Beruflich Dokumente
Kultur Dokumente
Under no circumstances
should this document be used as a reference.
21 - AIR CONDITIONING
21 - AIR CONDITIONING
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FLOW CONTROL
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
ECAM Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Protection & Manual Overriding . . . . . . . . . . . . . . . . . . . . 15
PACK FLOW CONTROL VALVE
Power & Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . 21
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
ECAM Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Pack Controller - Power & Control . . . . . . . . . . . . . . . . . . . 37
Component Removal/Installation . . . . . . . . . . . . . . . . . . . . 39
Pack Air Intake Flap - Power & Control . . . . . . . . . . . . . . . . 45
RAM AIR INLET
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
ECAM Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Actuator Removal/Installation . . . . . . . . . . . . . . . . . . . . 55
Power & Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Ground Cart Connection . . . . . . . . . . . . . . . . . . . . . . . . 59
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TEMPERATURE CONTROL
HOT AIR SUPPLY
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Hot Air Valve - Operation . . . . . . . . . . . . . . . . . . . . . . 63
Overheat - Monitoring . . . . . . . . . . . . . . . . . . . . . . . . 65
Overpressure - Monitoring . . . . . . . . . . . . . . . . . . . . . . 67
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
ECAM Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Component Removal/Installation . . . . . . . . . . . . . . . . . . 73
Hot Air Valve - Power & Control . . . . . . . . . . . . . . . . . . . 77
FLIGHT COMPARTMENT & CABIN
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . 93
ZONE CONTROLLER
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Power & Control . . . . . . . . . . . . . . . . . . . . . . . . . 101
APU & PACK DEMAND CONTROL
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
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RECIRCULATING FAN
Operation & Monitoring . . . . . . . . . . . . . . . . . . . . . . 149
LAVATORIES & GALLEYS
General/Operation/Monitoring . . . . . . . . . . . . . . . . . . . 151
Component Removal/Installation . . . . . . . . . . . . . . . . . 155
Extract Fan - Power & Control . . . . . . . . . . . . . . . . . . . 157
ELECTRONICS RACKS
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
ECAM Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . 171
Component Removal/Installation . . . . . . . . . . . . . . . . . 173
Blower - Power & Control . . . . . . . . . . . . . . . . . . . . . 177
Air Extraction Power/Control/Monitoring . . . . . . . . . . . . . . 179
PRESSURIZATION
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Static Pressure Supply . . . . . . . . . . . . . . . . . . . . . . . . 185
Panel Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Operation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
Operation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
System Transfer (1) . . . . . . . . . . . . . . . . . . . . . . . . . 205
System Transfer (2) . . . . . . . . . . . . . . . . . . . . . . . . . 207
Manual Mode - Operation . . . . . . . . . . . . . . . . . . . . . . 213
Manual Mode - Power & Control . . . . . . . . . . . . . . . . . . . 215
Outflow Valve - Operation . . . . . . . . . . . . . . . . . . . . . . 217
Safety Valve - Operation . . . . . . . . . . . . . . . . . . . . . . . 219
Ditching Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
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GENERAL
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- flow controlled,
- cooled,
- conditioned,
valves.
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Temperature control is achieved by adding hot air to the air cooled through the air
cycling machine.
Conditioned air is distributed to the FLT COMPA RTMENT and the cabin and then
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- the APU
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STUDENT NOTES
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The pack flow control valve is a pneumatically actuated, normally closed ventury type
butterfly flow control and shut-off valve.
It controls the airflow as a function of cabin pressure in accordance with two
pre-determined flow schedules : NORMAL OR ECONOMIC.
PACK FLOW CONTROL VALVE SWITCHED ON.
Note : ENGINE STARTING closure signal is given by ENGINE START rotary selector
and/or by START pushbutton.
Closure signal from ENGINE START rotary selector is inhibited in flight.
At this moment solenoid B de-energized.
The valve opens, regulates and delivers the NORMAL flow of 100 %.
Sea level : 1.06 Kg/s.
30 000 ft : 0.93 Kg.
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A FAULT light comes on amber when the valve position is in disagreement with the
selection made on the control panel.
If it remains on more than 60 seconds, the ECAM is activated.
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STUDENT NOTES
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PACK OVERHE AT
There is a fuse and a thermostat at the compressor outlet and at the turbine inlet.
In the event of pack overheat, the pack flow control valve closes.
Note : If it is one fuse which has melted, the flow control valve remains closed.
If it is one thermostat, the valve regulates again when the overheat condition
disappears.
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If a cabin depressurization occurs, the cabin press signal disappears and the valve
tends to close.
A pressure regulator installed in the valve takes place of the cabin press signal and
A manual override hexagonal nut is used to crank off the pack flow control valve.
Below this nut, an index, linked to the butterfly, reads the valve position.
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STUDENT NOTES
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Since both pack valve electrical supplies are similar, we will study pack flow control
valve 1.
The PACK FLOW CONTROL VALVE opens when the solenoid B is de-energized.
- NO ENG start,
- NO ditching,
The ECON FLOW mode for a PACK FLOW CONTROL VALVE is only possible in flight
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COOLING : GENERAL
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After being regulated in air flow, part of the air enters the packs and is delivered to the
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MANUAL ADJUSTMENT
If for any reason, the automatic system has failed, the pack outlet temperature can be
adjusted manually.
Example : Colder air is required.
You must switch on the MAN pushbutton, & select COLD with the toggle
switch in order to simulate a manual adjustment.
This selection will allow you to get colder air at the pack outlet by directly controlling the
actuator.
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STUDENT NOTES
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STUDENT NOTES
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ECAM DISPLAY
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We will study only the electrical supply of the pack number 1 controller.
In order to get the pack controller number 1 electrically supplied, the system has to be
in automatic mode (MAN not illuminated) in addition the relay 23 HH has to be
de-energized.
This means that the relay 31 HB must be de-energized thus the pack flow control valve
number 1 opened.
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The packs and their components are located in the unpressurized compartment.
Access to the packs is from the access doors 147BZ, 147CZ, 148CZ.
Access to the cold air manifold check valves is from access doors 131RW and 131SW.
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Let us see all the LRUs involved in the cold air supply and cold temperature regulation.
Note : Before proceeding with maintenance, make certain that pneumatic system is
depressurized.
HEAT EXCHANG ER :
Access : from under the fuselage.
Removal/installation : from under the fuselage by trolley.
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ANTI-ICE VALVE :
Poppet type.
Pneumatically operated by differential pressure acting on a diaphragm.
Access : from access door 147BZ.
Note : Visual indication of the valve is shown by a position indicator.
This indicator is controlled by poppet movement.
ANTI-ICE SCREEN :
Prevents an icing condition from developing in the turbine and water separator.
Access : from access door 147BZ.
WATER SEPARATOR :
Operates by inertia and removes moisture from the cold turbine discharge air.
Access : from access door 147BZ.
WATER INJECTOR :
Sprays the water drained from water separator and water extractor into the heat
exchanger inlet.
Access : from access door 147BZ.
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PACK :
Aircraft can be dispatched with one air conditioning pack inoperative.
TELEFLEX CABLE :
Access : from access doors 147BZ and 143FL.
Teleflex cable is inserted in a tube ended by two rods ; one rod connected to turbine
bypass valve, the other one connected to the actuator control arm eye end.
Teleflex cable adjustment is required on the rod connected to the turbine bypass valve.
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Operation :
Solenoid de-energized : flap retracted.
Solenoid energized (28VDC) : flap extended.
Note : The solenoid incorporates a manually actuated lock to shut off the air pressure to
the actuator (flap retracted).
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AIR COOLING SYSTEM : PACK AIR INTAKE FLAP - POWER & CONTROL
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Since both pack air intake flap control circuitries are identical we will study only the pack
intake flap number 1 control circuitry.
The pack air intake actuator extends when the coil is energized.
On ground (147 GB energized) the relay 3 HW is energized as soon as the
prepressurization sequence is initiated.
At this moment the actuator coil is energized, the actuator extends, the flap blanks off
the air intake.
As soon as the aircraft has taken off (147 GB de-energized) the actuator retracts.
LANDING LOGIC
On ground (147 GB energized) the relay 5 HW is energized as long as the wheel speed
is higher than 70 kts, allowing the relay 7 HW to be energized.
At this moment the actuator coil is energized, the actuator extends, the flap blanks off
the air intake.
10 seconds after the wheel speed is lower than 70 kts the actuator supply is cut off, it
retracts opening the air intake...
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In the event of both packs being inoperative an EMERGE NCY RAM AIR will allow cold
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Provided the P is lower than 1 PSI (P shown on the CAB PRESS panel), and that
there is no ditching configuration.
The Emergency Ram Air allows the cabins, the cargo and the avionics compartmen t to
be ventilated by ram air.
The OPEN green light illuminates when the flap is fully opened.
(Limit position microswitches on the actuator).
Note that pressing IN the Emergency Ram Air pushbutton light will also FULLY open the
outflow valves in order to provide maximum ram air for ventilation.
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When the ram air pushbutton is switched ON and there is no ditching, a full open
signal is sent to the emergency ram air actuator and to the outflow valves.
When the emergency ram air pushbutton is released, a signal is sent to close the
emergency ram air.
Note that the emergency ram air will close also in case of ditching.
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STUDENT NOTES
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It consists of :
- A DC electric motor.
- Two limit microswitches which cut off power supply to the motor before
mechanical stop is reached.
The OPEN limit switch is also used for indication.
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The emergency ram air electrical circuit consists of an opening circuit and a closing
circuit (Ram air pushbutton OFF or ditching configuration).
Imagine the closing circuit with the RAM AIR pushbutton not selected first.
The relay 6HZ is energized via the RAM AIR pushbutton and the relay 3HZ at rest
causing the RAM AIR actuator to receive a CLOSE signal.
This coresponds to the normal configuration.
To get the ram air open, the RAM AIR pushbutton has to be ON as well as NO
ditching configuration : outflow valve pushbuttons not OFF.
At this moment the relay 3HZ is de-energized allowing the relay 5HZ to be energized
thus the open input of the ram air actuator 7HZ to be supplied.
When both outflow valves pushbutton are OFF (Ditching configuration), the relay 3HZ is
energized causing the relay 5HZ to be no longer supplied and the relay 6HZ energized.
The RAM AIR actuator receives a CLOSE signal.
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On the ground, the aircraft can be conditioned air supplied from one or two ground
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Hot air, tapped downstream of the pack flow control valve is delivered to the hot
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When HOT AIR SUPPLY pushbutton pressed in, the valve solenoid is energized and
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When the temperature reaches 88 C (190 F) in one of the cabin or cargo ducts, the
OVHT light illuminates plus the ECAM activation.
Furthermore, the hot air supply valve closes.
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HI PRESS
A hot air pressure switch, is located downstream of the hot air supply valve.
When pressure is higher than 12.5 psi above cabin pressure, the hot air supply
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The overheat warning circuitry and the automatic closure of the hot air supply valve can
be tested from the lateral panel.
When the test selector is set to a test position, The PTT TEST pushbutton illuminates
white and the corresponding circuitry is ready to be tested.
When pressed and held, a simulated overheat signal is generated to test the cockpit
and cabins duct overheat warning circuits.
The OVHT light of the hot air supply valve pushbutton illuminates and the hot air supply
valve closes.
When the PTT TEST pushbutton is released the OVHT warning light extinguishes.
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The hot air supply valve position is shown on the AIR COND system page.
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REMOVAL/INSTALLATION
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The valve is a butterfly type valve, pneumatically operated and electrically controlled.
A pressure line picked up on the pneumatic manifold is used for hot air valve pressure
muscle.
Removal : before removal, make certain that air conditioning system is depressurized,
PRESSURE SWITCH
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STUDENT NOTES
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The hot air supply valve opens when its solenoid is energized.
It is energized when the HOT AIR SUPPLY pushbutton is switched ON and there is no
overheat or test conditions (relay 6HJ de-energized).
Note that after a test has been performed, since the relay 6HJ is self held, a reset is
necessary to resume normal operation.
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The trim air valves are only used for the fine temperature adjustment.
Note the pack outlet temperature can range from -7 C (-45 F) to +63 C (145 C) with
MAX COOL selected or from +4 C (39 C) to +63 C (145 F) with MAX COOL off.
There are four zones (flight deck, fwd cabin, mid cabin, aft cabin) which can be
controlled independently, from the COMPART MENT TEMPERA TURE panel,
automatically or manually.
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Look at the whole block diagram concerning the cabin temperature regulation.
We will go through it step by step.
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In our examples, we suppose that the actual temperatures are equal in all zones
(25 C).
1 - The cockpit temperature demand is the coldest.
Pack N 1 is controlled by the cockpit temperature demand.
Pack N 2 is controlled by the coldest cabin temperature demand.
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There are four zone controllers, two pack temperature controllers and one APU and
PACK DEMAND controller located on the 90VU.
The APU and PACK DEMAND CONTROLLER has a BITE TEST which allows checking
the controllers involved in the temperature regulation as well as the sensors.
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Listed below are all the sensors involved in the cabin temperature regulation.
1 - Zone temperature sensors for the zone controllers.
2 - Zone temperature sensors for the indicator and the ECAM.
3 - Duct temperature sensors for the zone controller.
4 - Duct temperature sensors for the Overheat protection
(OVHT light and ECAM), (refer to Hot air supply for overheat protection).
5 - Duct temperature sensors for the indicator and the ECAM.
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STUDENT NOTES
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If the selector is set to one of the cabin zones, the indications will be displayed on the
indicator.
Note : When the rotary selector is not in CRT position, on the ECAM the indications are
replaced by : XX.
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STUDE NT NOTES
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Access : from access door 136AR. 4 trim valves are fitted ; one per compartment.
The 3 cabin trim air valves are interchangeable ; the flight deck trim air valve size is
smaller.
The trim air valve is electrically actuated, butterfly type modulating and shut off valve.
Power supply : 115VAC.
Limit switches are provided to stop the motor at the end of travel.
A manual drive and a visual position indicator are installed on the valve.
A position transmitter sends butterfly position to the ECAM.
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SENSORS
For each compartmen t, there are 5 sensors (2 zone sensors and 3 duct sensors).
Zone sensors : one connected to the zone controller ; the other one for indicating.
Duct sensors : one connected to the zone controller ; one connected for indicating ; one
connected for overheat warning.
The duct sensors are accessible behind the left and right sidewall lining of the fwd
cargo compartment.
ZONE SENSORS
The cabin zone sensors are located on a suction line picked up by the toilets and
galleys extraction duct.
The flight deck zone sensors is located on the flight deck extraction duct.
Access to the cabin zone sensors is from the sidewall overhead stowage compartment
at frame 22/23 ; 49 and 67.
Access to the flight deck zone sensor is from the air inlet grid located above the
maintenance panel in the top R/H corner.
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STUDENT NOTES
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The Zone Controller receives signals from the temperature demand selector and the
zone sensor.
Those two signals are compared and an error signal is delivered.
Another input signal coming from the Inlet Duct sensor is delivered and compared with
the previous resultant signal.
If the demand is HOTTER, the hotter stage is triggered.
An opening signal is given via the temperature control demand selector to the trim air
valve.
When the valve is fully closed or fully opened, signals are sent to the controller to inhibit
the opening or closing control signals.
Furthermore the signal resulting from the comparison between the zone selector and the
zone sensor is also sent to the cool discriminator of the APU and PACK DEMAND
CONTROLLER.
The signal controlling the Trim Air valve is also sent to the hot discriminator of the APU
PACK DEMAND CONTROLLER.
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MANUAL OPERATION
Lets suppose the cockpit zone controller has failed.
The rotary selector has been set to MAN.
At this moment the zone controller electrical supply is cut off and the trim air valve is
directly controlled via the rotary selector HOT or COLD position.
Note that the pack outlet temperature is controlled automatically by one of the three
others zones.
If three selectors are at man :
Their corresponding trim air valves are controlled manually.
The remaining zone controller will control :
- PACK number 1 if the remaining controller is the cockpit one.
- PACK number 1 and 2 if the remaining controller is a cabin one.
If the four zones selectors are at man :
The trim air valves will be controlled manually, the pack outlet temperature being
+4 C with MAX COOL, being -7 C with MAX COOL ON.
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STUDENT NOTES
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The controller is supplied when the temperature selector is at AUTO and when either
This means that to have the controller supplied at least one pack flow control valve
must be opened.
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In the APU and PACK DEMAND CONTROLLER are two signal discriminators :
the COOL DISCRIMI NATOR and the HOT DISCRIMI NATOR.
The COOL DISCRIMI NATOR selects AMONG MORE COOL signals from cockpit and
cabin which ones are to be supplied from cockpit and cabin which ones are to be
supplied to the pack controllers.
The HOT DISCRIMI NATOR selects amongst MORE HEAT signals from cockpit and
cabin which ones are to be supplied to the APU E.C.B.
The highest signal from the COOL DISCRIMINA TOR is compared with the highest
signal from the HOT DISCRIMI NATOR.
The resultant signal is the SPEED AUGMENT signal sent to the APU E.C.B.
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The three cabin signals are compared in the cool discriminator which elaborates a signal
corresponding to the coldest demand signal.
The signal is then compared through an external diode (31 VD) to the cockpit demand
signal.
NORMAL OPERATION
ABNORMAL OPERATION
Lets suppose PACK N 1 has failed and that the cockpit requires the coldest
temperature supply.
The cockpit temperature demand signal has been compared to the cabin signal via
either the OFF position of the PACK VALVE N 1 pushbutton, or the MAN position of
the COCKP IT SELECTO R.
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During this time PACK CONTROLLER will regulate a pack outlet temperature at about
-7 C with MAX COOL ON, +4 C with MAX COOL OFF.
So, the cabin temperature will be regulated by means of hot air supplied by the
TRIM AIR VALVES.
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The APU and pack demand controller is electrically supplied by 115VAC when either
This means that, at least one pack flow valve must be opened.
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All the temperature controllers and their corresponding sub-systems can be tested using
the APU AND PACK DEMAND CONTROLLER B.I.T.E..
COCKPIT PREPARATION
Before proceeding with maintenance work on the air conditioning system, make sure
that pneumatic system is depressurized.
- Check for correct elec. power supply.
- On PACK TEMP panel, set pack 1 and 2 P/Bs to AUTO.
- On COMP TEMP panel, set CKPT, FWD, MID and AFT temperature selectors to
AUTO.
- On ECAM control panel, press the COND pushbutton to get the AIR CONDITIONING
page on the system display.
OPERATING INSTRUCTIONS
Before using the BITE, conditions mentioned on the APU AND PACK DEMAND
CONTROLLER must be fulfilled.
1. Close all air conditioning C/Bs.
2. Switch off TRIM AIR (Hot air supply valve).
3. Check the trim air valves by manually operating the selectors. If position
indicators show smooth and complete travel from cold to hot and back,
valves are OK.
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B.I.T.E.
1 - Connect the B.I.T.E. cable to the controller to be tested.
As soon as the cable is connected, provided both controllers are
electrically supplied, the test circuit is powered, the white light comes on.
If the component under test is OK, the green GO light comes on.
2 - Check all lights by pressing each one.
The light comes on, bulb is OK.
3 - Rotate the switch from 1 to 12. At each position, wait for the GO or NO GO light
to come on.
* GO proceed next position.
* NO GO refer to the table on the front face of the APU & PACK
DEMAND CONTROLLER to know which component has to be changed
then restart the test at position 1.
4 - When all positions are GO, sub-system is OK. Put back the switch to
position 1 and disconnect the B.I.T.E. cable.
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STUDENT NOTES :
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The cargo temperature regulation is achieved by adding regulated hot air to the
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Air delivered to the cargo compartments is a mixture of extracted cabin air and
regulated hot air supplied from the hot manifold.
Note : As both cargo compartment heating systems are similar, we will study the bulk
one only.
AUTOMATIC MODE
The controller compares the zone sensor signal with the signal from the bulk cargo
temperature selector in order to produce an error signal to reposition the trim air valve.
The error signal is modified by the duct sensor signal to prevent the duct temperature
from reaching extreme limits during a control action.
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MANUAL MODE
With the MANUAL mode selector at MAN and holded at HOT, the controller action is
by-passed.
The selector acts directly on the trim air valve (here as HOT has been selected, the trim
air valve opens).
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EXTRACTION
The fan and the isolation valve are controlled by a pushbutton located on the
COMPARTMENT TEMPERATURE panel ( note : the fan only operates if the isolation
valve is fully open).
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The cargo zone controllers are located in 90 VU, just behind the cabin zone controllers.
Like the cabin controllers, they can be connected to the APU & PACK demand
controller for the BITE test.
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STUDENT NOTES
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The FAULT legend integrated in the ISOL VALVE pushbutton comes on amber if the
valve position is in disagreement with its command.
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An MFA called BULK CARGO located on maintenance panel will illuminate when called
on ground.
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SMOKE DETECTION
Note : The ISOLATI ON VALVE pushbutton has to be reset to restore the system
normal operation after smoke cancellation.
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STUDENT NOTES
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Listed below are all the sensors involved in the cargo temperature regulation :
3 - Duct overtemperau re switch, for overheat indication on panel and ECAM display.
ECAM DISPLAY
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In addition to the ECAM display, the zone temperature and the duct temperature
indications can be displayed on the OVERHE AD panel by turning the rotary selector to
BULK.
Note : When not a CRT, the temperature indications on ECAM are replaced by XX.
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STUDENT NOTE S
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REMOVAL/INSTALLATION
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Listed below are all the sensors involved in the cargo temperature regulation :
ECAM display.
Access to the duct sensors is from the LH sidewall panels between frames 64 and 66.
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ISOLATION VALVE
Note from M.E.L : The isolation valve may be inoperative in the closed position.
Thermoswi tches are fitted to the fan motor stator to isolate power supply to the motor if
Limit switches are provided to stop the motor at the end of travel.
A manual drive and a visual position indicator are installed on the valve.
Note from M.E.L : The trim air valve may be inoperative in the closed position.
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STUDENT NOTES
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An opening or closure signal is sent to each trim air valve via the AUTO position of the
corresponding selector and relay 16HN de-energized.
Note that relay 16HN is de-energized when relay 17HN is de-energized too.
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In normal operation, the isolation valve is opened and the extract fan Is running.
Relay 31HN is energized via the full open position of the isolation valve, and when there
is no fan overheat
SMOKE DETECTIO N
If smoke is detected, relay 1HN is energized, the isolation valve closes and the extract
fan stops (relay 31HN no longer supplied).
A the time, relays 12HN and 17HN are energized, therefore the trim air valves close.
(The functions of relays 12HN and 17HN are explained, in the trim air valve operation).
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The temperature controller is powered via the auto position of the temperature selector
The temperature controller receives signals from the temperature selector and the zone
sensor.
An other signal coming from the inlet duct sensor is delivered and compared with the
If the demand is HOTTER, the hotter stage is triggered and an opening signal is fed to
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The temperature controllers are located in 90VU, behind the cabin zone controllers.
Like the cabin controllers, they can be connected to the APU and PACK demand
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3 cabin fans controlled from the overhead panel are installed to recirculate air when
required.
After having circulated through the cabin, air is extracted through openings in lower
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RECIRCULATIO N FANS
Thermoswitches are fitted to the fan motor stator (if the temperature reaches 90 C
(194 F) it isolates the power to the fan).
FILTERS
The 1st stage remove heavier dust particles which are dumped overhead via a line
adjacent to each filter.
The second stage is made of a disposable filtering cartridge to which access is from the
lower surface of the filter housing.
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Since the electrical circuitry is the same for the three cabin fans we will see as an
example, the MID cabin fan operation.
When the cabin fan pushbutton 13HG is switched on and there is no fan overheat, relay
6HG is energized ; relay 7HG being de-energized.
At this moment, the fan is supplied by the 205XP.
OVERHEAT
Note that fan operation is inhibited until the CAB FANS puhsbutton has been reset.
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When the CABIN FANS pushbutton is pressed in and with the packs in the normal
mode, approximately 40 % of the air existing in the outlets is recirculated by electric fans.
WARNINGS
A fan overheat of 90 C (194 F) causes the cutoff of the corresponding fan power
supply, and the white illumination of the corresponding MFA on the lateral panel.
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The LAVATORIES & GALLEYS are equipped with an automatic ventilation system to
eliminate unpleasant odors.
Air is tapped from the cabin distribution duct.
Then, it is extracted either by a fan operation (Ground or Flight and P < 1psi) or by P
effect (Flight and P > 1psi).
The fan operation resumes as follows :
- Ground (Main LG compressed).
or
- Flight (Main LG extended) and P < 1psi.
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STUDENT NOTES
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EXTRACT FAN
Access : from access door 162BZ to the area aft of the bulk cargo compartment.
Power supply : 115VAC
Thermoswitches are fitted to the fan motor stator (if the temperature reaches 90 C
(194 F), it isolates the power to the fan).
The pressure switch is located on the left side of the A/C, close to the racks blower.
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NORMAL OPERATION
When the aircraft is on ground (153GB energized) or when the aircraft P is lower than
1psi and when there is no fan overheat condition, relay 6HU is energized causing the
fan to be electrically supplied by the 106XP and relay 7HU to be de-energized.
As soon as the aircraft is in flight and the P is higher than 1psi, relay 6HU is no
longer energized causing the FAN to STOP.
OVERHEAT CONDITI ON
When an overheat condition occurs (T > 90 C, 194 F) the ground supplying relay 6HU
is removed.
Therefore, relay 6HU is de-energized causing the fan supply to be cut off and relay 7HU
to be energized.
At this moment, the MFA is triggered and the positive supply of the 6HU is cut off.
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On ground, with the air conditioning off, the air used for racks ventilation comes from
overboard via open service door 121BL ; then after racks ventilation the air is sent
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In flight, with the air conditioning ON, air is drawn from the cockpit through lateral
A supplementary supply of fresh air is provided from the cockpit distribution duct.
After elec. equipment ventilation, the air is sent under the FWD cargo compartment via
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VENTI LATION
After passing through an accordion pleated grille and a filter the air is forced to the
avionics by one of the two blowers, the other one being in standby.
The blower operation and selection at low or high speed is fully automatic.
EXTRA CTION
Then, the air is forced by an extract fan and ducted either by the extract valve to
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VENT PANEL
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Electrical power on :
Lets suppose the aircraft has landed with blower in operation.
When aircraft electrical power is established, blower runs at high speed.
One engine running or one pack valve opened or ignition rotary selector operative (A,B
or CRANK).
As soon as one engine has started or one pack valve is opened or the
ignition selector is at A, B or CRANK, there is a transfer from high to
low speed.
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STUDENT NOTES :
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CAUTIO N
For component replacement in the rack ventilation system, the aircraft electrical network
must be de-energized if the :
AIR FILTER
The filter serves to remove the dust and nicotine contained in the air supplying the
blowing system.
The filter consists of one cleanable filter cartridge contained in a housing with access
door.
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Description :
- Type axial.
- Power supply : 115VAC.
- Two speeds : 7500rpm at low speed ; 11000rpm at high speed.
FLOW DETECTO RS
Description :
Note from M.E.L : The valve may be inoperative provided the MODE SEL pushbutton is
switched to the OVBD position (half open).
EXTRACT VALVE
Description :
When powered (28VDC) a motor connected to a threaded shaft drives the valve.
4 microswitches (2 for intermediate) allow indicating the valve position.
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MANUAL OPERATION
Re-stow handle.
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BLOWE R OPERATION.
The relay 90HQ controls the blower operation at either low or high speed.
Under the conditions listed above, the blower runs at low speed.
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STUDENT NOTES
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PRESSURIZATION : GENERAL
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Two identical and independant automatic pressure control systems, control two outflow
valves to regulate cabin pressure.
Only one system operates at time ; the other one being in standby.
Each valve has 2 auto motors (1 & 2) ; each motor is controlled by its respective
controller.
A manual control system is provided in case of failure of both controllers.
In this case, the outflow valves are controlled by a third motor called MAN motor.
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SYS 1 cabin pressure controller 105HM and the cabin differential pressure indicator are
supplied through the F/O static probes.
SYS 2 cabin pressure controller 106HM is supplied through the STBY probes.
The static pressure line systems are drained by means of drain valves located between
fr 25 and fr 26-32.
Press the PUSH TO DRAIN valves until water contained in air data line system is
eliminated.
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BARO KNOB
On the altimeters, the BARO knob allows the setting of the reference used for baro
correction, in MB and IN HG.
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PRESSURIZATION : OPERATION
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The pressurization system based on the information shown above will perform :
- A prepressurization law.
- A pressurization law.
- A depressurization law.
We are going to study the prepressurization law, the pressurization law and the
depressurization law in detail.
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In order to avoid a cabin pressure bump at takeoff the controller in operation will control
a prepressurization sequence.
When the aircraft is on ground (Main shock absorbers compressed) with both engines
running (Oil low press switches) and when the throttle corresponding to the controller in
operation is higher than 22 the prepressurization sequence starts.
15 sec. after the aircraft has taken off, the prepressurization sequence stops.
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PRESSURIZATI ON
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In order to avoid a cabin pressure bump, the aircraft lands with the cabin pressurized.
When the aircraft is on ground (Main shock absorbers compressed) and the throttle
corresponding to the controller in operation is lower than 22, a depressurization
sequence starts.
45 sec. after the aircraft has landed, a full open signal is sent to both outflow valves.
The outflow valves will stay open until a new prepressurization sequence is initiated.
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Here is a flight profile which summaries all the steps we have looked at.
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1 - Flight : The selected automatic controller generates signals for positioning the outflow
valves following the pressurization law.
2 - Throttles < 22 ground : Depressurization phase starts, the outflow valves regulate at
a cabin rate of + 500ft/mn.
3 - The outflow valves open completely.
4 - Two engines off : No change.
5 - Electrical power off : No chnage.
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STUDENT NOTES
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The schematic shows the principle of outflow valve control in auto mode.
The error signal is supplied in parallel to FWD outflow valve and the AFT outflow valve,
but please, note that the error signal to the AFT outflow valve passes through the FWD
outflow valve.
The error signal can be :
- prepressurization signal,
- depressurization signal,
- signal according to the cabin press law (normal flight conditions).
- 100 % open valve signal from RAM AIR control.
The SYSTEM MONITORING checks that both FWD and AFT outfllow valves are driven
and that the travel matches the error signal demand.
In case of ABNORMAL OPERATION of either, the pressurization controller or outflow
valve(s), warnings will be triggered and automatic transfer to order controller will occur.
On the ground, BITE allows to troubleshoot the pressurization system.
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The MANUAL MODE motor is controlled by action on the toggle switch until either limit
sensor is triggered.
UP selection causes valve opening to increase cabin altitude.
DOWN selection causes closing to decrease cabin altitude.
The position transmitter is used to supply valve position to the ECAM system and to the
indicator located on the pressurization panel.
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In normal operation, there are two controllers one being in operation, the other in
standby.
Here the controller n 1 is sending a signal to the motor n 1 of both outflow valves.
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A ground at the inhibition input of controller n 1 cut off the 28VDC supply to the outflow
valves n 1 motors and unlocks the SEL CTL output for transfer at erach flight.
nd
As soon as the 2 engine has started (oil low press switch) the SEL CTL output can
deliver a ground.
At this moment the bistable relay 139HM is energized the ground of the inhibit input to
the controller n 1 is cut off ; thus the controller n 1 operates and the 28VDC power is
supplied to the auto motors.
At the same time the controller n 2 is inhibited and the 28VDC to the auto motors is
cut off.
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When the PUSH TO SEL pushbutton 137HM is pressed, the relay 139HM is energized.
At this moment the ground to the inhibition input of the controller n 1 is cut off while
ground is delivered to the inhibition input of the controller n 2.
In the same time a ground is available at the SYS SEL output in order to illuminate the
triangle of the pushbutton 137HM.
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When the SEL INPUT is triggered the SEL CTL output delivers a ground impulse after a
time delay of 3 seconds.
The relay 139HM is then energized.
Thus a ground is delivered to the inhibit input of the controller n 2 while it is removed
at the controller n 1 inhibit input.
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Controller n 2 is in operation.
When a fault is detected by the controller the FAULT MONITOR output and the
SWITCHING CTL output receive a ground.
This causes the ground to the inhibit input of the controller n 2 to be triggered and the
ground to the inhibit input of the controller n 1 to be removed.
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STUDENT NOTES
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Lets suppose both controllers have failed and the pressure parameters are too high.
When the REG pushbutton lights are selected off, the arrow light illuminates.
Note : Although the toggle switch now controls the valves, the procedures require the
confirmation of the transfer to manual.
By using the toggle switch, the third motor (manual) of the outflow valves is operated,
thus controlling the amount of airflow.
Note : The manual mode can be selected at any time by setting the MAN PRESS
pushbutton to ON.
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Lets suppose that both controllers have failed (both REG lights illuminated) and that
both REG pushbutton have been selected OFF.
Note that although the toggle switch controls the valves the procedure requires to select
the MAN pushbutton in order to confirm the manual mode.
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Each outflow valve has 3 motors (2 automatic controlled motors and 1 manually
controlled motor).
On the butterfly shaft is mounted a position detection box, which receives signals
from :
The feed back signals are independent ONE for each auto-mode motor.
When a controller is in operation, the 28VDC is available at the motor input, while the
other motors are not electrically supplied.
The electronic box has a MAN SELECT input triggered in case of ditching or MAN
selection.
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Since both valves are under the aircraft floatation line, they are fitted with a rack device
to hold the flap in the closed position in case of ditching.
They are normally closed in flight and on the ground.
If one valve has opened, the information is stored in an MFA which will illuminate when
the ANNUNCIAT OR LIGHTS is in the READ position.
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When the ditching is operated (both outflow pushbutton OFF), the rack motor is
energized and drives the rack down in order to secure the valve in closed position.
When P is too high (8.85psi), the manometric capsules expand allowing the control
chamber to be connected to the atmosphere.
Then, due to the P, the control chamber pressure flows through the manometric
capsule causing the valve to open.
A microswitch sends a signal to the lateral panel to illuminate the corresponding OVER
PRESS MFA.
When the external pressure exceeds the cabin pressure by 0.15psi, the negative
pressure valve and the main valve move up to equalize the pressure.
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STUDENT NOTES
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This causes :
- The cut off of the outflow valves motors 1 and 2 (cut off of the 28VDC supply in the
controllers).
- The outflow valves closure by their manual motor (one signal for the mode selection,
nd
the 2 one for the order).
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PRESSURIZATION : MONITORING
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WARNINGS
CONTROLLER FAILURE
When a controller failure occurs, there is an automatic transfer to the other controller,
followed by the REG FAULT light illumination and the ECAM activation.
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STUDENT NOTES
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The test can be performed only if the following conditions are fulfilled :
Provided that system 1 is selected, the SYS TEST pushbutton must be pressed and
held.
The light flashes (4 or 5 times) then remains illuminated when the scanning sequence of
the internal checks is correct.
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OUTFLOW VALVES
Access :
- From access door 811 FOR FWD outflow valve.
- From access door 162AZ for AFT outflow valve.
VALVE DESCRIPTION
The valve is fixed on the A/C structure by 4 rods.
It consists of :
- A body.
- 2 brushless motors (auto 1 & 2) and one direct current motor (manual) connected on
the butterfly via a reduction gear box (epyciclic gear train).
- An electronic control unit.
- A valve position box and a protection grid.
SAFETY VALVES
Access : from access door 136AR.
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PRESSURE CONTROLLERS
Access : from access door 132AZ.
The pressure controllers are located on the 90VU.
On the front face of the controllers, there are two pressure connections (one for static
pressure, one for cabin pressure).
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STUDENT NOTES
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Provided :
- Aircraft is on the ground.
- Both throttles are set below 22.
- Both engines are stopped.
- AC & DC power are available.
When you performed the BITE test...
You have to rotate the BITE selector clockwise step by step...
For each position, you must press the Push to Test pushbutton.
At position 1, the BITE OK light illuminates this means the test is OK...
Note : In some positions, during the test sequence the BITE OK light will flash.
In all cases, the test sequence period must not exceed 20 seconds.
The BITE selector is now in position 2.
For position 2, the BITE OK light does not illuminate, a fault has been detected.
The action required is to check the aircraft wiring.
When the problem has been solved, restart the test at position 1.
The test is completed when for all positions, the BITE OK light illuminates.
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Position 1 :
CAUSES ACTION
Bulb. Check.
Electrical supply. Check 115VAC 400Hz available.
Controller internal short circuit. Check C/B pops OUT if controller supplied.
C/B IN if controller NOT suppled.
Position 2 :
CAUSE ACTION
DC power not available. Check A/C electrical wiring lable.
Position 3 :
CAUSE ACTION
Controller. Replace controller.
CAUTION : The temperature must be between 15 and 45 and door 121BL open.
Position 4 :
CAUSE ACTION
A/C logic. Check : System selected throttles at idle.
Engines shut down.
NO CONTROL SIGNALS FOR :
OUTFLOW VALVE, STD, ALT, RAM,
AIR, TEST OK.
Check landing gear relays supplies.
Check electrical wiring.
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Position 5 :
CAUSE ACTION
Selector Not in the right Check selector at NORM.
configuration.
Connections. Check selector connected or supply from
controller available.
Check wiring and connector between rate
selector and controller.
Controller (Improbable). Replace controller.
Position 6 :
CAUSE ACTION
Selector supply. Check.
Connections. Check wiring and connector between landing
elevation selector and controller.
Controller (Improbable). Replace controller.
Position 7 :
CAUSE ACTION
Connections. Check 26VDC and sinus signal.
Controller (Improbable). Replace controller.
Position 8 :
CAUSE ACTION
Forward valve. Check.
Forward valve wiring. Check.
Position 9 :
CAUSE ACTION
Aft valve. Check.
Aft valve wiring. Check.
Position 10 :
Check LO P, V/S, Passenger signs, FAULT, EXCESS ALT warning lights and OK light
are OFF.
Check system auto selection when other system electrical supply is cut off.
a - If both checks are OK, check electrical wiring.
b - If ONE warning illuminated, disconnect controller.
b1 - If one warning still existing, check wiring.
b2 - If warning disappears, replace controller.
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STUDENT NOTES
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Here are shown the electrical supply for the controller numero 2 and the FWD and AFT
outflow valves.
In order to get the controller electrically supplied the REG pushbutton must be in normal