SYSTEM OPERATION
The inlet isolation valve allows air from the fan heater to enter the Bulk cargo
compartment.
The extraction fan extracts the compartment air.
The extraction fan operates provided the isolation valves are open.
It stops if smoke is detected in the Bulk or AFT cargo compartment.
The outlet isolation valve allows air to be sent overboard through the AFT out-
flow valve.
A DUCT and an AMBIENT temperature sensor are installed for temperature
control and duct temperature overheat detection.
Control is achieved, via the ventilation controller, by the ISOL VALVES push-
button switch.
To isolate the cargo compartment, it closes if DITCHING is selected or if smoke
is detected in the Bulk or AFT cargo compartment.
HEATING
The fan heater is controlled by the ventilation controller according to the cockpit
panel selection.
It operates provided the inlet and the outlet isolation valves are open.
It automatically stops in case of Bulk cargo door open Proximity Switch Control
Unit (PSCU), smoke detected in the AFT or Bulk cargo compartment Smoke
Detector and Control Unit (SDCU) or duct or fan overheat detection.

Temperature sensors are installed for temperature control and duct tempera-
ture overheat detection.

21−28
Figure 132 Bulk Cargo Compartment Schematic

21−28
BULK CARGO SYSTEM CONTROL AND INDICATING

1 ISOLATION VALVES P/B 4 BLOWER FAN SWITCH
When the isolation valves pushbutton switch is pressed in the isolation valves With the BLOWER FAN toggle switch you can activate the cargo compartment
open , and the extract fan runs provided there is no smoke detection in the bulk ground ventilation. The ground ventilation system operates under the subse-
cargo compartment. quent conditions:
FAULT : comes on associated with a ECAM caution when either inlet or outlet
valve is not in agreement with the selected position. S the toggle switch in on position,
OFF : The isol valves p/bsw is released out, the valves close and the extraction S the bulk cargo door in fully open,
fan stops. S aircraft on ground
S no smoke warning,
2 HEATING P/B
S the heating pushbutton switch on the overhead panel is in the on postion,
The fan heater is activated by the heating pushbutton, provided the isolation S the isolation valves are in the fully open position,
valves are open.
S no fan heater overheat.
Normal: Heating p/bsw pressed in, fanheater activated.
Reset : Fault light goes off, fan action operates if serviceable.
FAULT : Duct OVHT, the fan stops.
OFF : Heating p/bsw released out fan heater stops.
3 TEMPERATURE SELECTOR
The bulk cargo compartment temperature can be adjusted with the tempera-
ture rotary selector.
The temperature regulation is performed by changing the fan heater power
supply controlled by the ventilation controller. Bulk cargo selectable tempera-
ture varies from 5_C (COLD) to 25_C (HOT).

21−28
LOCATED IN DOORFRAME
BULK CARGO
A
2
Figure 133 Bulk Cargo Compartment Controls

21−28
BULK GARGO COMPARTMENT ECAM INDICATION
5 FAN HEATER INDICATION

The arrow representing the bulk cargo heater performance is normally dis-
played in green
6 DUCT TEMPERATURE
The bulk cargo duct temperature is normally displayed in green.
The temperature varies by steps of 2_C (4_F).
17 : Temperature up to 88_C(190_F).
94 : Temperature above 88_C(190_F).
XX : Zone duct temperature data are not available.
7 ZONE TEMPERATURE
The bulk cargo compartment temperature is always displayed in green.
BULK 19 : Normal configuration. Temperature varies by steps of 1_C(2_F).
BULK XX : The zone temperature data are not available.

21−28
OUTLET ISOLATION
VALVE
EXTRACTION FAN
AMBIENT TEMP SENSOR 7

7
PACK 2
6
DUCT TEMP SENSOR 6
INLET ISOLATION
VALVE
5 FAN HEATER 5
: C (COLD), min. performance

to H (HOT), max. performance.
:The fan heater

: The fan heater fails performance data
(amber) XX are not available
Figure 134 Bulk Cargo Compartment ECAM COND Page

21−28
BULK CARGO COMPARTMENT VENTILATION SUB−SYSTEM

SYSTEM OPERATION
Each ISOLATION VALVE opens when there is no ditching, no moke detected,
The 115 VAC fan operates when the inlet and outlet ISOLATION VALVES are
open and there is no electrical fan overheat.
ABNORMAL OPERATION
In case of valve position disagreement with the logic, the FAULT light comes on
on the ISOLATION VALVE pushbutton.
A signal is sent to the Centralized Maintenance Computer.
In case of electrical motor overheat, thermal switches latch the powersupply.
The FAULT legend comes on on the FAN RESET pushbutton.
RESET FUNCTION
After an overheat condition, the fan can be reset from the FAN RESET push-
button provided, there is no longer an overheat condition.

21−28
Figure 135 Bulk Cargo Compartment System Schematic

21−28
BULK CARGO HEATING SYSTEM
Normal Operation of the BULK CC Heating System

The heating system operates when:
S the HOT AIR 1 pushbutton switch 2HKl on the panel 225VU is in the on
position,
S the cargo−compartment ventilation system operates.
You can set the cargo compartment temperature with the temperature selector
430HC on the panel 212VU. It has a temperature range of between 5 deg.C
(41.00 deg.F) and 25 deg.C (77.00 deg.F). The 12 o’clock position is equivalent
to 15 deg.C (59.00 deg.F).
If the BULK CC temperature is less than the set temperature, electrical power
is supplied to the fan heater 431HC. The fan heater heats the air that flows
through it and the temperature in the BULK CC increases. You can push the
HOT AIR P/BSW 3HC (the OFF Light comes on) to stop the BULK CC heating
system. The fan of the fan heater stops after 120 s.
The inlet air temperature is controlled to a maximum of 70 deg.C (158.00
deg.F). If the inlet air temperature increase to more than 88 deg.C
(190.40 deg.F) a duct overheat is indicated.
Operation of Bulk Cargo Compartment Heating in case of failure

The ventilaton controler 280HN stops the electrical power supply to the fan
heater 431HC if:
S there is a fan heater failure or
S there is a temperature sensor 432HC or 433HC failure or
S the bulk cargo door is not fully closed or
S there is a bulk CC duct overheat or
S there is a ventilation failure or

S the heating system is switched to OFF

21−28
BULK VENTILATION CONTROLLER
TEMP
OVERBOARD VIA OUTFLOW VALVE
CONTROL
OUTLET ISOLATION
TEMP SELECTED VALVE
COLD HOT
EXTRACTION FAN
DOOR FULLY CLOSED
PSCU
AMBIENT TEMP
SENSOR
HOT AIR DUCT OVHT
T>88°C
FAULT
RESET T<70°C BULK CARGO
OFF OFF COMPARTMENT
ECAM
DUCT TEMP SENSOR
CMC STOP INLET ISOLATION

ONE ISOL EXTRACT VALVE
VALVE FAN
ON CLOSED FAULT FANHEATER HEATER HEATER
RUNS OVHT
FAN OVHT FAN
OFF
BLOWER
FAN
AIR
COND OVHT
FANS RESET ON
FAN HEATER OVHT CABIN AIR
FAULT
S
FAN HEATER RESET
R
Figure 136 Fanheater Schematic

21−28
BULK CARGO VENT. WARNINGS
Bulk Cargo Vent Fault

Bulk Cargo Isol. Valve Fault
Bulk Cargo Duct OVHT

21−28
Figure 137 Bulk Cargo Compartment Warnings

21−28
BULK CARGO COMPARTMENT VENTILATION

COMPONENTS
Inlet Isolation Valve 284HN Bulk Isolation Valve P/B Switch 7HN
S isolates the extract sytem from bulk cargo compartment, S closes isolation valves and switches off extract fan power,
S is installed behind sidewall panels on right hand side of bulk cargo compart- S comprises a white OFF light which illuminates if the P/B is set to OFF posi-
ment, tion,
S is monitored by VC in open and close position. S comprises a amber FAULT light which illuminates in case of any isolation
valve fault.
Outlet Isolation Valve 283HN
S isolates the ventilation sytem from bulk cargo compartment, OVHT COND FANS RESET P/B 3HN
S is installed behind sidewall panels on right hand side of bulk cargo compart- S enables reset of air conditioning system fans except avionics equipment
ment, ventilation extract fan,
S are monitored by VC in open and close position. S is connected to VC,
S comprises a FAULT light which illuminates in case of a fan overheat condi-
Extraction Fan 282HN tion.
S takes the air out of the bulk cargo compartment and blows it to overboard
via the aft outflow valve,
− power supply,
− overheat,
S can be reset in case of overheat by OVHT COND FANS RESET P/B ,
S is installed behind side wall panels on left hand side of aft CC.

21−28
A
OUTLET ISOLATION
VALVE 284HN
EXTRACTION
FAN 282HN
A
INLET ISOLATION
VALVE 283HN
BULK ISOLATION
VALVES P/BSW 7HN
Figure 138 Bulk Cargo Ventilation Component Locations

21−28
BULK CARGO HEATING COMPONENTS
The bulk cargo heating system comprises two temperature sensors and
a fan heater.
Duct Temperature Sensor 433HC Proximity Switch 18HN
S measures supply duct temperature downstream of fan heater, S monitors the position of the Bulk Cargo Door
S is dual temperature element. The highest temperature is used by the VC, S switchs off the Heater via the Ventilation Controller, if the Bulk Cargo Door is
S is monitored by CMS via ventilation controller, opened
S s installed behind left sidewall panels at supply duct. S installed at the Door Frame of the Bulk Cargo Door
Compartment Temperature Sensor 432HC Blower Fan Switch 17HN

S measures ambient temperature in bulk cargo compartment, The fan operates without heater to ventilate bulk cargo compartment while loa-
ding when:
S is dual temperature element. The highest temperature is used by the VC,
S the BLOWER FAN switch at the bulk cargo door frame is set to ON position
S is monitored by CMS via ventilation controller,
and,
S is installed above ceiling panels in bulk cargo compartment.
S the bulk cargo door is opened,
Fan Heater 431HC S the isolation valves are opened,
The bulk CC fan heater has two three−phase electrical heater−elements and a S there is no smoke warning,
three−phase fan motor. The motor drives a fan wheel that causes air to flow S there is no fan overheat,
through the fan heater. The heater elements heat the air that flow through.
S the isolation valve P/B is pressed IN,
Solid state relays set the power on and off to the heater elements and the fan
motor. Thermal switches prevent damage to the heater elements and the fan S the HOT AIR P/B switch is set to ON and,
motor. The fan heater operates during flight and on ground if the heating sys- S the extract fan is running.
tem is activated. The fan heater is controlled and monitored by the ventilation
controller 280HN. It is monitored for:
S overheat,
S rotation,
S power supply.
The fan heater is installed behind side wall panels on left side of bulk cargo
compartment.

21−28
COMPARTMENT
TEMPERATURE
SENSOR 432HC
PROXIMITY BLOWER FAN

SWITCH 18HN SWITCH 17HN
DUCT
TEMPERATURE
SENSOR 433HC
FAN HEATER 431HC

FAN HEATER 431HC
Figure 139 Bulk Cargo Heating Component Locations

21−28
BULK CARGO COMPARTMENT VENTILATION/HEATING

INTERFACES
SYSTEM DATA ACQUISITION CONCENTRATOR (SDAC) CARGO AIR CONDITIONNING PANEL
The ventilation controller provides SDAC 1 and SDAC 2 with temperature in- The temperature selector sends three analog signals to the ventilation control-
dications, valve positions and warning messages through two ARINC buses. ler, for the fan heater control.
A ventilation controller fault discrete signal is also sent to both SDACs. The heating pushbutton switch receives a duct overheat signal and sends a
discrete signal to deactivate or reset the fan heater.
CENTRALIZED MAINTENANCE COMPUTER (CMC)
In case of ISOL. VALVE position disagree, FAULT signal comes to the P/B.
The ventilation controller is a type 1 system and provides both CMCs with fail- When the P/B is pressed in, EXTRACT FAN receives PWR CMD according to
ure and maintenance information. logic.
CMC 1 sends flight information and BITE commands. If released out, the P/B sends a BULK VENT OFF CMD to the ventilation con-
troller.
PROXIMITY SWITCH CONTROL UNIT (PSCU)
The Proximity Switch Control Unit transmits the bulk cargo door position to the PIN PROGRAMMING
ventilation controller, in order to control the fan heater. Two pin inputs allow the optional bulk heating system and bulk ventilation sys-
tem to be activated.
SMOKE DETECTION CONTROL UNIT (SDCU)
The Smoke Detection and Control Unit transmits bulk and smoke and smoke SENSORS
test discrete signals to the ventilation controller. Each sensors sends two analog signals for temperature control and monitoring.
These two signals are used to control :
ISOLATION VALVES
S the isolation valves
Each isolation valve sends the fully open and fully closed position information
S the fan heater
to the ventilation controller for monitoring and ventilation system control.
S the extract fan
FAN HEATER
AIRCRAFT EMERGENCY CONFIGURATION
The fan heater sends overheat, power feedback and rotation signals for fan
Two electrical aircraft emergency configuration signals coming from a relay heater control and monitoring.
logic are used to stop the extract fan, and the fan heater.
The fan heater is energized from the ventilation controller through the heating
DITCHING PUSHBUTTON pushbutton and directly controlled from the ventilation controller.
The ditching discrete signal is used to close the isolation valves. EXTRACT FAN
VENTILATION CONTROLLER (VC) RESET SWITCH The Extract Fan sends one power feedback signal and an OVERHEAT signal,
for monitoring and control purposes.
One reset discrete signal is sent to each ventilation controller lane, in order to
reset it. The extract fan is controlled from the ventilation controller through the ISOLA-
TION VALVE pushbutton.
FAN RESET PUSHBUTTON
tract fan and the fan part of the fan heater.

21−28
Figure 140 Bulk Cargo Compartment Interface

VENTILATION CONTROLLER TEST
21−28
VENTILATION CONTR. CMS PAGES AND TESTS

Ventilation Controller ( VC ) Menü−Page <PREVIOUS LEGS REPORT
To show lower−deck cargo−compartment ventilation data on the MCDU or to If you push the <PREVIOUS LEGS REPORT line key, the screen shows each
start a system test, you must: failure that has occured on previous last leg reports. For each failure it shows:
S push the <SYSTEM REPORT/TEST line key (the SYSTEM REPORT/TEST S the aircraft identification,
menu is shown), S the date of the applicable flight leg,
S push the <CARG VENT line key (the VC menu is shown), S the time the failure occured,
From the VC menu, you can set
S the ATA number of the component,
− <LAST LEG REPORT,
S the functional designation of the component,
− <PREVIOUS LEGS REPORT,
S the FIN of the component,
− <LRU IDENT,
S the class of the failure.
− <GND SCANNING,
The screen can show a maximum of two failures at a time. If there are more
− <TROUBLE SHOOT DATA, failures, you must push the next page key on the MCDU keyboard. If there are
− <CLASS 3 FAULTS, no failures, NO FAULT DETECTED is shown.
− <TESTS,
<LRU IDENT
− <FUNCTION DISPLAY
If you push the <LRU IDENT line key, the screen shows the functional desi-
− <GROUND REPORT, gnation and the part number of the applicable component.
− <SPECIFIC DATA.
<LAST LEG REPORT

If you push the <LAST LEG REPORT line key, the screen shows for each fai-
lure that occured during the last leg:
− the date of the last leg,
− the time the failure occured,
− the ATA number of the component,
− the functional designation of the component,
− the FIN of the component,

− the class of the failure.
failures, you must push the next page key on the MCDU keyboard. If there are
no failures, NO FAULT DETECTED is shown.

21−28
Figure 141 Vent Contr Last Leg Rep., Previous Leg Rep., LRU Ident, GND Scanning
21−28
<TROUBLE SHOOT DATA
If you push the <TROUBLE SHOOT DATA line key, the screen shows the
TROUBLE SHOOT DATA menu. Data are shown in a hexadecimal coded for-
mat. Decoding is possible only with special information from manufacturer.
<GROUND REPORT
If you push the <GROUND REPORT line key, the screen shows for each
failure:
− the date the failure occured,
no failures, NO FAULT DETECTED is shown. If you push the line key next to
the fault class (class 1 and class 2 faults) the related trouble shooting data is
shown.

21−28
Figure 142 Vent Controller Ground Report and Trouble Shooting Data
21−28
SPECIFIC DATA
If you push the <SPECIFIC DATA line key, the screen shows more detailed
information of the component. Data are shown in a hexadecimal coded format.
Decoding is possible only with special information from manufacturer.
FUNCTION DISPLAY
The function display shows the actual condition of most of the components
which are controlled and monitored by the VC. The display will be refreshed all
3 seconds to give a real time indication. The displayed components are:
S Inlet Isolation Valve 1 Position FWD, Aft and Bulk Cargo Compartment
S Inlet Isolation Valve 2 Position FWD and AFT Cargo Compartment
S Outlet Isolation Valve Position FWD, Aft and Bulk Cargo Compartment
S Extract Fan FWD, Aft and Bulk Cargo Compartment
S Extract Fan Power FWD, Aft and Bulk Cargo Compartment
S LH Recirculation Valve Position
S RH Recirculation Valve Position
S Lower Deck Moveable Crew Rest Isolation Valve Position

21−28
Figure 143 Ventilation Controller Specific Functions

21−28
System Tests
Following tests are possible:
S System Test
S Backup Test
S Power Supply Test
<SYSTEM TEST
The system test checks the VC and the connected electrical components. If
you push the <SYSTEM TEST line key, the screen shows
INITIAL CONDITIONS:
S SELECT CABIN FANS ON
S SELECT HOT AIR BULK ON
S SELECT CARGO ISOVALVES FWD + AFT +BULK ON
S SELECT FWD COOLING NORM
S SELECT HOT AIR BULK ON
S OPEN LD−MCR CAB HATCH
If you push the <START TEST line key, TEST IN PROGRESS is shown
and then TEST OK or if there is a failure:
During test all valves controlled by the VC are moved.
<CLASS 3 FAULTS
If you push the <CLASS 3 FAULTS line key, the screen shows for each class 3
failure:
− the time when the failure occured,

− the failure message.
The screen can show a maximum of two failures at a time. If there are no failu-
res, NO FAULT DETECTED is shown.

21−28
OR
OR
Figure 144 Ventilation Controller System Test and Class 3 Faults

PRESSURIZATION
21−31
21−30 PRESSURIZATION SYSTEM

GENERAL
The pressurization system ensures a cabin altitude safe and
compatible with crew and passenger comfort.
Pressurization is performed by controlling the amount of air discharged
overboard through two outflow valves.
DESIGN PHILOSOPHY
The system has two identical and independent automatic Cabin Pressure Con-
trollers ( CPC ).
Only one controller operates at a time, the other is in active stand−by.
In normal condition, the system operation is fully automatic.
The automatic cabin pressure control operation is dependent on programmed
control laws and information from FMGECs and ADIRUs.
Manual mode permits full pressurization control in case of
failure of both automatic systems.
The FWD and AFT valves may be simultaneously or independently controlled.
A mixed mode is available mainly in case of cabin compartment
smoke evacuation.
In mixed mode, one outflow valve may be manually controlled whereas
the other one remains under automatic control of the active cabin pressure
controller.
Two safety valves are installed on the aft pressure bulkhead to prevent
excessive positive (8,85 PSI) or negative (−1,02 PSI) differential pressure.
Due to the large volume of the fuselage, a negative pressure relief
valve assists the safety valves to prevent negative differential pressure.

PRESSURIZATION
21−31
TWO SAFETY
NEGATIVE PRESSURE VALVES
RELIEF VALVE
FWD AFT
OUTFLOW OUTFLOW
VALVE VALVE
FDBK FDBK FDBK FDBK FDBK FDBK

MOT 1 MOT 2 MAN MAN MOT 1 MOT 2
MOT MOT
EL ACT 1 EL ACT 2 EL ACT 1 EL ACT 2
CPC 1
CPC 2
Figure 145 Pressurization Schematic

PRESSURIZATION
21−31
SYSTEM CONTROL AND INDICATING

1 VALVE SELECTOR 5 DITCHING P/B
The ACTIVE VALVE selector allows the FWD or AFT outflow valves When the DITCHING pushbutton is pressed in, the ON light
to be controlled independently or simultaneously in manual mode only. comes on. The operating controller sends a closure signal to the outflow
BOTH: Normal and guarded position. Both valves are controlled. valves.
FWD: Fwd outflow valve is manually controlled whereas aft outflow The emergency ram air inlet, avionics ventilation overboard
valve remains under automatic control. valves, cargo isolation valves, cold air valve and the pack flow control
AFT: The aft outflow valve is manually controlled whereas valves also receive a closure signal. The recirculation fans are also
fwd outflow valve remains under automatic control. stopped.
2 V/S SELECTOR
The MAN V/S toggle switch, spring loaded to neutral, allows
the selected active valve to be controlled in manual mode.
UP: Cabin altitude increases, the valve(s) opens.
DN: Cabin altitude decreases, the valve(s) closes.
3 MODE SEL P/B

The MODE SEL pushbutton switch is used to select manual or
automatic operation. When it is pressed in, the outflow valves are
automatically controlled by the active system.
The fault light comes on amber, associated with an ECAM caution
when both systems are faulty. : p/b switch released out, the MAN
legend comes on white.
The FAULT light goes off then the outflow valve(s)
can be manually operated using the MAN V/S toggle switch.
4 LDG ELEVATION SELECTOR

The landing elevation selector enables the flight crew to
choose the FMGEC as the source of landing elevation by selecting AUTO
position, or to set it manually by selecting one of the other positions.
The landing elevation must be manually set in case of FMGEC
failure. The selectable value varies from 2000 to 14000 feet.

PRESSURIZATION
21−31
5
1
2 3 4
Figure 146 Pressure Control Panel Description

PRESSURIZATION
21−31
ECAM PAGES PRESENTATION

: The valve position parameter is invalid.
PACKS 6 ALL AMBER

The pack indication gives the respective flow control valve status.
: The respective flow control valve is not

fully closed. : In case of valve fault or valve open by more
than 95% in flight.
GREEN TRIANGLE
WHITE LETTERS
: The respective flow control valve is fully closed. AMBER CROSSES

WHITE LETTERS
ALL AMBER
SAFETY VALVES 8
: The respective flow control valve position The safety valve indication gives the safety valve status.
data is not available.
AMBER CROSSES : Both safety valves are fully closed.

WHITE LETTERS
OUTFLOW VALVES 7
The outflow valve indication gives the respective outflow valve position. GREEN NEEDLE
WHITE LETTERS
: At least one of the safety valves is not

: In normal position. fully closed.
ALL AMBER
GREEN NEEDLE
WHITE LETTERS
: The position data is not available.
AMBER CROSSES
WHITE LETTERS

PRESSURIZATION
21−31
6
7 8
Figure 147 ECAM PRESS Page in AUTO−Mode

PRESSURIZATION
21−31
ACTIVE SYSTEM 9 LDG SELECTION 10

The active system indication gives the cabin pressure controller and In normal operation, the Landing elevation selector is set to the AUTO
motor status. position and the AUTO indication is displayed on the ECAM PRESS
page.
Landing Field Elevation (LFE)

: System 1 is active.
GREEN
: LFE data from FMGES is used.
: System 1 is faulty. GREEN
AMBER
: LFE data from FMGES is invalid.
AMBER
: System status data is not available.
AMBER : LDG ELEV selector set to a value.
GREEN
Only one system is active at a time.
: At least one parameter from CPCs automatic part is

When both systems are faulty, the ”FAULT” light on the not available.
MODE SEL pushbutton comes on.
AMBER
Nothing is displayed when both landing field elevation sources are

invalid.

PRESSURIZATION
21−31
10
9
Figure 148 Pressurization ECAM Page

PRESSURIZATION
21−31
LDG VALUE 11
The Landing Field Elevation (LFE) value is provided by the FMGEC in : P <−0.2 psi or
normal situation. P >8.32 psi.
: LFE data is available.

(From FMGES or LDG ELEV selector). AMBER
NEEDLE
GREEN
: P data is not available.
: LFE data is not available.
AMBER
AMBER CROSSES
VERTICAL SPEED 13
: LFE from FMGES is invalid, (AUTO in amber) or The needle and the vertical speed digital value are normally green.
LDG ELEV selector is completely faulty.
GREEN Nothing is displayed in pressure manual regulating mode. : V/S > −2000 ft/min and
V/S < 2000 ft/min.
DIFFERENTIAL PRESSURE 12
The needle and the differential pressure digital value are normally GREEN
green. NEEDLE
V/S value pulses in green when:

: Normal range
P < 0.82 psi. V/S > −2000 ft/min or < −1800 ft/min
P > 0.2 psi or V/S < 2000 ft/min or > 1800 ft/min.
: V/S < −2000 ft/min and

GREEN V/S > 2000 ft/min.
NEEDLE
AMBER
P digital value pulses in green when the aircraft is in final approach if NEEDLE
P > 1.5 psi and <8.32 psi

PRESSURIZATION
21−31
12
11
13
Figure 149 Pressurization ECAM Page

PRESSURIZATION
21−31
MAN 15
The MAN indication appears in green if the corresponding outflow
: V/S data is not available.
valve is manually controlled.
AMBER : The corresponding outflow valve is manually

CROSSES controlled.
GREEN
CABIN ALTITUDE 14
MAN indication is not displayed otherwise.
The needle and the altitude value are normally displayed in green.
An arrow appears in green when the concerned outflow valve is

: The cabin altitude is less than 9550 ft. manually actuated and controlled.
GREEN : The arrow appears in green when MAN P/BSW

NEEDLE is selected and respective valve is detected as
moving to the open position.
The cabin altitude value pulses in green when:
cabin altitude > 8800 ft and GREEN
cabin altitude < 9550 ft.
: The arrow appears in green when MAN P/BSW

is selected and respective valve is detected as
: Cabin altitude > 9550 ft. moving to the closed position.
GREEN
RED NEEDLE
: Cabin altitude data is not available.
AMBER
CROSSES
VACBI FILE F21PG01

PRESSURIZATION
21−31
14
15
Figure 150 ECAM PRESS Page in MAN−Mode

PRESSURIZATION
21−31
LDG SELECTION 16 LDG VALUE 17

This indication is also displayed on the ECAM cruise page. This indication is also displayed on the ECAM cruise page.
Landing Field Elevation (LFE).
: LFE data from FMGES is used.
: LFE data is available.

GREEN (From FMGES or LDG ELEV selector).
GREEN
: LFE data from FMGES is invalid.
: LFE data is not available.

AMBER
AMBER
: LDG ELEV selector set to a value.
GREEN : LFE from FMGES is invalid (AUTO in amber) or

LDG ELEV selector is completely faulty.
GREEN
: At least one parameter from CPC’s automatic part is
not available. Nothing is displayed in pressure manual regulating mode.
AMBER
The differential pressure is also displayed on the ECAM cruise
Nothing is displayed when both landing field elevation sources are page.
invalid.
: P > −0.2 psi or < 8.32 psi.
GREEN
it pulses green if:

P > 1.5 psi or < 8.32 psi

PRESSURIZATION
21−31
s
17
16
18
Figure 151 ECAM Cruise Page in AUTO Mode

PRESSURIZATION
21−31
: V/S < −25 ft/min or > −2000 ft/min.
: P < −0.2 psi or > 8.32 psi.

GREEN
AMBER
: V/S < 2000 ft/min.

: P data is not available.
AMBER
AMBER
Nothing is displayed when:
VERTICAL SPEED 19 − V/S < 25 ft/min or > −25 ft/min
− V/S data not available.
Let’s see the cabin Vertical Speed indications in auto press mode on the
cruise page.
The Vertical Speed is normally displayed in green.
: V/S > 25 ft/min or < 2000 ft/min.

: V/S > − 2000 ft/min and
V/S < 2000 ft/min.
GREEN
GREEN
: V/S > 2000 ft/min.

It pulses in green when:
AMBER −2000 < V/S < −1800 ft/min or

1800 < V/S < 2000 ft/min.

PRESSURIZATION
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18
19
Figure 152 Pressurization ECAM CRUISE Page

PRESSURIZATION
21−31
VERTICAL SPEED 19
: Cabin Altitude data is not available.
: V/S < −2000 ft/min or
V/S > +2000 ft/min.
AMBER
AMBER
: V/S data is not available.
AMBER
CABIN ALTITUDE 20
The Cabin Altitude indications are also displayed on the ECAM cruise
page.
: Cabin Altitude < 9550 ft.
GREEN
It pulses green when:
Cabin Altitude > 8800 ft and
Cabin Altitude < 9550ft.
: Cabin Altitude > 9550 ft.
RED

PRESSURIZATION
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19 20
Figure 153 Pressurization ECAM CRUISE Page

PRESSURIZATION
21−31
SYSTEM OPERATION
NORMAL OPERATION
In normal operation, the pressure control and monitoring system can operate Each outflow valve comprises two automatic motors, which are controlled by a
automatically or semi−automatically. It makes sure that the pressure in the fu- control logic within the outflow valve, and a manual motor. Each CPC control
selage is within the set limits during flight and on the ground. The condition of one automatic motor in each outflow valve. There can be only one system activ
the system is shown on the PRESS page of the System Display (SD) of the at the same time. By means of a UP/DOWN toggle switch on pressurization
Electronic Instrument System (EIS) in the cockpit. panel the outflow valves can be controlled manually with the manual motor in-
side.
AUTOMATIC OPERATION
A ACTIVE VALVE selector switch selects the outflow valves which can be con-
In automatic operation, internal or external data is used to control the pressure trolled manually. Following selections are possible:
in the fuselage. No crew procedure is necessary if the landing−field elevation
S BOTH: Both outflow valves can be controlled manually by the UP/DOWN
data is available from the Flight Management Guidance and Envelope System
toggle switch.
(FMGES).
S AFT: Only the AFT outflow valve can be controlled manually by the UP
The CPCs automatic receive from the ADIRUs (Air Data Inertial Reference
/DOWN toggle switch. The FWD one remains in automatic control.
Units) ambient information about outside pressure and TAT (Total Air Tempera-
ture). From the FMGECs the CPCs receive flight plan information. Those in- S FWD: Only the FWD outflow valve can be controlled manually by the UP
formation are: /DOWN toggle switch. The AFT one remains in automatic control.
S Field Elevation For activation of the manual mode the MODE SEL P/B switch has to be set to
MAN position. The MAN light illuminates white.
S Landing Elevation
If both automatic systems fail the amber FAULT light illuminates in the MODE
S Flight Mode
SEL P/B switch, as a command to select manual control.
S Time of Arrival
Only the manual part of CPC1 receives outflow valve feedback information for
S FMGEC Status monitoring and indication of outflow valve position. The manual part (indication
S AFCS Status. circuits only) within CPC2 is not used.
SEMI−AUTOMATIC OPERATION SYSTEM SELECTION
In semi−automatic operation, only internal data is used to control the pressure Only one CPC is active simultaneously. The other one is in standby. The
in the fuselage except ADIRU information. The landing field elevation has to be switchover is done after each touch down when the active CMC transmits an
set manually on the LDG ELEV selector 310HL. air/ground transition signal (approx. 45 sec. after touch down). If both CMCs
NOTE : If the landing field elevation is set manually, incorrect pressures in the are invalid or the CMC data buses are down the air/ground information from the
fuselage and/or high rates of pressure change are possible in flight and during LGCIUs is used for the changeover.
landing. After each manual control selection a changeover occurs as well.
If the active CPC fails, or its outflow valve scan not be controlled anymore, a
OUTFLOW VALVE INTERFACE
automatic transfer to the opposite CPC occurs.
The activ CPC transmits the required outflow valve positions via RS 422 data
busses to the outflow valves. The CPC receive the position feedback via RS On power up CPC 1 is always the active one.
422 data busses from the outflow valves.

PRESSURIZATION
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Figure 154 Pressurization System Schematic

PRESSURIZATION
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MANUAL AND DITCHING OPERATION

MANUAL OPERATION EMERGENCY RAM−AIR OPERATION
To operate the pressure control and monitoring system manually, you ( If you operate the emergency ram−air inlet (Ref. 21−55−00) the two outflow
must valves 313HL and 315HL open to 50 % if the cabin differential pressure is less
S push the MODE SEL P/B SW 14HL (the MAN light comes on), than one psi. This is done quickly and independently of the pressure in the fu-
selage or the rate of pressure change. When you cancel the emergency ram−
S lift the guard and set the ACTIVE VALVE toggle−switch 8HL to operate the
air−inlet operation (Ref. 21−55−00), the cabin pressure controller that operated
applicable outflow valve(s) (AFT, BOTH or FWD),
before continues to operate (if no defect in the cabin pressure controller has
S push the MAN V/S toggle−switch 5HL to the UP position to decrease occured). No system performance tests are available during the emergency
the pressure in the fuselage or, ram−air operation or for a short time after.
S push the MAN V/S toggle−switch to the DN position to increase the
pressure in the fuselage. CABIN−PRESSURE SWITCH OPERATION
To stop the manual operation you must push the MODE SEL P/BSW 14HL, If the pressure in the fuselage decreases to the atmospheric pressure equiva-
the subsequent occurs: lent to 15000 +0 −1000 ft. (4571.91 +0.00 −304.79 m), the pressure switch in
the outflow valve actuator 313HL1 (315HL1) or 313HL2 (315HL2) operates. It
S the MAN light in the MODE SEL P/BSW 14HL goes off,
closes the applicable outflow valve 313HL (315HL). When the pressure in the
S the cabin pressure controller that operated before manual operation was fuselage increases to more than the pressure at 15000 ft. (4571.91 m), the
selected, becomes the standby, pressure switch operation is stopped. The cabin pressure controller that oper-
S the pressure controller that was the standby, operates. ated before continues to operate (if no defect in the cabin pressure controller
You can use these steps to change the cabin pressure controller which opera- has occured). No system performance tests are available during the pressure
tes during the flight. switch operation or for a short time after.
NOTE : If only one outflow valve is set (FWD or AFT) the cabin pressure con-
troller in operation controls the second outflow valve automatically.
DITCHING OPERATION
If you lift the guard and push the DITCHING P/B SW 13HL, the ON light
comes on and both outflow valves 313HL and 315HL close fully. This is done
quickly and independently of the pressure in the fuselage or the rate of pres-
sure change. When you push the DITCHING P/BSW 13HL to cancel the ditch-
ing operation, the ON light goes off. The cabin pressure controller that operated
before, continues to operate (if no defect in the cabin pressure controller has
occured). No system performance tests are available during the ditching opera-
tion or for a short time after.
Manual pressurization control is not influenced by ditching selection.
NOTE : It is possible to operate the DITCHING P/BSW 13HL on the ground.

PRESSURIZATION
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Figure 155 Pressurization System Schematic

PRESSURIZATION
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CABIN PRESSURE ALTITUDE ENVELOPE AND

WARNINGS
The cabin altitude is limited by the CPCs at 8000ft. S a single chime is heard,
The maximum cabin differential pressure, which is regulated by the CPCs, is S the amber MASTER CAUT lights come on,
determined at 8.32 psi, which equals a maximum flight altitude of 41000ft. S on the EWD of the EIS, CAB PR SYS 1+2 FAULT and the necessary steps
are shown,
Safety Valve Open
S on the panel 225VU, the FAULT light in the MODE SEL P/BSW 14HL
If a safety valve 316HL (317HL) is open on the ground or open for more than
comes on,
60 seconds in the air:
S on the SD of the EIS, the PRESS page comes on, SYS 1 and SYS 2 are
S a single chime is heard,
shown amber.
S the amber MASTER CAUT lights come on,
S on the Engine Warning Display (EWD) of the Electronic Instrument System Landing Field Elev Fault
(EIS), CAB PR SAFETY VALVE OPEN and the necessary steps are shown, If there is no landing field elevation information from the FMGES
S on the System Display (SD) of the EIS, the PRESS page comes on and the S a single chime is heard,
safety valve symbol is shown amber and open. S the amber MASTER CAUT lights come on,
FWD (AFT) OFV Not Open On Ground S on the EWD of the EIS, CAB PR LDG ELEV FAULT and the necessary
steps are shown,
If an outflow valve 313HL (315HL) is less than 100 degrees open for more than
70 seconds on the ground: S on the SD of the EIS, the PRESS page comes on, AUTO is shown amber.
S a single chime is heard, LDG ELEV Selector Fault
S the amber MASTER CAUT lights come on, If there is a failure in the LDG ELEV selector 310HL:
S on the EWD of the EIS, CAB PR FWD (AFT) OFV NOT OPEN and the ne- S a single chime is heard,
cessary steps are shown,
S the amber MASTER CAUT lights come on,
S on the SD of the EIS, the PRESS page comes on.
S on the EWD of the EIS, CAB PR LDG ELEV FAULT and the necessary
Excessive Altitude steps are shown.
If the cabin altitude is greater than or equal to 9550 ft. (2910.78 m): Low Differential Pressure
S a continuous repetative chime is heard, If the cabin pressure controllers 311HL (312HL) detect a negative differential
S the red MASTER WARN lights flash, pressure for 1.5 minutes:
S on the EWD of the EIS, CAB PRESS EXCESS CAB ALT and the necessary S a single chime is heard,
steps are shown, S the amber MASTER CAUT lights come on,
S on the SD of the EIS, the PRESS page comes on, the cabin altitude and S on the EWD of the EIS, CAB PR LO DIFF PR and the necessary steps are
indicator are shown red. shown,
CPCS 1+2 Fault Note: At 11300ft Cabin Altitud the passenger signs are activated by a CPC dis-
crete.
If there is a failure in the cabin pressure controllers 311HL and 312HL:

PRESSURIZATION
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Figure 156 Altitude Envelope

PRESSURIZATION
21−31
CPC OUTFLOW VALVE CONTROL

CPC Data Interchange − manual set landing elevation or if selector is set to AUTO and at least
Both CPC interchange data continuosly via the Cross Channel Data Link one FMGEC is valid the landing elevation is taken from FMS
(CCDL), to make shure that only one CPC is the activ and in case of failure of The calculated cabin pressure is compared with the actual pressure from cabin
the activ one the opposite one can take over immediatelly. If the data link is pressure sensor. From this error a outflow valve position is calculated by
interrupted status information are interchanged via discretes. CPCs. The outflow valves receive that position demand by RS422 data bus. A
controller within the outflow valves give a travel demand to the respective
Automatic Control stepper motor which actuated the valve flaps. The controller within the outflow
The cabin pressure controller automatic parts receive two main inpuit informa- valve receive position feedback from a RVDT connected to the valve flaps.
tion: The outflow valve controller transmits outflow valve position and status via
S the actual cabin pressure by a cabin pressure sense port on the front face RS422 dat bus to the CPCs. ECAM outflow valve indication is generated by
of each CPC which is converted to an electrical signal by the cabin pressure CPCs.
sensor and, Pin programming tells the CPCs the installed positon and the aircraft type for
S the ambient pressure from the ADIRUs via ARINC 429 data bus. the different pressure schedules.
The pressure scheduling logic of the CPCs calculates the cabin pressure which
Manual Control
has to be regulated. The logic receives following input information:
Manual Control is possible by a UP/DOWN togle switch on the cabin pressur-
S from FMGECs
ization panel if the MODE SEL P/B switch is set to MAN position. In that case
− Flight Phase the white MAN light iluminates inside the P/B switch and the FWD and AFT
− Baro Correction MANUAL relays disconnect the AUTO function from the outflow valves.
− Time of Arrival The white MAN P/B light is supplied by the manual section of CPC1. The
− Landing Elevation ECAM indication for outflow valve position comming from dedicated position
potentiometers inside the outflow valves is also transmitted by the manual sec-
− FMGEC Staus
tion of CPC1.
− AFCS Status
The manual part of CPC1 can also generate a cabin altitude warning if cabin
S from ADIRUs altitude is greater 9550 ft, cabin rate of change indication and cabin altitude.
− Ambient Pressure Cabin differential pressure is not available if both CPCs are failed in AUTO
− Baro Correction mode.
S from PSCU Manual section of CPC2 is not used by aircraft installation.

− all doors closed (prepressurization will not be intiated if any door is open) The ACTIVE VALVE selector switch enables selection of the outflow valves
which shall be controlled in MAN position.
S from LGCIUs
− Air/Ground Splitted Control
S from EIVMUs Under special conditions both outflow valves have different poitions. If only one
− T/O Power selected outflow is selected in MAN mode the other one remains in AUTO mode (e.g.
smoke procedure). If both FCVs are closed and differential pressure is less
S from Landing Elevation Selector
than 4 psi the aft outflow valve will be closed.

PRESSURIZATION
21−31
CCDL =CROSS CHANNEL DATA LINK

Figure 157 CPC Outflow Valve Control
PRESSURIZATION
21−31
FLIGHT PROFILE
The flight profil on next page is based on following preconditions: If the aircraft is still below 5000ft above field elevation or the aircraft is below
S Landing Field Elevation (LEF) set to AUTO 8000ft altitude and a descent starts with a rate of >2000ft longer than 30 sec
the activ CPC starts regulating a cabin altitude descent rate which will equal
S Take Off Altitude=500 ft (QNH)
0.1 psi differential pressure at landing (abort mode).
S Landing Altitude=800 ft
Cruise Mode
Note:
The cabin cruise altitude can be based on two different values:
The LFE indication on ECAM appears as soon as the FMGECs deliver valid
S on planned cruising altitude from FGMEC or actual cruising altitude if
data, that means flight plan entry has to be completed.
FMGECs deliver no valid data and max differential pressure.
Ground S on setting of landing elevation by manual control or by FGMEC data in
On ground the outflow valves are in fully open position to ensure that cabin is AUTO setting.
depressurized. Always the greatest value of both is used for regulation.
The air/gnd signal is delivered by LGCIUs when landing gear is compressed.
Descent
Take Off Therefore external descent mode will be activated, the CPCs switch over to
The prepressurization starts if: internal descent mode for 30 sec to ensure that the FMGECs will deliver valid
data. If the FMGECs deliver valid data and the landing elevation selector is set
S Take Off Power setting was signaled by EIVMU 2 and 3 and
to AUTO position and the FMGES controls the flight controls the CPCs switch
S LGCIUs senses at least one MLG compressed and over to external descent mode 30 sec after internal descent mode was entered.
S PSCU transmits all doors in closed position. The cabin pressure descent profile is calculated by:
The active CPC commands both outflow valves in a position which equals 500 S the actual aircraft descent rate
ft of climb. If a differential pressure of approx. 1 psi is reached (equals approx.
S the actual ambient pressure
300 ft), this differential pressure is maintainted by CPCs.
S the landing elevation
Climb S the baro setting
After lift−off (engine 2 and 3 still on take−off power and both MLG shock ab- S the time to arrival
sorbers extended) the CPCs enter the internal climb mode for 30 sec to give
The active CPC commands a constant descent rate to ensure a cabin differen-
the FGMECs time to calculate valid data.
tial pressure of 0.1 psi shortly before touch down.

If the landing elevation selector is set to AUTO and one FMGECs commands
the aircraft flight controls 30 sec after lift−off the CPCs enter the external climb Ground
mode. The cabin depressurization starts if at least one LGCIU signals at least one
Cabin climb rate is calculated by preplanned cruising altitude and time to top of MLG shock absorber compressed. The cabin depressurization is done by a
climb. The cabin altitude increases with a constant rate to give optimum pas- constant rate. 70 sec after touch down the activ CPC commands a outflow val-
senger comfort. ves fully open position.
If during climb a long term level−off occurs, the CPCs switch to internal climb
mode till the climb is continued.

PRESSURIZATION
21−31
Figure 158 Flight Profile

PRESSURIZATION
21−31
PRESSURIZATION MODES
Pressure Control Function Take Off Mode
The CPCs calculate the outflow valves position by following functions: The take off mode is named prepressurization as weel. If a engine 2 and 3 take
S Mode Logic off power setting signal is received, the PSCU transmits all doors in closed
position and the LGCIUs signal aircraft on ground the cabin differential pres-
S Pressure Schedules (Cabin Altitude)
sure is regulated by the active CPC to 0.102 psi.
S Pressure Schedule Selector
The cabin rate is limited at +/− 500ft.
S Pressure Rate Schedules (Cabin Rate of Change)
S Pressure Rate−Limit Selector Climb Internal Mode
S Pressure Rate Limiter The CPCs enter internal modes when:
S Maximum delta P Limiter (limited at 8.43 psi delta P) S there are no valid data fom FMGES or
S the FMGECs are not commanding the flight controls or
Mode Logic
S for the first 30 sec after mode changeover to climb or decent mode or
For the pressurization system there are following modes:
S the landing elevation selector is not in AUTO position.
S Ground
In climb internal mode the cabin altitude is regulated in relation to flight altitude
S Take Off with a fixed program.
S Climb Internal The cabin rate is limited to +1000 ft/min and −600 ft/min.
S Climb External
Climb External Mode
S Cruise
In climb external mode the CPCs receive predicted flight altitudes and time
S Descent Internal
when these altitudes are reached from the FMGECs to optimize the transition
S Descent External to the cruise mode.
S Abort The cabin rate is limited to +1000 ft/min and −600 ft/min.
These modes control the different schedules for automatic pressure control
mode. Cruise Mode
In cruise mode the cabin altitude is limited to a maximum of 8000 ft and a mini-
Ground Mode mum of 2000 ft. The cabin altitude will be the greatest value of
On ground the outflow valves receive a fully open signal by the activ CPC. S landing altitude or
The pressure rate is set for a maximum of 300 ft/min increasing and 500 ft/min S cabin altitude by maximum cabin differential pressure at top of climb.
decreasing.
The cabin rate is limited at +/−300 ft/min.

PRESSURIZATION
21−31
Figure 159 Pressure Scheduling Logic

PRESSURIZATION
21−31
Descent Internal Mode
The CPCs enter internal modes when:
S there are no valid data fom FMGES or
S the FMGECs are not commanding the flight controls or
S for the first 30 sec after mode changeover to climb or decent mode or
S the landing elevation selector is not in AUTO position.
In descent internal mode the cabin altitude is regulated in relation to flight alti-
tude with a fixed program.
The cabin rate is limited to +500 ft/min and −750 ft/min.
Descent External Mode

The regulated cabin altitude is calculated by landing elevation and time to lan-
ding. That date is delivered by the FMGECs
Abort Mode
The abort mode is available from take off till 5000 ft abov field elevation. The
CPCs store the field elevation from the origin airport. If during climb a descent
is initiated, the CPC decrease cabin altitude till field elevation is reached minus
0.1 psi.

PRESSURIZATION
21−31
Figure 160 Pressurization Mode Switching

PRESSURIZATION
21−31
EXTERNAL INTERFACE
ARINC Inputs S emergency ram−air P/B switch for opening of outflow valves to 50% if differ-
The cabin pressure controllers receive following input information via ARINC ential pressure is > 1 psi.
429 data buses. S ditching P/B switch for closing of outflow valves in AUTO mode,
S from ADIRUs 1,2 and 3 (Air Data Inertial Reference Unit)
ARINC Outputs
− static pressure as ambient pressure fo cabin pressure calculation,
On two ARINC 429 dat buses the CPC transmit data to following systems:
− baro correction,which has its origin at the FCU (Flight Control Unit) for
S CMC 1 and 2 (Central Maintenance Computer)
indication of cabin altitude and calculation of landing elevation if
FGMECs are not valid − CPC BITE data
− mach number und TAT (Total Air Temperature) for transmission to zone S FWC 1 and 2 (Flight Warning Computer)
controller for heat exchanger monitoring and positioning of ram−air doors − warnings generated by CPCs
on ground. S FWC 1 and 2 (Flight Warning Computer)
S from FMGECs 1 and 2 (Flight Management Guidance and Envelope Com- − warnings generated by CPSs
puter)
S DMC 1, 2 and 3 (Data Management Computer)
− Top of Climb Time, Calculated Cruise Flight Level, Time of Arrival, Top of
− cabin pressure indications generated by CPCs
Descent Time and Landing Field Elevation for calculation of the pressuri-
zation schedules, S ZC (Zone Controller)
− FMGEC valid, FMGEC master und AFCS engage status to monitor if − cabin altitude, top of climb time, top of descent time, cruise configuration
FMGEC is commanding the aircraft, for temperature correction
− baro correction und type of baro correction (QNH, QFE, STD) for indica- − mach number and TAT for heat exchanger monitoring. The TAT is used
tion of cabin altitude and calculation of landing elevation. for pack ram−air door control on ground and as a backup for actual cabin
temperature in case of lavatory and galley extract fan failure on ground
S from CMC 1 (Central Maintenance Computer)
− flight information and BITEcCommands for CPC transfer after touch Discrete Outputs
down, reading of BITE memories and start of BITE tests. Discretes are transmitted to following systems:
Discrete Inputs S SDAC 1 and 2 (System Data Acquisition Unit)
Discrete informationen is delivered from − ditching selected (directly from P/B switch) and fault discrete from CPCs
S the LGCIUs 1 and 2 (Landing Gear Control and Interface Unit) S CIDS director 1 and 2 (Cabin Intercommunication Data System)
− Air/GND for prepressurization, depressurization and BITE. − at 11300 ft cabin altitude a discrete is transmitted to switch on fasten
seat belt signs
S EIVMUs 2 and 3 (Engine Interface and Vibration Monitoring Unit)
− Engine at T/O Power for prepressurization,
S PSCU (Proximity Switch Control Unit)
− all Doors closed for prepressurization.
S flow control valves for closing of aft outflow valve, if at least one flow control
valveis closed.

PRESSURIZATION
21−31
Figure 161 CPC External Interface

PRESSURIZATION
21−31
CPC INTERNAL INTERFACE

Cabin Pressure Panel
From cabin pressure panel following information are supplied to the CPCs:
S ditching selected to close outflow valves,
S landing field elevation selection and AUTO position as potentiometer sig-
nals,
S selection of active FWD and aft outflow valves for manuel mode,
S MODE SEL P/B switch to select manual mode.
The cabin pressure panel receives a fault discrete for the FAULT light within
the MODE SEL P/B switch, if both CPCs are faulty.
Cabin Pressure Controller AUTO Part

Following internal signals are received by the CPCs:
S reset input from RESET C/B for a restart of CPC program in case of soft-
ware failure,
S pin programming for system 1/2 identification and A/C type,
S FMGES enable signal, to inform the CPC that external modes can be used,
S CCDL (Cross Channel Data Link) for interchange of status and BITE infor-
mation,
S disrete cross data, if the CCDL is down.
Outflow Valve Electronic Actuator
Each outflow valve electronic actuator receives its power supply from the re-
spective CPC. An enable signal for AUTO mode is tranmitted via AUTO/MAN
relays, to cut off the electronic actuators in case of manual mode selection.
The outflow valve receive the position command by RS422 data buses.
The electronic actuaters transmit their position and the status via RS422 data
buses to the CPCs. Those signals are used for monitoring and indication.

PRESSURIZATION
21−31
2
Figure 162 CPC Internal Interface

PRESSURIZATION
21−31
CPC MANUEL INTERFACE AND SAFETY VALVES

Cabin Pressure Panel
The outflow valves receive position commands by the UP/DOWN toggle switch
on the pressurization panel if the manual mode is selected and they are se-
lected by the ACTIVE VALVE toggle switch. The toggle switch controls directly
the DC motors within the outflow valves.
SDACs
The manual part of CPC 1 gives backup information to SDAC 1 and 2. Those
signals are:
S FWD outflow valve position,
S aft outflow valve position,
S cabin pressure,
S cabin rate of change.
The SDACs receive also the information which outflow valves are selected to
manual control.
FWCs
If an excessive cabin altitude is sensed in manual mode, the manual part of
CPC1 transmits a discrete to the FWCs.
Feedback Unit
The feedbach unit within the manual part of the outflow valves transmits out-
flow valve position as a potentiometer signal to CPC1.

PRESSURIZATION
21−31
Figure 163 MAN Interface and Safety Valves

PRESSURIZATION
21−31
OUTFLOW VALVES
The outflow valves 313HL (315HL) are the same. They are of motor driven Automatic Motors
type. The housing assembly is cast from aluminum alloy. Each outflow valve The automatic motors 313HL3 (315HL3) and 313HL4 (315HL4) are DC brush-
has: less type. They are used in automatic operation.
S two outflow valve electronic actuators 313HL1 (315HL1) and 313HL2
(315HL2), Manual Motors
S two automatic motors 313HL3 (315HL3) and 313HL4 (315HL4), The manual motors 313HL5 (315HL5) are DC brush type. They are used in
manual operation.
S a manual motor 313HL5 (315HL5),
S a feedback module 313HL6 (315HL6), Feedback Modules
S an outflow valve body 313HL7 (315HL7), The feedback modules 313HL6 (315HL6) are rotary variable transformers.
S a gearbox 313HL8 (315HL8) They send position data to the cabin pressure controllers 311HL and 312HL
through the outflow valve actuators 313HL1 (315HL1) and 313HL2 (315HL2).
The outflow valves 313HL (315HL) are installed in the lower fuselage (313HL is
Potentiometers send position data to the manual backup circuit of the cabin
installed forward and 315HL is installed aft). They control the flow of air out of
pressure controller 311HL.
and into the fuselage to give pressure control. They are of failsafe design. If
there is a failure in the valve drive, the external airflow closes the valve. In au- Outflow Valve Bodies
tomatic operation, the cabin pressure controller 311HL or 312HL sends a signal The outflow valve bodies 313HL7 (315HL7) have two gates, one forward and
to the outflow valve actuators 313HL1 (315HL1) and 313HL2 (315HL2). The one aft. The gates are installed in a rectangular frame. The forward gate opens
automatic motors open or close the gates of the outflow valve bodies 313HL7 inwards and is mechanically connected to the aft gate. The aft gate opens out-
(315HL7) until the valve angle is the same as the cabin−pressure−controller set wards and is mechanically connected to the actuator and the forward gate. At
angle. In manual operation the outflow valves are controlled from the panel low valve angles the valve gates make a two−dimensional nozzle that directs
225VU in the cockpit. Asignal is sent via the outflow valve actuators to the and increases the speed of the outflow of air. This also gives thrust recovery to
manual motors 313HL5 (315HL5). They open or close the gates of the outflow the valve. In the fully open (high valve angle) position, the forward gate moves
valve bodies 313HL7(315HL7). into the airflow. This keeps the airflow effect on the valve to a limit when the
Outflow Valve Actuators angle−of−attack changes.
The outflow valve electronic actuators 313HL1 (315HL1) and 313HL2 Gearboxes
(315HL2) contain the actuator electronics. They send and receive signals to The gearboxes 313HL8 (315HL8) are gear trains. Each gearbox has an elec-
and from the cabin pressure controllers 311HL and 312HL. A pressure switch is tromechanical brake.
installed in each outflow valve actuator. It operates independently from the au-
tomatic operation. It closes the applicable outflow valve 313HL (315HL) if the
pressure in the fuselage is less than the atmospheric pressure at an altitude of
15000 ft. (4571.91 m).

PRESSURIZATION
21−31
ELEC. ACTUATOR
A
AUTOMATIC
ELEC. ACTUATOR MOTORS
315HL
AFT OUTFLOW VALVE
313HL
FWD OUTFLOW VALVE
VALVE FLAPS
MANUAL
MOTOR
POSITION
FEEDBACK UNIT
A
Figure 164 Outflow Valves

PRESSURIZATION
21−31
SAFETY VALVES
The safety valves 316HL (317HL) are installed on the aft pressure bulkhead
above the aircraft flotation line. They prevent too much positive or negative dif-
ferential pressure in the pressurized fuselage. If there is too much pressure in
the fuselage, the safety valves open and air flows out. If there is not enough
pressure in the fuselage, the safety valves open and air flows in.
The safety valves 316HL (317HL) are poppet−type pneumatic valves. They
have a valve part and a control part in a housing. The valve part has a cap with
a filter, a diaphragm, a pedestal and a bellmouth. The control part has a posi-
tion switch, a negative delta−P check−valve and a controller. The position
switch is connected electrically to the System Data Aquisition Concentrators
(SDACs). The negative delta−P check−valve opens if the external pressure is
more than the internal pressure. The controller has a diaphragm, a poppet and
springs to hold the poppet in position. The poppet gives accurate limit control. If
the internal pressure is more than 0.61 bar (8.8472 psi) 0.007 +0.007 −0.007
bar (0.1015 +0.1015 −0.1015 psi) above the external pressure, the poppet
moves and air flows out of the fuselage. If the internal pressure is more than
0.07 bar (1.0152 psi) below the external pressure, the poppet moves and air
flows into the fuselage.
Safety Valve Filter

The safety valve filters 316HL1 (317HL1) are installed in the safety valves
316HL (317HL). They filter the air that goes through if the safety valves oper-
ate.

PRESSURIZATION
21−31
SAFETY VALVES
316HL (317HL)
SAFTY VALVE FILTER

SAFETY VALVES
316HL (317HL)
Figure 165 Safety Valve

PRESSURIZATION
21−31
NEGATIVE PRESSURE RELIEF VALVE

The negative−pressure relief valve 5319HL is installed in the forward lower fu-
selage. It prevents too much negative differential pressure in the fuselage. It is
installed because of the large volume of the aircraft.
The negative−pressure relief valve 5319HL prevents possible negativepressure
in the fuselage. It is a rectangular mechanical valve. Four springs hold it in
position on four spring rods. A seal is installed to prevent air leaks when the
valve is closed. There are mechanical stops to prevent damage to the seal. If
the pressure in the fuselage is less than the external pressure, the valve opens
and air flows in. When the pressure in the fuselage is the same or more than
the external pressure then the springs or the pressure difference closes the
valve.

PRESSURIZATION
21−31
NEGATIVE PRESSURE
RELIEF VALVE 5319HL
Figure 166 Negative Pressure Relief Valve Locations

PRESSURIZATION
21−31
CABIN PRESSURE CONTROLLERS Automatic Part

The cabin pressure controllers have an automatic part that has microprocessor
The cabin pressure controller 311HL or 312HL controls the pressure in the fu-
based electronics and a manual (back−up) part that has analog circuits. The
selage. It follows a programmed law to give passenger and crew comfort. The
automatic and manual parts operate independently of each other but they use
cabin pressure controllers are the same and operate independently, only one
the same pressure port. Each part has a sensor. Externally they have:
operates at a time. They make sure that the pressure in the fuselage is not less
than the atmospheric pressure at 8000 ft. (2438.35 m) when the aircraft is at S a pressure port,
maximum cruising altitude. They also control the rate of change of pressure in S a covered RS232 test−equipment connector on the front,
the fuselage. If a failure occurs, the pressure in the fuselage does not go below The condition of the cabin pressure controllers can be operational, standby or
the atmospheric pressure at 15000 ft. (4571.91 m). standby−fail.
The cabin pressure controllers 311HL and 312HL are installed in the rack
800VU of the avionics compartment. Only one of the cabin pressure controllers Cabin Pressure Sensor
operates at a time. They are automatically changed over after each flight or if The cabin pressure sensor within the pressure controller 311HL (312HL) is of a
there is a failure on the ground or in flight. Data is continuously sent from one vibrating cylinder type. The princible is, that a physical body vibrates at its natu-
cabin pressure controller to the other cabin controller through a Cross Channel ral frequency with high stability under constant environmental conditions. The
Data Link (CCDL). Each cabin pressure controller has an automatic part and a frequency of oscillation of this system is a function of materials and shape of
manual (back−up) part. the cylinder. The frequency depends on the environment, specifically tempera-
ture and pressure surrounding the cylinder. Therefore, the frequency can be
Manual Part used as a reference value of the pressure.
The manual (back−up) part has a pressure sensor for the pressure in the fuse-
lage. The subsequent signals come from the output of the pressure sensor: Warning Signals
S a cabin pressure change−of−rate signal (from 1 to 9V DC), The cabin pressure controllers send the subsequent warnings to the System
Data Acquisition Concentrators (SDACs) or the Flight Warning Computers
S a cabin pressure signal (1 to 9 V DC),
(FWCs):
S a discrete warning signal EXCESSIVE CAB ALT at 9550 +350 −350 ft. − excessive cabin altitude,
(2910.78 +106.67 −106.67 m). The manual part also: − low delta P/high descent,
S supplies power to the feedback modules 313HL6 (315HL6) on the outflow − high descent rate, preplanned descent data,
valves 313HL (315HL), − set−Landing−Field Elevation Selector (LFES).
S reads back the wiper voltages,
S changes the wiper voltages to the analog signals FWD OFV POS and AFT
OFV POS (from 1 to 9 V DC).

PRESSURIZATION
21−31
CABIN PRESSURE
CONTROLLER 312HL
CABIN PRESSURE
CONTROLLER 311HL
CABIN PRESSURE
CONTROLLER
Figure 167 Cabin Pressure Controllers

PRESSURE CONTROLLER TEST
21−31
CABIN PRESSURE CONTROLLER (CPC) CMC PAGES

Built−in Test Equipment (BITE) S push the <CPC 1 or <CPC 2 line key (the CPC 1 or CPC 2 menu is shown),
The cabin pressure controllers 311HL (312HL) control the Built−In Test Equip- From the CPC 1 or CPC 2 menus, you can set:
ment (BITE) function for the pressure control and monitoring system.They − <LAST LEG REPORT,
monitor the hardware and system performance and send failure data tothe − <PREVIOUS LEGS REPORT,
Central Maintenance System (CMS). There are the subsequent tests: − <LRU IDENT,
− Power−Up Built−In Test (PUBIT), − <TROUBLE SHOOT DATA,
− State−Change Built−In Test (SCBIT), − <CLASS 3 FAULTS,
− Initiated Built−In Test (IBIT), − <TEST,
− Continuous Built−In Test (CBIT). − <GROUND REPORT.
PUBIT <LAST LEG REPORT
The PUBIT is only done after a cold start or a reset (a loss of power for more If you push the <LAST LEG REPORT line key, the screen shows for each fail-
than 200 milliseconds). It is done in the air or on the ground. It continues for not ure that occured during the last leg:
more than 1.5 seconds. − the date of the last leg,
SCBIT − the ATA number of the component,
The SCBIT is only done on the ground. It is started 70 seconds after landing − the functional designation of the component,
and continues for not more than 30 seconds − the FIN of the component,
IBIT The screen can show a maximum of two failures at a time. If there are more
The IBIT is only done on the ground. You can request an IBIT on the Multipur- failures, you must push the next page key on the MCDU keyboard. If there are
pose Central Display Unit (MCDU) after a component has been replaced. It no failures, NO FAULT DETECTED is shown.
continues for not more than 120 seconds.
<PREVIOUS LEGS REPORT
CBIT If you push the <PREVIOUS LEGS REPORT line key, the screen shows for
The CBIT is done continuously if power is supplied to the system. each failure that has not been corrected from previous reports:
− the aircraft identification,
MCDU − the date of the applicable flight leg,
You can set the MCDU to show the failures that occured during the last flight. − the time the failure occured,
The data comes from the CMS. You can also start system tests from the − the ATA number of the component,
MCDU. To show pressure control and monitoring data on the MCDU or to start − the functional designation of the component,
a system test, you must: − the FIN of the component,
S push the <CMS line key (WAIT FOR SYSTEM RESPONSE is shown, then − the class of the failure.
the maintenance menu is shown), The screen can show a maximum of two failures at a time. If there are more
S push the <SYSTEM REPORT/TEST line key (the SYSTEM REPORT/TEST failures, you must push the next page key on the MCDU keyboard. If there are
menu is shown), no failures, NO FAULT DETECTED is shown.
S push the <PRESSURE line key (the AIR COND menu is shown),

21−31
Figure 168 CPC CMC Pages

21−31
<LRU IDENT
If you push the <LRU IDENT line key, the screen shows the part number and
the serial number of the applicable component.
<TROUBLE SHOOT DATA

If you push the <TROUBLE SHOOT DATA line key, the screen shows:
− the related coded parameters.
If the memory holds no failures, −−−−− −−−− is shown.
The decoding is only possible with special charts. Some of them are in the
AMM or TSM. Most of them are published by the manufacturer only.
<CLASS 3 FAULTS
If you push the <CLASS 3 FAULTS line key, the screen shows for each class 3
failure:
− the time when the failure occured,
− the failure message.
<GROUND REPORT
If you push the <GROUND REPORT line key, the screen shows for each fail-
ure occured since the last flight:


21−31
SEE NEXT PAGE

Figure 169 CPS CMC Pages

21−31
CPC TEST PAGE

<TEST
If you push the <TEST line key, the screen shows a caution message and the
necessary preconditions to perform the test. Those are:
S both packs switched to off
S no ground air supply
S all ADIRUs switched to on (complete alignment in not necessary)
If you push the <START TEST line key, the screen shows the caution message
again. If you push the <CONFIRM START OF TEST line key, the test starts
and TEST IN PROGRESS (45 S) is shown. After the test, one of the subse-
quent is shown:
S TEST OK if there are no failures,
S the ATA number, the functional designation and the FIN of the component
and the class of failure if there is a failure.
ATTENTION:
During test the outflow valves are moving.
MCDU Fault Message
If there is a failure, a fault message is shown on the MCDU. A failure can be
class 1, class 2 or class 3. A failure is class 1 if it is important and steps are
necessary immediately. A failure is class 2 if it is not as important and no steps
are necessary immediately. A failure is class 3 if it is not important and no
steps are necessary. Class 3 failures can become class 2 or 1 if they accumu-
late.

21−31
Figure 170 CPC CMC Test Page

A330 21 L3
TABLE OF CONTENTS
ATA 21 AIR CONDITIONING . . . . . . . . . . . . . . . . . . 1 PACK AND ZONE CONTROLLER − LANE CONCEPT . . . . . . . . . . . . 76
PACK TEMPERATURE CONTROL − PACK OUTLET
21−00 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
PACK TEMPERATURE CONTROL−LIMITATIONS . . . . . . . . . . . . . . . . 80
21−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
PACK TEMPERATURE AND FLOW CONTROL . . . . . . . . . . . . . . . . . . 82
SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
HEAT EXCHANGER TREND MONITORING,
BASIC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 TAKE OFF/LANDING SEQUENCE AND
21−60 TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 14 BYPASS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
AIR CONDITIONING PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 14 PACK CONTROLLER INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
21−50 PACK AND FLOW CONTROL . . . . . . . . . . . . . . . . . . . . . . . . 18 21−25 AIR CONDITIONING BAY
TEMPERATURE CONTROL SYSTEM: VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
ECAM PAGES PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
21−50 AIR COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 TURBOFAN TURBINE AIR SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 ELECTRICAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
AIR CONDITIONING PACK GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . 34 TURBO FAN SUPPLY LINE − BLANKING PLUG . . . . . . . . . . . . . . . . . 100
PACK SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 AIR CONDITIONING COMPARTMENT VENTILATION SYSTEM COMPO-
NENT DESCRIPTION AND LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . 102
PACK OPERATION ”SNAPSHOOT” . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
21−60 TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 104
21−50 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 42
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
PACK FLOW CONTROL VALVE DESCRIPTION . . . . . . . . . . . . . . . . . 42
FLEXIBLE ZONE LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
FLOW SENSOR AND OZONE CONVERTER . . . . . . . . . . . . . . . . . . . . 48
ZONE CORRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
PACK ANTI ICE VALVE (AIV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
OPTIMIZED TEMPERATURE SELECTION . . . . . . . . . . . . . . . . . . . . . . 110
BY−PASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
CABIN DUCT DEMAND AND LIMITATION . . . . . . . . . . . . . . . . . . . . . . 112
TEMPERATURE CONTROL VALVE (TCV) . . . . . . . . . . . . . . . . . . . . . . 54
ZONE TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
RAM−AIR DOORS ACTUATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
PACK SENSORS AND LRU FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . 58 21−60 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 118
AIR CYCLE MACHINE (ACM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 TEMPERATURE CONTROL SENSORS AND FAULT
REACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
WATER EXTRACTOR (WE) AND SPLIT
DUCT (SD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 TRIM PRESSURE REGULATING VALVE (TPRV) . . . . . . . . . . . . . . . . 120
CONDENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 TRIM−AIR VALVE AND TRIM−AIR SHUTOFF VALVE . . . . . . . . . . . . . 122
REHEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 ZONE CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
PLENUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 21−60 TEMPERATURE CONTROL GENERAL LOCATIONS . . . . 126
HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 MIXING UND DISTRIBUTION UNIT CHAMBER . . . . . . . . . . . . . . . . . . 128
21−50 AIR COOLING − LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . 72 FLIGHT DECK DUCT TEMPERATURE SENSOR
LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
PACK COMPONENTS LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
CABIN TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
21−50 PACK CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FRA US/T-2 Tyralla NOV 2005

Page i
A330 21 L3
TABLE OF CONTENTS
CABIN TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 AEVC CMC PAGES AND TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
COCKPIT TEMPERATURE SENSOR LOCATIONS . . . . . . . . . . . . . . . 138 21−23 LAVATORY/GALLEY VENTILATION . . . . . . . . . . . . . . . . . . 198
ZONE CONTROLLER LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
ZONE CONTROLLER INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
21−63 CMS PAGES AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . 144 LAVATORY/GALLEY VENTILATION SYSTEM −
ECS TEST PAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
RESET OF THE HEAT EXCHANGER TREND−MONITORING DATA 150 LOWER−DECK CREW−REST COMPARTMENT VENTILATION . . . . 204
ALTITUDE CORRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 LD−MCR ELECTRICAL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
PACK TEMPERATURE LIMITATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 21−22 COCKPIT AIR VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . 218
ECS SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
PACK RAM AIR FLAP ADJUSTMENT TEST FUNKTION . . . . . . . . . . 158 WINDOW AIR OUTLET HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
21−55 EMERGENCY RAM−AIR INLET . . . . . . . . . . . . . . . . . . . . . . . 162 21−28 CARGO COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 FORWARD CARGO COMPARTMENT
EMERGENCY RAM−AIR INLET SYS. LOCATIONS . . . . . . . . . . . . . . . 164 VENTILATION/HEATING/COOLING SYSTEM
PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
21−21 CABIN AIR DISTRIBUTION AND FWD CARGO SYSTEM CONTROL AND INDICATION . . . . . . . . . . . . 224
RECIRCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
FWD CARGO COMPARTMENT ECAM INDICATION . . . . . . . . . . . . . 228
RECIRCULATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
FWD CC ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
VENTILATION CONTROL AND INDICATING . . . . . . . . . . . . . . . . . . . . 168
FWD CARGO COMPARTMENT VENTILATION
RECIRCULATION SYSTEM ELECTRICAL FUNCTION . . . . . . . . . . . 170 DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
CABIN AIR DISTRIBUTION AND RECIRCULATION FWD CARGO COMPARTMENT HEATING
SYSTEM − COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . 172 DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
21−26 AVIONICS EQUIPMENT FWD CARGO COMPARTMENT COOLING
VENTILATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
VENTILATION CONTROL AND INDICATING . . . . . . . . . . . . . . . . . . . . 176 LOCATIONS IN THE FWD CARGO COMPARTMENT . . . . . . . . . . . . . 240
NORMAL OPERATION AND FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 178 FWD CARGO COMPT VENT. HEATING/COOLING
AVIONICS EQUIPMENT VENTILATION MONITORING . . . . . . . . . . . 184 INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
AVIONICS EQUIPMENT VENT. OVERBOARD AFT CARGO COMPARTMENT VENTILATION
AND UNDERFLOOR EXTRACT VALVES . . . . . . . . . . . . . . . . . . . . . . . . 186 PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
EXTRACT FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188 AFT CARGO COMPARTMENT VENTILATION
OVERBOARD EXTRACT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
UNDERFLOOR EXTRACT VALVE 12 HQ . . . . . . . . . . . . . . . . . . . . . . . 192 LOCATION IN AFT CARGO COMPARTMENT . . . . . . . . . . . . . . . . . . . 252
EXTRACT FAN PRESSURE SWITCH 11HQ . . . . . . . . . . . . . . . . . . . . . 192 AFT CARGO COMPARTMENT VENT. INTERFACES . . . . . . . . . . . . . 254
AVIONIC EQUIPMENT BULK CARGO COMP. VENTILATION/HEATING . . . . . . . . . . . . . . . . . 256
VENTILATION CONTROLLER 2HQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194 BULK CARGO SYSTEM CONTROL AND INDICATING . . . . . . . . . . . 258
COOLING EFFECT DETECTOR (CED) 5HQ . . . . . . . . . . . . . . . . . . . . 194 BULK GARGO COMPARTMENT ECAM INDICATION . . . . . . . . . . . . . 260

Page ii
A330 21 L3
TABLE OF CONTENTS
BULK CARGO COMPARTMENT VENTILATION SUB−SYSTEM . . . 262
BULK CARGO HEATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
BULK CARGO VENT. WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
BULK CARGO COMPARTMENT VENTILATION
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
BULK CARGO HEATING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . 270
BULK CARGO COMPARTMENT VENTILATION/HEATING
INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
VENTILATION CONTR. CMS PAGES AND TESTS . . . . . . . . . . . . . . . 274
21−30 PRESSURIZATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 282
SYSTEM CONTROL AND INDICATING . . . . . . . . . . . . . . . . . . . . . . . . 284
ECAM PAGES PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
MANUAL AND DITCHING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 302
CABIN PRESSURE ALTITUDE ENVELOPE AND
WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304
CPC OUTFLOW VALVE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
FLIGHT PROFILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
PRESSURIZATION MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
EXTERNAL INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
CPC INTERNAL INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
CPC MANUEL INTERFACE AND SAFETY VALVES . . . . . . . . . . . . . . 318
OUTFLOW VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
SAFETY VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322
NEGATIVE PRESSURE RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . 324
CABIN PRESSURE CONTROLLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
CABIN PRESSURE CONTROLLER (CPC) CMC PAGES . . . . . . . . . . 328
CPC TEST PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332

Page iii
A330 21 L3
TABLE OF FIGURES
Figure 1 Sub−Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 36 Reheater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 2 Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 37 Plenum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 3 Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 38 Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 4 Air Conditioning Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 39 Air Conditioning Packs Locations . . . . . . . . . . . . . . . . . . . 73
Figure 5 Vernier Temp Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 40 Pack Component Locations . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 6 ECAM Bleed Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 41 Lane Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 7 ECAM Bleed Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 42 Pack Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 8 ECAM Bleed Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 43 Pack Limitation Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 9 ECAM Cond Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Figure 44 Pack Temp. and Flow Control . . . . . . . . . . . . . . . . . . . . . . 83
Figure 10 ECAM Cond Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 45 By−Pass Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 11 ECAM Cond Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Figure 46 PC−Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 12 ECAM COND Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 47 PC−Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Figure 13 ECAM Cond Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Figure 48 PC−Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 14 ECAM Cond Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Air Cond Bay Ventilation Schematic . . . . . . . . . . . . . . . . 91
Figure 15 ECAM Cruise Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Figure 50 Turbofan Turbine Air Supply . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 16 ECAM Cruise Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 51 Air Cond. Comp. Vent. Electrical Schematic . . . . . . . . . 95
Figure 17 Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 52 Air Cond. Ventilation Operation Modes . . . . . . . . . . . . . . 96
Figure 18 Air Conditioning Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 53 Air Cond. Compt. Vent. Warnings . . . . . . . . . . . . . . . . . . 97
Figure 19 System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 54 Air Cond. Compt. Vent. Warnings . . . . . . . . . . . . . . . . . . 98
Figure 20 System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 55 Air Cond. Compt. Vent. Warnings . . . . . . . . . . . . . . . . . . 99
Figure 21 Pack Operation Snapshot . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 56 Turbofan Supply Line − Blanking Plug . . . . . . . . . . . . . . . 101
Figure 22 Flow Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 57 Air Cond. Compt. Ventilation System − Component Locations . . .
Figure 23 Pack Flow Control Valve − Selected OFF . . . . . . . . . . . . 44 103
Figure 24 Pack Flow Control Valve − Open Position . . . . . . . . . . . . 45 Figure 58 Temeperature Control Schematic . . . . . . . . . . . . . . . . . . . 105
Figure 25 Pack Flow Control Valve − Pneumatic Regulation . . . . . 46 Figure 59 Flexible Zone Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 26 Flow Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 60 Zone Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 27 Flow Sensor and Ozone Converter . . . . . . . . . . . . . . . . . 49 Figure 61 Zone and Altitude Correction . . . . . . . . . . . . . . . . . . . . . . 111
Figure 28 Pack Anti Ice Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 62 Cabin Duct Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 29 By−pass Valve and Temperature Control Valve . . . . . . . 53 Figure 63 Temperature Control Schematic . . . . . . . . . . . . . . . . . . . . 117
Figure 30 Temperature Control Valve . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 64 Temperature Control Sensors . . . . . . . . . . . . . . . . . . . . . . 119
Figure 31 Ram Air Doors Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 65 Trim Pressure Regulating Valve . . . . . . . . . . . . . . . . . . . . 121
Figure 32 Pack Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 66 Trim−Air Valve and Trim−Air Shutoff Valve . . . . . . . . . . . 123
Figure 33 Air Cycle Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 67 Zone Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 34 Water Extractor and Split Duct . . . . . . . . . . . . . . . . . . . . . 63 Figure 68 Temperature Control Locations . . . . . . . . . . . . . . . . . . . . . 127
Figure 35 Condensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 69 Mixing and Distribution Unit Chamber . . . . . . . . . . . . . . . 129

Page iv
A330 21 L3
TABLE OF FIGURES
Figure 70 Mixing and Distribution Unit Chamber . . . . . . . . . . . . . . . 131 Figure 103 Underfloor Extract Valve, Extract Press. Switch . . . . . 193
Figure 71 Flight Deck Duct Temperature Sensor Locations . . . . . . 133 Figure 104 Avionics Equipment Ventilation Controller . . . . . . . . . . 195
Figure 72 Cabin Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . 135 Figure 105 AEVC CMC PAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
Figure 73 Cabin Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . 137 Figure 106 Lavatory/Galley Ventilation System Schmematic . . . . 199
Figure 74 Cockpit Temperature Sensor Locations . . . . . . . . . . . . . . 139 Figure 107 Lavatory/Galley Vent. Sys. Elect. Schematic . . . . . . . . 201
Figure 75 Zone Controller Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 141 Figure 108 Lavatory/Galley Ventilation System − Component Locations ...
Figure 76 Zone Controller Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 143 203
Figure 77 Air Conditioning CMC Pages . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 109 LD−MCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Figure 78 ECS CMC PAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 110 LD−MCR Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Figure 79 ECS CMC Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 Figure 111 LD−MCR Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Figure 80 Specific Data, Heat Exchanger Data Reset . . . . . . . . . . 151 Figure 112 LD−MCR Heating Power Supply . . . . . . . . . . . . . . . . . . 213
Figure 81 Altitude Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 113 LD−MCR Internal Power Supply . . . . . . . . . . . . . . . . . . . 217
Figure 82 Pack Temperature Limitation . . . . . . . . . . . . . . . . . . . . . . . 155 Figure 114 Fwd Cargo Compartment Schematic . . . . . . . . . . . . . . . 223
Figure 83 ECS SYSTEM TEST Page . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 115 FWD Cargo Compartment Control . . . . . . . . . . . . . . . . . 225
Figure 84 ECS Ram Air Flap Adjustment Test . . . . . . . . . . . . . . . . . 159 Figure 116 FWD Cargo Compartment ECAM Indication . . . . . . . . 226
Figure 85 ECS Ram AIr Flap Adjustment Test . . . . . . . . . . . . . . . . 161 Figure 117 FWD Cargo Compartment ECAM COND Page . . . . . . 227
Figure 86 Emergency Ram−Air Inlet Schematic . . . . . . . . . . . . . . . 163 Figure 118 FWD Cargo Compartment ECAM COND Page . . . . . . 229
Figure 87 Emergency−Ram−Air−Inlet Actuator Locations . . . . . . . 165 Figure 119 FWD Cargo Compartment Electrical Schematic . . . . . 231
Figure 88 Cabin Air Distribution and Recirculation System . . . . . . 167 Figure 120 FWD Cargo Compartment Electrical Schematic . . . . . 233
Figure 89 Ventilation Control and Indication . . . . . . . . . . . . . . . . . . . 169 Figure 121 FWD Cargo Compartment Ventilation Sub System . . 235
Figure 90 Recirculation Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 122 FWD Cargo Compartment Heating Sub−System . . . . 237
Figure 91 Cabin Air Distribution and Recirc, Sys. Comp. Locations . . . . . . . . Figure 123 FWD Cargo Compartment Cooling Sub−System . . . . 239
173 Figure 124 Forward Cargo Compartment Sensor Locations . . . . . 241
Figure 92 Recirculation and Avionics System Schematic . . . . . . . 175 Figure 125 FWD Cargo Heating Trim Air Valve . . . . . . . . . . . . . . . 243
Figure 93 Ventilation Control and Indication . . . . . . . . . . . . . . . . . . . 177 Figure 126 FWD Cargo Comp. Component Locations . . . . . . . . . . 245
Figure 94 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 127 FWD CARGO COMP. Interface . . . . . . . . . . . . . . . . . . . 247
Figure 95 Warnings and Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 Figure 128 Aft Cargo Compartment Schematic . . . . . . . . . . . . . . . . 249
Figure 96 Warnings and Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 129 Aft Cargo Compartment System Schematic . . . . . . . . . 251
Figure 97 Warnings and Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 Figure 130 Aft Cargo Compt. Component Locations . . . . . . . . . . . 253
Figure 98 Warnings and Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 Figure 131 Aft Cargo Compartment Interface . . . . . . . . . . . . . . . . . 255
Figure 99 Avionics Equipm. Vent. Monitoring . . . . . . . . . . . . . . . . . . 185 Figure 132 Bulk Cargo Compartment Schematic . . . . . . . . . . . . . . 257
Figure 100 Overboard and U/Floor Extract Valves Elec. Schematic . . . . . . . Figure 133 Bulk Cargo Compartment Controls . . . . . . . . . . . . . . . . 259
187 Figure 134 Bulk Cargo Compartment ECAM COND Page . . . . . . 261
Figure 101 Extraction Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 135 Bulk Cargo Compartment System Schematic . . . . . . . 263
Figure 102 Overboard Extract Valve . . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 136 Fanheater Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265

Page v
A330 21 L3
TABLE OF FIGURES
Figure 137 Bulk Cargo Compartment Warnings . . . . . . . . . . . . . . . 267 Figure 170 CPC CMC Test Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
Figure 138 Bulk Cargo Ventilation Component Locations . . . . . . . 269
Figure 139 Bulk Cargo Heating Component Locations . . . . . . . . . . 271
Figure 140 Bulk Cargo Compartment Interface . . . . . . . . . . . . . . . . 273
Figure 141 Vent Contr Last Leg Rep., Previous Leg Rep., LRU Ident, GND
Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
Figure 142 Vent Controller Ground Report and Trouble Shooting Data . . . . .
277
Figure 143 Ventilation Controller Specific Functions . . . . . . . . . . . . 279
Figure 144 Ventilation Controller System Test and Class 3 Faults 281
Figure 145 Pressurization Schematic . . . . . . . . . . . . . . . . . . . . . . . . 283
Figure 146 Pressure Control Panel Description . . . . . . . . . . . . . . . . 285
Figure 147 ECAM PRESS Page in AUTO−Mode . . . . . . . . . . . . . . 287
Figure 148 Pressurization ECAM Page . . . . . . . . . . . . . . . . . . . . . . . 289
Figure 149 Pressurization ECAM Page . . . . . . . . . . . . . . . . . . . . . . . 291
Figure 150 ECAM PRESS Page in MAN−Mode . . . . . . . . . . . . . . . 293
Figure 151 ECAM Cruise Page in AUTO Mode . . . . . . . . . . . . . . . . 295
Figure 152 Pressurization ECAM CRUISE Page . . . . . . . . . . . . . . 297
Figure 153 Pressurization ECAM CRUISE Page . . . . . . . . . . . . . . 299
Figure 154 Pressurization System Schematic . . . . . . . . . . . . . . . . . 301
Figure 155 Pressurization System Schematic . . . . . . . . . . . . . . . . . 303
Figure 156 Altitude Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
Figure 157 CPC Outflow Valve Control . . . . . . . . . . . . . . . . . . . . . . . 307
Figure 158 Flight Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
Figure 159 Pressure Scheduling Logic . . . . . . . . . . . . . . . . . . . . . . . 311
Figure 160 Pressurization Mode Switching . . . . . . . . . . . . . . . . . . . . 313
Figure 161 CPC External Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 315
Figure 162 CPC Internal Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
Figure 163 MAN Interface and Safety Valves . . . . . . . . . . . . . . . . . 319
Figure 164 Outflow Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
Figure 165 Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323
Figure 166 Negative Pressure Relief Valve Locations . . . . . . . . . . 325
Figure 167 Cabin Pressure Controllers . . . . . . . . . . . . . . . . . . . . . . . 327
Figure 168 CPC CMC Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
Figure 169 CPS CMC Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331

Page vi

A330 21 L3

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A330 21 L3

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AIRBUS

ATA Spec 104 Level 3

Tel: +49 (0)40 5070 2520

ATA 21 AIR CONDITIONING

FRAUS/T-2 Tyralla NOV2005 Page: 1

AOM Aircraft Operating Manual CPC Cabin Pressure Controller

FRAUS/T-2 Tyralla NOV2005 Page: 2

EXCH Exchanger in inches

FRAUS/T-2 Tyralla NOV2005 Page: 3

NCD no computed data Prim. Primary

FRAUS/T-2 Tyralla NOV2005 Page: 4

SW Switch WI Water Injector

FRAUS/T-2 Tyralla NOV2005 Page: 5

Air Supply comes from the peumatic system.

FRAUS/T-2 Tyralla NOV2005 Page: 6

FRAUS/T-2 Tyralla NOV2005 Page: 8

CARGO AIR COND

Figure 2 Basic Schematic

FRAUS/T-2 Tyralla NOV2005 Page: 10

FRAUS/T-2 Tyralla NOV2005 Page: 11

FRAUS/T-2 Tyralla NOV2005 Page: 12

CARGO AIR COND

Figure 3 Basic Schematic

21−60 TEMPERATURE CONTROL

PACK FLOW SELECTOR

FRAUS/T-2 Tyralla NOV2005 Page: 14

Figure 4 Air Conditioning Panel

1 VERNIER TEMP PANEL

2 AIR CONDITION P/B

FRAUS/T-2 Tyralla NOV2005 Page: 16

VERNIER TEMP PANEL CABIN

SOFT KEYS SOFT KEYS

Figure 5 Vernier Temp Panel

21−50 PACK AND FLOW CONTROL

GREEN :The pack airflow data is not available

230 C (446 degrees F).

:Valve position data not available AMBER

AMBER :The temperature data is not available.

FRAUS/T-2 Tyralla NOV2005 Page: 18

Figure 6 ECAM Bleed Page

: C (COLD) corresponds to a fully closed : By−pass valve fully closed.

GREEN NEEDLE GREY

: The control valve position data is not

6 PACK DISCHARGE TEMPERATURE GREEN

: Temperature above 95 degrees C

FRAUS/T-2 Tyralla NOV2005 Page: 20

Figure 7 ECAM Bleed Page

8 EMERGENCY RAM AIR

AMBER CIRCLE & HORIZONTAL LINE

: Valve open on ground or valve position open but

: Undetermined position, valve in transit.

AMBER CIRCLE & DIAGONAL LINE

: In normal operation, bleed users

FRAUS/T-2 Tyralla NOV2005 Page: 22

Figure 8 ECAM Bleed Page

1 HOT AIR 1 (2) 2 REGULATING VALVE

: Valve normally closed.

: Valve normally open.

: Flow control valve fully closed

: Valve abnormally closed.

: Valve abnormally open.

: Position data not available.

Figure 9 ECAM Cond Page