# AIR CONDITIONING – GENERAL:

*The air conditioning system gives satisfactory values of pressure, temperature and
freshness of the air in the pressurized fuselage .

-The air conditioning system consists of the following sub-systems:

· distribution · pressurization control, · air cooling, · temperature control.

(1) Distribution System

The distribution system delivers conditioned air to the pressurized fuselage.
(2) Pressurization Control System
The pressurization control system controls the pressure in the fuselage. It operates fully
automatically and has a manual backup. The pressure change rate is controlled to give
satisfactory pressure values of safety and comfort for the passengers and crew.
(3) Air Cooling System
The air cooling system decreases the temperature of the hot bleed air from the pneumatic
system. It also reduces the quantity of water in the hot bleed air.
-Emergency ram air is supplied if there is a failure in the two air conditioning packs.
(4) Temperature Control System
The temperature control system controls the temperature of the air supplied to the cockpit and
cabin. You can adjust the temperature in the cockpit and the cabin independently.

*The subsequent controllers of the air-conditioning system have Built-In Test Equipment
(BITE) installed to monitor the subsystems:
· avionics equipment ventilation controller · cargo heating controller(s)
· cabin pressure controllers · pack controllers OR ACSC · zone controller

# DISTRIBUTION-1)Cabin Air Distribution and Recirculation:

-The cabin air distribution system supplies conditioned air to the cabin and to the
cockpit. The Cockpit and cabin main supply ducts come from the mixer unit, which is the
central element of the distribution system. The air flows out of the cabin through the
lower sidewall-panels (dado panels) to the underfloor area.A part of the exhaust air of
the cabin and the underfloor area is mixed with fresh air from the air conditioning packs
in the mixer unit. This recirculated air is drawn by recirculation fans through recirculation
filters to the mixer unit.

NOTE FOR CPC MANUAL MODE: When manual mode is used, the manual part of controller 1 operates
only as a back-up indication circuit processing outputs for indicating and monitoring. CPC 1 manual
part outputs for monitoring and indicating are: FWC and SDAC. CPC 2 manual part is not used.

NOTE: A pressure switch, which only operates in automatic mode, is installed in each electronic
actuator. It closes the applicable outflow valve in case of cabin altitude above 15000 ft.

NOTE;The outflow valve position monitoring is based on a triple potentiometer principle. The outflow
valve position monitoring is based on a triple potentiometer principle. Potentiometer 1(2) generates a
feedback signal, sent to CPC 1(2) through electronic actuator 1(2). It is used for indication and
initialization functions in automatic operation. Potentiometer 3 generates a feedback signal, sent straight
to the CPC 1 manual backup part. It is used as indication function in manual operation only.
2) Cockpit Air Ventilation:
The cockpit-air ventilation system supplies temperature controlled and conditioned air to
the cockpit. The airflow comes from the cabin air distribution system from the mixer unit
in a separate duct. The air flows from air outlets and individual air outlets into the
cockpit.

*Air Supply and Ducting for Passenger Cabin

-The passenger cabin is divided into the FWD and AFT distribution zones which are
supplied with temperature controlled and conditioned air.
-mixer unit mix the air from packs and recirculated air from cabin.
-Recirculation air comes out from lower of dedo panel and it way to mixing chamber is :
RECIRCULATION FILTER > FECIRCULATION FAN > CHECK VAVLE > MIXER UNIT
-The quantity of cabin recirculation air mixed with conditioned air changes between
34% - 36% (in normal operational cases).
-From the mixing unit, the air is supplied to the cabin zones through ducts with different
diameters.
-Large diameter supply ducts are installed under the cabin floor along the left-hand and
right-hand side.
-Smaller diameter riser ducts with integrated sound absorbers are connected to the main supply ducts.
-Most of the distribution ducts are made of resin and glassfiber laminate with metal sleeves
bonded to each end for duct interconnection. Flexible bellows, which are made of silicone
laminate and glassfiber, connect the ducts to each other. Clamps secure the flexible bellows.

*Mixing Unit:
-The unit is made of two parts, the mixing chamber and the distribution head. The mixing
chamber is made of resin and glassfiber laminate with a metal flange bonded to the top.
Connected to this flange is an aluminum distribution head which distributes mixed-air to the
system supply ducts and which contains the hot air supplies for both cabin zones.
-Crossfeed ducts are installed between the distribution head and the main supply ducts. These
are made of aluminum and contain noise-attenuators.
-The main supply duct to the cockpit is made of aluminum at its interface with the hot trim-air
system.
-An electrically operated back-up flap is installed in this duct.This flap makes sure that sufficient
fresh air is delivered to the cockpit in case of a pack 1 failure (Ref. AMM D/O 21-51-00-00) . The
electrically operated back-up flap also operates in the case of the 24 DEG.C (75.20 DEG.F)
back-up mode (when the cockpit is supplied by pack 1 only).

*Cabin Recirculation Fans

-TWO Fans are powered by a three-phase six-pole induction motor that drives a fan-wheel
which has high-efficiency blades. The fans will operate continuously at about 7700 rpm when
supplied with electrical power. Thermo switches are installed inside the stators of the
recirculation fans. If the temperature of the stators gets to 160 DEG.C +/- 8 DEG.C the
thermo switches isolate the electrical supply to the fans. The recirculation fans are installed on
vibration-damper mountings, these prevent damage to the aircraft structure, due to fan vibration.
Arrows on the fan casing show the direction of airflow through the fan and the direction that the
impellor rotates.

*Check Valves:
-A check valve is installed downstream of each cabin recirculation fan.
*Recirculation Filter:
-Two recirculation filters are installed, one upstream of each recirculation fan. Each consists of a
multi-layer glassfiber filter-cartridge, installed inside a perforated Carbon Fiber Reinforced
Plastic (CFRP) cylinder. The complete filter unit is installed in an open frame type housing made
of aluminum. The filter unit is secured in position with an adjustable flange at one of the
housing.

*If a recirculation fan fails, the recirculation fan control circuit transmits signals to the Centralized
Fault Display System (CFDS) and to the Electronic Centralized Aircraft Monitoring (ECAM) for
display after flight.The ECAM will give an immediate display only if both fans fail.
*CABIN FAN SWITCH SUPPLIED BY 28V DC.
*RECIRCULATION FAN SUPPLIED BY 115V AC.

# Lavatory/Galley Ventilation:

1)Compartment Ventilation-The air flows into the lavatories through grilles in the door and into
the galleys through grilles and filters which are installed in the galley walls and the ceiling.

2)Individual Ventilation - The supply ducts are installed in the ceiling area of the cabin. The air
flows from the supply ducts into each lavatory through an individual air outlet. There are also
supply ducts to the galleys.

3) Extraction Fan-It is powered by a three-phase induction motor that drives a fan wheel
which has high-efficiency blades. The fan operates continuously at about 11700 rpm. Thermo
switches are installed inside the stators of the extraction fan. If the temperature of the stator
increases to between 134 DEG.C and 146 DEG.C the thermo switches isolate the electrical
-POWER FOR POWER RELAY IS 28V DC AND POWER SUPPLY FOR EXTRACT FAN IS 115V AC..

4) Extraction Ducts-The extraction ducts are made from resin and glassfiber laminate with
metal sleeves bonded to each end for duct interconnection. All ducts are connected to each
other by flexible bellows made of silicone laminate and glassfiber secured by clamps.

# AVIONICS EQUIPMENT VENTILATION:

*AEVC CONTROLLER: The AEVC controls the valves and fans in the avionics ventilation
system. Pressure switches and temperature sensors in the system send information related to
the system status to the AEVC. The (EIU) and (LGCIU) send additional information to the
AEVC. The AEVC does a power-up test when electrical power is supplied and continuously
monitors the system components.

* BLOWER FAN/EXTRACT FAN : The blower fan is powered with a three phase, four-pole
single induction motor. The motor drives a fan-wheel which has high efficiency blades
and operates continuously at about 11,600 rpm. A thermo switch and relay are installed on the
stator of the blower fan. If the temperature of the stator gets to + 140 deg. C, the thermo
switch isolates the electrical supply to the fan. A fault indication light and reset button
are installed on the fan body. The blower fan is secured with clamps to brackets on the
aircraft structure in the avionics compartment. Arrows on the fan casing show the direction of
airflow through the fan and direction of the impeller rotation. If the impeller breaks up, the casing
is strong enough to contain debris.
* Skin Air Inlet Valve: The skin air inlet valve is installed in the fuselage skin at the forward-
lower left-hand side. This valve is an electrically-operated single-flap valve which can be
manually overriden. When the aircraft is on the ground the valve is fully open. In flight, the valve
is fully closed. On ground, if, after the take off sequence signal, the valve does not close, the
ground crew can manually close it. Before the valve is closed manually, it first must be
electrically isolated with a toggle switch located inside the valve.

* Skin Air Outlet Valve: The skin air-outlet valve 22HQ is installed in the fuselage skin on
the forward-lower right side. This valve is an electrically-operated single-flap valve that includes
a second smaller flap. When the aircraft is on the ground, the valve is fully open. In flight, the
valve is fully closed.
The smaller flap opens during the flight:
· When the skin temperature is more than 34 deg.C (partially open circuit)
· If there is smoke in the avionics ventilation system
· If the Avionics Equipment Ventilation Computer (AEVC) does not operate correctly
· If the skin temperature sensor is incorrectly calibrated or does not operate.
On the ground, if the valve does not close after the take-off sequence signal, the ground crew
can manually close it. Before the manual closing of the valve, the crew must operare toggle
switch of the valve to isolate it electrically.

* Skin Exchanger Inlet Bypass Valve: It is installed downstream of the extract fan in the
tapping to the FWD underfloor area. This valve is of the butterfly type, with an actuator which
moves the butterfly to the open or closed position.Two microswitches signal the valve position to
the AEVC.A visual position indicator is located on the top of the actuator unit. The function of
the valve is to discharge the excess ventilation air to the underfloor area.

*Skin Exchanger Isolation Valve: The skin exchanger isolation valve is installed upstream of
the skin heat exchanger. This valve is identical to the skin exchanger inlet bypass valve.

* skin exchanger outlet bypass valve: It is installed downstream of the skin heat exchanger.
This valve is identical to the skin exchanger inlet bypass valve.The function is to admit avionics
compartment air into the system when the skin heat exchanger efficiency is degraded.

* Conditioned Air Inlet Valve: The conditioned air inlet valve is installed in a duct which is
connected to the cockpit main supply duct. This valve is similar to the skin exchanger
inlet bypass valve.The function is to admit cockpit supply air into the system to ensure the
cooling function in case of failure.

* Check Valve: The check valve is installed downstream of the blower fan.The check valve is
installed in line between the ducts. Two semi- circular flaps are installed on a hinge-bar, a spring
holds these semicircular flaps in the closed position.

* Check Valve:The check valve is installed aft of the skin air inlet valve.The purpose of the
check valve is to protect the system at the air inlet against possible adverse effect
caused by cabin differential pressure.

*Filter Assembly:The two-stage filter assembly is installed upstream of the blower fan.The first
stage is a demister filter which removes dust particles above 1000 microns and water particles.
-The second stage is a corrugated-cartridge-barrier filter which removes any dust particles
above 75 microns (Ref. ARINC 600).
-The filter housing is fitted with pressure test ports to check for clogging of both the demister
filter and the dust filter cartridge. This can be achieved by means of a portable manometer.
The syphon assembly is attached to the filter housing. Its function is to drain the water, filtered
by the demister filter.

POST SB : The two-stage filter assembly is installed upstream of the blower fan.
-The filter features a centrifugal machine which removes water particules and a 5 micron
disposable filter which removes any particule.The filter assembly is designed to allow
easy access for cleaning.

* Duct Temperature Sensor: The duct temperature sensor is installed upstream of the aft
electronics rack 80VU. It consists of a thermistor mounted in a stainless-steel tube with an
electrical connector at the top.
-If an overheat condition is detected, the indications and actions are the same for the blowing
low flow.The set temperature values are:
· increasing temperatures 62 deg.C +1 deg.C,
· decreasing temperatures 60 deg C +1 deg.C.

* Pressure Switch: Three pressure switches are installed in the avionics ventilation system,
two in the blowing system and one in the extraction system. The switches are of the
capsule/microswitch type with an electrical connector at the top. A low flow indication is given
at a differential pressure of 1.7 mbar plus 1.3 or minus 0.5 mbar.

* Skin Heat Exchanger:A skin heat exchanger is located in the upper fuselage and is used to
cool the avionics ventilation air in normal flight operations. A thermally insulated internal wall is
bolted to these frames to form two rectangular ducts. This internal wall is easily removed for
structural inspection. A drainage system is included to remove any condensation when the heat
exchanger is in operation.

* Smoke Detector:The smoke detector is installed upstream of the extract fan. It is of the duct
optical type used in stand alone mode with an electrical connector for connection to the warning
circuits and the AEVC.

* Skin Temperature Sensor:The skin temperature sensor is inner surface of the fuselage
skin. An electrical current goes through the sensor element of the skin temperature
sensor to measure the potential differences in relation to the temperature.
The set temperature values are as follows:
# On the ground, increasing values +12 deg.C , decreasing values +9 deg.C
# After takeoff, increasing values +35 deg.C, decreasing values +32 deg.C.

* Comfort Duct Temperature-Sensor: The comfort duct temperature-sensor is installed

downstream of the aft electronics rack 80VU. It has a thermistor installed a stainless-steel
tube with an electrical connector at the top.
-It supplies the Avionics Equipment Ventilation Computer (AEVC) with the avionic extraction
temperature signal.The set value for an increasing temperature is 40 deg.C

* The avionics equipment is cooled with air supplied in different ways depending on
temperature conditions:
· open circuit · closed circuit · partially open circuit · cockpit supply air (in failure cases).
(1) Open circuit : The avionics equipment is cooled with ambient air when the aircraft is on the
ground and the skin temperature is above +12 deg.C.
-AMBIENT AIR > SKIN AIR INLET VALVE > CHECK VALVE > FILTER > BLOWER FAN > CHECK
VALVE > EXTRACT FAN > SKIN AIR OUTLET VALVE (SKIN AIR ISOLATION VALVE CLOSED).

(2) Closed Circuit : Normally the avionics equipment is cooled with air in a closed circuit when:
· The aircraft is on the ground and the skin temperature is below +9 deg.C
· or when the aircraft is in flight and the skin temperature is below +32 deg.C
· After landing, if the comfort duct temperature-sensor senses a temperature of less than
+40 deg.C
-SKIN AIR INLET AND OUTLET VALVE ARE CLOSED.(SKIN EXCHANGER OPERATE)
-SKIN EXCHANGER OUTLET BYPASS,SKIN EXCHANGER ISOLATION AND SKIN
EXCHANGER INLET BYPASS VALVE ARE IN OPEN POSITION.
-Three pressure switches at different places in the system, send a signal to the AEVC. when a
decreasing pressure/airflow is detected.
# When this signal is received by the AEVC, a warning message shows:
· "VENT BLOISOLATWER FAULT" when a decreasing pressure/airflow is detected by the
pressure switches 17HQ and 19HQ
· "VENT EXTRACT FAULT" when a decreasing pressure/airflow is detected by pressure switch.
# At this time and according to the existing configuration, the pilot pushes in:
· The OVRD Blower pushbutton or · The OVRD Extract pushbutton or
· The OVRD Blower and OVRD Extract pushbuttons
# and the skin exchanger inlet bypass valve closes.
The skin exchanger inlet bypass valve opens when the pressure switches detect a correct
pressure/airflow in the system.

(3) Partially Open Circuit: The avionics equipment is cooled with air in a partially open circuit
when the skin temperature is above or equal to +35 deg.C and:
· When the aircraft is on the ground (TLA above T/O),
· When the aircraft is in flight.
When the AEVC receives a signal greater than +35 deg.C from the skin temperature sensor;
· The skin exchanger outlet bypass valve to open,
· The skin air outlet valve to partially open,
· The skin exchanger inlet bypass valve to open.
The avionics equipment is then cooled with air conditioning system and avionics compartment
air coming into the system through the skin exchanger outlet bypass valve.
-The air after cooling the equipment is directed overboard through the skin air outlet valve
and to the forward underfloor area through the skin exchanger inlet bypass valve. When the
skin temperature drops below +32 deg C, the system goes back to a closed circuit config…

NOTE: If the skin temperature is below -50 deg.C during more than 5 seconds and if the P/B
EXTRACT, BlOWER and DITCHING are pushed (normal operation), the system is in a partially
open circuit configuration. A reset of the AEVC sets the system to a closed circuit configuration.

(4) Cockpit Supply Air:

(a) Extraction Low Flow-pressure switch detect low flow send signal to AEVC.
-AMBER FAULT ON EXTRACT P/B ; OVRD THE P/B
-AMBER LT ON EXTERNAL PANEL ( ADIRU AND AVNCS FAULT)
-CONDITIONED VALVE AND SKIN EXCHANGER ISOLATION VALVE OPEN , ALL
OTHER VALVES ARE IN CLOSE POSTION.
-The horn sounds to alert the ground crew when Low flow of AIR.
(b) Blowing Low Flow/High Duct Temperature:(Delta P = 0.025 psi signal or TEMP 62°C signal)
· if Eitther of pressure switch detects low flow,
· if the temperature sensor senses high duct temperature.
-AMBER FAULT ON BLOWER P/B ; OVRD THE P/B
-AMBER LT ON EXTERNAL PANEL ( ADIRU AND AVNCS FAULT)
-BLOWER FAN STOP WHEN OVRD THE P/B OF BLOWER.
-CONDITIONED VALVE AND SKIN EXCHANGER ISOLATION VALVE OPEN , ALL
OTHER VALVES ARE IN CLOSE POSTION.
-The horn sounds to alert the ground crew when overheat OR Low flow of AIR.

(c) Smoke:smoke detector send signal to AEVC regarding smoke .

-AMBER FAULT ON BLOWER P/B AND EXTRACT P/B ; OVRD BOTH P/B
-SMOKE LEGEND ON GEN 1 LINE P/B
-BLOWER FAN STOP WHEN OVRD THE P/B OF BLOWER AND EXTRACT.
-CONDITIONED VALVE AND SKIN EXCHANGER ISOLATION VALVE OPEN,
SKIN AIR OUTLET VALVE IS PARTIALLY OPENED.

(d) AEVC Power Supply Cutoff:

-AMBER FAULT ON BLOWER P/B AND EXTRACT P/B ; OVRD BOTH P/B
-BLOWER FAN STOP WHEN OVRD THE P/B OF BLOWER AND EXTRACT.
-CONDITIONED VALVE AND SKIN EXCHANGER ISOLATION VALVE OPEN,
SKIN AIR OUTLET VALVE IS PARTIALLY OPENED.
-All the other valves remain in their last controlled position.

# Conditions of power-up test

-A/C on ground
-BLOWER and EXTRACT pushbutton switches in AUTO configuration (pushed)
-DITCHING pushbutton switch released (the ON legend is off)

# Progress of power-up test

-Duration-85 sec
-FAULT legend of the BLOWER and EXTRACT pushbutton switches comes on amber
-SMOKE legend of the GEN 1 LINE pushbutton switch comes on
-ECAM PRESS page:Skin valves move to fully open position

# Results of power-up test

-Test passed : No message
-Test failed : MASTER CAUT light on with single chime and ECAM warning : VENT AVNCS
SYS FAULT

@ CARGO COMPARTMENT VENTILATION

-The AFT cargo-compartment ventilation-system, supplies air to the AFT cargo compartment. The
ventilation air comes from the cabin zones through openings in the cabin floor behind the sidewall panels.

-Suction from the extraction fan causes air to flow into the ventilation system of the AFT cargo
compartment when the extraction fan operates on the ground or in flight.
-THREE INLET DUCT LOCATED LH SIDEWALL AND INLET ISOLATION VALVE LOCATED
UPSTREAM OF INLETS.
-AIR EXTRACT THROUGH TWO OUTLET LOCATED AFT WALL OF CARGO COMPARTMENT.
-OUTLET > EXTRACT FAN > EXTRACT ISOLATION VALVE > OUTFLOW VALVE

# Cargo Ventilation Controller:

The cargo ventilation controller controls and monitors the isolation valves and the extraction fan.The
controller sends a signal to ECAM and CFDS via the (ACSC1) if there is a fault in the valves or fan.

# Isolation Valve: They are electrically operated butterfly valves. Each consists of a body
assembly and an actuator housing which are bolted together and internally connected. The
actuator housing contains a gear-train, two microswitches, a 28 VDC motor and an electrical
connector. The 28 VDC motor drives the gear-train, which turns a shaft to which the butterfly
valve is attached. Two microswitches signal the fully open/fully closed position of the
isolation valves to the cargo ventilation controller.
-Accidental blockage of either isolation valve will cause a torque limit mechanism to disengage
the geartrain.This protects the gear-train and butterfly valve from damage. A manual override
and visual position indicator is connected to the end of the shaft at the top of the actuator.

# Extraction Fan:
-It is Installed in line with extract duct.It is powered by a three phase four-pole induction
motor that drives a fan-wheel. This fan runs continuously when the aircraft is on the
ground or in flight.
-Thermo switches are installed inside the motor stators of the extraction fan. If the temperature
of the stators gets to 140 DEG.C, the thermo switches isolate the electrical supply to the fan.
-The AFT cargo extraction fan is secured with clamps to brackets on the aircraft structure in the
rear underfloor area. Arrows on the fan casing show the direction of airflow through the fan and
the direction that the fan-wheel rotates. If the impeller breaks up, the casing is strong
enough to contain the debris.

# Operation/Control and Indicating:

-The cargo ventilation controller opens the isolation valves. After the ventilation controller
receives fully open signals from both valves, it starts the extraction fan.
The controller will close the isolation valves, and stop the extraction fan when:
· the isolation valve switch is selected OFF,
· the smoke detection control unit detects smoke in the AFT cargo compartment

NOTE: In this case the isolation valves are closed/latched. Reopening is only possible in the
absence of a smoke signal by power interrupt.

NOTE: If the smoke test switch is pressed, the controller will receive the test signal and the
simulated smoke signal, the latter a few seconds later. In this case the isolation valves are
closed but not latched. Reopening happens, if the SMOKE-signal is removed a few seconds
earlier than the Test signal,which is controlled by the smoke detection and control unit
automatically.

# Control and Indication:

*AFT ISOL VALVE switch-It controls the isolation valves and the extraction fan.
*pressed-in-isolation valves open fully and the extraction fan starts.(BY VENTILATION COTROLLER)
*pressed-out, OFF light comes on white-isolation valves close and the extraction fan stops.
*FAULT light-comes on amber if either isolation valve is not fully open or fully closed.
*IF Isolation valve disagree the VENT CONTROLLER send signal to FWC.
*IF there is an Extract fan fault ,VENT CTL send signal to FWC via ACSC1/ZONE CTL FOR CFDS.
@ PRESSURIZATION CONTROL AND MINITORING:

1.AUTOMATIC MODE OF OPEARATION:

-The system has two identical, independent, automatic systems. Each system has a Cabin
Pressure Controller (CPC) which controls the pressure through a flap-type outflow valve.
-In the automatic operation the CPCs use the data from the (FMGS) and the (ADIRS). The
active CPC sends control signals through a bus to the outflow valve.
-The electronic box, the auto-motor and a gearbox operate the outflow valve flap in the
commanded position. The feedback module gives the position signals to the CPCs via the
electronic box for control purposes and indication on the (EIS).
-Only one CPC operates its system at a time, with the other system on standby. The
change of control from one CPC to the other is fully automatic after each flight, on landing
with a time delay of 70 sec. The systems will also change if there is a failure or part failure of
one of the control systems.
-Under normal condition the LDG ELEV selector is selected in the AUTO position. Then the
CPCs use the landing field elevation data from the FMGS. In all other cases the LDG ELEV
selector signal overrides the FMGS data (semi-automatic operation).
-The MAN V/S toggle switch controls the manual motor of the outflow valve when the MAN SEL
pushbutton switch is selected to MAN.
-NOTE: The MAN mode can be selected more than two times in a single flight. After each re-
selection of AUTO-mode the CPC, which was previously in in standby state changes to
operational state.
-In manual mode the backup channel of the CPC in position No. 1 is used. It has a pressure
sensor to generate the excess cabin altitude warning and pressure outputs for the indication on
the EIS.
-A DITCHING pushbutton switch (guarded black) closes the outflow valve in ditching
configuration.
-Two safety valves prevent excessive positive and negative differential pressure in the
cabin. These valves are installed in the aft pressure-bulkhead above the aircraft flotation line.

-The (RPCU) controls the residual pressure in the cabin if:

· There is a failure in the two automatic control parts of the CPCS
· The CPCS is set to the manual mode.
The RPCU opens the outflow valve automatically after landing if:
· The outflow valve is not fully open
· The CPCS is in manual mode or there is a failure of the two CPCs
· The crew did not open the outflow valve in the manual mode.
The RPCU is installed in the right-hand side of the avionics compartment.
It uses the external relay to supply power directly to the manual motor of the outflow valve.

# Cabin Pressure Controller (CPC):

-The CPCs have functions as follows:
· automatic cabin pressure control · back-up indication for manual control,
· alarm functions (ECAM warnings) · self-monitoring and failure indication (BITE + CFDS).
- Two identical CPC are used for redundant system control, each contains:
· a cabin pressure sensor · the ARINC bus interface to SDAC (ECAM), CFDS, FMGS and
ADIRS,
· the discrete interface to the LGCIU and EIU · the digital control logic,
· the interface with the landing-field elevation selector · the interface with the other CPC,
· the interface with the outflow valve actuator.
-A separate electrically supplied part of the CPC in Position 1 is the back-up circuit and it
contains:
· a pressure sensor · an analog circuit.
-These generate the limit function output discrete and the analog system display outputs.
-The controllers are housed in a standard 2 MCU (Ref. ARINC 600), and are installed in the
shelves of the main rack 90VU.
-The CPC receives signals from different sources. All signals sent are digital or discrete. The
CPC back-up indication circuit sends only analog signals to the EIS.

# Cabin Pressure Sensor

The cabin pressure sensor within the bases on a piezo resistive sensing element. In order to
allow temperature compensation the pressure is calculated with the signal of a temperature
sensor.

# Residual Pressure Control Unit (RPCU)

-The RPCU is an electronic box with 2 connectors for the electrical interface connection.
-The RPCU is not attached to a rack and has no local controls or indicators.
-The RPCU is permanently connected to the 28VDC essential bus and has a discrete
28VDC output for the power supply of the manual motor of the outflow valve.

# Outflow Valve:
-The outflow valve is of a motor driven type. The valve body assembly is cast from aluminum alloy.
The outflow valve has:
· two outflow valve electronic boxes · two automatic motors,
· a manual motor · a feedback module · an outflow valve body and · a gearbox.
“Only one motor is active at any one time. During this time the other motors are locked.”
(1) Outflow Valve Electronic Boxes
-The outflow-valve electronic boxes contain the electronic circuits which are devided into the following:
· the data input section (RS422 receiver) · the microcontroller and memory section,
· the motor drive section · the valve position feedback section (RVT position),
· the BITE circuits · the data output section (RS422 transmitter) · the power supply module.
The box communicates with the CPC 11HL respectively 12HL via the RS422 bus.
- A pressure switch is installed in each box. It operates independently from the automatic
operation.It closes the outflow valve if the pressure in the fuselage is less than the atmospheric
pressure at an altitude of 15000 ft.
(2) Automatic Motors
-The automatic motors are of a DC brushless type with an electromechanical brake. They are used in
the automatic operation mode.
(3) Manual Motor
-The manual motor is a DC brush type. It is used in the manual operation mode.
(4) Feedback Module
-The feedback module is a Rotary Variable Transformer (RVT). It sends position data to the cabin
pressure controllers 11HL and 12HL through the outflow valve electronic boxes. A potentiometer sends
position data to the manual backup circuit of the cabin pressure controller 11HL.
(5) Outflow Valve Bodies
-The outflow valve body has two gates, one forward and one aft. The gates are installed in a
rectangular frame. The forward gate opens outwards and is mechanically connected to the aft gate.
The aft gate opens inwards and is mechanically connected to the gear box and the forward gate.
At low valve angles the valve gates make a two-dimensional nozzle that directs the outflow of air and
gives thrust recovery.
(6) Gearbox
-The gearbox transmits the movement from the activated motor to the outflow valve flap. A mechanical
stop limits the rotation of the drive shaft for the valve flap movement.
# MAIN DIFFERENCE BETWEEN BOTH DIFF OUTFLOW VALVE P/N:
* Protection Creel:To prevent foreign objects entering the pressurized fuselage a metal grill
is installed to brackets on the aircraft internal structure and completely covers the outflow valve.

@ Safety Valve:
-The safety valves 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 position switch, a negative delta-P check-valve and a controller.
-The position switch is connected electrically to the (SDACs).
-The negative delta-P check-valve opens if the external pressure is higher than the internal
pressure.
-If the internal pressure is more than the design goal of 8.6 psi above the external
pressure, the poppet moves and air flows out of the fuselage.

@ Safety Valve:
-The valve assembly has an aluminum housing with a spring loaded diaphragm, a gate and a
deflector with a build-in check valve. The chambers (cabin chamber and servo chamber) at both
sides of the diaphragm have access to the cabin pressure through holes. The valve assembly is
installed on a pedestal in the aft pressure bulkhead.
-Inside the capsule = cabin pressure / -outside of capsule = ambient pressure
-overpressure relief = cabin prs > ambient prs (Delta p reach at 8.6 PSI)
-nagative prs relief = cabin prs < ambient prs

# Operation/Control and Indicating

A. AUTOMATIC OPERATION
-NO PILOT INPUT IS NACESSARY,CPC GOT PRS ALT FROM ADIRU LAD LAND ELEV FROM FMGC.
-70 seconds after each aircraft landing the active CPC changes to standby and the
standby CPC changes to active.

* The CPCs pressurize the aircraft through 6 modes.

(1) Ground Mode (GN)
-Before take-off and 55 seconds after landing, the active CPC controls the outflow valve to the
fully open position to make sure that there is no residual delta-P in the aircraft.
-At touchdown, the CPCs controls the cabin V/S at -500 ft/mn. to release the remaining delta
pressure.
(2) Take-off Mode (TO)
-The active CPC pressurizes the aircraft with a rate of -400 ft/mn. until the delta pressure
reaches 0.1 psi.
(3) Climb Mode (CE)
-The active CPC controls the pressure in relation to the actual rate of climb of the aircraft.
(4) Cruise Mode (CR)
-The cabin altitude is controlled to a constant delta-P.
(5) Desent Mode (DE)
-The active CPC optimizes the pressure rate so that the cabin pressure reaches the landing
field pressure just prior to landing. The maximum desent rate is limited to -750 ft/mn.
(6) Abort Mode (AB)
-The active CPC uses the abort mode to prevent the cabin altitude from climbing if the aircraft
does not climb after take-off. The cabin pressure is controlled to the value before the take-off.
B. SEMI-AUTOMETIC OPERATION
-If the FMGS data is not available, the CPCs use the barometric correction from the ADIRS and
the landing elevation from the LDG ELEV selector switch in the cockpit to control the auto-motor
of the outflow valve.

C. MANUAL OPERATION
-MODE SEL pushbutton switch is released to the MAN position and the MAN V/S CTL switch is
set to UP or DN, the manual motor and the gearbox moves the outflow valve flaps to the
commanded position. The feedback module sends position signals to the backup part of the
CPC 1 for indication.
-

* Control and Indicating:

(1) LDG ELEV Selector:
· AUTO and Pushed:-The CPCs use the landing elevation and the QNH data from FMGS,
· Pulled and Turned:-The data from FMGS is not used, the crew must select the landing-field
elevation manually. The control range is from -2000 to 14000ft.

(2) MODE SEL Pushbutton Switch:

-The FAULT legend comes on if both automatic systems are defective. When the pushbutton
switch is released (the MAN legend comes on and the FAULT legend goes off) the manual
control is then operative with the toggle switch to control outflow valve position.

(3) V/S CTL Toggle Switch:

-The switch, spring loaded to neutral,controls the outflow valve with the manual motor, when the
MODE SEL pushbutton switch is in the MAN position.
· UP : The outflow valve move towards the open position,
· DN : The outflow valve move towards the closed position.

(4) DITCHING pushbutton switch (guarded black):

-This closes:
.the outflow valve .the packs flow control valves .the avionics skin air inlet valve
.the avionics skin air outlet valve .the emergency ram-air inlet
.the fwd cargo isolation valves, if installed.

* Cabin Altitude Indication:

(1) Auto Mode
The calculation of the cabin altitude in the AUTO mode is done depending on the aircraft ALT.
-if the aircraft altitude is higher than 5000 ft. above take-off or landing fields, the cabin altitude is
calculated to the standard atmosphere.
-if the aircraft altitude is lower than 5000 ft. above take-off or landing fields, the cabin altitude is
calculated to the actual altitude above sea level (using the barometric correction from the
ADIRS).
(2) Manual Mode
-The calculation of the cabin altitude in the MAN mode is done in the SDACs to standard
atmosphere (the CPCS manual backup circuit provides the SDAC with a cabin pressure value).
-Therefore, there can be a slight difference in the cabin altitude between AUTO and MAN mode
if the aircraft altitude is higher than 5000 ft. above take-off or landing fields.
-There may be a difference between the cabin altitude due to the actual barometric conditions
(weather) if the aircraft altitude is lower than 5000 ft. above take-off or landing fields.
# CPC Power-Up Test:
-If the aircraft is on ground and
· the engines are below minimum take-off power (CPCS in ground mode),
· the CPC power-up test is done after a cold start
-The duration of the power-up test is 1 second.
-When the test has passed the PRESS page shows the normal display.
-When the power-up test fails on the ECAM upper display unit, the warning CAB PR SYS 1(2)
FAULT comes on.

@ CARGO COMPARTMENT HEATING:

-Hot bleed-air from the APU bleed-air duct goes through the pressure regulating valve and
the trim-air valve. It then mixes with air from the cabin before going to the AFT cargo
compartment. This air enters the supply duct upstream of the inlet isolation-valve.

-Proximity switches are installed at the AFT cargo-compartment door and at the bulk
cargo-compartment door. These switches will inhibit the AFT cargo-compartment heating
system if one of the doors is open. Both doors must be closed to enable the heating
system to function.

-The temperature control system regulates the amount of hot air added, to give the preselected
temperature in the AFT cargo compartment. The heating controller, which gets information
from the temperature sensors, controls the system. These sensors are installed in the inlet
duct and at the extraction duct of the Cargo Compartment. The temperature of the air,
which enters the supply duct, is controlled to a maximum of 70 DEG.C by the trim-air valve.

-When the duct temperature goes above 88 DEG.C, the FAULT light on the HOT AIR switch
comes on and the pressure regulating-valve closes. This overheat condition is latched by the
heating controller. When the duct temperature decreases to 70 DEG.C the system can be reset.
-To do this you must push the HOT AIR switch OFF and then ON again.

A. Temperature Sensors:
-The AFT cargo-compartment duct temperature-sensor is installed in the inlet duct. The AFT
cargo compartment temperature-sensor is installed at the extraction duct. Each sensor
consists of a stainless-steel housing that contains a thermistor and is surrounded with a
ventilated shield. An electrical connector is installed to connect the thermistor to the wiring of
controller.

B. Temperature Selector:
-The temperature selector for the AFT cargo compartment is installed on the CARGO HEAT
panel in the cockpit. The selector consists of a rotary potentiometer which is contained inside a
metal housing. An electrical connector, attached to the base of the housing, connects the
potentiometer to the electrical wiring of the heating controller.
-The temperature range that the selector can set is between 5 DEG.C and 26 DEG.C with 15.5
DEG.C at the 12 o'clock position. However, if the temperature is, for example, already 15
DEG.C, the adjusting range lies between 15 DEG.C and 26 DEG.C.

*HEATING CONTROLLER POWER UP TEST(BITE TEST FROM MCDU IS AVAILABLE)

-Conditions of Power-up Test Initialization = AIRCRAFT ON GROUND
-Duration = 28 s (DURING TEST- Trim air valve cycling on ECAM system display)
-Results = Test passed OR Test failed = ECAM warning:COND AFT CRG HEAT FAULT
C. Heating Controller:
-The function of the controller is to regulate the temperature in the AFT cargo compartment to
preselected values. The required temperature is selected with the temperature selector.
-The controller also sends signals to the CFDS and ECAM via the ARINC 429 data bus. The
controller's circuits are fully digital and include BITE. If the variable control function of the
controller does not operate, the trim-air valve and the pressure regulating valve will close. This
is done independently of the controller.

D. Trim-Air Valve:
-A hot trim-air valve is installed in the trim air supply duct to the AFT cargo compartment. This
valve is from light alloy and is of the butterfly type.
-A stepper-motor drives a center shaft (to which the butterfly valve is attached) through
reduction gears. The valve also has mechanical stops and limit switches.
-The limit switches stop the valve opening or closing more than their preset position and
the mechanical stops are a backup.
-The step counter of the controller counts the steps of the stepper motor to calculate the position
of the valve butterfly for indication on ECAM. A return spring closes the trim-air valve if the
power supply or the controller do not operate.

E. Pressure Regulating-Valve:
-The pressure regulating valve is used to control the pressure of the hot trim air supply to 4 psi
above cabin pressure. The secondary function is to provide a shut-off facility to the aft cargo
compartment.
This butterfly type valve is under normal conditions actuated by a pneumatic actuator and
controlled by a regulator. The valve is activated when the solenoid is energized.
-The valve can be operated manually and includes a visual position indicator. A limit switch
indicates closed/not closed to the zone controller/ACSC and to the ECAM system.
-The inlet port to the regulator is designed to avoid ingestion of dust into the sensing line. It
consists of a tube with two lateral orifices that face downstream to the airflow, which senses the
inlet pressure.
-The outlet port vents the regulator to the outlet duct of the valve, whose pressure is used as a
measure of regulated pressure. This venting is done through lateral holes of a venturi positioned
after the butterfly valve to compensate for turbulence and variations in the airflow.

# Operation/Control and Indicating:

A. Hot-Air Switch:
The hot-air supplied to the pressure regulating-valve is unconditioned bleed-air from the downstream
side of the flow control valves. The HOT-AIR switch installed in the cockpit, controls the PRV.

B. Operation of the CC Heating System if there is a ventilation failure.

The ventilation controller sends a signal to the heating controller to close the trim air valve if:
· a Fan Fault · an ISOL valve closed

@ AIR COOLING: The fresh air quantity for air conditioning is defined by heating and cooling
requirements. Since the bleed air supply is always at a higher temperature than that required for
passenger comfort, a means of cooling this air is accomplished by two air conditioning packs. Each
pack includes two heat exchangers which use ambient ram air as a heat sink, and a three-wheel boot-
strap air cycle machine (Compressor, turbine and fan), a high pressure water extractor circuit and a
bypass valve. The two heat exchangers are attached to the cooling ram-air inlet. Each inlet has a
regulator flap which operates automatically to control the cooling airflow through the heat exchangers.
During take off and landing phases, the ram-air inlet doors are closed to prevent ingestion of
foreign matter which may damage or contaminate the heat exchangers.
# FLOW CONTROL AND INDICATING:
-High pressure air is supplied to the air conditioning system from the main pneumatic system.
This air goes through two ozone filters(If Installed) and two flow-control valves to two identical
independent air conditioning packs. “OR”
-High pressure air is supplied to the air conditioning system from the main pneumatic system.
This air goes through two flow control units to two identical independent air conditioning packs.

A. Flow Control Valve / Flow Control Unit:

-The percentage of airflow through the flow control valves is selected by the PACK FLOW
selector.
-The PACK FLOW selector, which is located on the AIR COND panel 30VU, has three positions
· the NORM position, which sets the flow control valve to 100% of the normal airflow,
· the LO position, which sets the flow control valve to 80% of the normal airflow.
NOTE: The LO position can be selected for fuel economy purpose. This position must
only be selected when there is a reduced number of passengers in the cabin,
· the HI position, which sets the flow control valve to 120% of the normal airflow.
NOTE: This position is selected in abnormal hot ambient conditions or to clear smoke.

-FLOW SELECTOR > ZONE CONTROLLER > PACK CONTROLLER > FCV(ADJUSTMENT)
-FLOW SELECTOR > ACSC 1 AND 2 > FCV(ADJUSTMENT)

-The flow control valves close automatically if:

· there is an engine start · there is an ENGINE FIRE pushbutton switch released,
· there is a compressor overheat · there is low bleed pressure,
· the DITCHING pushbutton switch is in the on position,
· the applicable PACK 1 or PACK 2 pushbutton switch is in the off position.

B. Pressure Sensors (Flow Sensors):

-The pressure sensors measure the difference between a flow control valve reference
pressure and the ambient pressure. They transmit signals to the two pack controllers. The
pack controllers use these signals for calculation of the pack flow. “OR”
-The differential pressure sensors measure the pressure difference of the flow at the
venturi body.The pack inlet pressure sensors measure the pressure upstream of the
venturi.

C. Mixer Flap Actuator:

-The mixer flap actuator operates a flap in the cockpit supply port of the mixer. The flap
connects the cockpit supply duct to the pack 1 mixer chamber, when both packs are in
operation. When pack 1 is switched off, the flap changes the position and connects the
cockpit supply duct to the pack 2 mixer chamber. This function makes sure of:
· a good flow separation during pack 2 operation,
· the supply of a sufficient fresh air quantity to the cockpit with pack 1 off.
-When the flap in the mixer unit enters the airflow it causes a small airflow diversion into the
cockpit duct.This results in an adequate supply of conditioned air to the cockpit.
-A thermally protected 28 V DC motor drives the back-up flap through a reduction gearbox.
-Microswitches inside the mixer flap actuator prevent override of the flap at each end of its
travel. A manual overridlever and position indicator (on top of the actuator) make it possible to
operate the flap manually.
# Flow Control Valve Details:(WHEN PACK CONTROLLER)
-The flow control valves are installed upstream of the air conditioning packs.
-These valves are of the venturi type with a nominal 4 in. diameter. Both have a built-in butterfly
valve that controls the flow and can also perform a shut-off function.
-The flow control valve has three main assemblies:
· the valve body with its butterfly valve, · the pneumatic actuator · the air pressure
regulator.
-A pneumatic actuator with a flexible diaphragm controls the butterfly valve. A return spring
closes the valve when there is no pressure supply.
The air pressure regulator has:
· an air flow sensoring system, · an electro-pneumatic adjustment system, · an electrical venting
system.
-The flow sensoring system has a pressure sensor which measures the differential pressure
in the venturishaped valve body. The pressure sensor transfers the pressure into an
electrical signal. It amplifies this signal and sends it to the pack controller which calculates
the actual air flow.

-One part of the electro-pneumatic regulator is a pressure reducer. If the pressure after the
orifice G2 increases, the spring-loaded pressure reducer closes.This decreases the pressure in
the pressure line and the reducer opens again. This protects the valve from damage caused by
sudden pressure changes or too high an inlet pressure.
-Another part of the electro-pneumatic regulator is a torque motor which turns a quadrant. If
the butterfly valve has to be opened, the torque motor turns the quadrant to a position closer to
the opening of the pressure line.This increases the pressure after the orifice G1 and that
pressurizes the pneumatic actuator of the valve and so the butterfly opens.

-The electrical venting system includes an electromagnetic clapper. When the clapper is
energized, solenoid S1 closes the valve by fully venting the pneumatic actuator chamber. When
the solenoid is no longer energized, the pneumatic actuator chamber can be pressurized.

-A pin situated on the butterfly axis actuates a microswitch, which supplies electrical power to
indicate the fully-closed position of the valve.
*The flow control valve has a safety feature which prevents a pack overheat:
A pneumatic temperature sensor at the compressor outlet of the air cycle machine is connected
to the pneumatic actuator. If the air temperature at the compressor outlet is too high, the
pressure line in the temperature sensor opens and the pressurized air in the actuator vents
through the now open temperature sensor. This reduces the pressure in the actuator and as an
effect of this, the valve closes. The valve will open again if the compressor outlet temperature
decreases.
*Another control feature is the downstream pressure regulator. If the pressure after the flow
control valve is to high, a clapper opens and the pressure vents from the actuator. This closes
the valve and the pressure after the valve decreases.
-The flow control valve can be closed manually with the use of a special vent screw. If you
loosen the screw, the actuator looses pressure, the valve closes and then you use the same
screw to fix the valve in the closed position.

# Flow Control Valve Details:(WHEN ACSC)

-The flow control valve of the flow control unit is an electro-pneumatic butterfly valve with the
main function:
· Control of the mass flow of the bleed-air supply to the pack
· Isolation of the pack from the bleed-air supply by crew selection, engine fire, ditching or engine
start.
· ACM overheat and low pressure start up protection, controlled by the (ACSC).

-The flow control valve with diameter 4 in. has the main components:
· an inclined axis valve housing with venturi · a three chamber pneumatic actuator,
· a torque-motor electrical adjustment · a duplex position sensor (Hall-sensor)
· a Differential Pressure Sensor (DPS) · a Pack Inlet Pressure Sensor (PIPS),
· a downstream pressure limiter · an on/off solenoid valve,
· a mode selection solenoid valve.

*Actuator
-The FCV has a spring loaded actuator, which moves the butterfly valve. The supply pressure to
operate the pneumatic actuator is tapped from the valve housing. It goes through the flange-
assembly and a drilled passage to the inlet chamber of the pneumatic actuator.

*POSITION SENSOR:The duplex "Hall" uses two magnetic position sensors to indicate to the
ACSC if the FCV is:
· Fully closed (FC) · Not fully closed (NFC)

*The FCV operates in the Main, electrical mode and the Back-up, pneumatic mode.
In the main mode, the flow of the FCV is determined through these conditions:
· Different flow demands for correct cabin pressure,
· Control priorities (take-off, landing, pack start),
· Failures and pack overheat conditions.
In back-up mode, the downstream pressure limiter controls the flow of the FCV.

-During pack start on ground, the on/off solenoid-valve is energized and the mode selection
solenoid-valve is energized for 5 seconds. That means that the FCV operates in back-up mode
for 5 seconds. During this time the ACSC monitors the valve function and position indication for
failures. After 5 seconds, the FCV changes to main electrical control mode.
-During pack start in flight, the on/off solenoid-valve is energized and the mode selection
solenoid-valve is de-energized. The FCV operates immediately in main mode.

*Main Mode Operation

-With the on/off solenoid-valve energized and the mode selection solenoid-valve de-energized,
the actuator pressure and the flap position is related to the pressure leakage at the torque
motor. The torque motor is driven directly by the ACSC.
-The air-flow through the venturi causes a pressure difference. The DPS measures the
difference and sends the signal to the ACSC.
-The ACSC uses information from the two pressure sensors, along with aircraft cabin altitude
and bleed air temperature to calculate the actual flow through the FCV.
-The ACSC compares the actual flow to the flow demand. If there is a difference, the ASCS
drives the torque motor and adjusts the pressure in the actuator chamber. The pressure in the
actuator chamber moves the shaft up and down against the spring force in the ambient chamber
and the pressure in inlet chamber. The shaft moves and turns the lever together with the valve
flap to get the required air-flow.
*Back-up Mode Operation
-With the mode-selection solenoid-valve energized, the actuator pressure and thus the valve
flap position is related to the pressure leakage at the downstream pressure limiter.
-In back-up mode the supply pressure, which operates the pneumatic actuator, goes through
the flangeassembly and a drilled passage to the inlet chamber of the pneumatic actuator.
-The pressure goes from the inlet chamber to the mode solenoid-valve and stops at the
energized on/off solenoid. From the mode selection solenoid-valve goes the pressure to the
pressure limiter.

*Overheat Protection
-The ACSC monitors the compressor discharge temperature for overheat conditions. If the FCV
operates in the main mode, a temperature of more than 215 DEG.C at the compressor
discharge sensor, will cause the ACSC to reduce the electrical supply of the torque motor.
This reduces the vented air at the torque motor and therefore the pressure in the actuator
chamber will decrease. This causes the spring in the ambient chamber to expand and moves
the shaft. The shaft moves up and turns the lever together with the valve flap to decrease the
air-flow to the pack.The reduced air-flow decreases the ACM speed and compressor
discharge temperature.
-A temperature of more than 260 DEG.C at the compressor discharge sensor will cause a
pack overheat warning. If the AC is on ground, the ACSC removes the electrical supply to the
on/off solenoid valve. The FCV closes and stops the air-flow to the pack.

*PRESSURE SENSOR (WHEN PACK CONTROLLER):

-The pressure sensors measure the difference between the pressure at the inlet of the FCV
venturi and the pressure at its narrowest diameter. This differential pressure is equivalent to
the airflow through each flow control valve.
-The sensors measure pressure with a pressure sensitive diaphragm which transfers pressure
into an electrical signal. This signal is amplified and then sent to the pack controller.
-Each sensor consists of:
· a high-precision pressure transducer· a measurement amplifier· an electrical connector.

*DIFFRENTIAL PRESSURE SENSOR PACK & INLET PRESSURE SENSOR (WHEN ACSC):
-The differential pressure sensors measure the pressure difference of the flow at the venture
body. The pressure difference is used for flow calculation.
-The pack inlet pressure sensors measure the pressure upstream of the venturi.
-The sensors transfers pressure into an electrical signal. This signal is amplified and then sent
to the ACSC.Each sensor consists of:
· a high-precision pressure transducer· a measurement amplifier ·an electrical connector.

*Ozone Filters:
-The ozone filters are installed upstream of the flow control valves. They catalytically remove the
ozone from the hot bleed air before it flows to the air conditioning packs or the trim system.
- The ozone filters consist of a stainless steel housing with a honeycomb core.
- The ceramic core is fixed in the housing with a knitted, corrugated wire mesh which prevents
damage from vibrations or shocks.

*Operation/Control and Indicating:

- When the PACK FLOW selector is set to the LO position, and the temperature demand cannot
be reached, the zone controller/ACSC will increase the normal airflow of the flow control valve
from 80% to 100%.
- APU in Operation (packs running on APU bleed air supply) = zone controller/ACSC is set to
120% and the flow control valves are commanded to the fully open position.
- Single Pack Operation = Irrespective of which position the PACK FLOW selector is set to, the
zone controller and the pack controller/ACSC will modulate the pack to the 120% (HI) mode.
- Single Pack Failure(When flow set to LO or NORMAL)- Pack controller/ACSC modulates the
other pack to the 120% (HI) mode.
- Pack Shut-down in the Engine-Start Sequence = In the engine-start sequence (the EIU gives
an engine rpm-signal of N2 below idle), normally both air-packs close.
To prevent the complete pack shut-down in flight because of a wrong EIU-signal, the crossbleed
valve indication relay monitors the position of the Cross Bleed Valve (CBV) :
· If the CBV is in the closed position, only one pack Shut-Down instead of both closes.

-MIXER FLAP ACTUATOR CLOSE = IF PACK 1 ON OR PACK 1 AND 2 ON

-MIXER FLAP ACTUATOR OPEN = IF ONLY PACK 2 IS ON
-IF MIXER FLAP ACTUATOR FAILURE,THE ZONE CONTROLLER/ACSC 2 MONITORED
FAILURE AND KEEP IN NONVOLETILE MEMORY.

- The FAULT legend in the PACK P/B switch: The switch must be switched off manually.
· a compressor temperature of more than 260 deg.C has occurred or,
· a compressor temperature of between 230 deg.C and 260 deg.C has occurred four times in
one flight (THIS CONDITION ONLY APPLICABLE TO PACK CONTROLLER)
· a pack discharge temperature of more than 95 deg.C has occurred.

@ AIR COOLING SYSTEM

Air Conditioning Packs

-The air conditioning packs are identified as PACK 1 and PACK 2 to correspond with the
pneumatic manifolds. Both packs are installed in the unpressurized area of the belly fairing
between frames. The air conditioning pack supplies the means of cooling the hot bleed air taken
from the pneumatic manifold. This is done with the primary heat exchanger, main heat
exchanger and a turbine and compressor in a boot-strap air-cycle machine. The turbine supplies
shaft power to drive the compressor and fan. On the ground the fan draws ambient air through
the primary heat exchanger and the main heat exchanger for cooling.

Air-Cycle Machine
- The main component of the air-cycle machine is a rotating shaft. A turbine, a compressor and
a fan are mounted along the shaft.
- The shaft rotates on two self-acting foil-air bearings, a double self-acting airthrust bearing
takes the axial thrust loads.
-Supply Air For Light Alloy Turbine- stainless-steel nozzle and a light-alloy scroll
-If turbine break up, the stainless-steel nozzle acts as a containment ring.
-Supply Air For Light Alloy Centrifugal Compressor-From light-alloy scroll
-If compressor break up, the stainless-steel diffuser acts as a containment ring.
- The light-alloy centrifugal compressor is mounted in the center of the rotating shaft.
-HOT AIR TAKE FROM COMPRESSOR SCROLL TO TURBINE OUTLET FOR ANTI ICE OF TURBINE.
(AFTER USES OF AIR FOR ANTI ICING THE AIR IS RETURN TO COMPRESSOR INTAKE.
-AIR IS TAKEN FOR BEARING COOING IS FROM TURBINE INLET AND DISCHARGE INTO RAM AIR.

Primary Heat Exchanger

-The primary heat exchanger, which is made of aluminum alloy, is a plate and fin type of single-
pass crossflow configuration.
-To prevent too high a temperature, the PHE is used to decrease the temperature of the hot bleed air
before it goes into the ACM compressor. The primary heat exchanger is an air-to-air heat exchanger type
and the cooling medium used is external ram air
 Reheater
-The reheater, which is made of aluminum-alloy, is a plate and fin type of single crossflow
configuration.
-WARM AIR COMES FROM MHE > GOING TO CONDENSER
-COLD AIR COMES FROM WATER EXTRACTOR > GOING TO TURBINE OF ACM
-Use warm for Reheat the air comes from water extractor,This is necessary to vaporize the last
remaining water droplets before the air is sent to the ACM turbine and to prevent damage to the turbine.

Water Extractor AND Water Injector

- The water extractor is installed at the high-pressure outlet of the condenser.
- It is made from light alloy, and contains static swirl vanes and a water drain inside a body.
- Swirl vanes centrifuge the water droplets in the air to the inner surface of the water extractor
body. The water collects at the lowest point of the body. It is then drained to ducts which leads
to the water injectors which spray the water into the ram airflow. This helps the cooling capacity
through the process of evaporation.
- The injector nozzle is connected to the sump of the water extractor with a small diameter pipe.
- This increases the cooling efficiency of the primary and main heat exchangers. This is usually done only
on ground or in low altitudes

Main Heat Exchanger

-The main heat exchanger, which is made of aluminum-alloy, is a plate and fin type, of
counterflow configuration. The heat exchanger is installed between the air-cycle machine
compressor and turbine, the cooling agent is ambient ram air. The MAIN HEAT EXCHGR
decreases the temperature of the high pressurized air that comes from the ACM compressor.

Condenser
-The condenser, which is made of aluminium-alloy, is a tubular heat exchanger with a tube-to-
tube discharge.
-The condenser is an air-to-air heat exchanger type and is used to decrease the air temperature below
the dew point. The humidity contained in the air will condensate and make water droplets. This is
necessary to extract the humidity from the air.

ACM TURBINE FUNCTION

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

Check-Valve Pack Downstream

- The pack downstream check valve is a 6 in., pneumatically operated, single spring loaded
flap type, which is made of light aluminum-alloy.
-The check valves are bolted directly to the pressure bulkhead and supply conditioned air to
the system. The valves stop leakage of air from the distribution system in case of failures
of the air conditioning system (duct rupture within the pack).

Fan Plenum AND ACM Fan

- The fan plenum is installed between the primary heat exchanger and the ram air outlet. It
is made from reinforced plastic. In this plenum the air-cycle machine fan causes a suction in
order to get a sufficient cooling airflow on the ground when the ram air is not available.In
flight with ram air available, the fan will be bypassed to prevent a negative effect on the ACM operation.
-The high-pressure water-extraction loop has a reheater, a condenser and a water extractor.

- WHEN PACK CONTROLLER:To prevent freezing at low ambient temperatures and to limit
high pack discharge temperatures, the water extractor outlet temperature is limited to between 2
DEG.C (35.60 DEG.F) and 70 DEG.C.Air is bled from the compressor inlet through the bypass
valve to the turbine outlet.This modulates pack discharge temperature to the required level.
- WHEN PACK CONTROLLER:ANTI ICE VALVE uses air from downstream of FCV for
maintaint temperature at turbine outlet and condenser.HOT AIR is delivered and remove ice
formation.

- WHEN ACSC: To prevent freezing at low ambient temperatures and to limit high pack
discharge temperatures, the water extractor outlet temperature is limited to between a lower
limit and 70 DEG.C. The lower limit depends on the altitude and is:
· 5 DEG.C between ground and 20000 ft
· 0 DEG.C to 5 DEG.C between 20000 ft and 28000 ft
· -30 DEG.C to 0 DEG.C between 28000 ft and 39800 ft.
- WHEN ACSC:Tapping Hot Air uses from downstream of FCV for maintaint temperature at
turbine outlet and condenser.HOT AIR is delivered and remove ice formation.

-FOR ALL AIRCRAFT:The ambient ram air for heat exchanger cooling, enters the air cooling
system through fully modulating NACA-type inlets. After passing through the primary heat
exchanger, the main heat exchanger and the plenum the air is discharged overboard through
the ram air outlet.
-When the aircraft is on the ground, the air-cycle machine fan supplies the cooling airflow.
-During flight the inlet area is modulated so that the airflow is kept to a minimum. During takeoff
and landing, the inlet is fully closed to prevent dirt ingestion and contamination of the
heat exchangers.
- the bypass valves always maintain a minimum air-cycle machine flow to keep the air-cycle
machine idling during all pack operation conditions.

-ZONE CONTROLLER/ACSC 1 CALCULATE THE REQ PACK OUTLET TEMPERATURE

AND SEND SIGNAL TO PACK CONTROLLER/ACSC 2 , TO GET THIS TEMPERATURE
MODULATES THE BYPASS VALVE AND RAM AIR INLET FLAP.
-compromise between the following:
· minimum ram-air flow · maintaining adequate heat transfer rates · sufficient pack flow.

@ EMERGENCY RAM AIR INLET:

-If during a flight there is a failure in the two air conditioning packs, you can push the RAM AIR
pushbutton switch.
*When you push the RAM AIR pushbutton switch:
· the altitude of the aircraft must be less than 10000 ft.
· the cabin differential pressure must be less than (1.0 psi). If the difference in pressure is
more, the check valve 4022HM cannot open.
-The emergency ram-air-inlet actuator extends and the emergency ram-air inlet moves into the
external airflow. Fresh air is pushed into the ram air system and flows through ducts to the mixer
unit in the cabin air distribution and recirculation system.
-The cabin pressure controllers control the outflow valve 10HL to an approximately 50% open
position.
*Emergency Ram-Air Inlet Actuator: -An electrical connector connects 28 V DC from the
aircraft electrical supply system to power the actuator.
-A. Opening of the Emergency Ram-Air Inlet
*you must lift the guard and push the RAM AIR pushbutton switch.When you push it:
· a signal is sent to the cabin pressure controllers and the outflow valve partially opens,
· a signal is sent to extend the emergency ram-air-inlet actuator and the emergency ram-air inlet
flap moves into the external airflow,
· the ON legend in the RAM AIR pushbutton switch comes on,
· actuator position data is sent to the SDACs,
· on the lower ECAM display unit, the BLEED page shows the RAM AIR symbol open.

-B. Closing of the Emergency Ram-Air Inlet

*you must lift the guard and push the RAM AIR pushbutton switch When you push it:
· a signal is sent to the cabin pressure controllers and the outflow valve closes as req.
· a signal is sent to the emergency ram-air-inlet actuator and the emergency ram-air inlet closes,
· the ON legend in the RAM AIR pushbutton switch goes off,
· actuator position data is sent to the SDACs,
· on the lower ECAM display unit, the BLEED page shows the RAM AIR symbol closed.

@ CONDITIONED SERVICE AIR SYSTEM (CSAS):

-The Conditioned Service Air System (CSAS) operates only during flight conditions and it stops
the operation of the system when the aircraft is on ground.
-The CSAS controller is the primary computer which controls this system. The controller
operates the valves, monitors air temperature and air pressure to supply the necessary flow of
conditioned air to the inert gas generation system.
-The CSAS gets hot compressed air (bleed air) from the pneumatic air distribution system. This
hot bleed air comes from the manifold near the high pressure ground connector and flows
through the CSAS isolation valve to an ozone converter. The CSAS isolation valve controls the
airflow in the system.-The Temperature Control Module (TCM) has :
· A CSAS heat exchanger · A hot air bypass valve · A temperature sensor · A pressure
sensor.

# Power Supply:
-CSAS CONTROLLER POWER INPUT FROM DC BUS 1 – 28V DC
-CSAS CONTROLLER SUPPLY 28V DC TO ISOLATION VALVE AND BYPASS VALVE.
-CSAS CON RECEIVE DISCRETE POSITION F/B FROM ISO VALVE AND B/P VALVE.
-CSAS CON RECEIVE ANALOUGE SIGNAL FROM PRESSURE AND TEMP. SENSOR.

A. CSAS Controller:
-The CSAS controller is installed in rack of the avionics bay in the pressurized area.

B. CSAS Isolation Valve:

-The CSAS isolation valve is a solenoid controlled, pneumatically actuated butterfly valve.
-The CSAS isolation valve let hot bleed air flow to the (TCM).
-Without bleed air pressure or without electrical power the valve closes automatically and stops
the operation of the system.-The CSAS controller operates the isolation valve.

C. Ozone Converter:
-ozone converter catalytically decreases the ozone concentration of the bleed air which flows to
theTCM. The decreased ozone concentration prevents damage to the air separation module
fibers of the inert gas generation system. The ozone converter is installed downstream of the
isolation valve.
-The TCM controls the temperature of the air to approximately 60 DEG.C
(1) CSAS Heat Exchanger
The CSAS heat exchanger is installed in the ram air channel upstream of the pack heat
exchanger. The ram air from outside the aircraft flows through the heat exchanger and
cools the heat exchanger fins.The heat exchanger decreases the temperature of the hot
bleed air from the pneumatic system.

(2) Hot Air Bypass Valve

-The hot air bypass valve is installed in the hot air bypass duct. The bypass valve adds hot
bleed air to the cold air from the heat exchanger to increase the temperature.
The hot air bypass valve has an actuator with a stepper motor, which moves a butterfly
valve between its open and its closed position.
-The CSAS controller operates the hot air bypass valve.

(3) Temperature Sensor

-A temperature sensor monitors the temperature of the conditioned air in the duct when it flows
to the inert gas generation system.
-The dual element temperature sensor transmits this data to the CSAS controller.
(4) CSAS Outlet Pressure Sensor
-A pressure sensor monitors the pressure of the conditioned air in the duct when it flows to the
inert gas generation system.
-The pressure sensor is installed between the temperature sensor and the inlet of the inert
gas generation system. This sensor senses pressure conditions in the system and transmits
this data to the CSAS controller.

* Operation/Control and Indicating

A. Correct Operation
-The CSAS operates only during flight conditions. The system status is automatically set to on.
The system operates when:
· bleed air from engine 1, or engine 2 bleed air and cross bleed valve open
· electrical power is available
· air conditioning pack 1 operates, or pack 2 and cross bleed valve open.

B. Operation when a failure occurs

-The CSAS does not operate if the bleed air pressure is too low.
-If the CSAS detects a failure, the CSAS controller sends a warning to the FWC. A failure
message will be displayed in the cockpit in flight phases 1 and 10 for maintenance functions.

*BITE TEST
-The CSAS application has an operation partition and a Built-In Test Equipment partition (BITE).
The CSAS BITE also has a part of the BITE function of the IGGS.

A. Normal Mode: In normal mode the CSAS BITE does not affect the operation of the systems.

B. Interactive Mode:The interactive mode test is available only during ground operation. The
operator can manually start the test from the System/Test page on the (MCDU).

(1) System Test without bleed air

This test checks the electrical connections and gives information about the system status.
(2) System Test with bleed air
This test checks the components and gives information about the system status.
-To achieve the zone demanded pack discharge-temperature, the pack controller/ACSC modulates the
by-pass valve and the ram air inlet flaps in a predetermined sequence.
-In a full cooling mode, the ram air inlet flaps are fully open and the turbine by-pass valve is fully closed.
-In a full heating mode, the ram air inlet flaps are nearly closed and the by-pass valve is fully open.
-The pilot selects the desired cockpit and cabin temperatures on the temperature selectors within a range
from +18 DEG.C up to +30 DEG.C.
-The zone duct air temperature is normally limited from +8 DEG.C to +50 DEG.C

@ PACK TEMPERATURE CONTROL

-The pack temperature control system controls the pack outlet temperature and sets it maximum
and minimum limits. Two pack controllers/ACSC control the system.
-Each pack controller controls the two major parameters of its related pack:
· the pack outlet temperature (through the water extractor outlet temperature),
· the ram-air cooling flow, which is kept to a minimum for fuel economy.

A. Anti-Ice Valves
- the anti-ice valve is located in a duct between the upstream side of the primary heat exchanger
and the turbine outlet. In normal pack operation the purpose of the anti-ice valve is to prevent
ice blockage across the condenser. If the pack controller is unable to control the bypass valve
the anti-ice valve is signalled to pneumatically control the pack outlet temperature to 15 DEG.C

(1) Anti-Icing
The anti-ice valves are usually closed. An anti-ice valve opens if the delta-P sensors of the
anti-ice valve find across the condensers an unusual difference in pressure (ice in the
condensers is assumed). Hot bleed air is supplied to the air-cycle machines outlet to melt the
ice in the condensers and downstream equipment.
(2) Temperature Control
If there is a loss of a pack controller the anti-ice valves control the pack outlet
temperature. They adjust the quantity of hot bleed air added to the air-cycle machine
outlets. The pack outlet temperature (measured by the pack discharge pneumatic-
sensors is constant approx. 15 deg.C.

B. Bypass Valves
- The bypass valve is a light alloy butterfly valve.
- The bypass valve gets a signal from the PACK CONTROLLER/ACSC to modulate the hot
airflow. This controls the water extractor outlet temperature, thus the pack outlet
temperature. The bypass valve consists of an actuator assembly and a valve body assembly.
- A butterfly valve on a central shaft is driven by a stepper motor through reduction gears
which have mechanical end stops.
- A manual override and visual position indicator device is installed on the bottom of the shaft.
-The bypass valves are installed in the ducts downstream of the primary exchangers. They
split the hot airflow between the air- cycle machines and a bypass (which goes to the turbine
outlet).
-A bypass valve opens if the pack differential pressure sensor detects an unusual
difference in pressure between the turbine outlet and the cabin (underfloor) pressure unusual
difference in pressure (ice in the condensers is assumed). By opening of the bypass valve hot
bleed air is supplied to the air-cycle machines outlet to melt the ice in the condensers and
downstream equipment.

NOTE:In the outflow valve, a safety device closes the valve when the cabin altitude reaches 15000 ft.
Ram Air Inlet Actuator(WHEN PACK CONTROLLER): The actuator for the ram air inlet
consists of:· an actuator · an AC motor · a set of reduction gears · a torque limiting clutch,
· two potentiometers, one for control through the pack controller primary computer, the
other for indication through the secondary computer,
· two limit switches, one for the closed position, the other for the 70 % open position.
These send a signal to the secondary computer. The ram-air inlet is closed with the
actuator fully extended and open with the actuator fully retracted.

Ram Air Inlet Actuator(WHEN ACSC): The actuator for the ram air inlet consists of:
· an actuator· an AC motor,· a set of reduction gears · a torque limiting clutch,
· a hall sensor for non-contact sensing of speed and direction, giving feedback to ACSC.
· two end-of-travel limit switches (ALMOST BOTH ACTUATOR ARE SAME)

ACSC: To further enhance reliability and get a high level of redundancy, both ACSC's are
equipped with two identical lanes. In case of one lane failure the second lane takes over the
entire control automatically and provides all functions.

PACK CONTROLLER: Each controller consists of a primary computer and an electrically

independent secondary computer. The secondary computer serves as a back-up in the event of
a primary computer failure. The primary computer can still control in the event of a partial failure,
but at a reduced level.

* Compressor Discharge Temperature-Sensor:(ALL AIRCRAFT)

# (PACK CONTROLLER):The compressor discharge temperature-sensor consists of one
platinum resistor potted in a stainless-steel ventilated-tube housing. A 3-pin electrical
connector is also included. The sensor is located in the compressor outlet duct of each air
conditioning pack. It is connected to the pack controller primary-computer for control
functions and overheat detection.
# (ACSC):It has a duplex PT100 temperature sensor and are linked to the corresponding
ACSC lane 1 and 2. The ACSC will use the measured temperature to control the compressor
outlet temperature and to generate a warning in case of overheat in flight. On ground the
corresponding pack is switched off by the ACSC additionally.

* Compressor Overheat Sensor:(ONLY FOR PACK CONTROLLER)

The compressor overheat sensor is located in the compressor outlet duct (close to the
compressor discharge temperature sensor).The sensor also provides compressor outlet
temperature on ECAM.(NO OVERHEAT SENSOR FOR ACSC AIRCRAFT)

* Water Extractor Temperature-Sensor:(ALL AIRCRAFT)

-The water extractor temperature-sensor consists of two thermistors potted in a hermetically
sealed steel housing. A 6-pin electrical connector is also included. One thermistor is
connected to the pack controller primary-computer/ACSC LANE 1 the other to the
secondary computer /ACSC LANE 2. They both give control information.

* Compressor Pneumatic Overheat-Sensor:(ONLY FOR PACK CONTROLLER)

- The compressor pneumatic overheat-sensor consists of a bi-metalic rod which is inserted into the hot
airflow. The sensor is connected through a sensing line, to the FCV. It vents flow control muscle pressure
to ambient. Differential expansion in the rod will start to open the vent at 230 DEG.C (any further increase
in temperature will increase the opening area). The angle of the flow control valve is now controlled
pneumatically, to stop an overheat of 260 DEG.C. The pneumatic sensor is located in the compressor
discharge duct close to the compressor overheat sensor
* pack outlet pneumatic-sensor:(ONLY FOR PACK CONTROLLER)
- The pack outlet pneumatic-sensor is located at the pack outlet. When the anti-ice valve is
operative the sensor adjusts the muscle pressure in the valve to maintain the pack outlet
temperature at about 15 DEG.C

* pack discharge pressure sensor:(ONLY FOR ACSC)

- It is measures the pressure difference between turbine outlet and cabin (underfloor) pressure.
-The PDPS is mounted on each side of the air conditioning bay center beam and is
connected to the correspondent ACSC. In case the ACSC detects a certain pressure
difference, the ACSC will open the bypass valve for the de-icing of the turbine outlet,
condenser and downstream ducting.

* Pack Inlet Pressure-Sensor:(ONLY FOR PACK CONTROLLER)

The pack inlet pressure sensor converts pressure at the pack inlet into an electrical signal, it
consists of:
- a high-precision pressure transducer,
- a measurement amplifier,
- an electrical connector.
The pressure sensor is installed upstream of the flow control valves. If the pressure drops below
limits, the bypass valve preferential position is controlled to a more open position to allow for
supply of a minimum required airflow. This decreases the differential pressure of the air
conditioning pack. The ram-air flaps are controlled to a more open position, this compensates
for the decreased efficiency of the turbine/compressor cycle.

* Pack Discharge Temperature-Sensor:(ALL AIRCRAFT)

-The pack discharge temperature-sensor is located at the pack outlet. The sensor is connected
to the pack secondary computer/ACSC and monitors the pack outlet temperature which is
shown on the ECAM lower display unit.

A. Normal Operation
-The ACC/PACK CONTROLLER computes from the selected temperature, the altitude
correction and eventually a FAP offset, a target temperature.
-The ACSC compares the target temperature with the measured water extractor outlet
temperature and determines the bypass valve drive speed and direction. The speed is
zero, when the water extractor outlet temperature gets to the required value and the
bypass valve to the preferred position.
-The preferred bypass valve position is normally 21 DEG. but is adjusted when necessary,
dependent on pack inlet pressure.
-The water-extractor outlet temperatures are limited to prevent blockage by icing. The upper
limit is 70 DEG.C.

There are the following tests:

· power-up test-30 SECOND
· continuous monitoring-if power is supplied to the system.
· system test.-BY MVDU

The ACSC sends to the FDIMU:- the trim-air Pressure Regulating Valve (PRV) position,
- pack flow, water extractor and pack compressor discharge temperatures, BYPass valve and ram air inlet
flap positions.
* COCKPIT AND CABIN TEMPERATURE CONTROL
#PACK CONTROLLER-The zone controller controls the temperature of the cockpit, fwd cabin
and aft cabin zones. This controller contains two channels, a primary and a secondary. The
primary channel gives full control of all of the system parameters. The secondary channel gives a
reduced level of control when used as a back-up to the primary channel, (in the event of primary
channel failure).

#ACSC-(ACSC 1) controls the temperature of the cockpit, the ACSC 2 controls the temperature of
the forward cabin and aft cabin zones. These controllers have two lanes. In the event of a failure in
a lane, the other lane takes over full control.

-ALL AIRCRAFT
FCV > TRIM AIR CHECK VLV > TRIM AIR PRS REG VLV AND PRS SWITCH > TRIM AIR VAVLE

* The trim air valves are installed near the mixer unit in the respective hot trim-air ducts to the
cockpit and the two cabin areas.
* TAPRV is installed downstream of the trim-air check valves. In normal operation it operates
pneumatically. You can use the trim-air pressure regulating valve to shut off the trim air supply.
The trim-air pressure regulating valve closes automatically, if:
· the duct overheats, or · the cockpit trim air valve fails · both cabin trim air valves fail.

# ZONE Controller: The zone controller is a 4 MCU box (to ARINC 600), it consists of a
primary channel and an electrically independent-secondary channel. This secondary channel
acts as a back-up if there is a primary channel failure. The primary channel will give a reduced
control of the system when there is a partial loss of signals to it (under certain conditions). The
secondary channel will take over command of the system (at a reduced level), if there is a
failure of the primary channel.

# Trim-Air Valve: The trim-air valve consists of an actuator assembly and a valve body
assembly. They are bolted together and internally connected. A butterfly valve is driven by a
stepper motor through reduction gears which have mechanical end stops. A cam installed
on the shaft, operates a limit switch which signals fully open or fully closed to the ACSC/ZONE
CONTROLLER.

# Zone Temperature Sensor: There are three zone-temperature sensors one installed in the
cockpit, fwd cabin and aft cabin zones. Each sensor consists of a ventilated plastic body into
which are potted two thermistors. One thermistor supplies the zone controller primary
channel/ACSC1 the other the secondary channel/ACSC2, each performs control and
indication. Also incorporated is a 6-pin connector.

# Duct Temperature Sensor:- There are three duct-temperature sensors, one installed in the
main supply ducts to the cockpit, fwd cabin and aft cabin zones. Each sensor consists of a
ventilated metal body into which are potted two thermistors. One thermistor supplies the
primary channel (zone controller)/LANE 1, the other supplies the secondary channel
(ZONE controller)/LANE 2. Each gives control indication and overheat detection. Also
incorporated is a 6-pin electrical connector.

# Mixer Temperature Sensor:(COCKPIT-ACSC1 AND CABIN-ACSC2)

There are two mixer temperature sensors one installed on each side of the mixer.One
thermistor supplies the primary channel (zone controller)/LANE 1 the other the secondary
channel/LANE 2. Also incorporated is a 6-pin electrical connector.
# Zone Temperature Selector:
-There are three zone-temperature selectors installed on the AIR COND panel. One selector for
the cockpit, fwd cabin and aft cabin zones. Each one consists of a rotary setting potentiometer
in a tubular metal housing. Each selector is connected to the primary channel (zone controller)
for temperature control function.(COCKPIT SELECTOR-ACSC1,CABIN SELECTOR-ACSC 2).

# Trim-Air Pressure Regulating-Valve:

- (TAPRV) is a three-inch steel-butterfly type valve, which is electrically supplied and
pneumatically actuated. The TAPRV regulates the pressure of the hot air, which is supplied to
the trim-air valves. It performs the system shut-off function.
-It also regulates the downstream pressure to a nominal 280 mbar above cabin pressure. A
safety function is also included to reduce downstream pressure by about 50 % when any duct
temperature goes above 80 DEG.C. The pressure regulation is controlled pneumatically. The
two solenoids control the ON/OFF function and the safety function. A limit switch indicates
CLOSED/NOT CLOSED position of the valve to the zone controller/ACSC 1 and the ECAM
system.

# Hot-Air Pressure Switch:

- It is installed downstream of the trim-air pressure regulating-valve.
- The pressure switch consists of a housing which contains a hermetically sealed microswitch, a
stainlesssteel diaphragm, a snap-action disc spring and an electrical connector.
- diaphragm when pressurized,force on the snap-action disc spring=MICRO SW CLOSE
- Falling pressure causes the disc spring to return to the position= MICRO SW OPEN

- HAPRV controls the pressure of the hot trim-air going into the hot air manifold, to 4 psi above
cabin pressure. The hot air pressure switch continuously monitors the pressure of the hot trim-
air. If the pressure in the system goes to 6.5 psi, the contact in the pressure switch is closed
and the zone controller/ACSC 1 sends a signal to the ECAM system. This signal stays until the
pressure falls below 5 psi.
-The zone Controller/ ACSC also determines which zone needs the lowest duct inlet
temperature. This lowest temperature demand signal is sent to the pack temperature control
system, where the pack outlet temperature is adjusted accordingly. The other two zones will
require higher duct inlet temperatures, this is done with hot bleed-air from the trim-air system.

# Check Valve: Two check valves are installed upstream of the trim-air pressure
regulating-valve. One is installed in each trim-air duct from pack 1 and pack 2.

# Zone Temperature Control

# FADEC Demand Signal:

The ZONE CONTROLLER/ACSC can supply a demand signal to FADEC to increase the engine idle
setting during descent and ground operation. It does this to increase the available bleed pressure when
the bleed pressure is insufficient to provide the necessary flow through the packs for cabin cooling. The
demand signal is 0 % for most normal operating conditions. This increases proportionally to 100 % (to
give up to 30 psig pack inlet pressure), when the duct demand temperature of any zone reaches a
predetermined low value (lack of cooling). The pack inlet pressure must also have reached a low value.
# APU Demand Signal:
- A signal from the ZONE CONTROLLER/ACSC can increase the APU bleed air flow output if any
selected zone temperature is not met. The demand signal is 0% for most normal operating conditions.
This increases proportionally up to 100 %, when the duct demand temperature (of any zone) reaches the
predetermined low (cooling) or high (heating) values.
# Duct Overheat Detection and Actions:
- Zone Controller/Both ACSC's can detect an overheat 88 DEG.C in any one of the three zone-
supply ducts. The ZONE CONTROLLER/ACSC will send a signal to make the light on the HOT-
AIR switch come on. It will also close the HAPRV and the three trim-air valves.
-The FAULT light will stay on and the closed valves will stay closed until:
· the duct temperature goes down below 70 DEG.C,
· the HOT-AIR switch is released (to make the FAULT light go off.),
· the HOT-AIR switch is pressed again (to open the Trim Air valves).

# HAPRV P/B:
* AUTO (switch depressed)-The trim-air pressure regulating-valve pneumatically controls the
hot-air manifold pressure to 4 psi above cabin pressure. The valve will electrically close
automatically,if the temperature in the supply duct goes above 88 DEG.C

*OFF (switch released)-OFF comes on white, the trim-air pressure regulating- valve closes.
FAULT comes on amber when an overheat condition is detected and remains amber,
regardless of the hot-air switch position, until the temperature falls below 70 DEG.C .

# BITE FOR ZONE CONTROLLER: There are the following tests:

-Power-up Test=36 SECOND -Continuous Monitoring=after power is supplied to the system.
-System Test=From MCDU

-Cargo ventilation: There is NO direct air conditioning supply to the cargo compartments. The
pilots cannot add "cold" air to the compartments.

-The LAV and GALY ventilation system is also used to ventilate the cabin zone temperature sensors.
-Part of the hot air, downstream of the pack FCV, is sent to the HAPRV for cabin temp control and PRV
for cargo heating. Each pack FCV is automatically closed during either a same side engine start sequence
or an opposite side engine start sequence, if the crossbleed valve is detected open. It reopens 30 seconds
after the end of any engine start sequence.

*Two FCV solenoid:

- Solenoid 1 controls the ON/OFF (isolation) function. When this solenoid is energized, the FCV is open
and regulates when bleed air pressure is available.
- Solenoid 2 controls the MAIN or BACK-UP operation. When this solenoid is de-energized, the FCV
operates in MAIN mode. The solenoid is energized for BACK-UP operation.
-If there is a malfunction of an FCU component (e.g. Flow sensor, Torque Motor or Pressure Sensor), the
ACSC energizes the second solenoid and the pack operates in back-up mode.

-ACSC 1 only does the air flow calculation. The signal is then sent to ACSC 2 for the flow control of
pack 2.
*LOW FLOW(80%)- during take-off and landing.

-The Centralized Fault Display Interface Unit (CFDIU) is only connected to the ACSC 2. All BITE data
of ACSC 1 will be transmitted to ACSC 2 first before it goes to the CFDIU.
-The quantity of cabin air mixed with conditioned air varies from 37% to 51% (the cabin fans operate at
aconstant speed, but the airflow from the Pack Flow Control Valve (FCV can vary.)

# The control of the Outflow Valve (OFV) by the Residual Pressure Control System (RPCU) is done
through the MOT 3, when the following situation is detected:
- both main landing gears are compressed, or one main landing gear is compressed and the Parking Brake
is set to ON, and
- both Master Switches are in OFF or speed is below 100 knots AND
- outflow valve is not fully open, and
- cabin pressurization system is in manual mode or both CPCs are inoperative.
In these cases, the OFV is driven to the fully open position by the RPCU.

*A/C ALT higher than 5000 ft above T/O or L/F , cabin altitude is calculated to the standard atmosphere.
*A/C ALT lower than 5000 ft above T/O or LANDING FIELD , cabin altitude is calculated to ADIRS.

*small difference in the cabin altitude values between the AUTO and MAN modes if the aircraft altitude
is higher than 5000 ft above take-off or landing fields.
* There can be a difference between the cabin altitude values due to the barometric conditions(weather) if
the aircraft altitude is lower than 5000 ft above take-off or landing fields.

- The cockpit temperature sensor for the temperature control system is connected to the extraction part of
the avionics ventilation.
- The FWD and AFT cabin zones temperature sensors are connected to the lavatory and galley extraction
system.

*CLOSED CIRCUIT: The skin exchanger inlet bypass valve is controlled by the AEVC in accordance to
the system configuration to discharge the air under the FWD cargo compartment. The skin exchanger
outlet bypass valve opens in order to decrease the noise level in the avionics bay.

* If maintenance is being performed on the aircraft in heavy rain conditions with the ventilation system in
the OPEN configuration, the blower fan may draw water into the ventilation system and subsequently,
into the aircraft computers. To prevent water ingestion, the ventilation system should be put in the
CLOSED configuration by selecting the EXTRACT pushbutton to (OVRD) on the VENT panel.