A380
TECHNICAL TRAINING MANUAL
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved
No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL
LEVEL III - ATA 21 AIR CONDITIONING
Pax Comfort - General Standard Systems
Theory System
Flow Control & Monitoring System Description (3) . . . . . . . . . . . . . . 2
Air Conditioning Packs Description (3) . . . . . . . . . . . . . . . . . . . . . . . 12
Pack Control & Monitoring Description (3) . . . . . . . . . . . . . . . . . . . 22
Ground & Emergency Air Supply Description (3) . . . . . . . . . . . . . . . 36
Temperature Control & Monitoring Description (3) . . . . . . . . . . . . . 42
Fresh/Recirculated Air DISTR, CTL & MON Desc. (3) . . . . . . . . . . 62
Compartment Air Extraction, CTL & MON Desc. (3) . . . . . . . . . . . . 84
Pressurization Control & Monitoring Desc. (3) . . . . . . . . . . . . . . . . . 92
Pax Comfort - General Standard SYS MAINT (3) . . . . . . . . . . . . . 104
Pax Comfort - General STD SYS OPS,CTL & INDG (3) . . . . . . . . 116
Pax Comfort - General Standard SYS Comp. Loc (3) . . . . . . . . . . . 130
Operation, Control & Indicating
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3) .
176
Unpressurized CMPT Ventilation OPS, C&I (3) . . . . . . . . . . . . . . . 188
Component Location
AVNCS EQPT VENT & GND COOL & IFEC VENT Comp. (3) . .
192
Unpressurized CMPT Ventilation Comp. Loc. (3) . . . . . . . . . . . . . . 194
Lower Deck Cargo Compartments
Theory System
BULK LDCC VENT, Heating CTL & MON Desc. (3) . . . . . . . . . . 132
LDCCs TMP & VENT SYS OPS, CTL & INDG (3) . . . . . . . . . . . 140
Component Location
LDCC VENT, TMP CTL & MON Component Location (3) . . . . . . 144
Aircraft System Protection
L1W06161 - L0KT0T0
Theory System
Avionics Equipment Ventilation Description (3) . . . . . . . . . . . . . . . 146
IFE Center Ventilation Description (3) . . . . . . . . . . . . . . . . . . . . . . . 156
Unpressurized Compartments Ventilation Desc. (3) . . . . . . . . . . . . 162
A/C System Protection Systems Maintenance (3) . . . . . . . . . . . . . . 168
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TABLE OF CONTENTS
Apr 21, 2006
Page 1
A380 TECHNICAL TRAINING MANUAL
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
System Description
L1W06161 - L0KT0T0 - LM21D1FLOWCTL01
The flow control and monitoring system controls the quantity of hot bleed
air that flows to the Air Generation Units (AGU) and trim air system.
The hot bleed air from the pneumatic system first flows through the ozone
converters to convert ozone into oxygen.
It then goes through the Flow Sensing Venturis (FSV) for flow sensing
and through the Flow Control Valves (FCV) for flow regulation. The
FCVs also have a shut-off function.
There are 2 Ozone converters, 2 FSVs and 2 FCVs per side (AGU).
Each FCV controls half of the total flow per side. This makes sure that
proper flow sharing occurs between the related engine bleed systems.
Each FSV senses pressure, delta pressure and temperature for actual flow
calculation. The delta pressure is also used for AGU Heat Exchanger
clogging detection.
Flow regulation compensation is supplied by the remaining FCV if the
adjacent one has failed.
Due to the AGU design, full operation of the AGU and trim air supply
is maintained by the operative FCV.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
Apr 18, 2006
Page 2
L1W06161 - L0KT0T0 - LM21D1FLOWCTL01
A380 TECHNICAL TRAINING MANUAL
SYSTEM DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
channels. Each digital channel contains its own processor, power
supply, I/O compliment and CAN bus interfaces.
Components Description
The components involved in the flow control and monitoring are:
4 Flow Control Valves (FCV),
4 Flow Sensing Venturies (FSV),
4 ozone converters and,
2 Full Digital AGU Controllers (FDAC).
Flow Control Valves (FCV)
The FCVs are installed in the unpressurized area in the root of the
wings near the AGU. The FCV is a pneumatically operated butterfly
valve that uses a torque motor servo-valve to control the flow. The
FCV is failed-safe closed and spring-loaded closed in the absence of
bleed air pressure.
L1W06161 - L0KT0T0 - LM21D1FLOWCTL01
Flow Sensing Venturies (FSV)
Each FSV has:
- A metal venturi duct,
- An absolute pressure sensor,
- A delta pressure sensor,
- A temperature sensor.
All sensors are LRUs.
The FSVs are installed upstream of the FCVs and attached to them.
Ozone Converters
The ozone converters have a steel body with a metal grid core inside.
The catalytic surface of the metal core is primary made of precious
metal like Rhodium and Platinum that change the gaseous ozone into
oxygen.
The ozone converters are installed upstream of the FCVs.
Full Digital AGU Controllers (FDAC)
The FDACs are installed in the LH and RH inner wing. The FDAC
is a shock-protected box, which contains two fully redundant digital
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
Apr 18, 2006
Page 4
L1W06161 - L0KT0T0 - LM21D1FLOWCTL01
A380 TECHNICAL TRAINING MANUAL
COMPONENTS DESCRIPTION - FLOW CONTROL VALVES (FCV) ... FULL DIGITAL AGU CONTROLLERS (FDAC)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
L1W06161 - L0KT0T0 - LM21D1FLOWCTL01
Interfaces Description
Two identical, dual channel Full Digital AGU Controllers (FDACs) give
all control and BITE functions required for the flow control and
monitoring. FDAC1 is dedicated to the LH side system and FDAC2 for
the RH side one.
Only one channel per FDAC operates at a time, the other channel stays
in hot standby.
The FDAC controls the FCVs according to AGU flow demands coming
from the AGS application hosted in the CPIOM-Bs.
The FDAC calculates the actual flow according to the signals sent by the
sensors installed on the FSVs.
The FDAC compares the actual flow to the flow demand in order to
control the FCV torque motors.
A proximity switch sends the FCV Fully Closed /Not Fully Closed
position to the FDAC.
CPIOM B1 and B3 calculate the LH AGU Flow demand and CPIOM
B2 and B4 calculate the RH AGU Flow demand.
The flow demands depend on various parameters coming from the ADCN.
FDAC 1(2) receives direct signals to shut-off its related FCVs in case
of:
DITCHING,
Door detected unlocked on ground as soon as one engine runs,
Mixer unit burst,
PACK 1(2) P/BSW OFF selection.
The Door and Slide Management Control Unit (DSMCU) sends the
unlocked door signal.
The VCM FWD (AFT) sends the mixer unit burst signal to FDAC1 (2).
The ENG fire P/BSW selection will lead to the associated FCV shut-off
regarding the position of the cross-bleed valves.
The PACK 1(2) reset switch resets:
FDAC 1(2) and
The AGS application hosted in CPIOM-B1&3 (2&4).
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
Apr 18, 2006
Page 6
L1W06161 - L0KT0T0 - LM21D1FLOWCTL01
A380 TECHNICAL TRAINING MANUAL
INTERFACES DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
L1W06161 - L0KT0T0 - LM21D1FLOWCTL01
ADCN Interfaces Description
The flow demands calculation basically depends on:
The AIR FLOW selection,
The PAX number (FMS),
The cabin Layout (CIDS),
The cargo cooling selection (VCS).
The flow demand calculation is offset in case of:
HP recirculation fan failure
Single AGU operation (AGS)
APU operation (ECB)
Engine set to take-off power (EEC)
Engine bleed supply failure (EBAS)
The AGS sends the AGU flow demands to:
The CPCS for cabin pressure calculation,
The VCS for recirculation flow calculation,
The EBAS and PADS.
The AGS sends the AGU actual flow to the CPCS also for cabin pressure
calculation.
The AGS also sends:
An APU flow demand to the ECB during APU bleed supply.
An ECS pressure demand to the FADEC during engine bleed supply
The AGS sends an Insufficient Cooling Performance signal to the EBAS
if engines supply the bleed air, the FCVs are fully open and the cooling
performance is insufficient. The EBAS shall in this case take actions to
increase the bleed pressure.
The AGS sends a reduce bleed temperature to 150°C request to the EBAS
during single AGU operation if all options to obtain the desired flow
within the AGS have been exhausted. The EBAS shall then reduce the
bleed temperature to 150°C.
The AGS sends a reduce bleed manifold 1(2/3/4) pressure request to the
EBAS if FCV 1(2/3/4) has failed open and the flow becomes excessive.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
The EBAS shall then reduce the bleed pressure of Bleed Manifold 1(2/3/4)
to reduce the flow into the affected AGU.
The AGS sends a bleed flow-sharing request to the PADS if the FCVs
draw unequal flow (e.g. in case of ACM or FCV failure). The PADS
shall then (if possible (e.g. no leak)) open all Cross Bleed Valves. Once
at least one Cross Bleed Valve is open, EBAS shall control the engine
bleed valves so that each engine delivers the same flow.
The CPCS sends a Flow Increase/decrease demand to the AGS if the
airflow into the cabin is temporary or long term not sufficient to ensure
proper pressurization during flight.
During an engine starting procedure, the associated FCV shuts off
regarding the position of the cross-bleed valves.
The FCVs also automatically close as soon as an engine is running if any
door is detected unlocked on ground (pressurization inhibition).
The OHDS sends a Flow Control Valve Close Command to the AGS.
Depending on the leak location, the isolation is done as shown in the
table.
In case of valve failure, the number of valves closing for leak isolation
will change.
The AGS transmits data to the FWS for the alert computation need. The
FWS transmits the actual FWS Flight Phase to the AGS for the AGS
BITE.
The AGS transmits the following data to the OMS:
- Fault messages from the BITE to the CMS for failure isolation, failure
memorization and reports generation,
- Its configuration to the DLCS for configuration monitoring and
management,
- System parameters to the ACMS for real time monitoring and reports
generation.
The CMS can launch AGS interactive tests from the maintenance
terminals.
The DLCS loads the AGS application and AGS pin-programming
configuration, in the CPIOM-Bs.
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
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A380 TECHNICAL TRAINING MANUAL
L1W06161 - L0KT0T0 - LM21D1FLOWCTL01
The AGS sends parameters to the CDS for ECAM display to generate
the BLEED, CAB PRESS and COND page.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
Apr 18, 2006
Page 9
L1W06161 - L0KT0T0 - LM21D1FLOWCTL01
A380 TECHNICAL TRAINING MANUAL
ADCN INTERFACES DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
Apr 18, 2006
Page 10
L1W06161 - L0KT0T0 - LM21D1FLOWCTL01
A380 TECHNICAL TRAINING MANUAL
ADCN INTERFACES DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
FLOW CONTROL & MONITORING SYSTEM DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
AIR CONDITIONING PACKS DESCRIPTION (3)
L1W06161 - L0KT0T0 - LM21D2000PACK01
System Description
Two identical Air Generation Units (AGUs) also referred as air
conditioning packs, decrease the temperature and remove water from the
hot bleed air that comes from the pneumatic system. The AGU uses 2
different processes together to decrease the hot bleed air temperature:
- Heat exchange with ram air or external air through heat exchangers
(HX) and,
- Compression / expansion through Air Cycle Machines (ACM).
The heat exchange with ram air is the main cooling process in flight. On
ground, the heat exchange with external air is not sufficient. Consequently,
the bleed air compression / expansion takes a major part in the cooling
process.
The AGU has:
- 2 ACMs composed of a fan, a compressor and 2 turbines,
- 2 dual HXs with a primary and a secondary section,
- 2 plenum headers,
- 2 fan inlet plenums including a fan bypass check valve and,
- A single high-pressure water separation loop composed of a condenser
and a water extractor duct.
Each AGU is connected to a Ram Air Inlet (RAI) system and two Ram
air Outlet (RAO) systems. The RAI system is connected to the secondary
heat exchangers and supplies the AGU with:
- Ram air in flight or,
- External air on ground.
The RAI system has:
- A RAI including a door (RAID),
- A RAI channel and,
- 2 flow guidance devices equipped with a spray nozzle.
There is one RAO system connected to each fan inlet plenum. The RAO
systems discharge ram air or external air used as a heat sink overboard.
Each RAO system is composed of a channel with a RAO Door (RAOD).
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
Two FCVs supply one AGU with hot bleed air. The primary section of
each dual heat exchanger (HX) receives hot bleed air from one FCV.
However, in case of one FCV failure and thanks to a connection, both
primary sections can potentially decrease the temperature of the hot bleed
air coming from any FCV. To decrease the temperature, the primary
section uses ram air or drawn external air as a heat sink. Bleed air is then
sent to the compressor of both ACMs. Bleed air pressure and temperature
rise due to compression. Each compressor is equipped with a compressor
outlet check valve to prevent reverse flow in case of single ACM
operation. Bleed air then goes through the secondary section of the dual
heat exchangers. The bleed air temperature drops again thanks to this
second heat exchange process. Bleed air goes to the condenser. The
condenser uses cold bleed air from the first stage turbines to decrease
once again the bleed air temperature, and condense bleed air moisture
into liquid water. A water extractor duct collects and removes liquid
water from the air stream to supply two spray nozzles.
Water extraction prevents ice build-up downstream of the turbines and
allows low turbine outlet temperature.
Bleed air expands in the first stage turbine. As a consequence, bleed air
temperature and pressure drastically drop. This cold bleed air passes
through the condenser and expands a second time in the second stage
turbine. Cold air delivered by the AGU finally flows through an AGU
ChecK Valve (ACKV) towards the mixer unit. The ACKV prevents
reverse flow from the mixer unit when the AGU is not operative.
Air used for the heat exchange process first enters the aircraft through
the Ram Air Inlet.
Air then successively flows through:
- The RAI channel,
- The two flow guidance devices in two equal air streams,
- The two secondary heat exchangers,
- The two primary heat exchangers,
- The two plenum headers,
- The two fan inlet plenums and
AIR CONDITIONING PACKS DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
L1W06161 - L0KT0T0 - LM21D2000PACK01
- The two RAO channels.
For each AGU, air finally leaves the aircraft through the two RAOs.
On ground, the two ACM fans draw external air into the system and
discharge it overboard.
In flight, ram air dynamically flows into the system and bypasses the fans
through fan bypass check valves.
The check valves protect the blades of the fans when the ram airflow
exceeds the air drawing capacity of the fans.
The spray nozzles spray water coming from the water extractor duct into
the flow guidance devices. The water evaporates in the dual heat
exchangers and consequently improves their efficiency by evaporative
cooling.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AIR CONDITIONING PACKS DESCRIPTION (3)
Apr 18, 2006
Page 13
L1W06161 - L0KT0T0 - LM21D2000PACK01
A380 TECHNICAL TRAINING MANUAL
SYSTEM DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AIR CONDITIONING PACKS DESCRIPTION (3)
Apr 18, 2006
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MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AIR CONDITIONING PACKS DESCRIPTION (3)
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A380 TECHNICAL TRAINING MANUAL
AIR CONDITIONING PACKS DESCRIPTION (3)
AGU Components Description
L1W06161 - L0KT0T0 - LM21D2000PACK01
Each AGU is an integrated and compact unit with:
- 2 dual heat exchangers,
- 2 Air Cycle Machines (ACM) and,
- 1 High pressure water separation loop
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AIR CONDITIONING PACKS DESCRIPTION (3)
Apr 18, 2006
Page 16
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A380 TECHNICAL TRAINING MANUAL
AGU COMPONENTS DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AIR CONDITIONING PACKS DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
AIR CONDITIONING PACKS DESCRIPTION (3)
AGU Components Description (continued)
Air Cycle Machines (ACM)
The air cycle machine (ACM) has a 4-wheels design. Each ACM has
two turbine wheels, which operate a compressor wheel and a fan rotor.
All of the 4 wheels are installed on the same shaft. The primary static
parts of the ACM include an integral compressor and a fan housing,
a first stage turbine housing and a second stage turbine housing.
The static structure of the ACM has three major housings. The
fan-compressor housing, the first stage turbine housing and the second
stage turbine housing. The shaft has several segments and a central
tie rod. This titanium tie rod goes through the center of all parts of
the rotative assembly and supplies an axial clamping load. A pair of
journal bearings of the hydrodynamic foil-type supports the rotative
assembly. A pair of opposing bearings of the hydrodynamic foil-type
counteracts axial loads.
Dual Heat Exchangers
Each dual heat exchanger arranges the primary and secondary heat
exchangers into a single component. The heat exchanger core is a
plate and fin design. It is made of aluminum. Each section has a
single-pass cross-flow configuration.
Fan Inlet Plenums
Each fan inlet plenum is multi-piece composite structure that connects
the dual heat exchangers through the plenum headers, the air cycle
machines (ACM) and the ram air outlet channels. Each plenum has a
fan inlet housing, an internal channel, and fan-bypass check-valve.
Condenser
L1W06161 - L0KT0T0 - LM21D2000PACK01
The Condenser has an aluminum counterflow plate and fin design.
The core has a parallelogram cross-section, to let condensed water
drain from the core into the downstream water extractor.
Water Extractor Duct
The water extractor duct is a brazed and welded assembly. The water
extractor duct removes water condensed in the condenser. An air-return
diffuser assembly with a clearance between the extractor's inlet and
outlet sections catches most of the water from the airflow. 2 drain
bosses located at the lowest section of the extractor let this water drain
by gravity and air pressure. The extracted water is then supplied to
the spray nozzles. The dry air from the water extractor goes through
the outlet duct into the air cycle machines.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AIR CONDITIONING PACKS DESCRIPTION (3)
Apr 18, 2006
Page 18
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A380 TECHNICAL TRAINING MANUAL
AGU COMPONENTS DESCRIPTION - AIR CYCLE MACHINES (ACM) ... FAN INLET PLENUMS
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AIR CONDITIONING PACKS DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
AIR CONDITIONING PACKS DESCRIPTION (3)
Flow Guidance Devices
The flow guidance devices are composite structures that connect the dual
heat exchangers to the ram air inlet channel.
Spray Nozzles
The spray nozzles are stainless steel fittings with a through orifice. The
nozzle includes a pintle at the orifice outlet to atomize the water jet exiting
the nozzle. The nozzle is screwed into an aluminum housing. The
assembly is bolted onto the flow guidance device.
AGU Check Valve
L1W06161 - L0KT0T0 - LM21D2000PACK01
The AGU check valve is a single hinged flap configuration enclosed in
its own housing. The single flapper approach is used to minimize the
obstruction of the sub-freezing AGU discharge airflow, thus preventing
the buildup of frost and snow.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AIR CONDITIONING PACKS DESCRIPTION (3)
Apr 18, 2006
Page 20
L1W06161 - L0KT0T0 - LM21D2000PACK01
A380 TECHNICAL TRAINING MANUAL
FLOW GUIDANCE DEVICES ... AGU CHECK VALVE
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AIR CONDITIONING PACKS DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
PACK CONTROL & MONITORING DESCRIPTION (3)
L1W06161 - L0KT0T0 - LM21D3PACKCTL01
System Description
The pack control and monitoring fulfills:
- AGU discharge temperature regulation,
- Ice build-up protection,
- ACM low speed protection,
- Overheat protection,
- Main AGU parameters monitoring.
The modulation of 5 bleed air bypass valves and 3 ram air doors controls
the temperature within each AGU.
The bleed air bypass valves has:
- 2 Turbine Bypass Valves (TBV),
- 2 Temperature Control Valves (TCV),
- 1 Altitude Valve.
The TBVs control the condensing temperature above freezing to prevent
icing in the condenser by bypassing the first stage turbines.
The TCVs control the AGU outlet temperature in conjunction with ram
air modulation by mixing primary heat exchanger outlet air with second
stage turbine discharge air of its associated ACM.
The altitude valve provides increased ventilation flow at altitudes greater
than 29,000 ft by bypassing the water extraction loop and the first stage
turbines.
The Ram Air Inlet and Ram Air Outlet doors modulate the amount of
ram airflow being used for the heat exchange process.
There are 3 actuators, one for each door.
An ACM isolation valve gives the ability to command an ACM OFF in
the event of a system failure or during certain operating conditions (e.g.
APU operation on ground).
Nine sensors monitor the temperature at:
- The primary HX outlet,
- The compressor outlet,
- The secondary HX outlet,
- The condenser inlet,
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
- The AGU outlet and,
- The mixer unit.
A speed sensor monitors the RPM of each ACM for ACM low speed
protection and seizure detection.
PACK CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
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L1W06161 - L0KT0T0 - LM21D3PACKCTL01
A380 TECHNICAL TRAINING MANUAL
SYSTEM DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
SYSTEM DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
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MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
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PACK CONTROL & MONITORING DESCRIPTION (3)
Components Description
position feedback and a position indicator. The valve can be manually
positioned with a wrench.
The components involved in each AGU control and monitoring are:
- 5 bleed air bypass valves,
- 1 ACM isolation valve,
- 9 temperature sensors,
- 2 ACM speed sensors,
- 3 ram air actuators and,
- 1 Full Digital AGU Controller (FDAC).
L1W06161 - L0KT0T0 - LM21D3PACKCTL01
Bleed Air Bypass Valves
The bleed air bypass valves has:
- 2 Turbine Bypass Valves,
- 2 Temperature Control Valves and,
- 1 altitude valve.
The Turbine Bypass Valves and the Temperature Control Valves are
electrically actuated spool valves.
The spool position within the valve body controls the flow of air
through the valve.
The altitude valve is an electrically actuated butterfly valve.
Each valve has a 28DC stepper motor rotary actuator. The motor is
connected to a multi-stage reduction gear train. The actuator has a
Rotary Variable Transformer (RVT) used for position feedback and
a visual indicator showing valve position. The visual indicator of valve
position can be used for manually wrenching and locking the valve
closed.
ACM Isolation Valve
The ACM isolation valve is an electrically actuated diverter valve.
The isolation valve has four ducts and two ports. The valve comprises
a rotary actuator and internal valve gates. The rotary actuator includes
a 28VDC stepper motor, a Rotary Variable Transformer (RVT) for
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
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L1W06161 - L0KT0T0 - LM21D3PACKCTL01
A380 TECHNICAL TRAINING MANUAL
COMPONENTS DESCRIPTION - BLEED AIR BYPASS VALVES & ACM ISOLATION VALVE
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
PACK CONTROL & MONITORING DESCRIPTION (3)
Components Description (continued)
Temperature Sensors
The temperature sensors involved in each AGU control and monitoring
are:
- 1 primary HX outlet temperature sensor (Number 4),
- 2 compressor outlet temperature sensors (Number 5),
- 1 secondary HX outlet temperature sensor (Number 6),
- 2 condenser inlet temperature sensors (Number 7),
- 2 ACM discharge temperature sensors (Number 8) and,
- 1 mixer unit temperature sensor (Number 10).
Temperature sensors (Number 4), (Number 6), (Number 7) and
(Number 10) are sensors with two thermistor elements.
Temperature sensors (Number 5) and (Number 8) are sensors with
one thermistor element.
The temperature sensors send an electrical signal proportional to the
temperature as a feedback to the FDAC.
The temperature sensors have a tubular body with a screw thread for
installation and a pin connector for electrical connection.
L1W06161 - L0KT0T0 - LM21D3PACKCTL01
ACM Speed Sensors
The ACM speed sensor (Number 9) is installed between the
compressor and the fan of the ACM. It has a magnetic tip, which
generates impulses proportional to the speed of the ACM shaft.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 28
L1W06161 - L0KT0T0 - LM21D3PACKCTL01
A380 TECHNICAL TRAINING MANUAL
COMPONENTS DESCRIPTION - TEMPERATURE SENSORS & ACM SPEED SENSORS
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 29
L1W06161 - L0KT0T0 - LM21D3PACKCTL01
A380 TECHNICAL TRAINING MANUAL
COMPONENTS DESCRIPTION - TEMPERATURE SENSORS & ACM SPEED SENSORS
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
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MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
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PACK CONTROL & MONITORING DESCRIPTION (3)
Components Description (continued)
Ram Air Actuators
L1W06161 - L0KT0T0 - LM21D3PACKCTL01
The ram air inlet actuator is a dual motor driven linear electric actuator.
The actuator is mounted to the airframe with its output shaft connected
to the aircraft ram air inlet door linkage. The actuator sets the ram air
inlet door in response to electrical signals from the FDAC.
The ram air inlet actuator has two 270 VDC Brushless motors. A 28
VDC brake engages upon removal of power. A differential actuates
only a single motor. A rotary variable transformer (RVT) is used for
position feedback. With a fixed link on the actuator the aircraft ram
inlet door can be set manually to a nominal position, should the
actuator become inoperative.
The ram air outlet actuators are single motor driven linear electric
actuators. The actuator is mounted to the airframe with its output shaft
connected to the aircraft ram air outlet door linkage. The actuator sets
the ram air outlet door in response to electrical signals from the FDAC.
The actuator has a 270 VDC Brushless motor. A 28 VDC brake
engages upon removal of power. A rotary variable transformer (RVT)
is used for position feedback. A Fixed Link is installed to manually
lock the ram air door in the open (retracted) position.
FDAC
The FDACs are installed in the LH and RH inner wing. The FDAC
is a shock-protected box, which contains two fully redundant digital
channels. Each digital channel contains its own processor, power
supply, I/O compliment and CAN bus interfaces.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 32
L1W06161 - L0KT0T0 - LM21D3PACKCTL01
A380 TECHNICAL TRAINING MANUAL
COMPONENTS DESCRIPTION - RAM AIR ACTUATORS & FDAC
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
PACK CONTROL & MONITORING DESCRIPTION (3)
L1W06161 - L0KT0T0 - LM21D3PACKCTL01
Interfaces Description
The TCS application hosted in the 4 CPIOM-Bs determines the lowest
duct temperature demand of all zones:
- Cockpit,
- UD and MD Cabin Zones,
- Crew rest areas,
- Cargo compartments and,
- Cabin services areas.
The TCS transmits this value to the AGS application hosted in the 4
CPIOM-Bs to be used by the FDACs as the mixer unit temperature
demand.
The FDACs compares the mixer unit temperature demand to the actual
mixer unit temperature sensed by mixer unit temperature sensors (Number
10) to control:
- The Ram Air Door Actuators,
- The TCVs and,
- The TBVs (when needed for mixer unit temperature control)
During ground operation, the FDACs control the actuators and valves in
a scheduled manner (depending on air data).
The TBVs normally regulate the condenser inlet temperature at or above
2.2 deg C (36 deg F) at the condenser inlet temperature sensor location
(Number 7). Maintaining the temperature at this level prevents icing in
the condenser and assures sufficient water removal capacity.
The TBVs are needed for control of the mixer unit temperature only when
the TCVs have been controlled to their wide open position and the mixer
unit temperature remains below its target temperature.
The Ram doors fulfill the closed loop control of the compressor
temperature (Number 5), although they can be used to control the mixer
unit temperature once the TCVs and TBVs have run out of authority.
The FDAC controls the TCVs and TBVs in a way to:
- Minimize ram air usage,
- Minimize airplane drag,
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
- Maintain the required ventilation flow,
- Control and limit compressor outlet temperature and,
- Maintain sufficient ACM fan surge margins.
The AGS transmits data to the FWS for the alert computation need. The
FWS transmits the actual FWS Flight Phase to the AGS for the AGS
BITE.
The AGS transmits the following data to the OMS:
- Fault messages from the BITE to the CMS for failure isolation, failure
memorization and reports generation,
- Its configuration to the DLCS for configuration monitoring and
management,
- System parameters to the ACMS for real time monitoring and reports
generation.
The CMS can launch AGS interactive tests from the maintenance
terminals.
The DLCS loads the AGS application and AGS pin-programming
configuration, in the CPIOM-Bs.
The AGS sends AGU parameters to the CDS for ECAM display to
generate the BLEED page.
PACK CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 34
L1W06161 - L0KT0T0 - LM21D3PACKCTL01
A380 TECHNICAL TRAINING MANUAL
INTERFACES DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
PACK CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 35
A380 TECHNICAL TRAINING MANUAL
GROUND & EMERGENCY AIR SUPPLY DESCRIPTION (3)
L1W06161 - L0KT0T0 - LM21D4GNDEMER01
System Description
An Emergency Ram Air Inlet (ERAI) system is used in case of failure
of both AGUs for ventilation purposes. During normal operation the
ERAI is not used.
An adjacent Low Pressure Ground Connector (LPGC) system is used on
ground to connect ground carts for ground ventilation of the A/C. While
receiving LP air, it is not necessary to operate the AGUs.
The ERAI and LPGC Systems are grouped together into two symmetrical
sub-systems positioned left and right of the A/C centerline.
Each sub-system connected to the mixer unit includes:
- 1 ERAI scoop,
- 1 ERAI actuator,
- 1 ERAI box flapper,
- 2 LPGCs (one inboard and one outboard LPGC),
- 1 skin check valve and,
- 1 LPGC check valve.
The actuator extends and retracts the ERAI scoop.
The flapper, integrated into the ERAI Box is installed to prevent outflow
of ram air through the inboard LPGC during flight when using the ERAI
scoop. The LPGC check valve prevents reverse airflow out of the outboard
LPGC in case of use of the ERAI scoop.
The skin check valve prevents reverse airflow out of the pressurized
fuselage through the inboard LPGC and the ERAI scoop.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
GROUND & EMERGENCY AIR SUPPLY DESCRIPTION (3)
Apr 18, 2006
Page 36
L1W06161 - L0KT0T0 - LM21D4GNDEMER01
A380 TECHNICAL TRAINING MANUAL
SYSTEM DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
GROUND & EMERGENCY AIR SUPPLY DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
GROUND & EMERGENCY AIR SUPPLY DESCRIPTION (3)
Ventilation Control Module (VCM) FWD
Components Description
The components involved in the ground and emergency air supply are:
- 2 Emergency Ram Air Inlet (ERAI) actuators,
- 4 LP Ground Connectors (LPGC),
- 2 skin check valves,
- 2 LPGC check valves and,
- 1 Ventilation Control Module (VCM) FWD.
The VCM FWD is installed in the RH triangle of the FWD cargo,
closed to the FWD cargo door. The VCM FWD has:
- A dual lane CPU,
- 2 CAN bus controllers per lane and,
- An I/O capability easily extendable for options.
Emergency Ram Air Inlet (ERAI) Actuators
L1W06161 - L0KT0T0 - LM21D4GNDEMER01
The emergency ram-air-inlet actuators are electromechanical actuators
and have:
- A 28VDC motor with a brake that stops the motor if there is no
power,
- A gear housing,
- A ball screw to give linear movement,
- Two limit switches, which are installed at each end of travel.
One limit switch sends a signal to stop the power supply to the
actuator. The other limit switch sends a position signal to the
ventilation control module (VCM FWD).
Skin Check Valves
The skin check valve is installed within the lower skin of the A/C
fuselage, between the ERAI and the mixer unit.
The skin check valve is a flapper type non-return valve. The valve
has a valve frame, four flappers, shafts, and springs for each flapper.
LPGC Check Valves
The LPGC check valve is installed within the unpressurized belly
fairing in the outboard LPGC supply duct, close to the connector.
The LPGC check valve is a flapper type non-return valve. The valve
has a valve frame, two flappers, a shaft, and a spring.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
GROUND & EMERGENCY AIR SUPPLY DESCRIPTION (3)
Apr 18, 2006
Page 38
L1W06161 - L0KT0T0 - LM21D4GNDEMER01
A380 TECHNICAL TRAINING MANUAL
COMPONENTS DESCRIPTION - EMERGENCY RAM AIR INLET (ERAI) ACTUATORS ... VENTILATION CONTROL MODULE (VCM)
FWD
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
GROUND & EMERGENCY AIR SUPPLY DESCRIPTION (3)
Apr 18, 2006
Page 39
A380 TECHNICAL TRAINING MANUAL
GROUND & EMERGENCY AIR SUPPLY DESCRIPTION (3)
The VCS sends ERAI parameters to the CDS for ECAM display to
generate the BLEED and COND pages.
L1W06161 - L0KT0T0 - LM21D4GNDEMER01
Interfaces Description
The VCS application through the VCM FWD automatically opens the
ERAIs if both AGUs are off and provided that the open signal is enabled
(pdyn p) by the CPCS application. The enable signal sent from CPCS
is transmitted via AFDX to the VCS application.
The RAM AIR P/B can be used to open or close the ERAIs independently
from the enable signal. In that case, the manual control has the priority
and the manual opening must be done below 10,000 ft to prevent
passenger discomfort
The ram air Pressure must overcome the cabin differential pressure plus
the Skin Check Valve Cracking Pressure to let the ram air entering the
system. Consequently, the cabin differential pressure must be decreased
to a minimum value as soon as the ERAIs are detected fully open.
For that reason, the ERAI position, i.e. fully closed/fully open (FC/FO)
is fed back to the CPCS Applications via AFDX. Based on the position
feedback the CPCS will control the position of the OFVs accordingly.
When the Ditching P/B is pressed in, the ERAIs will either be closed or
the opening will be electronically locked.
The VCS transmits data to the FWS for the alert computation need. The
FWS transmits the actual FWS Flight Phase to the VCS for the VCS
BITE.
The VCS transmits the following data to the OMS:
- Fault messages from the BITE to the CMS for failure isolation, failure
memorization and reports generation,
- Its configuration to the DLCS for configuration monitoring and
management,
- System parameters to the ACMS for real time monitoring and reports
generation.
The CMS can launch VCS interactive tests from the maintenance
terminals.
The DLCS loads the VCS application and VCS pin-programming
configuration, in the CPIOM-Bs.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
GROUND & EMERGENCY AIR SUPPLY DESCRIPTION (3)
Apr 18, 2006
Page 40
L1W06161 - L0KT0T0 - LM21D4GNDEMER01
A380 TECHNICAL TRAINING MANUAL
INTERFACES DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
GROUND & EMERGENCY AIR SUPPLY DESCRIPTION (3)
Apr 18, 2006
Page 41
A380 TECHNICAL TRAINING MANUAL
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
System Description
The trim air system uses hot air tapped downstream from FCV 2 and
FCV3.
However, FCV1 and FCV4 can supply the trim air system with hot air,
thanks to the AGU internal design.
The trim air system has two Trim Air Pressure Regulating Valves
(TAPRV) used for the:
- Trim air pressure regulation,
- Trim air supply shut-off.
Each TAPRV operates with a trim air pressure sensor (pressure feedback).
Both TAPRVs are connected to a trim air manifold with four quadrants.
The 4 quadrants architecture minimizes the impact of a single component
failure, local overheat or trim air leak on system performance and
passenger comfort.
A quadrant is a trim air manifold section set between a Trim Air Check
Valve (TACKV) and a Trim Air Shut-Off Valve (TASOV).
4 TACKVs participate in the quadrants isolation, but also separate the
pressurized fuselage from the un-pressurized AGU bays.
The 2 TASOVs remain in the closed position during normal operation
and consequently split the trim air manifold into LH side quadrants and
RH side quadrants. TAPRV1 supplies the LH side quadrants, whereas
TAPRV2 supplies the RH side quadrants.
The A380-800 has 16 various cockpit/cabin temperature zones (17 for
the A380-900).
The temperature regulation of each zone needs:
- One Trim Air Valve (TAV),
- One duct temperature sensor and,
- One zone temperature sensor.
Each TAV is connected to one specific quadrant. The TAV adds trim air
to its dedicated supply duct.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 42
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
A380 TECHNICAL TRAINING MANUAL
SYSTEM DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 43
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
A380 TECHNICAL TRAINING MANUAL
SYSTEM DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
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MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
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A380 TECHNICAL TRAINING MANUAL
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Trim Air Pressure Sensors
Components Description
The components involved in the cockpit and cabin temperature control
are:
- 2 TAPRVs,
- 2 Trim air pressure sensors,
- 2 TACKVs,
- 1 TAV per cockpit and cabin zone,
- 2 TASOVs,
- 1 TADD,
- 1 duct temperature sensor per cockpit and cabin zone,
- 1 zone temperature sensor per cockpit and cabin zone.
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
Trim Air Pressure Regulating Valves (TAPRV)
The Trim Air Pressure Regulating Valve (TAPRV) is a pneumatically
actuated butterfly type valve. A torque motor servo valve controls the
position of the butterfly. The valve regulates the trim air supply
pressure above the cabin pressure.
The valve has a wrench and lock plug. The valve has a visual indicator
to show the valve position.
The pneumatic actuator is spring-loaded closed when there is no bleed
air.
The energized torque motor permits the valve opening and control
according to the downstream pressure sensing (pressure sensor). The
TAPRV does not send any electrical position feedback to the TADD.
The TAPRV is installed in the wing root area near the Air Generation
Unit. The visual position indicator can be used to turn the valve
manually. The valve can be deactivated in the closed position with
the lock plug. The valve closes when no bleed air flows through it or
when there is no signal from the TADD.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
The Trim Air Pressure Sensor is an absolute pressure transducer that
sends a discrete analog output signal to the TADD.
It is installed in the wing root near the Trim Air Pressure Regulating
Valve (TAPRV) and the Trim Air Check Valves (TACKVs) where
the trim air supply duct divides.
Trim Air ChecK Valves (TACKV)
The Trim Air Check Valve (TACKV) is a dual flapper, flange-mounted
type valve. It has two flaps that are attached to a hinge bar. The flaps
open only in the forward flow direction. A spring holds them in the
closed position.
The TACKV prevents airflow in the opposite direction to the bleed
air system and is installed in the lower and upper hot trim air manifolds
closed to the TAPRV.
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 46
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
A380 TECHNICAL TRAINING MANUAL
COMPONENTS DESCRIPTION - TRIM AIR PRESSURE REGULATING VALVES (TAPRV) ... TRIM AIR CHECK VALVES (TACKV)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Components Description (continued)
Trim Air Valves (TAV)
The Trim Air Valve (TAV) is an electrically actuated butterfly type
valve. The actuator has a DC stepper motor that is connected to a gear
reduction system. The actuator has mechanical stops to keep angular
rotation in specified limits. The actuator has an open valve position
switch.
The TAV actuator controls the position of the butterfly. The valve
has a manual wrench and a position indicator. The TAVs are installed
on the trim air manifold near the mixer unit. If there is a malfunction
or signal loss, the valve stays in its last position.
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
Trim Air Shut-Off Valves (TASOV)
The Trim Air Shut Off Valve (TASOV) is a butterfly type valve with
a DC motor. The actuator has micro-switches that show when the
valve is fully open or fully closed.
The valve can isolate one quadrant of the trim air system or connect
them. It is usually closed.
The TASOV is installed in the lower and upper hot trim air manifolds.
If there is a malfunction, the valve stays in its last position. It is
possible to operate the valve manually with a manual override handle.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 48
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
A380 TECHNICAL TRAINING MANUAL
COMPONENTS DESCRIPTION - TRIM AIR VALVES (TAV) & TRIM AIR SHUT-OFF VALVES (TASOV)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
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A380 TECHNICAL TRAINING MANUAL
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Components Description (continued)
Trim Air Drive Device (TADD)
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
The Trim Air Drive Device (TADD) is an electronic controller with
two redundant digital channels. Each digital control channel has its
own processor, power supply, input/output drivers and CAN-bus
interfaces.
Both TADD channels communicate with the CPIOM-B.
The TADD has:
- Discrete output interfaces for the TAV stepper motor drives,
- Analog output interfaces for the TAPRV torque motor drive,
- Discrete output interfaces for TASOV DC motor drive.
The TADD is installed at the rear part of the LH forward cargo
triangle.
If one output driver has a failure, the redundant channel makes sure
that the system continues to operate.
The TADD has BITE function.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 50
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
A380 TECHNICAL TRAINING MANUAL
COMPONENTS DESCRIPTION - TRIM AIR DRIVE DEVICE (TADD)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Components Description (continued)
Duct Temperature Sensors
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
All duct temperature sensors are double element sensors with a
thermistor.
The sensor monitors the temperature of the air that flows from the
mixer unit into the air supply duct.
The sensor sends an analog signal to the TADD.
The duct sensors are installed on the distribution ducts set up:
- At the back of the FWD cargo compartment,
- At the front of the T-shape area,
- In the main deck cabin.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 52
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
A380 TECHNICAL TRAINING MANUAL
COMPONENTS DESCRIPTION - DUCT TEMPERATURE SENSORS
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Components Description (continued)
Zone Temperature Sensors
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
All zone temperature sensors are double element sensors with a
thermistor. One sensor is installed in each temperature zone of the
cabin and in the cockpit. The cabin temperature sensors are installed
on the RH side of the MD and UD cabin zones.
The cockpit temperature sensor is installed above the fourth occupant
station. The sensor monitors the temperature in the cabin / cockpit.
Depending on the sensor, an analog signal is sent either to the TADD
or to the Cabin Data Intercommunication System (CIDS).
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
Page 54
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
A380 TECHNICAL TRAINING MANUAL
COMPONENTS DESCRIPTION - ZONE TEMPERATURE SENSORS
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
Interfaces Description
The TADD controls the 2 TAPRVs. The TADD hosts the control laws
for the pressure control loop.
The TADD uses the pressure signals of the trim air pressure sensors as
the feedback of the actual trim air duct pressures.
In case of duct overheat detection, the TADD uses "a Pressure Biasing
Logic" to trim down the associated TAPRV to reduce the regulated
pressure and consequently try to stop the overheat condition. Each TADD
channel is capable of controlling both TAPRVs.
The TADD also receives discrete signals from the HOT AIR pushbutton
switches when manual shut-off of the TAPRVs is required.
There are 2 HOT AIR pushbutton switches on the AIR panel. HOT AIR
1 P/BSW controls TAPRV1 and HOT AIR 2 P/BSW controls TAPRV2.
The TCS application can also ask the TADD to automatically close one
or both TAPRVs in case of leak detection.
The TADD controls the 2 TASOVs and monitors their position. The
TADD hosts the trim air manifold quadrant isolation logic.
The TASOVs are normally closed. The TADD uses the isolation logic
to:
- Open one TASOV (e.g. single duct overheat, failed opened TAV),
- Open both TASOVs (e.g. one failed closed TAPRV),
The TCS application can ask the TADD to automatically close or keep
closed one or both TASOVs in case of leak detection.
The TADD controls the TAVs and monitors their position (step counting
principle). The TADD hosts the control laws for the duct temperature
control loop. The TADD receives duct temperature demands from the
TCS application hosted in the CPIOM-Bs and uses these demands as
commands to control the duct temperatures to the requested values. The
TADD receives duct temperatures as feedback.
The TADD receives the AGU running status from both FDACs. An AGU
shutdown leads to the pneumatic closure of the associated TAPRV. The
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
TADD shares system status data like the current position of valves with
the TCS application.
Two reset switches installed on the RESET panel 1231 VM can be used
to reset the system controllers.
The TCS 1 reset switch sends a reset discrete signal to:
- The TADD channel 1,
- The TCS application hosted in the CPIOM-B1 and B3.
The TCS 2 reset switch sends a reset discrete signal to:
- The TADD channel 2,
- The TCS application hosted in the CPIOM-B2 and B4.
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
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ADCN Interfaces Description
During the system operation, target temperatures can be selected for all
16 (17 for the A380-900) cockpit/cabin zones from the AIR panel installed
in the cockpit or/and from the FAPs installed in the cabin.
The CKPT temperature selector sends a cockpit target temperature to the
TCS application.
The CABIN temperature selector sends either a single cabin target
temperature to the TCS application or gives full control to the FAPs if
the PURS SEL position is selected. In that case, the cabin crew can adjust
a full range target temperature for each of the 15 (16) cabin zones.
The various cabin target temperatures are transmitted to the TCS
application via the CIDS directors.
The TCS application receives the actual temperature of each zone of the
aircraft.
The zone temperature sensors for the cockpit, MD2, MD5, UD2, UD6
directly transmit the sensed actual temperatures to the TCS application.
The zone temperature sensors for the other zones transmit the sensed
actual temperatures to the CIDS directors via DEU-Bs.
Both TCS and CIDS then share all actual cabin temperatures data.
The CIDS uses these actual cabin temperatures for display of the cabin
temperature pages on the upper and main deck FAPs.
The TCS transmits all actual temperatures to the CDS for display on the
ECAM COND page.
The TCS also compares all actual temperatures to the target temperatures
for the calculation of the duct temperature demands.
These duct temperature demands are transmitted to the TADD via
CAN-bus for the control of the TAVs.
The lowest of all duct temperature demands is not transmitted to the
TADD, but to the AGS application on CPIOM B. The FDAC controls
the Mixer Unit temperature so that the lowest temperature zone heating
demand determines the operating temperature of the Mixer Unit.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
The TCS interfaces with the VCS for the temperature control of the
various cargo compartments.
The VCS application interfaces with the TCS application about the CAX
fans status. The zone temperature sensors need cabin air extraction to
accurately sense the temperatures.
The TCS application receives:
- Air Data Reference information from the ADIRUs, and
- The cabin pressure from the CPCS application for the TAPRVs control.
The Overheat Detection System (OHDS) application hosted in the
CPIOM-As sends commands to close respective TAPRVs or TASOVs
once it detects any ambient overheating in the vicinity of the trim air
ducts which could result from duct leak or duct rupture. The TCS
application asks the TADD to close the related valves. The OHDS
application receives the position feedback of the valves to check that the
leak is isolated. If the leak is not isolated because of a TCS system failure,
the OHDS application transmits new commands to other systems to
isolate the leak.
Each HOT AIR pushbutton switch also sends its status to the TCS
application for redundancy and to the FWS for warning management.
The TCS application sends hot air fault detection signals to the ICP for
fault caption activation.
The TCS transmits data to the FWS for the alert computation need. The
FWS transmits the actual FWS Flight Phase to the TCS for the TCS
BITE.
The TCS transmits the following data to the OMS:
- Fault messages from the BITE to the CMS for failure isolation, failure
memorization and reports generation,
- Its configuration to the DLCS for configuration monitoring and
management,
- System parameters to the ACMS for real time monitoring and reports
generation.
The CMS can launch TCS interactive tests from the maintenance
terminals.
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L1W06161 - L0KT0T0 - LM21D5TEMPCTL01
The DLCS loads the TCS application and AGS pin-programming
configuration, in the CPIOM-Bs.
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LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
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LEVEL III - ATA 21 Air Conditioning
TEMPERATURE CONTROL & MONITORING DESCRIPTION (3)
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L1W06161 - L0KT0T0 - LM21D6RECIRCU01
HP Recirculation System Description
The HP recirculation system is used for redistribution of the main deck
air into the cabin air distribution and ventilation system. The air from the
main deck is drawn into the lower deck through the DADO panels
installed outboard of the passenger seats, between the sidewall lining and
the aircraft floor.
Air is filtered by eight (plus two optional) HP High Efficiency Particulate
Absorber (HEPA) recirculation filters. Four (plus two optional) filters
are installed in the rear part of the forward cargo compartment triangles.
Four filters are installed at the front of the T-shape area. Each filter
cartridge is installed in a filter housing.
Four HP High-Pressure recirculation fans, equipped with an integrated
check valve, draw the air through the filters. The fans blow the air into
the mixer unit through two spiral housings and two inlet bends.
The spiral housings supply a co-annular flow of recirculated MD cabin
air and fresh air from the Air Generation Units (AGU). The spiral
housings make the warm recirculated air wrap the fresh air around. The
inlet bends make the warm recirculated air tangentially flow into the
mixer unit and make a thin layer of warm air close to the mixer unit
surface in order to prevent ice build-up at critical areas.
Mixed air leaves the mixer unit through tapping ducts to:
- The cockpit,
- The 15(16) cabin zones,
- The optional Lower Deck Crew Rest compartment.
The mixer unit has 8 tapping ducts on the top and 5 tapping ducts on each
side. A tapping duct installed at the bottom of the mixer unit supplies
mixed air to:
- The back-up system of the avionics equipment ventilation,
- The back-up system of the optional In-Flight Entertainment Center
(IFEC) ventilation,
- The ventilation system of the optional Flight Crew Rest Compartment
(FCRC),
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
- The optional temperature control system of the forward cargo
compartment.
The mixer unit also has two bottom connections to the combined LP
ground air supply and emergency ram air inlet system.
A Mixer Overpressure Relief Valve (MORV) protects the mixer unit
against overpressure.
Four pressure sensors measure the average air pressure at key locations
of the mixer unit. The sensors are used for the mixer unit pressure control
through the HP recirculation fan speed command.
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HP RECIRCULATION SYSTEM DESCRIPTION
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LEVEL III - ATA 21 Air Conditioning
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LP Recirculation System Description
L1W06161 - L0KT0T0 - LM21D6RECIRCU01
The LP recirculation system is used for redistribution of the upper deck
air into the riser ducts for upper and main deck supply.
Consequently, the amount of airflow from the mixer unit to the cabin
areas is decreased.
Oval ducts running along the sidewall linings at the UD floor level, collect
the UD air to ensure a homogeneous air extraction along the cabin.
Air is discharged in nine (plus four optional) LP filter-housings and
filtered in each housing by a LP High Efficiency Particulate Absorber
(HEPA) recirculation filter.
Nine (plus one optional) Low-Pressure recirculation fans, has an integrated
check valve, draw the air through the filters. The fans blow the air into
two LP recirculation manifolds.
The LP recirculation manifolds are installed on each side of the fuselage
between the upper deck and main deck. Three pairs of cross-links connect
the two manifolds to each other for flow balancing.
Junction ducts connect the manifolds to the riser ducts. Each junction
duct is has an adjustable flow restrictor for recirculation flow calibration.
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LP RECIRCULATION SYSTEM DESCRIPTION
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Cockpit Air Distribution Description
The cockpit air-distribution has 3 functions:
- It supplies air to the cockpit and keeps it at a temperature that gives a
good level of comfort to the crew during flight,
- It prevents smoke and odors from other compartments from entering
the cockpit,
- It helps to defog the windshield.
The cockpit air-distribution system supplies the cockpit with conditioned
air from the mixer unit through various fixed and adjustable air outlets.
These outlets are located on both cockpit sides.
Four individual air outlets are adjustable in flow and direction to blow
the air directly to the face of the crew.
There are four discharge valves installed in the console to adjust the flow
of air to the related air outlets:
- Two discharge valves are used as feet air diffusers (one for the CAPT
side and one for the F/O side),
- Two discharge valves are used as windshield air-outlet (one for the
CAPT side and one for the F/O side).
A manual selector mechanically controls each discharge valve. When
the discharge valve is in the closed position, all the air goes to the related
outlet. When the discharge valve is moved to the open position, some of
the air goes to the cold area of the console to reduce the flow of air from
the related outlet.
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LEVEL III - ATA 21 Air Conditioning
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COCKPIT AIR DISTRIBUTION DESCRIPTION
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Cabin Air Distribution Description
The cabin has a general air distribution. An optional individual air
distribution can be installed in both decks.
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General Cabin Air Distribution
From the mixer unit, air flows to the cabin zones through ducts of
different diameters. Large diameter supply ducts are installed
longitudinally under the MD cabin floor. Each supply duct has:
- An ice grid,
- A quick accessible single-hole restrictor for flow calibration,
- A pressure port.
Smaller diameter riser ducts with integrated sound absorbers are
connected to the main ducts. The riser ducts lead the air to the main
deck and upper deck.
Area supply ducts distribute the air to the various cabin air outlets.
The air outlets are fully integrated into the cabin lining. Two types of
air outlet for each side create two counter-rotating advection flows in
the whole main deck cabin zone. Ceiling air outlets are installed on
top of the lateral overhead storage compartment. The lateral air outlets
are located between the sidewall panel and the lateral overhead storage
compartment. The same concept is used on the upper deck for a
fixed-bins configuration.
Split-type center air outlets installed in the UD ceiling panels are used
for a pivoted-bins configuration. This arrangement results in four
counter-rotating advection flows in the upper deck cabin.
All air outlet supply ducts have multi-hole restrictors.
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LEVEL III - ATA 21 Air Conditioning
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CABIN AIR DISTRIBUTION DESCRIPTION - GENERAL CABIN AIR DISTRIBUTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
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Cabin Air Distribution Description (continued)
Individual Cabin Air Distribution (Option)
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The individual air distribution system is connected to the LP
recirculation manifolds. It supplies individual air to each passenger
seat. The ducting supplies the Personal Service Units (PSUs). The
individual air distribution system has high-pressure individual
air-outlets. The passenger can use the individual air outlet to manually
adjust the quantity and direction of the air.
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CABIN AIR DISTRIBUTION DESCRIPTION - INDIVIDUAL CABIN AIR DISTRIBUTION (OPTION)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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HP Recirculation Filters and Filter Housings
Components Description
The HP and LP recirculation systems are composed of:
- Four HP recirculation fans,
- Eight (+ two optional) HP recirculation filters and filter housings,
- One Mixer Overpressure Relief Valve (MORV),
- Four mixer unit pressure sensors,
- Nine (+ one optional) LP recirculation fans,
- Nine (+ four optional) LP recirculation filters and filter housings, and
- Two Ventilation Control Modules (VCM).
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HP Recirculation Fans
All HP recirculation fans are identical and installed in the lower deck,
near the mixer unit. Each fan has a three-phase 115VAC induction
motor and is mounted on four shock absorbers. An integrated
check-valve prevents reverse flow through an inoperative fan.
A control board and loadable software make sure that the fan is
controlled and monitored according to either external order or internal
regulation. The fan has:
- Thermal switches,
- An integrated flow sensor,
- An integrated pressure sensor.
These integrated devices:
- Protect the electrical powered devices from overheat,
- Measure the airflow downstream of the fan for speed control, stall
detection and filter clogging detection,
- Measure the inlet pressure for filter clogging detection.
The electronic components are directly fixed on the fan casing and
protected by a cap. Ribs installed in the air stream fulfill the electronics
cooling.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
The HP recirculation filters are elements of the High Efficiency
Particulate Absorber (HEPA) type. The filters filter dust and micro
particles from the MD cabin recirculated air. Each filter cartridge is
made of multi-layer glass-fiber. The filter is installed in a perforated
carbon fiber housing. All HP recirculation filters are identical,
serviceable and consumable.
The HP recirculation filter housings are installed in the recirculation
duct upstream of the recirculation fan in the aft section of the forward
cargo triangles. The housing covers and protects the filter. It has a
quick release fastener to lock the filter. The filter is installed inside
the housing and held in position with flanges.
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COMPONENTS DESCRIPTION - HP RECIRCULATION FANS & HP RECIRCULATION FILTERS AND FILTER HOUSINGS
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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Components Description (continued)
Mixer Overpressure Relief Valve (MORV)
The MORV is a circular mechanical valve. 3 springs hold the valve
flap in closed position on 3 spring rods. The flap opens and releases
mixer unit air into the forward cargo bilge in case of overpressure.
Both VCMs monitor the valve position. The MORV is installed at the
overpressure outlet port on the lower part of the mixer unit.
Mixer Unit Pressure Sensors
L1W06161 - L0KT0T0 - LM21D6RECIRCU01
The mixer unit pressure sensors are of the absolute pressure transducer
type. The pressure sensors are installed at the mixer unit housing.
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LEVEL III - ATA 21 Air Conditioning
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COMPONENTS DESCRIPTION - MIXER OVERPRESSURE RELIEF VALVE (MORV) & MIXER UNIT PRESSURE SENSORS
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of the recirculation fan. The housing has a cover for filter
removal/installation.
Components Description (continued)
L1W06161 - L0KT0T0 - LM21D6RECIRCU01
LP Recirculation Fans
All LP recirculation fans are identical and installed on the upper deck,
behind the side stowage compartments. Each fan has a three-phase
115VAC induction motor and is mounted on four shock absorbers.
An integrated check-valve prevents reverse flow from the LP
recirculation manifolds through the inoperative fan.
A control board and loadable software make sure that the fan is
controlled and monitored according to either external order or internal
regulation. The fan has:
- Thermal switches,
- An integrated flow sensor,
- An integrated pressure sensor.
These integrated devices:
- Protect the electrical powered devices from overheat,
- Measure the airflow downstream of the fan for speed control, stall
detection and filter clogging detection,
- Measure the inlet pressure for filter clogging detection.
The electronic components are directly fixed on the fan casing and
protected by a cap. Ribs installed in the air stream fulfill the electronics
cooling.
LP Recirculation Filters and Filter Housings
The LP recirculation filters are elements of the High Efficiency
Particulate Absorber (HEPA) type. The filters filter dust and micro
particles from the UD cabin recirculated air. Each filter cartridge is
made of multi-layer glass-fiber. The filter is installed in a filter housing
and accessible via a cover. All LP recirculation filters are identical,
serviceable and consumable.
The LP recirculation filter housings are installed on the upper deck
sidewall stowages. The housing makes the interface between the oval
ducts (UD cabin air collection) and the LP recirculation duct upstream
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LEVEL III - ATA 21 Air Conditioning
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COMPONENTS DESCRIPTION - LP RECIRCULATION FANS & LP RECIRCULATION FILTERS AND FILTER HOUSINGS
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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Components Description (continued)
Ventilation Control Modules (VCM)
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The Ventilation Control Modules (VCMs) are dual channel computer
based controllers. The VCMs are installed in the lower deck near:
- The FWD cargo door for the VCM FWD and,
- The AFT cargo door for the VCM AFT.
Each VCM is powered by 28 VDC. The VCM has:
- 2 CAN bus controllers per channel,
- An I/O capability easily extendable for options, and
- BITE functions.
The VCM software reconfiguration is possible by software uploading
from the A/C via CAN bus.
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COMPONENTS DESCRIPTION - VENTILATION CONTROL MODULES (VCM)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
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Interfaces Description
The VCS application hosted in the 4 CPIOM-Bs is the functional software
to control both HP and LP recirculation systems. The VCS application
communicate with the 2 Ventilation Control Modules (VCMs) via CAN
bus.
The CPIOM-Bs are directly connected to the recirculation fans via
CAN-bus. Consequently, the VCS application directly operates the fans.
The VCS-application uses an air management function to:
- Calculate a global recirculation airflow demand,
- Send a speed demand to each fan.
The recirculation airflow demand is linked to the fresh airflow demand
in order to keep the total airflow constant. The calculation of both fresh
and recirculation airflow demands is directly correlated and depends on:
- The AIRFLOW selection on the AIR panel,
- The passenger load,
- The cabin layout,
- The status of the AGUs,
- The status of the recirculation fans,
- The crew rest compartment installation in the lower deck (optional),
- The temperature control system installation in the cargo compartments
(optional),
- The status of the engine bleed air supply, and
- The status of the APU bleed air supply.
The fans operate in speed-controlled mode according to the speed demand.
Each fan sends its actual speed feedback signal back to the VCS
application, as well as other data for:
- Filter clogging trend monitoring,
- Fan condition monitoring (stall and overheat).
The VCMs directly monitor the position of the MORV and the mixer
unit differential pressure. This differential pressure between the mixer
unit and the cabin is controlled by speed control of HP recirculation fans.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
When the fan control via CAN bus is not possible, the VCM takes control
and operates the recirculation fans with a default speed. The VCM FWD
controls all LH recirculation fans and the VCM AFT controls all RH
recirculation.
The OVERHEAT COND FANS RESET pushbutton receives a discrete
signal to light on the FAULT light when at least one fan overheat
condition occurs.
The manual selection of the DITCHING P/BSW installed on the CABIN
PRESS panel, and the CAB FANS P/BSW installed on the VENT panel
leads to the shut-off of all recirculation fans.
Two reset switches installed on the RESET panels 1231 VM and 1222VM
can be used to reset the system controllers.
The VCS 1 reset switch sends a reset discrete signal to:
- The channel 1 of the VCM FWD and VCM AFT,
- The VCS application hosted in the CPIOM-B1 and B2.
The VCS 2 reset switch sends a reset discrete signal to:
- The channel 2 of the VCM FWD and VCM AFT,
- The VCS application hosted in the CPIOM-B3 and B4.
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INTERFACES DESCRIPTION
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LEVEL III - ATA 21 Air Conditioning
FRESH/RECIRCULATED AIR DISTR, CTL & MON DESC. (3)
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ADCN Interfaces Description
The VCS application interfaces with the ELMS application hosted in two
CPIOM-Es for electrical load shedding management of the fans.
The VCS application sends air management data to the CPCS application
for the pressurization control.
The VCS application sends HP fans status to the AGS application for
fresh airflow (AGU flow) demand calculation. The VCS application
receives, the fresh airflow demand and the AGU status from the AGS
application, for the recirculation airflow demand calculation.
The CAB FANS pushbutton switch and the DITCHING pushbutton
switch also send their status to the VCS application for redundancy.
If manually selected, the OVERHEAT COND FANS RESET pushbutton
sends through the ADCN, a reset signal to the VCS application (all fans
are reset).
The VCS transmits some HP recirculation system data to the CDS for
degraded system display on the ECAM COND page.
Nothing is displayed during normal operation.
The VCS transmits data to the FWS for the alert computation need. The
FWS transmits the actual FWS Flight Phase to the VCS for the VCS
BITE.
The VCS transmits the following data to the OMS:
- Fault messages from the BITE to the CMS for failure isolation, failure
memorization and reports generation,
- Its configuration to the DLCS for configuration monitoring and
management,
- System parameters to the ACMS for real time monitoring and reports
generation.
The CMS can launch VCS interactive tests from the maintenance
terminals.
The DLCS loads the VCS application and VCS pin-programming
configuration, in the CPIOM-Bs.
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LEVEL III - ATA 21 Air Conditioning
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ADCN INTERFACES DESCRIPTION
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CAX System Description
The Compartment Air Extraction (CAX) system:
o Remove odors and heat from the galleys and ventilate these areas,
o Remove odors from the lavatories and ventilate these areas,
o Ventilate and cool the eight Secondary-Power Distribution Boxes
(SPDB) installed in the main deck cabin,
o Avoid smoke movement between main deck and upper deck through
the FWD and AFT Stair cases,
o Ventilate and cool the electronic equipment installed in the rear avionics
bay,
o Provide constant airflow around the cabin temperature sensors for
accurate sensing.
The Compartment Air Extraction system (CAX) has two identical
sub-systems installed in the FWD and AFT bilge area. Each sub-system
extracts the air either by a CAX fan or by cabin differential pressure
through a CAX isolation valve.
The CAX fan operates:
o On ground as soon as the aircraft is electrically energized,
o In flight when the cabin differential pressure is not sufficient.
The CAX fan blows the extracted air near the Outflow Valves for final
discharge overboard.
The CAX isolation valve opens in flight when the cabin differential
pressure is sufficient. In that case, extracted air is directly discharged
overboard through a convergent nozzle installed on the aircraft skin.
The two sub-systems draw the air from the equipments and areas
successively through:
o Filter elements,
o Flexible branch ducts,
o Extraction ducts,
o Dropper ducts.
The filter elements are installed:
o In the ceiling of the galleys and lavatories,
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o Behind the MD cabin ceiling for the SPDBs.
The extraction ducts are installed above the cabin ceiling in the center of
the main deck and the upper deck. The extraction duct in the upper deck
is split into a front and a rear section. The extraction duct in the main
deck connects both sub-systems and acts as a crossfeed duct in case of
failure of one sub-system.
The dropper ducts (two pairs) are installed at the front and at the rear of
the aircraft, and run on the LH side of the aircraft from the upper deck
to the bilge.
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CAX SYSTEM DESCRIPTION
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The FWD (AFT) CAX isolation valve is installed in the extraction
duct to the convergent nozzle in the FWD (AFT) bilge area near the
aircraft skin.
CAX Components Description
The cabin air extraction system has:
o Two CAX fans, and
o Two CAX isolation valves.
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CAX Fan
The two CAX fans are identical. Each fan has a three-phase 115VAC
induction motor and is mounted on four shock absorbers.
An integrated check-valve prevents reverse flow through the fan in
case of fan failure and CAX isolation valve opening.
The FWD (AFT) CAX fan is installed in the FWD (AFT) bilge area,
near the FWD (AFT) outflow valves.
A control board and loadable software is used to control and monitor
the fan according to order from the VCS application.
The fan has:
- A housing temperature sensor and thermal switches,
- An integrated pressure sensor,
- An integrated airflow sensor.
These integrated devices are used to:
- Protect the electrical powered devices against overheat,
- Protect the extraction duct against excessive underpressure and detect
filter clogging,
- Regulate the fan airflow to normal or high flow.
The electronics components are directly fixed on the fan casing and
protected by a cap.
Ribs installed in the air stream are used for electronics cooling.
CAX Isolation Valve
The two CAX isolation valves are identical. Each valve has two
positions and is of the butterfly valve type controlled by a 28VDC
motor. Microswitches detect the fully open and fully closed positions.
A manual device and a visual indicator allow manual valve operation.
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CAX COMPONENTS DESCRIPTION - CAX FAN & CAX ISOLATION VALVE
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CAX Interfaces Description
The VCS application hosted in the 4 CPIOM-Bs is the functional software
to control and monitor the CAX system. The CAX system operates fully
automatically without any manual override function.
The VCS application receives:
o The "on ground/in flight" signal from the LGERS application hosted
in the CPIOM G3 and G4,
o The cabin differential pressure from the CPCS application and the
ADIRUs.
The VCS defines a ground configuration when the A/C is on ground, or
in flight with a cabin differential pressure below 1 psi.
The VCS defines a flight configuration when the cabin differential
pressure is greater than 1 psi in flight.
The VCS application communicates with the 2 Ventilation Control
Modules (VCMs) via CAN bus to:
o Open the CAX isolation valves during flight configuration,
o Close the CAX isolation valves during ground configuration,
o Receive the valve position feedback.
The VCM FWD (respectively AFT) controls and monitors the FWD
(respectively AFT) CAX isolation valve.
The VCS application hosted in the CPIOM B1 and B3 (respectively
CPIOM B2 and B4) directly operates the FWD CAX fan (respectively
AFT CAX fan) via CAN-bus. The VCS application:
- Switches on the CAX fans during ground configuration as soon as the
A/C is energized,
- Switches off the CAX fans during flight configuration.
To prevent extraction duct implosion, the pressure sensor installed in
each CAX-fan monitors the differential pressure between the extraction
duct and the cabin. In case of excessive under-pressure, the associated
CAX isolation valve closes and the fan starts to operate.
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The pressure sensor is also used during CAX fan operation on ground to
detect any CAX filter clogging. Clogged filter information is sent to the
OMS.
The airflow sensor installed in each CAX fan is used to regulate the
airflow either to normal flow or high flow. Both CAX fans operate at
high flow during a smoke removal procedure. The remaining CAX fan
operates at high flow when the other fan is inoperative.
When the fan control via CAN bus is not possible, the VCMs take control
and operate the CAX fans. In that case, The VCM FWD (respectively
AFT) controls and monitors the FWD (respectively AFT) CAX fan.
The OVERHEAT COND FANS RESET pushbutton receives a discrete
signal to light on the FAULT light when at least one fan overheat
condition occurs. If manually selected, the OVERHEAT COND FANS
RESET pushbutton sends through the ADCN, a reset signal to the VCS
application. In that case, all fans managed by the VCS application are
reset.
The manual selection of the DITCHING P/BSW installed on the CABIN
PRESS panel, leads to the shut-off of the CAX fans and the closure of
the CAX isolation valves. The ditching discrete signal is directly sent to
both VCMs.
The VCS application sends a warning signal to the FWS in case of CAX
system failure. This signal is also transmitted to the TCS application to
replace measured zone temperatures by default values.
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CAX INTERFACES DESCRIPTION
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Overpressure Relief Valve Dump (ORVD) Description
Two (Three for the A380-900) Overpressure Relief Valve Dump (ORVD)
are installed on the aft pressure bulkhead above the flotation line.
The ORVD has two functions:
o An emergency ventilation function and,
o An overpressure relief function.
The ORVDs ventilate the upper deck in case of:
o Interruption of fresh air flow from the mixer unit and/or,
o Upper deck smoke removal procedure.
The airflow from the upper deck to overboard makes fresh air from the
lower deck to be drawn to the upper deck. The valves also assist the air
distribution during a smoke removal procedure in the upper deck. The
cabin altitude or the A/C altitude limits this emergency ventilation
function, and the cabin differential pressure must be sufficient.
The ORVDs pneumatically and automatically discharge air overboard
when the maximum cabin differential pressure is exceeded.
However, the cabin pressurization system normally fulfills the positive
overpressure prevention function. To be more precise, the Emergency
Pressurization Partition (EPP) installed in the Outflow valve Control and
Sensing Modules (OCSM) continuously checks and filters the command
of the OutFlow Valves (OFV) to make sure that the cabin differential
pressure and the cabin altitude stay within the safety limits. The ORVDs
act just as a mechanical back up. The ORVD does not include a negative
pressure relief function as incorporated to the A320 and the A340 safety
valves.
The ORVD is a derivative of the A340 Safety Valve. The ORVD is a
differential pressure controlled valve with an incorporated electrically
activated dump function. The ORVD has:
o A valve body,
o A circular main gate,
o A filter,
o A pneumatic controller assembly,
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o A solenoid valve and,
o A position switch.
The pressure controller assembly has a spring-loaded and pressure
balanced needle valve assembly with pressure lines to the cabin and to
the ambient pressure side. An adjustment screw on the pressure controller
assembly makes the calibration of the valve cracking point possible.
The Ventilation Control Module (VCM) AFT electrically controls and
monitors the ORVDs.
The emergency ventilation function is activated by manual action on the
CABIN AIR EXTRACT P/BSW installed on the AIR panel. In that case,
the VMC AFT opens each ORVD by energizing the ORVD solenoid
valve. The VCM AFT monitors the position of the ORVDs even if the
position signal is sent to the CPCS application.
The opening of the ORVDs is inhibited when the VCM AFT receives:
o A ditching signal from the DITCHING P/BSW installed on the CABIN
PRESS panel,
o - An opening inhibition signal from the OC(S)M 2 FWD or OC(S)M
3 AFT.
If the cabin altitude is excessive, the VCM AFT will command all ORVDs
to close.
If the aircraft altitude is greater than a specific value, the VCM AFT will
allow only one ORVD opening.
The ORVD position is shown on the COND ECAM page.
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OVERPRESSURE RELIEF VALVE DUMP (ORVD) DESCRIPTION
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Components Description
Negative Relief Valves (NRVs)
The two Negative Relief Valves (NRVs) are installed on the aft
pressure bulkhead (LH and RH). A NRV opens if the pressure at the
ambient side of the valve overcomes the combined force of the springs
and the pressure on the cabin side of the valve. The valve is based on
a very simple and pure mechanical design, ensuring highest reliability
and functioning also under failure conditions (broken spring, lost
screws, etc.).
The main components of a NRV are:
- A circular frame,
- A circular gate,
- Three guiding studs,
- Three springs,
- A sealing.
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Differential Pressure Sensor Module (DPSM)
The Differential Pressure Sensor Module (DPSM) is installed at the
rear bulkhead. The DPSM is a back-up system, which calculates the
differential pressure between ambient and cabin air. It is used in safety
and override pressurization mode in addition with the Air Data and
Inertial Reference System (ADIRS) and the Standby Navigation
System (SNS).
OutFlow Valves (OFVs)
The four OutFlow Valves (OFVs) control the cabin pressure indirectly
by modulating the discharged mass airflow:
- Two OFVs are installed at the forward belly fairing,
- Two OFVs are installed at the aft belly fairing, longitudinally
symmetrical LH and RH sides.
The main components of an OFV are:
- A valve frame,
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- A small control gate,
- A large ground gate,
- A single motor actuator,
- Linkages.
The two gates are linked to each other. The OFVs are designed as
such that self-closing induced by the aerodynamic loads will lead to
a secured closed position of the valve. The actuator that drives the
valve comprises:
- A gear unit,
- A brushless 28VDC motor,
- A position feedback unit.
Outflow valve Control (and Sensor) Modules (OC(S)Ms)
The pressurization system control and monitoring are divided into:
- The Automatic Control System (ACS),
- The Emergency Pressurization System (EPS),
- The Override Control System (OCS).
Four Outflow valve Control (and Sensor) Modules (OC(S)Ms) are
installed by pairs in the cargo compartments, near the AFT and FWD
cargo doors.
Within the OC(S)Ms, the functionality of the Automatic Control
Partition (ACP), the Safety and Override Partition (SOP) and the
Emergency Pressurization Partition (EPP) are segregated from each
other.
- At least two out of the four OC(S)Ms have a high precision pressure
sensor, used for the ACP.
- Both OCMs and OCSMs have a SOP pressure sensor.
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COMPONENTS DESCRIPTION - NEGATIVE RELIEF VALVES (NRVS) ... OUTFLOW VALVE CONTROL (AND SENSOR) MODULES
(OC(S)MS)
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COMPONENTS DESCRIPTION - NEGATIVE RELIEF VALVES (NRVS) ... OUTFLOW VALVE CONTROL (AND SENSOR) MODULES
(OC(S)MS)
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The CPCS 2 reset switch is located on the reset panel 1222VM.
Automatic Pressurization
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Interfaces Description
The four CPIOM-Bs host the Cabin Pressure Control System (CPCS)
application.
Each CPIOM-B is connected via ARINC 429 bus to one OC(S)M:
- OC(S)M 1 with CPIOM-B3,
- OC(S)M 2 with CPIOM-B1,
- OC(S)M 3 with CPIOM-B4,
- OC(S)M 4 with CPIOM-B2.
At least 2 OCSMs (with ACP sensors) out of 4 OC(S)Ms are required
for normal operation.
Each CPIOM-B sends to its related OC(S)M:
- The control commands,
- The status information,
- The valve position commands.
The OC(S)M sends to the related CPIOM-B:
- The cabin pressure sensor values,
- The OFV position feedback.
All command signals and cabin pressure sensor values are shared
between the ACP parts of the OC(S)Ms through a Time Triggered
Protocol (TTP) bus. The bus is also used for system synchronization.
A CAN bus link is used between CPIOM-B2 and B4 and the OCSMs
for the ACP software data loading from the VCS application.
All the OFV data go through the EPP part of the OC(S)Ms. Thus the
ACP controls and monitors the OFVs via the EPP.
The CPCS 1 reset switch resets:
- The CPCS 1 application, hosted in CPIOM-B1 and B2,
- The OC(S)Ms 1 and 2.
The CPCS 1 reset switch is located on the reset panel 1231VM.
The CPCS 2 reset switch resets:
- The CPCS 2 application, hosted in CPIOM-B3 and B4,
- The OC(S)Ms 3 and 4.
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Automatic Pressurization (continued)
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ADCN Interfaces Description
The CPCS application sends to the Air Generation System (AGS)
application:
- The current cabin pressure,
- The flow variation demand.
The AGS application sends to the CPCS application:
- The AGU FCVs status,
- The current AGU flow,
- The AGU flow demand.
Thus the CPCS can command the AGS to increase or decrease the
airflow into the cabin as a back-up solution to reach the cabin pressure
demand.
The Ventilation Control System (VCS) application sends to the CPCS
application data used for several aircraft procedures (smoke removal,
fire on board, emergency ram air), in case of emergency descent.
The CPCS application sends to the Temperature Control System (TCS)
application the cabin pressure value.
The CPCS application interfaces with the Supplemental Cooling
System (SCS) application, hosted in the CPIOM-As. The CPCS
provides the SCS with the flight phase status.
The CPCS application interfaces with the Landing Gear Extension
and Retraction System (LGERS) application, hosted in the CPIOM-Gs.
The LGERS provides the CPCS with:
- The landing gear compressed/uncompressed status,
- The wheel speed.
Thus the CPCS can determine the pressurization modes (ground,
take-off, climb...)
The Air Data/Inertial Reference System (ADIRS) sends to the CPCS
application data used for cabin pressure calculation:
- The corrected and uncorrected static pressure,
- The dynamic air pressure,
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- The barometric correction,
- The true airspeed value,
- The A/C altitude,
- The static and total air temperature values.
The CPCS application provides the Smoke Detection System (SDS)
with the cabin pressure signal.
The CPCS application sends information about the "passenger sign
warnings" to the Cabin Intercommunication Data System (CIDS).
The Doors and Slides Management System (DSMS) sends to the
CPCS application the door status, used for pressurization prevention
logic.
The Full Authority Digital Engine Control (FADEC) provides the
CPCS with the throttle lever setting for pressurization mode selection.
The FMS transmits to the CPCS characteristic data of the predicted
vertical trajectory (remaining time to specific waypoints), and data
of the flight plan (QNH at destination, landing field elevation, cruise
flight level, final cruise flight level) to let the CPCS manage the
pressure of the cabin.
In case the Autopilot 1, Autopilot 2 or NAV Mode is disengaged, the
FMS signals are not longer valid for cabin pressure calculations.
Therefore the CPCS shall receive signals from the FGES, which
indicate the validity of the FMS signals.
The CPCS provides the Flight Warning System (FWS) with the
different alerts.
The CPCS application, hosted in the CPIOM-Bs, interfaces with the
Onboard Maintenance System (OMS) through the Centralized Data
Acquisition Module (CDAM) and the Secure Communication
Interfaces (SCIs).
The CPCS sends the following signals to the ACMS for recording
purposes:
- The indicated cabin altitude, vertical speed and differential pressure,
- The OFV position demands, speed and direction, command mode,
- The used landing field elevation,
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- The current cabin pressure value and demand,
- The current cabin pressure rate value and demand,
- The control mode (climb, cruise, ground...),
- The Overpressure Relief Valves (ORVs) positions,
- The warning and fault status,
- The system status matrix (operational, stand-by, initialize,
synchronic...),
- The BITE fault matrix (detailed failure information).
The Central Maintenance System (CMS) provides the CPCS with:
- The date and UTC,
- The flight phase,
- The menu mode communication,
- The A/C identification,
- The BITE command.
The CMS can also upload a S/W into the CPCS application.
The CPCS gives all information about system failures to the CMS.
The CPCS application sends the cabin pressure signal to the Oxygen
System Control Unit (OSCU) as back up for its pressure switch.
The Integrated Control Panel (ICP) gives to the CPCS application,
the commanded status of the "DITCHING" P/B.
Normally the CPCS functioning is fully automatic and no crew action
is necessary. However, there is a way to manually control the comfort
cabin pressure. Therefore, the ICP sends to the CPCS:
- The "CABIN ALT TRGT MODE" P/B,
- The "CABIN V/S TRGT MODE" P/B,
- The altitude target value from the "CABIN ALT TRGT" endless
selector, when the manual mode is selected,
- The vertical speed target value from the "CABIN V/S TRGT" endless
selector, when the manual mode is selected.
The CPCS provides the Control and Display System (CDS) with the
following signals for cockpit indication on the System Display (SD):
- The cabin altitude,
- The cabin pressure rate of change,
- The cabin differential pressure,
- The OFV positions,
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- The system status.
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Safety and Override Pressurization
The SOP of each OC(S)M is segregated from the ACP. If required, the
flight crew can select the OVRD mode and the required cabin rate and
altitude target on the ICP. These signals are sent to the OC(S)M and
converted into an OFV position demand. The EPP uses this position
demand to control the OFV motor.
The OC(S)M SOPs can cross-communicate via an RS 422 bus. Mainly,
cabin and ambient pressure sensor values and OFV position and position
demands are exchanged.
A unidirectional ARINC 429 bus links:
- The Differential Pressure Sensor Module (DPSM) to the OC(S)M 1,
- The Air Data and Inertial Reference Unit (ADIRU) 2 to the OC(S)M
2,
- The Integrated Standby Instrument Systems (ISIS) 2 and 1 to the
OC(S)Ms 3 and 4 respectively.
The Landing Gear Extension and Retraction System (LGERS) and the
Brake Control System (BCS) give to SOPs information to derive specific
ground conditions (L/G pressed/compressed, wheel speed), independent
from the ADCN.
The SOPs of OC(S)Ms 2 and 3 send to the aft Ventilation Control Module
(VCM) an Override Relief Valve Dump (ORVD) opening inhibition
signal.
The Emergency Pressurization Partition (EPP) is responsible for:
- The computation of cabin pressure and differential pressure,
- The OFV motor computation based on position demands from the ACP
and/or SOP,
- The protection of positive differential pressure and cabin altitude limits
against inadvertent function from the ACP and/or SOP,
- The warnings to the FWS in case of strong system malfunction,
- The limitation of the maximum negative differential pressure.
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PAX COMFORT - GENERAL STANDARD SYS MAINT (3)
CMS Interactive Tests and Specific Functions for the Air
Generation System (AGS)
The Air Generation System (AGS) has the following interactive tests and
functions:
- System test without bleed air,
- System test with bleed air, and
- Clear memory for HX trend monitoring data.
These tests and functions are launched from the OMS HMI (using the
OMT, OIT or PMAT).
The activation of these tests is possible during ground operation only.
- ACM Discharge Temperature Sensors,
- Flow Control Valves,
- Flow Sensing Venturies sensors, and
- Unpressurized Compartments Ventilation equipment.
ACM Isolation Valve Test
This function tests the ACM Isolation Valve by moving the valve into
all possible positions.
Clear Memory For HX Trend Monitoring Data
This function resets the trend monitoring data performed on the
relevant AGU heat exchanger.
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System Test without Bleed Air
The system test function checks the integrity of the AGS (side) when
bleed air is not available.
According to the selected AGS side. This function tests the associated:
- AGS applications,
- FDAC,
- AGU valves and sensors,
- Ram Air Actuators,
- Mixer Temperature Sensors,
- ACM Discharge Temperature Sensors, and
- Flow Sensing Venturies sensors.
System Test with Bleed Air
The system test function checks the integrity of the AGS (side) when
bleed air is available.
According to the selected AGS side. This function tests the associated:
- AGS applications,
- FDAC,
- AGU valves and sensors,
- Ram Air Actuators,
- Mixer Temperature Sensors,
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CMS INTERACTIVE TESTS AND SPECIFIC FUNCTIONS FOR THE AIR GENERATION SYSTEM (AGS) - SYSTEM TEST WITHOUT
BLEED AIR ... CLEAR MEMORY FOR HX TREND MONITORING DATA
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Altitude Temperature Correction Configuration
CMS Interactive Tests and Specific Functions for the
Temperature Control System (TCS)
The Temperature Control System (TCS) has the following interactive
tests and functions:
- System test without bleed air,
- System test with bleed air, and
- Altitude temperature correction configuration.
These tests and functions are launched from the OMS HMI (using the
OMT, OIT or PMAT).
The activation of these tests is possible during ground operation only.
This function permits to disable or set-up an altitude temperature
correction offset.
The 2 offset settings are possible:
- 1 deg C at 43000 ft or
- 2 deg C at 43000 ft.
L1W06161 - L0KT0T0 - LM21Y1MAINT0001
System Test Without Bleed Air
The system test function checks the integrity of the TCS when bleed
air is not available.
This function tests:
- The TCS applications,
- The TADD,
- All TAVs,
- The TASOVs
- All Duct & Compartment Temperature Sensors (range check), and
- The Trim Air Pressure Sensors (range check).
This function covers the Power On Self Test of the system.
System Test With Bleed Air
The system test function checks the integrity of the TCS when bleed
air is available.
This function tests:
- The TCS applications
- The TADD,
- All TCS valves, except for the TACKVs, and
- The Duct & Compartment Temperature Sensors.
This function covers the Power On Self Test of the system.
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CMS INTERACTIVE TESTS AND SPECIFIC FUNCTIONS FOR THE TEMPERATURE CONTROL SYSTEM (TCS) - SYSTEM TEST WITHOUT
BLEED AIR ... ALTITUDE TEMPERATURE CORRECTION CONFIGURATION
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CMS Interactive Tests and Specific Functions for the
Ventilation Control System (VCS)
L1W06161 - L0KT0T0 - LM21Y1MAINT0001
The Ventilation Control System has the following interactive tests and
functions:
- Sub-system tests,
- System test (FWD and AFT),
- Hardware backup tests.
These tests and functions are launched from the OMS HMI (using the
OMT, OIT or PMAT).
The activation of these tests is possible during ground operation only.
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LEVEL III - ATA 21 Air Conditioning
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CMS INTERACTIVE TESTS AND SPECIFIC FUNCTIONS FOR THE VENTILATION CONTROL SYSTEM (VCS)
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CMS INTERACTIVE TESTS AND SPECIFIC FUNCTIONS FOR THE VENTILATION CONTROL SYSTEM (VCS)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
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CMS Interactive Tests and Specific Functions for the Cabin
Pressure Control System (CPCS)
Each Cabin Pressure Control System out of the four systems has the
following interactive tests and functions:
- System Test,
- Lane Test,
- Emergency Pressurization Test,
- A/C leakage Test,
- BITE Memory Dump.
These tests and functions are launched from the OMS HMI (using the
OMT, OIT or PMAT).
The activation of these tests is possible during ground operation only.
L1W06161 - L0KT0T0 - LM21Y1MAINT0001
System Test
The system test function checks the integrity of the complete CPCS.
This function tests:
- The OC(S)M,
- The outflow valve activation,
- The ambient pressure (Pa) / cabin pressure (Pc) comparison,
- The external / internal communication (all data busses), and
- The recalibration of sensors and/or position feedbacks.
The system test checks also the calibration data (position data) of each
single OFV.
Lane Test
The lane test function checks the integrity of a single control loop that
includes:
- The CPC application hosted in one CPIOM-B,
- The associated OC(S)M,
- The associated OFV.
This function tests:
- The OFV activation,
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
- The ambient pressure (Pa) / cabin pressure (Pc) comparison within
the tested control loop, and
- The external / internal communication within the tested control loop.
The lane test also covers the test of the residual pressure on ground
protection.
Emergency Pressurization Test
The emergency pressurization test function checks the overpressure
relief functionality.
This function tests:
- The OC(S)M Emergency Pressurization Partition (Max positive DP
limit),
- The OFV activation,
- The external / internal communication,
- The according warning to be displayed on ECAM.
The emergency pressurization test also covers the test of the
corresponding OC(S)M hardware.
A/C leakage Test
The A/C leakage test function checks the residual pressure on ground
protection.
This function tests:
- All OC(S)Ms,
- All OFVs,
- The activation (full opening) of the according OFV on ground after
precedent closing,
(Disabling the residual pressure protection) of the OFV,
- The ambient pressure (Pa) / cabin pressure (Pc) comparison within
the tested control loop,
- The external / internal communication,
- The according warning to be displayed on ECAM.
The test also covers the safety test of the tested control loop.
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BITE Memory Dump
L1W06161 - L0KT0T0 - LM21Y1MAINT0001
The BITE memory dump function permits to download each OC(S)M
local NVM content.
This function provides a history of maximum differential pressure
values transmitted by sensors fitted in the DPSM and the OC(S)M.
The history memorizes up to 50 samples. Each sample includes:
- The pressure values (cabin, ambient, differential),
- The Sources (DPSM, OC(S)M),
- The date / time.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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CMS INTERACTIVE TESTS AND SPECIFIC FUNCTIONS FOR THE CABIN PRESSURE CONTROL SYSTEM (CPCS) - SYSTEM TEST ...
BITE MEMORY DUMP
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PAX COMFORT - GENERAL STD SYS OPS,CTL & INDG (3)
L1W06161 - L0KT0T0 - LM21O1LEVEL0301
General
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LEVEL III - ATA 21 Air Conditioning
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GENERAL
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
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AGU/PACK & Flow Control & Monitoring
Normal Operation (A/C On The Ground)
Normal Operation (A/C In Flight)
L1W06161 - L0KT0T0 - LM21O1LEVEL0301
Abnormal Operation (A/C In Flight)
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AGU/PACK & FLOW CONTROL & MONITORING - NORMAL OPERATION (A/C ON THE GROUND) ... ABNORMAL OPERATION (A/C
IN FLIGHT)
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AGU/PACK & Flow Control & Monitoring (continued)
OMS Pages (A/C On The Ground)
L1W06161 - L0KT0T0 - LM21O1LEVEL0301
NOTE: set related PACK P/B to OFF and select related FDAC
channel.
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LEVEL III - ATA 21 Air Conditioning
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AGU/PACK & FLOW CONTROL & MONITORING - OMS PAGES (A/C ON THE GROUND)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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MD/UD Temperature Control & Monitoring
Normal Operation (A/C On The Ground)
Normal Operation (A/C In Flight)
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Abnormal Operation (A/C In Flight)
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MD/UD TEMPERATURE CONTROL & MONITORING - NORMAL OPERATION (A/C ON THE GROUND) ... ABNORMAL OPERATION
(A/C IN FLIGHT)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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MD/UD TEMPERATURE CONTROL & MONITORING - NORMAL OPERATION (A/C ON THE GROUND) ... ABNORMAL OPERATION
(A/C IN FLIGHT)
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Air Distribution Control & Monitoring / Ground & Emergency
Air Supply
Normal Operation (A/C On The Ground)
Normal Operation (A/C In Flight)
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Abnormal Operation (A/C In Flight)
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AIR DISTRIBUTION CONTROL & MONITORING / GROUND & EMERGENCY AIR SUPPLY - NORMAL OPERATION (A/C ON THE
GROUND) ... ABNORMAL OPERATION (A/C IN FLIGHT)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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Pressurization Control & Monitoring
Normal Operation (A/C On The Ground)
Normal Operation (A/C In Flight)
L1W06161 - L0KT0T0 - LM21O1LEVEL0301
Abnormal Operation (A/C In Flight)
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LEVEL III - ATA 21 Air Conditioning
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PRESSURIZATION CONTROL & MONITORING - NORMAL OPERATION (A/C ON THE GROUND) ... ABNORMAL OPERATION (A/C
IN FLIGHT)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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PAX COMFORT - GENERAL STANDARD SYS COMP. LOC (3)
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LEVEL III - ATA 21 Air Conditioning
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A/C Zone 000
Lower Deck
A/C Zone 231
A/C Zone 232
A/C Zone 234
A/C Zone 100
A/C Zone 120
A/C Zone 131
A/C Zone 132
A/C Zone 133
A/C Zone 134
A/C Zone 137
A/C Zone 138
A/C Zone 151
A/C Zone 152
A/C Zone 153
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A/C Zone 154
A/C Zone 190
A/C Zone 191
A/C Zone 241
A/C Zone 242
A/C Zone 244
A/C Zone 254
A/C Zone 271
A/C Zone 272
A/C Zone 274
A/C Zone 281
A/C Zone 282
A/C Zone 284
A/C Zone 291
A/C Zone 292
A/C Zone 293
A/C Zone 294
A/C Zone 192
Tail Cone
Main Deck & Upper Deck
A/C Zone 311
A/C Zone 210
A/C Zone 211
Wings
A/C Zone 212
A/C Zone 521
A/C Zone 224
A/C Zone 621
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LEVEL III - ATA 21 Air Conditioning
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BULK LDCC VENT, HEATING CTL & MON DESC. (3)
L1W06161 - L0KT0T0 - LM21DIBULLDCC01
System Description
The basic Bulk cargo compartment ventilation system supplies ventilation
to the Bulk cargo compartment and the tunnel area. The tunnel area is
the space in the lower deck compartment between the body landing gear.
The ventilation of the tunnel area is part of the basic Bulk cargo
compartment ventilation system.
The Bulk Cargo Compartment and tunnel area ventilation system uses
ambient air coming from the main deck cabin area to supply the
compartments. The tunnel area supply duct collects ambient air and
supplies it through an isolation-valve to two air outlets installed in the
tunnel area front wall. The Bulk cargo compartment supply duct collects
ambient air and supplies this air through a supply isolation-valve to four
air supply outlets installed in the rear compartment wall.
An extraction fan draws the air through the Bulk cargo compartment and
tunnel area to the extraction outlets and ducts installed on both sides of
the aft Cargo Compartment. These extraction ducts lead to an extraction
isolation valve and the extraction fan. Both components are installed in
the aft bilge area. The fan blows the extracted air near the aft outflow
valve. The extracted air is finally discharged overboard. The suction
principle gives a negative differential pressure in the BULK cargo
compartment to keep odours out of the cabin and cockpit.
The isolation-valves stop the airflow in and out of the Bulk cargo
compartment and tunnel area if there is:
- A smoke warning,
- A ditching procedure or,
- The ventilation system is shutdown.
A duct heater is installed in a supply duct connected to the LP
recirculation manifold. The duct heater heats the LP recirculated air that
flows through. The heated air flows through an injector into an open inlet
cone. This produces bypass airflow of MD cabin ambient air into the
inlet cone. The mixed air flows through the ventilation duct and the
isolation valve into the Bulk cargo compartment.
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LEVEL III - ATA 21 Air Conditioning
A duct temperature sensor measures the air temperature in the supply-duct
for a control to a maximum of 70 deg.C (158 deg.F). A duct temperature
above 70 deg.C (158 deg.F), leads to the heater power reduction. A duct
temperature above 80 deg.C (176 deg.F) leads to an overheat warning
and the duct heater shutdown.
A compartment temperature sensor is installed in a special housing in
the compartment ceiling. A sensor line is installed in the ceiling, which
leads to the Bulk extraction duct. The sensor line makes sure that there
is a constant airflow around the temperature sensor for an accurate
measurement of the bulk CC temperature. This temperature value is used
for the duct heater control.
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SYSTEM DESCRIPTION
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LEVEL III - ATA 21 Air Conditioning
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The induction motor operates the fan wheel. A solid housing covers
the fan. Arrows on the housing show the direction of airflow and the
rotation of the fan wheel.
The fan has an overheat control circuit, which reduces the fan power
and stop the motor before it overheats. When the temperature
decreases, the induction motor starts to operate again. The fan has
vibration-damper mountings to prevent vibration to the aircraft
structure. The extraction fan is installed in the bilge area, near the aft
outflow valves.
Components Description
The BULK CC ventilation and heating control system is composed of:
- One duct heater,
- Two supply isolation valves and one extraction isolation valve,
- One extraction fan,
- One duct temperature sensor,
- One compartment temperature sensor.
Duct Heater
L1W06161 - L0KT0T0 - LM21DIBULLDCC01
The duct heater is an electrical type heater with two three-phase
electrical heater-element blocks, covered in a solid housing.
Thermal switches prevent damage to the heater elements. The heater
gets the electrical power from the 115VAC primary-power network.
The air-inlet shape is circular. The air-outlet has the shape of a circular
nozzle.
The VCS-application hosted in the CPIOM-Bs controls the heater via
CAN-bus. An electronic control circuit with a CAN-bus interface
monitors the heater power and sends respond-signals back to the
CPIOM-Bs. The Ventilation Control Module (VCM) AFT controls
the status of the heater.
Duct Temperature Sensor
The duct temperature sensor is a thermistor made of two metals. The
sensor is installed in the Bulk CC supply duct and measures the
temperature of the air that flows into the compartment. The duct
temperature sensor sends a feedback signal to the VCM AFT.
Compartment Temperature Sensor
The compartment temperature sensor is a thermistor made of two
metals. The compartment temperature sensor is installed in a special
housing in the compartment ceiling. The compartment temperature
sensor sends a feedback signal to the VCM AFT.
Isolation Valves
The system has two supply isolation valves and one extraction isolation
valve. Each isolation valve is a shut-off butterfly valve.
It is mechanically actuated by a 28VDC motor and electrically
controlled by the VCM AFT. The valve has two positions and two
limit switches for Fully Closed / Fully Open position detection. The
valve has a thermal overheat protection. A manual lever shows the
valve position and makes possible the manual overriding
Extraction Fan
The BULK CC extraction fan has a three-phase 115VAC induction
motor, which has a variable-frequency electrical-power supply.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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COMPONENTS DESCRIPTION - DUCT HEATER ... COMPARTMENT TEMPERATURE SENSOR
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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Interfaces Description
The VCS application hosted in the 4 CPIOM-Bs is the functional software
to control both ventilation and heating systems. The VCS application
communicate with the Ventilation Control Module (VCM) AFT via CAN
bus.
The VCM AFT controls the isolation valves and monitors:
- The position feedback of the valves,
- The temperature measured by the sensors,
- The status of the fan and the duct heater.
The VCM AFT also sends a discrete signal to the fan and the duct heater
for back-up control in case of normal control failure through the CAN-bus.
The CPIOM-B2 and B4 are directly connected to the extraction fan and
duct heater via a CAN-bus. Consequently, the VCS application directly
controls and monitors the extraction fan and the duct heater.
The VCS-application operates the extraction fan only if all the valves are
fully open.
The VCS-application operates the duct heater only if the fan is operative.
The VCS application calculates a temperature demand for the duct heater
control depending on:
- The actual compartment temperature,
- The selected temperature (sent to the VCS application through the
ADCN)
The BULK ISOL VALVES P/BSW sends a discrete signal to the VCM
AFT for the ventilation system:
- Activation
- Shutdown
- Reset
The HEATER P/BSW sends a discrete signal to the VCM AFT for the
heating system:
- Activation
- Shutdown
- Reset
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
The OVERHEAT COND FANS RESET pushbutton receives a discrete
signal to light on the FAULT light when the extraction fans overheat
condition occurs.
The DITCHING P/BSW installed on the CABIN PRESS panel sends a
discrete signal to the VCM AFT for the closure of all isolation valves
and the extraction fan shutdown.
Two reset switches installed on the RESET panels 1231 VM and 1222VM
can be used to reset the system controllers.
The VCS 1 reset switch sends a reset discrete signal to:
The channel 1 of the VCM AFT,
The VCS application hosted in the CPIOM-B1 and B2.
The VCS 2 reset switch sends a reset discrete signal to:
The channel 2 of the VCM AFT,
The VCS application hosted in the CPIOM-B3 and B4.
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INTERFACES DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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L1W06161 - L0KT0T0 - LM21DIBULLDCC01
ADCN Interfaces Description
The VCS application interfaces with:
- The Landing Gear System (LDGS), and
- The Doors and Slide Management System (DSMS)
The VCS application automatically stops the heating system if the bulk
or aft cargo door is unlatched (open) and the A/C is on ground.
The VCS application interfaces with:
- The Smoke Detection System (SDS), and
- The Electrical Load Management System (ELMS)
In case of bulk CC smoke detection or smoke test, the VCS application
automatically closes all isolation valves and consequently stops the
extraction fan and the duct heater.
The VCS application can also temporarily shed the electrical load of the
duct heater and the extraction fan, depending on the cabin electrical
overload gravity and the current consumption of the extraction fan and
the duct heater.
The TEMP REGUL selector located on the CARGO AIR COND panel
(1212VM) sends the bulk CC selected temperature to the VCS application.
This signal is transmitted via the ADCN and is used for the duct heater
control.
The BULK ISOL VALVES P/BSW, the HEATER P/BSW and the
DITCHING P/BSW send their status to the VCS application for
redundancy. For the FAULT caption lighting, the VCS application sends
through the ADCN:
- A ventilation system fault signal to the BULK ISOL VALVES P/BSW,
- A heating system fault signal to the HEATER P/BSW.
If manually selected, the OVERHEAT COND FANS RESET pushbutton
sends through the ADCN, a reset signal to the VCS application (all fans
are reset).
The VCS transmits some ventilation and heating system data to the CDS
for system display on the ECAM COND page.
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LEVEL III - ATA 21 Air Conditioning
The VCS transmits data to the FWS for the alert computation need. The
FWS transmits the actual FWS Flight Phase to the VCS for the VCS
BITE.
The VCS transmits the following data to the OMS:
Fault messages from the BITE to the CMS for failure isolation, failure
memorization and reports generation,
Its configuration to the DLCS for configuration monitoring and
management,
System parameters to the ACMS for real time monitoring and reports
generation.
The CMS can launch VCS interactive tests from the maintenance
terminals.
The DLCS loads the VCS application and VCS pin-programming
configuration, in the CPIOM-Bs.
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LDCCS TMP & VENT SYS OPS, CTL & INDG (3)
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General
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LDCCS TMP & VENT SYS OPS, CTL & INDG (3)
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LDCCS TMP & VENT SYS OPS, CTL & INDG (3)
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LDCCS TMP & VENT SYS OPS, CTL & INDG (3)
Livestock & Perishable Preservation Systems
Normal Operation (A/C On The Ground)
NOTE: The forward, aft and bulk LDCC ventilation system operates
with or without AGUs operating and related cargo door
opened or closed.
Fwd and aft LDCC temperature control and monitoring
system operates if ventilation operates and at least one AGU
is ON with related cargo door closed.
Bulk LDCC temperature control and monitoring operates
if related ventilation system is active, cargo door closed and
AGUs operating or not.
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Abnormal Operation (A/C In Flight)
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LDCCS TMP & VENT SYS OPS, CTL & INDG (3)
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LIVESTOCK & PERISHABLE PRESERVATION SYSTEMS - NORMAL OPERATION (A/C ON THE GROUND) & ABNORMAL OPERATION
(A/C IN FLIGHT)
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LDCC VENT, TMP CTL & MON COMPONENT LOCATION (3)
FWD Cargo Compartment
A/C Zone 131
A/C Zone 132
A/C Zone 133
A/C Zone 134
A/C Zone 137
Aft Cargo Compartment
Bulk Cargo Compartment
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A/C Zone 161
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AVIONICS EQUIPMENT VENTILATION DESCRIPTION (3)
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System Description
A blowing system and/or an extraction system ventilates the various
electronic equipments installed in:
- The main avionics compartment,
- The upper deck avionics compartment,
- The cockpit.
The blowing system has two independent circuits installed on the left
and right hand triangles in the FWD cargo compartment of the A/C. Each
circuit has a filter and a blowing fan. The fan continuously blows filtered
air to the users as soon as the A/C is energized.
The RH circuit supplies:
- RH avionics racks,
- RH F/D equipments.
The LH circuit supplies:
- LH avionics racks,
- LH F/D equipments,
- The pedestal.
Both systems supply:
- The emergency power center,
- The emergency avionics racks.
The blowing air temperature can be decreased to improve the equipment
cooling in hot environment conditions. The air-cooling is obtained through
heat exchange (Ground Cooling Unit) with a coolant fluid from the
optional Supplemental Cooling System (SCS).
One Cooling Effect Detector (CED) per circuit, checks that the cooling
or/and blowing capacity is sufficient (air temperature and/or airflow).
One back-up valve per circuit (normally closed) fully opens in order to
supply the users with mixer unit air when the cooling or/and blowing
capacity of the blower fan is insufficient.
The extraction system evacuates the heat dissipation of:
- F/D equipments,
- Overhead panel,
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LEVEL III - ATA 21 Air Conditioning
- The emergency power center,
- The emergency avionics racks,
- Primary power center,
- Main avionics racks.
The extract fan continuously extracts the air from the users as soon as
the A/C is energized.
The extracted air is sent either in the FWD cargo bilge through the inboard
valve or overboard through the overboard valve, depending on the
ground/flight and status of the engines.
In case of extract fan failure, the air is extracted by cabin differential
pressure through the overboard valve set in partially open position.
Two batteries are installed in the upper deck avionics compartment and
one battery in the main avionics compartment.
Two independent circuits extract the air from the batteries by cabin
differential pressure. The air is sent overboard through venturis set on
the aircraft skin.
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Back-up Valves
Components Description
The two back-up valves are identical. Each valve is of the butterfly
valve type controlled by a 28VDC motor. Microswitches detect the
fully open and fully closed positions. A manual device and a visual
indicator are used for the manual valve operation.
L1W06161 - L0KT0T0 - LM21DKAVSVENT01
The avionics equipment ventilation system has:
- Two blower fans,
- Two filters,
- Two back-up valves,
- Two Cooling Effect Detectors (CED),
- An extract fan,
- An overboard valve,
- An inboard valve.
Cooling Effect Detectors (CED)
The two Cooling Effect Detectors (CED) are identical. Each CED is
powered in 28VDC and installed on the blowing duct downstream
from the blower fan.
Blower Fans
Extract Fan
The two blower fans are identical. Each fan has a three-phase 115VAC
induction motor and is mounted on four shock absorbers.
An integrated check-valve prevents reverse flow through the fan in
case of fan failure and back-up valve opening.
A control board and loadable software make sure that the fan is
controlled and monitored according to either external order or internal
regulation.
The fan has:
- Overheat detectors of the fan electrical powered devices,
- An integrated pressure sensor,
- An integrated temperature sensor
These integrated devices:
- Check the overheat of electrical powered devices,
- Measure the inlet pressure for filter clogging trend monitoring and,
- Measure the air temperature downstream the fan for speed control.
The electronics components are directly attached on the fan casing
and protected by a cap.
Ribs installed in the air stream fulfill the electronics cooling.
The extract fan has a three-phase 115VAC induction motor and is
mounted on four shock absorbers.
A control board and loadable software make sure that the fan is
controlled and monitored according to either external order or internal
regulation.
The fan incorporates a monitoring device detecting abnormal operation
in both modes (low flow / high flow).
Its electronics components are directly attached on the fan casing and
protected by a cap.
Ribs installed in the air stream fulfill the electronics cooling.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
Overboard Valve
The overboard valve is of the skin-mounted type. It is composed of
two flaps (inner and main). Its shape is adapted to the external aircraft
profile.
An electrical actuator controls the flaps. The valve has a manual
device, which is used for the manual operation.
Microswitches detect the three possible positions:
- Fully open,
- Partially open,
- Fully closed.
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The internal motor torque is limited to prevent the opening of the
valve when the cabin differential pressure is higher than 300 mbar.
Inboard Valve
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The inboard valve is of the butterfly valve type controlled by a 28VDC
motor. Microswitches detect the fully open and fully closed positions.
A manual device and a visual indicator are used for the manual valve
operation.
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COMPONENTS DESCRIPTION - BLOWER FANS ... INBOARD VALVE
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COMPONENTS DESCRIPTION - BLOWER FANS ... INBOARD VALVE
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L1W06161 - L0KT0T0 - LM21DKAVSVENT01
Interfaces Description
CPIOM-Bs 3 and 4 host the Avionics Ventilation System (AVS)
application.
The AVS application controls and monitors the back-up valves. The AVS
application uses the CED warning signal as a low cooling detection,
which causes back-up valve opening. The blower fan also controls the
back-up valve opening if it is self-detected as failed.
The AVS application controls and monitors the overboard valve. The
overboard valve remains open on ground as long as no inboard engine
is running. This valve can also be partially open by action on the
EXTRACT pushbutton installed on the VENT overhead panel 1212VM.
An action on the DITCHING pushbutton, installed on the CAB PRESS
overhead panel 1215VM, will force the overboard valve closure.
The AVS application monitors the inboard valve status. The inboard
valve control depends directly on the overboard valve position. The
inboard valve is closed when the overboard valve is open and vice versa.
The valve is controlled closed by action on the EXTRACT pushbutton
switch.
The AVS application receives the flight/ground signals from the Landing
Gear Remote Data Concentrators (LGRDCs) and the extract warning
signal from the extract fan. It controls the ground horn and the light of
the GROUND SERVICE panel 1GN.
A reset switch installed on the RESET panel 1231 VM can be used to
reset the system controllers. The AVS reset switch sends a discrete reset
signal to the AVS application hosted in the CPIOM-B3 and B4.
The AVS application receives the blower and extract fans speed and
status via CAN bus.
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ADCN Interfaces Description
The AVS transmits data to the Flight Warning System (FWS) for the
alert computation need.
The AVS sends to the Air Generation System (AGS) the back up valve
position and can ask the AGS for a cooling capacity increase. The AGS
acknowledges the cooling demand.
The AVS sends the back up and overboard valves position to the
Ventilation Control System VCS.
The AVS sends to the SCS the blowing fan status and outlet temperature.
The SCS provides sends to the AVS the GCUs installation and functioning
status (ON/OFF/OPERATIONAL/FAILURE).
The AVS sends to the Onboard Maintenance System (OMS):
- The fan filters clogging rates,
- The estimated filters lifetime.
On the VENTILATION overhead panel 1212VM, the Integrated Control
Panel (ICP) transmits the EXTRACT pushbutton status (AUTO/OVRD)
to the AVS. The AVS transmits the extract warning signal to the ICP for
fault caption illumination.
The AVS transmits to the CDS the status of the avionics ventilation
system for display purposes. Data shown on the ECAM COND and CAB
PRESS pages are:
- The status of the overboard valve,
- The status of the inboard valve,
- The three ventilation status (Right hand blowing, Left hand blowing,
Extract),
- The status of the extract fan.
The FADEC sends to the AVS the inboard engines status.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
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IFE CENTER VENTILATION DESCRIPTION (3)
System Description
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A filter/muffler/fan combination provides the In-Flight Entertainment
Center (IFEC) ventilation. The IFEC ventilation system is installed in
the LH lower deck triangle area between frame 23 and 27. As a back-up,
the mixer supply line can ventilate the IFEC in case of fan failure or high
ambient temperature condition.
The fan continuously blows filtered air to the IFEC as soon as the A/C
is energized.
One back-up valve (normally closed) fully opens in order to ventilate the
IFEC with mixer unit air when the cooling capacity of the fan is
insufficient.
Sensors check the air temperature and smoke presence on the IFEC output.
The IFEC leaving air is sent to the FWD cargo bilge.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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IFE CENTER VENTILATION DESCRIPTION (3)
Components Description
The IFEC ventilation system has:
- A blower fan,
- A filter,
- A muffler,
- A back-up valve,
- A temperature sensor.
Back-up Valve
The IFEC back-up valve has two positions and is of the butterfly valve
type controlled by a 28VDC motor. Microswitches detect the fully
open and fully closed positions. A manual device and a visual indicator
are used for the manual valve operation.
Filter
Temperature Sensor
The IFEC filter purifies the LH lower deck triangle air from dust and
micro particles. The filter cartridge is made of multi-layer glass-fiber.
The filter is installed in a perforated carbon fiber housing. The IFEC
filter is serviceable and consumable.
The IFEC temperature sensor comprises two thermistor elements. The
temperature sensor sends an electrical signal proportional to the
temperature as a feedback to the blower fan. The temperature sensor
has a tubular body with a screw thread for installation and a pin
connector for electrical connection.
Blower Fan
L1W06161 - L0KT0T0 - LM21DLIFEVENT01
The electronic components are directly fixed on the fan casing and
protected by a cap. Ribs installed in the air stream fulfill the electronics
cooling.
The IFEC blower fan has a three-phase 115VAC induction motor and
is mounted on four shock absorbers. An integrated check-valve
prevents reverse flow from the mixer unit manifold through the
inoperative fan.
A control board and loadable software make sure that the fan is
controlled and monitored according to either external order or internal
regulation.
The fan has:
- Thermal switches,
- An integrated flow sensor,
- An integrated pressure sensor.
These integrated devices:
- Protect the electrical powered devices from overheat,
- Measure the airflow downstream of the fan for speed control, stall
detection and filter clogging detection,
- Measure the inlet pressure for filter clogging detection.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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COMPONENTS DESCRIPTION - FILTER ... TEMPERATURE SENSOR
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L1W06161 - L0KT0T0 - LM21DLIFEVENT01
Interfaces Description
The four CPIOM-Bs host the Ventilation Control System application.
The VCS application and the IFE blower fan are linked by CAN bus.
The VCS application sends to the IFE blower fan data coming from other
A/C systems. The IFE blower fan sends to the VCS application the IFEC
ventilation system status.
The IFE temperature sensor sends to the IFE blower fan the outlet IFEC
temperature.
The IFE blower fan indicates its operational status to the back-up valve
for back-up mode switching.
The back-up valve sends its status to the Ventilation Control Module
(VCM) FWD:
- Fully open,
- Fully closed.
The VCM FWD is linked to the VCS application by CAN bus. The VCM
FWD can control the back-up valve closure and the IFE blower fan shut
off in case of:
- Activation of the UD or MD PAX SYS switch on the Flight Attendant
Panel (FAP),
- Activation of the PAX SYS switch on the overhead panel (1225 VM),
- Activation of the IFEC switch on the overhead panel (1211 VM).
When activated, these switches cause:
- The Secondary Power Distribution Box (SPDB) 7 to cut off the IFEC
power supply,
- The IFEC ventilation system to shut off.
The avionics system has first priority over the IFEC for the back-up air
supply. In case the IFEC ventilation system operates in back-up mode
and one of the Avionics Ventilation System (AVS) supply fans fails, the
IFEC back-up valve will be closed. Therefore, the AVS sends the IFEC
ventilation system operational status to the VCS.
The VCS application transmits the following data to the Onboard
Maintenance System (OMS) fault messages from the BITE to the Central
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
Maintenance System (CMS) for failure isolation, failure memorization
and reports generation.
The VCS transmits data to the FWS for the alert computation need.
The Landing Gear Extension and Retraction System (LGERS) application
sends the on-ground/in-flight signal to the VCS application.
The IFEC informs the VCS application through the Centralized Data
Acquisition Module (CDAM) whether one or two IFE racks are installed.
The blowing airflow is adapted accordingly. The VCS application sends
to the IFEC the IFEC ventilation system operational status.
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UNPRESSURIZED COMPARTMENTS VENTILATION DESC. (3)
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System Description
The Unpressurized Compartments Ventilation system is installed in the
belly fairing zone A and zone B.
- Zone A is the part including AGU compartments.
- Zone B is the zone located at each side of C46 and below the center
wing box.
The system ventilates:
- The AGU compartments,
- The APU bleed duct,
- The HP ground connection ducts,
- The cross bleed duct,
- The center wing box.
The System operates on ground and in flight in order to maintain a
temperature compatible with the structure constraints in the unpressurized
compartments.
The Unpressurized Compartments Ventilation system is composed of
two identical sub-systems, LH and RH sides. Each sub-system has:
- A Turbofan Supply Valve (TSV),
- A turbofan,
- Two check-valves,
- A NACA air inlet.
When open (on ground), the TSV enables air from the bleed air system
(ATA 36) to be sent to its related turbofan. In flight, the TSV closes the
turbine bleed air supply.
On ground, turbofans draw outside air through the NACA air inlets. In
flight, dynamic air enters through the NACA inlets and ventilates the
users.
The forward check-valves close on ground during the turbofans operation,
to prevent air recirculation through the bypass duct.
The forward check-valves open in flight, letting the ram air bypass the
turbofans, which are in windmilling mode.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
Each aft check-valve fulfills a common zone B ventilation from both
sub-systems, and, at the same time, prevents reverse flow from the
adjacent sub-system.
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UNPRESSURIZED COMPARTMENTS VENTILATION DESC. (3)
- A valve frame,
- Two flappers,
- A shaft,
- Springs for each flapper.
The springs help the closure of the flappers. The two flappers are
hinged on a central shaft. The flappers are spring-loaded by two torsion
springs wound around the shaft.
Components Description
The Unpressurized Compartments Ventilation system has:
- Two Turbofan Supply Valves (TSV),
- Two turbofans,
- Four check-valves,
- Two NACA air inlets.
Turbofan Supply Valves (TSV)
Two identical Turbofan Supply Valves (TSVs) are installed per
aircraft.
Each valve has a pneumatically actuated internal piston. It is
spring-loaded closed and powered in 28VDC. A solenoid valve
controls the piston internal pressure to open and close the valve. Two
microswitches detect the position of the valve and give the fully closed
and fully open position information.
A safety altitude device, which is an aneroid capsule, prevents
inadvertent opening of the valve when the aircraft altitude exceeds
15.500 ft.
L1W06161 - L0KT0T0 - LM21DNBAYVENT01
Turbofans
Two identical turbofans are installed per aircraft.
The turbofan is a pneumatic-powered turbine-driven fan. It operates
without electrical power. It has a vane axial fan with a turbine mounted
at the periphery. The fan impeller and the turbine wheel make a single
assembly.
A double-speed sensor is integrated into each turbofan.
The turbofans are attached to the aircraft structure by four shock
absorbers.
Check Valves
Two forward and two aft check-valves are installed per aircraft.
The forward or aft check valve is of the non-return valve flapper type.
The valve has:
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
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COMPONENTS DESCRIPTION - TURBOFAN SUPPLY VALVES (TSV) ... CHECK VALVES
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Interfaces Description
The Unpressurized Compartments Ventilation system has an interface
with 2 Full Digital AGU Controllers (FDACs). The FDACs (FDAC 1
for LH, FDAC 2 for RH) control the TSV solenoid valves and monitor
their position sent by the TSV microswitches. The FDACs also receive
the turbofans speed value.
The Air Generation System (AGS) application, hosted in the CPIOM-Bs,
monitors the FDACs:
- FDAC 1 by CPIOM-Bs 1 and 3,
- FDAC 2 by CPIOM-Bs 2 and 4.
The LGERS application, hosted in the CPIOM-Gs, sends the
on-ground/in-flight signal to the Unpressurized Compartments Ventilation
system.
The AGS application transmits data to the FWS for the alert computation
need. The FWS transmits the flight phase to the AGS for the AGS BITE.
The AGS transmits the following data to the OMS:
- Fault messages from the BITE to the CMS for failure isolation, failure
memorization and reports generation,
- Its configuration to the DLCS for configuration monitoring and
management,
- System parameters to the ACMS for real time monitoring and reports
generation.
The CMS can launch AGS interactive tests from the maintenance
terminals.
The DLCS loads the AGS application and AGS pin-programming
configuration, in the CPIOM-Bs.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
UNPRESSURIZED COMPARTMENTS VENTILATION DESC. (3)
Apr 18, 2006
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INTERFACES DESCRIPTION
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
UNPRESSURIZED COMPARTMENTS VENTILATION DESC. (3)
Apr 18, 2006
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A/C SYSTEM PROTECTION SYSTEMS MAINTENANCE (3)
CMS Interactive Tests and Specific Functions for the AVS
The avionics ventilation system has the following interactive tests:
- Guided test,
- Specific data,
- System test.
These tests are launched from the OMS HMI (using the OMT, OIT or
PMAT).
L1W06161 - L0KT0T0 - LM21Y3MAINT0001
Guided Test
The Extraction fan test, Blowing 1 fan test and Blowing 2 fan test
functions respectively test the extraction fan, blowing 1 fan and
blowing 2 fan. Each test is done in three phases:
- The fan performs its "system test".
- The fan speed is set to the lower setting to allow the detection of an
over-speed.
- The fan speed is set to the higher speed value to allow the detection
of a low speed.
One speed request is sent by the CPIOM-B3 and the other by the
CPIOM-B4 to check the CAN emission.
The Extraction valves test function tests both overboard and inboard
valves in the same test.
The test cannot be done if the DITCHING P/BSW or AVNCS
EXTRACT P/B is pressed in.
Therefore the test has an init condition to check that both P/Bs are
released out.
The test is done in two phases:
- The overboard valve is driven to its fully closed position and the
inboard valve is driven to its fully closed position.
- The overboard valve is driven to its fully open position and the
inboard valve is driven to its fully open position
The Backup 1 valve test and Backup 2 valve test functions respectively
test the back-up 1 valve and back-up 2 valve.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
If the Blowing 1(2) fan is opening the back-up 1(2) valve, the test
shall be aborted with a bite status code (Back-up 1(2) valve already
open).
Each test is done in four phases:
- The back-up valve is open for a given time by the CPIOM B3.
- The back-up valve is open for a given time by the CPIOM B3 and
B4.
- The back-up valve is open for a given time by the CPIOM B4.
- The back-up valve is not controlled open by any CPIOM. Therefore
the valve shall remain closed.
Note: When the back-up valve is open, the speed of the related blowing
fan is set to low speed.
The Extraction fan overheat detection Test, Blowing 1 fan overheat
detection test and Blowing 2 fan overheat detection test functions
respectively test the overheat protection capability of each fan. Each
test is done in one phase.
The Override selection test function tests the AVNCS EXTRACT
P/B in three phases:
- The P/B is pressed in. The overboard valve shall be partially open
and the inboard valve fully closed.
- A time delay occurs before a screen tells the operator to release out
the P/B.
- The P/B is released out. The overboard valve shall be fully open
(A/C on ground) and the inboard fully closed.
The Ditching selection test function tests the DITCHING P/B in one
phase:
- The DITCHING P/B is pressed in. The Overboard valve shall be
fully closed and the inboard fully open.
The Horn Control test function is to check the horn activation during
several seconds by the CPIOM-B3 and CPIOM-B4 successively.
The Cooling effect detector test 1 and Cooling effect detector test 2
functions launch the CED 1 self test and CED 2 self test respectively.
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L1W06161 - L0KT0T0 - LM21Y3MAINT0001
The Air filter 1 test and Air filter 2 test functions let compute each
filter clogging rate with a good precision. The related blowing fan is
stopped to get the differential pressure sensor drift. The blowing fan
is then driven in high speed to reach the maximum sensor precision.
The Extraction fan speed request, Blowing 1 fan speed request and
Blowing 2 fan speed request functions are used in the Final Assembly
Line by the maintenance people for ducting calibration. The maximum
duration of the function is one hour.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
A/C SYSTEM PROTECTION SYSTEMS MAINTENANCE (3)
Apr 18, 2006
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CMS INTERACTIVE TESTS AND SPECIFIC FUNCTIONS FOR THE AVS - GUIDED TEST
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
A/C SYSTEM PROTECTION SYSTEMS MAINTENANCE (3)
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LEVEL III - ATA 21 Air Conditioning
A/C SYSTEM PROTECTION SYSTEMS MAINTENANCE (3)
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A/C SYSTEM PROTECTION SYSTEMS MAINTENANCE (3)
CMS Interactive Tests and Specific Functions for the AVS
(continued)
Specific Data
L1W06161 - L0KT0T0 - LM21Y3MAINT0001
The specific data are reported in tables to display useful information
on the status of:
- The Blowing and extraction fans,
- The Blowing filters,
- The discrete command and feedback signals from/to the CPIOM-B3
and B4,
- The AFDX signals (Interface with ICPs),
- The Software Pin Programming (SPP) regarding the supplemental
cooling system installation.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
A/C SYSTEM PROTECTION SYSTEMS MAINTENANCE (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
CMS INTERACTIVE TESTS AND SPECIFIC FUNCTIONS FOR THE AVS - SPECIFIC DATA
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
A/C SYSTEM PROTECTION SYSTEMS MAINTENANCE (3)
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A/C SYSTEM PROTECTION SYSTEMS MAINTENANCE (3)
MPD Tasks
Specific Maintenance Items for the AVS
The main specific maintenance topics for the AVS are:
- The deactivation/activation of the overboard valve
- The deactivation/activation of the inboard and back-up valves
- The MPD tasks for the operational check of the back-up valves and
CEDs
Valves Deactivation/Activation
L1W06161 - L0KT0T0 - LM21Y3MAINT0001
The deactivation (reactivation) procedure of the overboard valve are
used to deactivate (reactivate) the overboard valve in (from) the not
fully open position a short time before engine start.
For the valve deactivation, the switch must be set to OFF before to
manually close the valve with the handle.
The system test of the AVS does not dynamically test the back-up
valves. The system test of the AVS just tests the electrical continuity
and integrity of the CEDs. Consequently, the operational check of the
cooling effect detectors must be done at least every 24000 FH and the
operational check of the back-up valves must be done at least every
60 months.
However, a failed closed back-up valve leads to a hidden failure until
another failure (blowing fan...) occurs. An ECAM warning is then
triggered and the back-up valve failure message becomes a class 1
failure. For that reason, it is recommended to fix a back-up valve
failure as soon as possible.
WARNING: DO NOT USE YOUR FINGERS TO OPERATE THE
SWITCH. USE A STICK, AND BE VERY CAREFUL.
THE AVIONICS EQUIPMENT VENTILATION
SYSTEM WILL POSSIBLY PUT THE OVERBOARD
VALVE FLAP IN THE CLOSED POSITION AND IT
WILL CUT YOUR FINGERS.
The handle is turned counterclockwise to fully close the main flap of
the valve.
Note: When the main flap is fully closed, the auxiliary flap will close
if you continue to turn the handle counterclockwise.
The AVNCS EXTRACT P/B must be pressed in to confirm the
deactivation procedure.
The back-up valves and the inboard valve can be deactivated and set
in their failed-safe state position by using a manual lever fitted on
each valve actuator.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
A/C SYSTEM PROTECTION SYSTEMS MAINTENANCE (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
SPECIFIC MAINTENANCE ITEMS FOR THE AVS - VALVES DEACTIVATION/ACTIVATION & MPD TASKS
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
A/C SYSTEM PROTECTION SYSTEMS MAINTENANCE (3)
Apr 18, 2006
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AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
L1W06161 - L0KT0T0 - LM21O5LEVEL0301
General
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Apr 18, 2006
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GENERAL
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
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AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Avionics Bay Ventilation System
Normal Operation (A/C On The Ground)
Normal Operation (A/C In Flight)
Abnormal Operation (A/C On The Ground)
NOTE: if AVS is in Back up mode, no back up mode is possible for
IFE ventilation system.
Abnormal Operation (A/C In Flight)
L1W06161 - L0KT0T0 - LM21O5LEVEL0301
NOTE: if AVS is in Back up mode, no back up mode is possible for
IFE ventilation system.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
AVIONICS BAY VENTILATION SYSTEM - NORMAL OPERATION (A/C ON THE GROUND) ... ABNORMAL OPERATION (A/C IN
FLIGHT)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Apr 18, 2006
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A380 TECHNICAL TRAINING MANUAL
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Avionics Bay Ventilation System (continued)
OMS Pages (System Report & Test)
L1W06161 - L0KT0T0 - LM21O5LEVEL0301
NOTE: for fans, FAN TEST, FAN OVHT DETECTION TEST
AND FAN SPEED REQUEST are possible.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Apr 18, 2006
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AVIONICS BAY VENTILATION SYSTEM - OMS PAGES (SYSTEM REPORT & TEST)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Apr 18, 2006
Page 181
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AVIONICS BAY VENTILATION SYSTEM - OMS PAGES (SYSTEM REPORT & TEST)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Apr 18, 2006
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MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
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AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
IFEC Ventilation System
Normal Operation (A/C On The Ground)
Normal Operation (A/C In Flight)
Abnormal Operation (A/C On The Ground)
NOTE: if AVS is in Back up mode, no back up mode is possible for
IFE ventilation system.
Abnormal Operation (A/C In Flight)
L1W06161 - L0KT0T0 - LM21O5LEVEL0301
NOTE: if AVS is in Back up mode, no back up mode is possible for
IFE ventilation system.
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Apr 18, 2006
Page 184
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A380 TECHNICAL TRAINING MANUAL
IFEC VENTILATION SYSTEM - NORMAL OPERATION (A/C ON THE GROUND) ... ABNORMAL OPERATION (A/C IN FLIGHT)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Apr 18, 2006
Page 185
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AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Ground Cooling System
Normal Operation (A/C On The Ground)
NOTE: system operates on the ground only if the air inlet
temperature reaches 32°C.
Abnormal Operation (A/C On The Ground)
L1W06161 - L0KT0T0 - LM21O5LEVEL0301
NOTE: If the temperature goes over 32°C and Ground Cooling
System is not operative, this will have an effect on AVS
(Alarm & External Horn).
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Apr 18, 2006
Page 186
L1W06161 - L0KT0T0 - LM21O5LEVEL0301
A380 TECHNICAL TRAINING MANUAL
GROUND COOLING SYSTEM - NORMAL OPERATION (A/C ON THE GROUND) & ABNORMAL OPERATION (A/C ON THE GROUND)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT OPS&CI (3)
Apr 18, 2006
Page 187
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UNPRESSURIZED CMPT VENTILATION OPS, C&I (3)
L1W06161 - L0KT0T0 - LM21O6LEVEL0301
General
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
UNPRESSURIZED CMPT VENTILATION OPS, C&I (3)
Apr 18, 2006
Page 188
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A380 TECHNICAL TRAINING MANUAL
GENERAL
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
UNPRESSURIZED CMPT VENTILATION OPS, C&I (3)
Apr 18, 2006
Page 189
A380 TECHNICAL TRAINING MANUAL
UNPRESSURIZED CMPT VENTILATION OPS, C&I (3)
Aircraft Systems Protection
Normal Operation (A/C On The Ground)
NOTE: this system operates on the ground only with AGUs
operating.
Normal Operation (A/C In Flight)
L1W06161 - L0KT0T0 - LM21O6LEVEL0301
Abnormal Operation (A/C On The Ground)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
UNPRESSURIZED CMPT VENTILATION OPS, C&I (3)
Apr 18, 2006
Page 190
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A380 TECHNICAL TRAINING MANUAL
AIRCRAFT SYSTEMS PROTECTION - NORMAL OPERATION (A/C ON THE GROUND) ... ABNORMAL OPERATION (A/C ON THE
GROUND)
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
UNPRESSURIZED CMPT VENTILATION OPS, C&I (3)
Apr 18, 2006
Page 191
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AVNCS EQPT VENT & GND COOL & IFEC VENT COMP. (3)
A/C Zone 000
Main Avionics Bay
A/C Zone 120
A/C Zone 123
A/C Zone 124
FWD Cargo Compartment
A/C Zone 130
A/C Zone 131
A/C Zone 132
L1W06161 - L0KT0T0 - LM21C5LEVEL0301
A/C Zone 134
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT COMP. (3)
Apr 18, 2006
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MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
AVNCS EQPT VENT & GND COOL & IFEC VENT COMP. (3)
Apr 18, 2006
Page 193
A380 TECHNICAL TRAINING MANUAL
UNPRESSURIZED CMPT VENTILATION COMP. LOC. (3)
Belly Fairing
A/C Zone 191
L1W06161 - L0KT0T0 - LM21C6LEVEL0301
A/C Zone 192
MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
UNPRESSURIZED CMPT VENTILATION COMP. LOC. (3)
Apr 18, 2006
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MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 21 Air Conditioning
UNPRESSURIZED CMPT VENTILATION COMP. LOC. (3)
Apr 18, 2006
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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY
WITH BAE SYSTEMS