21 Beamer

Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Cat. B1B2
21 Air Conditioning Compressor Pneumatic Overheat Sensor. . . . . . . . . . . . . . . . . . . . . . . . . .

Compressor Overheat Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
34
Water Extractor Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
21-00 General Pack Outlet Pneumatic Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
System Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Pack Outlet Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Sub Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Pack Overheat and Controller Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Primary Computer Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Cabin Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Primary and Secondary Computers Failure . . . . . . . . . . . . . . . . . . . . . . . . 38
Pressurization Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Avionics Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 21-50 Air Cooling System (Enhanced)
Cargo Ventilation and Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Pack FCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Exchangers-Reheater-Condensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
21-50 Air Cooling System (Classic) A.Ice Valve (A320/321 only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
System Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Ram Air Inlet Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Air Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Ozone Filter (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Pack Flow Control Valve (FCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Water Extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Bypass Valve (BPV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 By-Pass Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Ram Air Inlet / Outlet Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Pack Inlet Pressure Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Anti-Ice Valve (AIV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Delta P Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Air Cycle Machine (ACM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Compressor Discharge Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . 44
Exchangers - Reheater - Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Pack Discharge Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Water Extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Pack Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Pack Discharge Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Ozone Filter (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Pack Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
21-60 Cockpit and Cabin Temperature Control
Pack Controller Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 General Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Normal Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Cockpit and Cabin Temperature Control Components . . . . . . . . . . . . . . . 49
Operational Temperature Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Mixer Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Normal Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 See recirculation system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Back-Up Temperature and Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Mixer Unit Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Mixer Unit Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Pack Sensors Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Trim Air Pressure Regulating Valve (PRV) . . . . . . . . . . . . . . . . . . . . . . . . . 49
Bleed Temperature Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Trim Air Pressure Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Pack Inlet Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Trim Air Valves (TAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Duct Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Compressor Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Duct Overheat Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Sep08/Technical Training for training purposes only

Contents - I
Copyright by SR Technics
Zone Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Zone Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

Recirculation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Air Conditioning System Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Zone Temperature Control Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Zone Controller Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Primary Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 SDAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Lowest Pack Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 EIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Trim Air Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 ADIRU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Flow Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 ECB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
APU / FADEC Demand. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 DMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Secondary Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 CFDIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Back-Up Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Air Conditioning System Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Back-Up FADEC Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Fan Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Primary Computer Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 A.Ice and Pneumatic Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Primary and Secondary Computers Failure . . . . . . . . . . . . . . . . . . . . . . . . 59 LGCIU 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Duct Overheat and Zone Controller Failures . . . . . . . . . . . . . . . . . . . . . . . 60 BSCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Zone and Pack Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 System Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 PACK 1 (2) OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 PACK 1 (2) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
System Data Acquisition Concentrator (SDAC) . . . . . . . . . . . . . . . . . . . . . 68 PACK 1 (2) OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Engine Interface Unit (EIU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 PACK 1 (2) REGUL FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Air Data Inertial Reference Unit 3 (ADIRU 3) . . . . . . . . . . . . . . . . . . . . . . . 68 PACK 1 + 2 FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Electronic Control Box (ECB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 CKPT, FWD CABIN OR AFT CABIN DUCT OVHT . . . . . . . . . . . . . . . . . . 77
Centralized Fault Display Interface Unit (CFDIU) . . . . . . . . . . . . . . . . . . . . 68 HOT AIR FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Zone and Pack Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 TRIM AIR SYSTEM FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Fans Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 L+R CAB FAN FAULT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Anti-Ice and Pneumatic Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 LAV+GALLEY FAN FAULT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Landing Gear Control Interface Unit 2 (LGCIU 2) . . . . . . . . . . . . . . . . . . . . 69 CTL 1(2)-A(B) FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Braking and Steering Control Unit (BSCU) . . . . . . . . . . . . . . . . . . . . . . . . . 69
21-23 Lavatory and Galley Ventilation
21-60 Cockpit and Cabin Temperatur (Enhanced) General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Mixer Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Mixer Unit Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Mixer Unit Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 System Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Trim Air PRV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Hot Air Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Trim Air Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Operation of Lavatory and Galley Extraction Fan . . . . . . . . . . . . . . . . . . . . 85
Duct Temperature Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

Contents - II
21-99 CFDS Safety Valve Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112

LO DIFF Press . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
21-28 Cargo Comp. Ventilation & Heating (Optional) Pressurization System LRU’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 Outflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Aft Cargo Compartment Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 CFDS - BITE Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Aft Cargo Compartment Heating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 CPC Power-Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
CPC Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
21-31 Pressurization Control Built-In Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 MCDU Maintenance Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Main Components and Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Pressurization Test of Fuselage (Leakage Checks) after A/C Abnormal Op-
Cabin Pressure Controllers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 eration or Repair. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Safety Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Test for Leakage in the Repair Area at a Differential Pressure of 280 mbar
Automatic Pressure Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 (4.06 psi) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Manual Pressure Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 Test for Leakage in the Repair Area at a Differential Pressure of 280 mbar
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 (4.06 psi) (with AIDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Cabin Pressure Altitude Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Pressure Schedules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 21-26 Avionics Equipment Ventilation
Pressure Schedules and Rate Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
EIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Avionics Ventilation System Presentation . . . . . . . . . . . . . . . . . . . . . . . . 134
LGCIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Avionics Ventilation System Normal Operation. . . . . . . . . . . . . . . . . . . . . 140
FMGC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Avionics Ventilation System Abnormal Operation . . . . . . . . . . . . . . . . . . . 143
Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Avionics Ventilation System Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Controller 1/Controller 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Avionics Ventilation System Computer Interfaces. . . . . . . . . . . . . . . . . . . 152
Air Cond Panel and Cabin Press Panel . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Avionics Ventilation LRU’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Press Panel/Motor 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 AEVC Bite and Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
FWC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
SDAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
CFDIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
CIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 21-55 Emergency Ram Air Inlet
Cabin Press Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Cabin Press Panel/SDAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 Emergency Ram Air Inlet Flap Operation . . . . . . . . . . . . . . . . . . . . . . . . . 168
Safety Valves/SDAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Excess CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 21-42 Door Area Heating (Optional)
SYS 1 (2) Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
SYS 1 + 2 Fault. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
Outflow Valve Not Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
LDG ELEV Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112

Contents - III
Operation/Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
21-Study Questions

Contents - IV
Training Manual Air Conditioning
A318/A319/A320/A321 21-00
21 Air Conditioning

21-00-1
Copyright by SRTechnics
A318/A319/A320/A321 21-00 General
21-00 General
System Purpose
The purpose of the air conditioning system is to ensure a continuous renewal of
fresh air, maintain a correct temperature and pressure in the pressurized fuselage.
There are three independently temperature controlled zones:
• Cockpit
• Forward Cabin
• Aft Cabin
Sub Systems
The air conditioning system includes the following main subsystems:
• General (21-00)
• Air Distribution and Recirculation (21-21)
• Lavatory/Galley Ventilation (21-23)
• Individual Air Distribution (21-24)
• Avionics Equipment Ventilation (21-26)
• Cargo Ventilation System (21-28)
• Pressurization Control (21-31)
• Flow Control and Indication (21-51)
• Air Cooling System (21-52)
• Emergency Ram Air Inlet (21-55)
• Pack Temperature Control (21-61)
• Cockpit and Cabin Temperature Control (21-63)

21-00-2
A318/A319/A320/A321 21-00 General
Figure 1: Air Conditioning System Layout
PRESSURIZATION
CONTROL
CARGO COMPARTMENT 21-31 FLOW CONTROL
VENTILATION AND INDICATION
21-28 21-51
AVIONICS EQUIPMENT AIR COOLING

VENTILATION SYSTEM
21-26 21-52
INDIVIDUAL AIR EMERGENCY RAM

DISTRIBUTION AIR INLET
21-24 21-55
LAVATORY/GALLEY PACK TEMPERATURE

VENTILATION CONTROL
21-23 21-61
AIR DISTRIBUTION
AND RECIRCULATION
AIR CONDITIONING COCKPIT AND CABIN
TEMPERATURE CONTROL
21-21 SYSTEM 21-63
PNEUMATIC
SYSTEM
36

21-00-3
A318/A319/A320/A321 21-00 General
System Overview For the zones, which require warmer temperature, the ZC signals the TRIM
VALVES to open. Hot air mixes with the pack discharge air and the temperature
Cabin Temperature Control increases.
The Single Aisle family is equipped with two air conditioning packs located in the
wing root area forward of the landing gear bay. The packs supply dry air to the cab-
in for air conditioning, ventilation and pressurization. The main component of each
pack assembly is the air cycle machine.
Hot air from the pneumatic system is supplied to the pack through the pack Flow
Control Valve (FCV). The FCV adjusts the flow rate through the pack and is the
pack shut-off valve. During normal operation, the Zone Controller (ZC) calculates
the flow mass demand and transmits the data to the Pack Controller (PC) which
set the flow control valve in the necessary reference position.
The pack temperature control system controls the pack outlet temperature and
sets its maximum and minimum limits. The system includes two PCs. Each PC
controls one pack. During normal operation, the ZC sends the required pack outlet
temperature to both PCs. To control the pack outlet temperature, the PC modu-
lates the BYPASS VALVE and the RAM-AIR INLET doors.
On the Enhanced aircraft, the ZC and PCs are replaced by the Air Conditioning
System Controllers (ACSC). All of the functions of the ZC and PCs are incorporat-
ed in the ACSC.
The packs supply the mixer unit. Three separate aircraft zones are supplied from
the mixer unit:
• cockpit,
• forward cabin,
• aft cabin.
Two cabin recirculation fans are installed to reduce the bleed air demand and
therefore save fuel. These fans establish a recirculation flow of air from the cabin
zones to the mixer unit. In normal operation, there are no ECAM indications asso-
ciated with the cabin fans.
The ZC controls and monitors the temperature regulation system for the cabin
zones. On the overhead AIR COND panel, the flight crew selects the desired indi-
vidual compartment temperature.
The hot air system for cabin temperature control has a trim air pressure regulating
valve and trim air valves controlled by the ZC.

21-00-4
A318/A319/A320/A321 21-00 General
Figure 2: Cabin Temperature Control

21-00-5
A318/A319/A320/A321 21-00 General
Pressurization Control
The pressurization system on the Single Aisle family normally operates automati-
cally to adjust the cabin altitude and rate of climb to ensure maximum passenger
comfort and safety. The pressurized areas are:
• the cockpit,
• the avionics bay,
• the cabin,
• the cargo compartments.
The concept of the system is simple. Air is supplied from the air conditioning packs
to the pressurized areas. An outflow valve is used to regulate the amount of air
allowed to escape from the pressurized areas.
Automatic control of the outflow valve is provided by two Cabin Pressure Control-
lers (CPCs). Each CPC controls one electric motor on the outflow valve assembly.
The CPCs interface with other aircraft computers to optimize the pressurization /
depressurization schedule.There are two automatic pressurization systems. Each
CPC and its electric motor make up one system. Only one system operates at a
time with the other system acting as backup in case of a failure. The system in
command will alternate each flight.
A third motor is installed for manual operation of the outflow valve in case both au-
tomatic systems fail.
To protect the fuselage against excessive cabin differential pressure, safety
valves are installed on the rear pressure bulkhead. The safety valves also protect
against negative differential pressure.

21-00-6
A318/A319/A320/A321 21-00 General
Figure 3: Pressurization Control

21-00-7
A318/A319/A320/A321 21-00 General
Avionics Ventilation
The avionics ventilation system supplements the air conditioning system to supply
cooling air to the avionics equipment. This equipment includes the avionics com-
partment, the flight deck instruments and the circuit breaker panels.
A blower fan and an extraction fan circulate the air through the avionics equip-
ment.
These fans operate continuously as long as the aircraft electrical system is
supplied.
The Avionics Equipment Ventilation Computer (AEVC) controls the fans and the
configuration of the skin valves in the avionics ventilation system based on flight /
ground logic and fuselage skin temperature.
There are 3 configurations for the skin air inlet and outlet valves:
• open circuit: both valves open (on ground only),
• closed circuit: both valves closed (flight or low temperature on ground). The air
is cooled in the SKIN HEAT EXCHANGER. The skin heat exchanger is a
chamber which allows the air to contact the fuselage skin in flight,
• intermediate circuit: inlet closed, outlet partially open (smoke removal in flight
or low ventilation airflow condition).

21-00-8
A318/A319/A320/A321 21-00 General
Figure 4: Avionics Ventilation

21-00-9
A318/A319/A320/A321 21-00 General
Cargo Ventilation and Heating

As an option on the Airbus single aisle family, the forward and aft cargo compart-
ments can have a ventilation system. In addition, a heating system may be in-
stalled in either or both compartments. Note that the heating system will only be
installed along with a ventilation system.
The operation for both compartments is similar so we will only look at the forward
cargo compartment. Air from the main cabin is drawn down into the cargo com-
partment by the extract fan or by differential pressure in flight. After circulating
through the compartment, the air is discharged overboard.
The operation of the two isolation valves and the extract fan is controlled automat-
ically by the cargo Ventilation Controller (VC).One VC is able to control either or
both compartments.
For the heating of the cargo compartment, the pilots select the desired compart-
ment temp and hot bleed air is mixed with the air coming from the main cabin to
increase the temperature if necessary. The supply of hot air is controlled by the
Cargo Heating Controller. Each heated compartment has a dedicated Cargo
Heating Controller. Note that there is NO direct air conditioning supply to the cargo
compartments. The pilots cannot add "cold" air to the compartments.

21-00-10
A318/A319/A320/A321 21-00 General
Figure 5: Cargo Ventilation and Heating

21-00-11
A318/A319/A320/A321 21-00 General
Indication
Figure 6: Air Conditioning and Ventilation Panel
A A321 Zone Temperature Selector (3)
12 o'clock = 24°C
B COLD = 18°C
HOT = 30°C
HOT AIR P/B

On - The hot air valve regulates hot air pressure.
OFF - The hot air valve closes, trim air valves
close.
ECON FLOW P/B (A321 only) A FAULT circuit is reset.
Permits selection of ECON or normal pack flow according to FAULT - Illuminates amber, associated with ECAM
number of passenger and ambient conditions. caution, when duct overheat is detected
(88°C).
ON - ECON flow is selected and provides 80% of
The hot air valve and the trim air valves
normal flow.
automatically close.
OFF - Normal flow is selected (100%). FAULT extinguishes, when temperature
drops below 70° C and OFF is selected.
If ECON flow is selected, the pack flow can be automatically
selected up to normal flow . PACK P/B (2)
The manual selection is irrelevant in single single pack
operation or with APU bleed. In these cases, the system On - The pack flow control valve is
delivers high flow (40% more than the ECON flow). automatically controlled.
It opens except in the following cases:
PACK FLOW Selector - Upstream pressure below minimum.
- Compressor outlet overheat.
Permits selection of pack flow according to number of
- Engine start sequence:
passenger and ambient conditions (smoke removal, hot or
?- Both valves immediately close, if the
wet conditions).
MODE selector is set to IGN (or CRK).
LO = 80% ?- They remain closed when, on either
engine:
NORM = 100% - The MASTER SW is set to ON (or
HI = 120% MAN START P/B is set to ON) and,
B - The start valve is open, and
The manual selection is irrelevant in single pack operation or - N2 <50 %.
with APU bleed supply. In these cases, HI is automatically ?- On ground, reopening of the valves is
selected. delayed for 30 seconds to avoid a
If LO is selected, the pack flow will be automatically selected supplementary pack closure cycle
up to 100% when the cooling demand cannot be satisfied. during second engine start.
- Corresponding engine fire P/B
RAM AIR P/B (guarded) depressed.
- Ditching selected.
ON - The ON light illuminates blue.
Provided the DITCHING P/B on the CABIN OFF - The pack flow control valve closes.
PRESS panel is in normal position: FAULT - Illuminates amber, associated with ECAM
- The RAM air valve opens. caution, when pack flow control valve
- If ΔP ≤ 1 psi : The outflow valve control CAB FANS P/B
position disagrees with selected position
remains normal. No emergency ram air On - The two cabin fans run. or in case of compressor outlet overheat or
flows in. pack outlet overheat.
- If ΔP < 1 psi : The outflow valve opens OFF - The two cabin fans stop.
to 50% when not under manual control. NOTE: - Should a double fan failure occur , ECAM caution
Emergency ram airflow is supplied is activated.
directly to the mixer unit. - With CAB FANS P/B in OFF, SATCOM cooling is
Off - The RAM air valve closes. stopped if PACKS are not ON.

21-00-12
A318/A319/A320/A321 21-00 General
Figure 7: ECAM Bleed and COND Page

SYSTEM DISPLAY
PACK OUTLET Temperature RAM AIR Inlet
Indication is green.
Green Valve fully open in flight.
Becomes amber if temperature is above 90° C .
TURB BY PASS VALVE Position Amber Valve fully open on ground.
C = Cold - Valve closed. Green Valve fully closed.
H = Hot - Valve open.

Amber Valve in transit.
PACK COMPRESSOR OUTLET Temperature
PACK FLOW CONTROL Valve
Becomes amber if temperature above 230°C.
PACK FLOW Indication Green Valve not closed.

Indication is green. Becomes amber if pack flow control valve
is closed. Amber Valve not closed, disagree with
control position.
NOTE: The pack flow indication can be up to 30% below?
actual flow rate.
Green Valve fully closed.
-
-
Amber Valve fully closed, disagree with
control position.
SYSTEM DISPLAY
Amber Valve in transit.
ZONE CONTROLLER Fault
ALTN MODE - Primary channel failure (green).
PACK REG - Zone controller fault (basic regulation by TEMP: °C
packs only) (green). Unit of measure (°C) is indicated in cyan.
No indication - Zone controller normal operation.
CABIN FAN FAULT Indication
ZONE Temperature FAN - Appears amber if a fault is detected.
Indication is green. (Value is replaced by amber XX if
sensors, lavatory fan or galley fan are lost) HOT AIR PRESS REGULATING Valve
(closed for 30 sec. during AMC start)
ZONE DUCT Temperature
Green Valve not closed.
Normally green, becomes amber at 80 5C.
Amber Valve open, but disagree with
ZONE TRIM AIR VALVE Position control position.
(closed for 30 sec. during AMC start)
Indication is green. Green Valve closed and P/B AUTO.
Amber Valve closed and P/B OFF or

- valve disagree closed.
-

21-00-13
A318/A319/A320/A321 21-00 General
Figure 8: Cruise and Cabin Press System Display

SYSTEM DISPLAY
Zone Indication
Zone Temperature Indication
/ Indication is green displayed in °C.
SYSTEM DISPLAY
PACK 1 (2) Indication
Green Pack flow control valve open.

PACK 1 (2) White
Amber Pack flow control valve closed

PACK 1 (2) Amber with associated engine running.

21-00-14
A318/A319/A320/A321 21-50 Air Cooling System (Classic)
21-50 Air Cooling System (Classic)

21-50-15
System Layout
The air conditioning system consists of two cooling packs located in the center fu-
selage-in the unpressurized area.
A Mixing Unit, a Hot Air Manifold and temperature regulating components are lo-
cated in front of the cooling packs in the pressurized area.
Air ducts are installed under the cabin floor along the left and right side. Riser
ducts are connected to the supply ducts and goes up and around the interior of the
fuselage. The top of each riser duct is connected to the cabin air outlets, one be-
low and one above the hatrack.
The cockpit supply duct is divided at the rear of the cockpit to go forward at the LH
and RH side. Three riser ducts are connected to the supply duct, goes up each
side of the cockpit and on top connected to different air outlets.
Air for passenger individual ventilation (Option) is taken from the cabin main sup-
ply ducts. The individual air outlets are located above each passenger seat row
and are adjustable in airflow and direction.

21-50-16
Figure 1: System Layout

21-50-17
Air Cooling System During flight the inlet and outlet areas are modulated so that the airflow is kept to
a minimum. During takeoff and landing, the inlet is fully closed to prevent the in-
Bleed air enters the system through the flow control valve, which also acts as a gestion of foreign matter.
pack shutoff valve. The air is then cooled in the primary heat exchanger with am-
bient ram air. Part of this air passes through the bypass valve and the remainder
is compressed in the ACM compressor, which increases the temperature and
pressure. It is cooled again in the main heat exchanger with ambient ram air.
The air now enters the high-pressure water-extractor loop, where it is cooled to
about its dew point. This happens in the reheater which uses turbine inlet air. The
condenser then uses cold turbine air to further cool the air to below its dew point.
The air re-enters the reheater where it is heated before being expanded and
cooled in the ACM turbine. After passing through the condenser the now condi-
tioned air leaves the air cooling system through the check valve to the mixing unit.
Condensed water is extracted and drained from the air, as it passes through the
high-pressure extractor. The water injector sprays the condensed water into the
ambient ram airflow to increase cooling efficiency.
To prevent freezing at low ambient temperatures and to limit high pack discharge
temperatures, the water extractor outlet temperature is limited to between 2°C and
70°C.
An automatic pack de-icing periode will accure when the FCV is open and the
pack discharge temperature is < 5°C or the By-Pass Valve (BPV) position is <25
deg. The BPV gets a recurrent signal from the pack controller to modulate the hot
air.
An anti-ice valve is used to stop (as a back-up) ice formation downstream of the
the turbine. When a significant pressure drop is sensed the valve opens, tapping
hot air from downstream of the flow control valve. This hot air is delivered to the
turbine which eliminates any ice formation.
Air is bled from the compressor inlet through the bypass valve to the turbine outlet.
This modulates pack discharge temperature to the required level, if the limits for
the water extractor are not exceeded.
The ambient ram air for heat exchanger cooling, enters the air cooling system
through fully modulating NACA-type inlets. After passing through the main heat
exchanger and primary heat exchanger the air is discharged overboard through a
variable outlet. When the aircraft is on the ground, the ACM fan supplies the cool-
ing airflow.

21-50-18
Figure 2: Air Cooling System

SYSTEM DISPLAY
BLEED ZONE TEMPERATURE SENSORS
PACK OUTLET TEMPERATURE 21HK 22HK 23HK

24 C
C H FWD AFT
COMPRESSOR OUTLET CKPT
50 C
TEMPERATURE
LO HI SATELLITE COMMUNICATION
EQUIPMENT VENTILATION
ANTI
ICE DUCT OVERHEAT SENSORS
30 PSI 18 HK / 19 HK / 20 HK
160 C RAM AIR INLET AVIONICS
EQUIPMENT
VENTILATION
POSITION (SEE 21-26)
DUCT TEMPERATURE SENSORS
PACK WATER 8HH
MAIN HEAT 15 HK / 16 HK / 17 HK
FLOW EJECTOR
EXCH. 20HM
MIXER
UNIT
16HH 10HB
FLAP
ACTUATOR
T
TRIM AIR
REHEATER 20HB CL
VALVES
M M M
S M PRIMARY 10HM3 11HH
10HM9
T
HEAT EXCH 15HH OP 11HK 12HK 13HK
18HH 12HH 24HK 25HK HOT AIR MANIFOLD

>230 - 260°C MIXING
CABIN UNIT
AIR CLOSE FCV FAN CAB FANS
FLOW CONDENSOR
CONTROL ACM 10HM2 LH RH
13HH CABIN OFF
VALVE BY-PASS
FLAP
C T FAN
PACK OUTLET FROM HOT AIR
PNEUMATIC PACK 2 PRESSURE
T
BY-PASS SENSOR DIVERTER

POSITION SWITCH 26HK
VALVE 10HM10 FLAP
M 10HH TRIM-AIR
9HH WATER S1
EXTRACTOR ACTUATOR PNEUM PRESSURE
10HM 7HZ PRESS S2
REGULATING
VALVE 14HK
(not installed EMERGENCY AIR COND CABIN (REG. 4 PSI IF: S1= OFF
at fuselage RAM AIR GROUND AIR REG. 2 PSI IF: S1= ON
No. 891and sub.) ANTI-ICE S REG. PNEUMATICALLY 15°C IF: CLOSE IF: S2 = OFF)
INLET CONNECTOR
VALVE 17HH SOLENOID DE-ENERGIZED
RAM AIR OUTLET FROM
PACK 2

21-50-19
Pack Flow Control Valve (FCV)

The pack flow control valve has three functions:
• Electrical shut-off function by energizing the solenoid (S).
• Pneumatical shut-off function.
• Regulation of the pack airflow according to pack controller command to the
stepper motor (M).
The FCV is electrically controlled to closed:
• During engine start (re-opens 30 sec after first engine start)
• If the corresponding engine fire P/B is pushed
• If the ditching P/B is set to “ON”
• If the corresponding PACK P/B is set to “OFF”
The FCV is pneumatically controlled to closed if:
• The pneumatic pressure is < 10 psi (spring-loaded closed)
• The compressor discharge temperature is > 230 - 260°C (the compressor
overheat pneumatic sensor vents the FCV open pressure)
The regulated pack flow depends on:
• The position of the PACK FLOW selector (A319/A320)
LO = 80% / NORM = 100% / HI = 120%
• The position of the ECON FLOW P/B (A321 only)
ON = 80% / OFF = 100%
• The opposite FCV position (HI flow if closed)
• The APU bleed valve position (HI flow if open)
• The Zones Cool- or Heat Demand Signals
• (If “LO” or ECON “ON” is selected and heating or cooling demand can not be
met, the zone controller automatically provides normal flow (100%) and if nec-
essary increases the engine power).
If necessary the flow control valve can be manually locked in close position.

21-50-20
Figure 3: Flow Control

VARIABLE FLOW CONTROL BY STEPPER MOTOR
(IF PRIMARY CHANNEL FAILS TOTAL AIRLOW TO THE FUSELAGE (2 PACK OPERATION WITH ENGINE BLEED AIR)
FLOW REMAINS AT PREVIOUS SETTING)
VOLUMETRIC MASS FLOW (kg/sec)
PACK FLOW
FLOW Cabin Altitude
PACK 1 SELECTION (m3 / sec) Sea Level 8'000 ft
FAULT ENG 1FIRE A319 HI = 120 % 1,111 1,322 0,981
OFF PUSH AND NORM = 100 % 0,926 1,101 0,818
A320 LO = 80 % 0,741 0,881 0654
7HB
ECON OFF =100% 1,088 1,293 0,960
A321
ENERGIZED ECON ON = 80% 0,870 1,034 0,768
TO CLOSE
DITCHING PRESSURE
SENSOR
ENGINE
10HB
START
ON (used for flow
RAM AIR INLET
indication)
13HL ACTUATOR
EIU 1 EIU 2
PACK INLET FLOW

PACK 1 CONTROLLER PRESSURE MAN
CLOSE CONTROL
ENG SENSOR VALVE COMPRESSOR
MODE 16HH LOCK
S 11HB OVERHEAT
NORM M
T
FLOW (PRIMARY FROM PNEUMATIC
CONTROL CHANNEL) CRANK IGNITION PNEUM SENSOR 10HM9
SETTING START SYS 1
PACK OVERHEAT
BLEED TEMP. >230 - 260°C
CABIN FAN
6KS SENSOR
HI FLOW AIR ACM
18HH
PACK 2 SPRING-LOADED BY-PASS
FCV CLOSED
FLAP C T
CLOSED PACK FLOW
ZONE CONTROLLER NORM
FLOW (PRIMARY CHANNEL) LO HI BY-PASS

DEMAND FLOW M
(A319 + A320 ONLY) VALVE
FACTOR SELECTION
DEMAND S
ZONE SIGNAL ECON FLOW
ELABORATION (not installed
TEMP at fuselage
(A321 ONLY) No. 891 and sub.)
ON ANTI-ICE
HI FLOW RAM AIR OUTLET
ACTUATOR VALVE
5HB
APU BLEED VALVE OPEN

21-50-21
Figure 4: Flow Control and Indication-Component Location
FR40
FR29
A
A
20HB
9HB(10HB) ROTA RY
F L OW S E N S O R B AC T UATO R
8HB(11HB)
F L OW C O N T RO L
VA LV E
FR40
FR29
BLEED AIR
B
INLET

21-50-22
Figure 5: Flow Control Valve
FR36
PRESSURE CONNECTIONS
TO P R E E S U R E S E N S O R S S
C A
B
P N E U M AT I C AC T UATO R A
SOLENOID PRESSURE
REDUCER
D OW M S T R E A M
PRESSURE
R E G U L ATO R
B U T T E R F LY
VA LV E
SOLENOID
F L OW C O N T R O L VA LV E
ELECTRICAL BLEED AIR 11HB (8HB)
SPECIAL LOCKING C O N N E C TO R INLET
SCREW

21-50-23
Figure 6: Flow Control Valve

S T E P P I N G M OTO R R E C O P Y
E L E C T R I C A L C O N N E C TO R P OT E N T I O M E T E R
P N E U M AT I C F L OW D E T E C TO R
E L E C T R O - M AG N E T I C VA LV E
S1
CABIN PRESSURE (4)
(3)
(6)
P N E U M AT I C EQUIPPED SOLENOID
G7
PRESSURE
R E G U L ATO R
P4 QICK DISCONNECT
AIR-VENT UNION
SPECIAL
TO
SCREW
COMPRESSOR
OUTLET
T E M P E R AT U R E
SENSOR
P N E U M AT I C A
AC T UATO R
(1)
A LT I M E T R I C
S E T T I N G L I M I TO R (2)
P3
Q : F L OW
UPSTREAM TRAILING
EDGE PROBE
B O DY B U T T E R F LY M I C RO S W I T C H
M A N UA L L O C K I N G I N C L O S E D
VENTHOLE POSITION WITH SPECIAL
SREW
G9
P N E U M AT I C
F L OW S E N S O R
TO P R E S S U R E S E N S O R

21-50-24
Figure 7: Flow Control

21-50-25
Bypass Valve (BPV) The reheater uses water extractor outlet air to cool the air leaving the main heat
exchanger even more before it enters the condenser. The condenser uses cold
The ByPass Valve modulates the temperature of the water extractor outlet in order
turbine outlet air to cool the air leaving the reheater even more. This causes the
to control the temperature of the pack outlet. moisture in the air to form water droplets.
The ByPass Valve is electrically controlled and operated by a stepper motor (M).
Water Extractor
Ram Air Inlet / Outlet Flaps The water extractor collects water droplets and drains them inside the water ex-
The ram air inlet and outlet flaps which operate together modulate the airflow tractor body in order to spray the collected water into the ram air flow of the ex-
through the exchangers in order to control the temperature of the pack outlet. changers, to increase the cooling efficiency.
The ram air inlet and ram air outlet flaps are actuated individually by an electric
actuator. Both actuators are controlled together by the pack controller to obtain op- Check Valve
timum pack cooling airflow. The ram air inlet flap closes during take-off and land- The pack downstream check valve stops leakage of air from the distribution sys-
ing. tem when the Flow Control Valve is closed.
The check valve is fitted to the pressure bulkhead.
Anti-Ice Valve (AIV)
The Anti-Ice Valve stops ice formation across the condenser or maintains the pack
outlet temperature at a fixed value, if the pack controller is unable to control the
bypass valve.
The Anti-Ice Valve is pneumatically operated and electrically controlled by a sole-
noid (S).
• solenoid energized the Anti-Ice Valve pneumatically operates as an anti-ice
function.
• solenoid de-energized the Anti-Ice Valve pneumatically operates as a temper-
ature control valve. It maintains a pack outlet temperature of 15°C (59°F).
Air Cycle Machine (ACM)

The Air Cycle Machine which consists of a turbine, a compressor and a fan, cools
the air.
The main component of the air cycle machine is a rotating shaft. A turbine, a com-
pressor and a fan are mounted along the shaft.
Exchangers - Reheater - Condenser

The air passes through two heat exchangers and a reheater before it enters the
condenser which drops air temperature well below dew point.
The cooling agent for the primary heat exchanger and the main heat exchanger is
outside ram air.

21-50-26
Ozone Filter (Option)

An ozone filter is installed upstream of each Flow Control Valve (FCV). It is used
for catalytic removal of ozone from the hot bleed air supplied to the pack.
Background
Ozone converters have been introduced in AIRBUS aircraft in order to cope with
the rate of ozone in the cabin during flight. The acceptable ozone rate is described
in the operational regulation FAR & CS 25.832.
Two standards of converters, manufactured by Engelhard, are fitted in the A320
family:
• Ozone converters (03 converters): P/N 204990XX
• Ozone and Volatile Organic Compounds converters (VOC converters): P/N
440180XX
The VOC function is an additional feature, designed to improve passenger
comfort by reducing unpleasant smell in the cockpit & cabin ingested from
outside. This function is mainly useful at the gate or during taxi where air pol-
lution may be present.
Description
Various ozone converters (03 and VOC) exist within the A320 family: the figure 1
page 3 entitled “Interchangeability matrix between the converters” provides infor-
mation regarding the evolution of the converters linked to the aircraft Air Condi-
tioning System (ACS). The main purpose is to describe the interchangeability
rules between the converters and their associated restrictions.
Firstly, a brief description of the two main steps of the ACS evolution has to be pro-
vided in order to have a clear understanding of the ozone converters evolution:
1. MOD 26362: On production from MSN 880, a modified ACS has been intro-
duced. The Bleed Temperature Sensor (BTS) was not any more necessary for
the temperature and flow regulation and therefore has been deleted.
2. MOD 30626: AIRBUS introduced a new ACS in parallel of the A318 entry into
service (MSN1599). This system, which is standard on the A318, has been in-
troduced as an option on A319, A320 and A321. This new system introduces
new Flow Control Valve (P/N1806XXX series) as well as other modifications.
The Pack Inlet Pressure Sensor (PIPS) is directly fitted on valve and is a now
sub-LRU. The modification simplifies the design, reduces the use of sense
lines and eases maintenance/access.

21-50-27
Figure 8: Ozone Converter
Modified ACS New ACS

(~MSN880) (~MSN1600)
MOD 26362 MOD 30626
BLEED FCV BLEED FCV BLEED FCV
Standard
No more BTS The PIPS is now directly
installed on the FCV.
Bleed Temp Sensors FCV P/N: 1806XXX-XX
PIPS
BLEED 03 CONV. FCV BLEED 03 CONV. FCV BLEED 03 CONV. FCV

O3 option
First 03 converter standard with Second generation of converters: Last generation of converters:
BTS & PIPS connections The BTS is now plugged The BTS & the PIPS are now plugged
Converter P/N: 204990 01 & 02 Converter P/N: 204990 03 & 04 Converter P/N: 204990 05
BTS Plug P/N: 440030 01 BTS Plug P/N: 440030 01
PIPS plug P/N: 440030 02
BLEED 03 & VOC FCV BLEED 03 & VOC FCV

O3 & VOC option
VOC, same principle as the 03 VOC, same principle as the 03

converter converter
VOC P/N: 440180 03 VOC P/N: 440180 04
BTS Plug P/N: 440030 01 BTS Plug P/N: 440030 01
PIPS plug P/N: 440030 02
: Two ways interchangeable on condition (the plugs).
: Two ways interchangeable on c ondition (loss of VOC function).

21-50-28
Figure 9: Cooling Pack Schematic

1 BLEED TEMPERATURE SENSOR 18HH (38HH) 6 PACK OUTLET TEMP SENSOR 13HH (34HH)
2 PACK INLET PRESSURE SENSOR 16HH (36HH) COMPRESSOR OVERHEAT
7 PNEUMATIC SENSOR 10HM9
LEGENDE: 3 COMPRESSOR TEMPERATURE SENSOR 12HH (32HH)
4 COMPRESSOR OVERHEAT SENSOR 15HH (35HH) 8 PACK OUTLET PNEUMATIC SENSOR
10HM10 (11HM10)
5 WATER EXTRACTOR TEMP SENSOR 11HH (31HH) 9 PRESSURE SENSOR 10HB (9HB)
WATER EXTRACTOR
OUTLET TEMPERATURE
COMPRESSOR OUTLET TEMPERATURE RAM AIR INLET

ACTUATOR 8HH (28HH)
PACK INLET MAIN
PRESSURE HEAT EXCH.
10HM7 WATER EJECTOR 20HM (21HM)
2 9
4 REHEATER
PRIMARY 10HM3 (11HM3)
OZONE (O3) HEAT EXCH.
S M 5
CONVERTER 10HM6 7
9
DOWNSTREAM
PACK 1 CONTROLLER 1 CABIN CONDENSOR 6 CHECK VALVE
7HH AIR FLOW BY-PASS 10HM2 (11HM2)
9 15HM2 (16HM)
CONTROL
FLAP 3
VALVE TO
- TEMPERATURE 11HB (8HB) FAN C T MIXER
UNIT
CONTROL ACM
CIRCUIT 10HM1 (11HM1)
+ STEPPER MOTOR BY-PASS
8
M
VALVE
ANTI-ICE 10HH (30HH) WATER
VALVE EXTRACTOR
RAM AIR OUTLET
PACK TEMP DEMAND 17HH (37HH) 10HM (11HM)
ACTUATOR 9HH (29HH)
(not installed at fuselage
No. 891 & sub.)
ZONE CONTROLLER S MIXING
NORMALLY ENERGIZED UNIT
+ 8HK (DE-ENERGIZED IF BOTH PRESSURE
LOWEST CHANNELS FAIL)
ZONE
- ZONE DUCT (15° C TEMP CTL IF SOLENOID DE-ENERGIZED)
DUCT DEMAND
DEMANDS
AVERAGE TO TRIM AIR PRESSURE REGULATING VALVE
RH MIXER UNIT TEMP. SENSOR 25HK

LH MIXER UNIT TEMP. SENSOR 24HK

21-50-29
Figure 10: Pack Flow Control and Indication

PACK 1 FAULT PACK 2 FAULT
PACK 1 PACK 2
- FCV POSITION DISAGREES WITH PACK P/B POSITION - FCV POSITION DISAGREES WITH PACK P/B POSITION
FAULT - COMP. OUTLET TEMPERATURE > 230°C (4x) FAULT - COMP. OUTLET TEMPERATURE > 230°C (4x)
7HB OFF PACK 1 OVHT OFF 6HB PACK 2 OVHT
- COMP. OUTLET TEMPERATURE > 260°C
ENG 1FIRE - COMP. OUTLET TEMPERATURE > 260°C
- PACK OUTLET TEMPERATURE > 95°C - PACK OUTLET TEMPERATURE > 95°C
PUSH
ENERGIZED SYSTEM DISPLAY ZONE TEMPERATURE SENSORS

DITCHING TO CLOSE
ENGINE
START
BLEED 21HK 22HK 23HK
ON EIU 1 EIU 2 PACK OUTLET TEMP FWD AFT

24 ° C CKPT
13HL C H TBV POS.
50°C SAT. COM. EQUIPMENT
PACK FLOW COOLING
ENG LO HI
MODE VALVE POS.
NORM ANTI
ICE DUCT OVHT SENSORS
CRANK IGNITION AVIONICS
30 PSI EQUIPMENT 18HK/19HK/20HK
START 160°C
6KS VENTILATION
OPEN DUCT TEMPERATURE SENSORS
15HK/16HK/17HK
80 - 120% FLOW
(IF SIGNAL LOST FLOW REMAINS
AT PREVIOUS SETTING)
RAM AIR INLET
PACK 1 CONTROLLER ACTUATOR (8HH)
7HH
16HH 10HB MAIN HEAT EXCHANGER MIXER
FLOW UNIT
CONTROL (PRIMARY) FLAP M TRIM AIR
REHEATER CL
SETTING OZONE (O3)
10HM3 11HH
20HB M M M VALVES
CONVERTER M S
10HM9 15HH 11HK 12HK 13HK
OPEN
25HK HOT AIR MANIFOLD
18HH >230 - 260 C 24HK MIXING
CABIN 12HH UNIT
FLOW HI FLOW PACK 2 AIR CLOSE FCV FAN
FCV CONDENSOR
DEMAND FLOW 10HM2
CLOSED ACM 13HH CABIN
CONTROL
VALVE
BY-PASS
C T FAN HOT AIR
FLAP
ZONE CONTROLLER PRESSURE
FLOW PACK OUTLET FROM SWITCH 26HK
(PRIMARY) PEUMATIC
DEMAND PACK 2
TURBINE SENSOR DIVERTER TRIM AIR
FACTOR BY-PASS M S1
10HM10 FLAP PNEUM PRESSURE
VALVE REGULATING
DEMAND 9HH 10HH WATER PRESS S2
VALVE 14HK
ZONE SIGNAL EXTRACTOR ACTUATOR
TEMP ELABORATION 10HM 7HZ CABIN REG. 4 PSI IF: S1 = OFF
AIR
(not installed AIR REG. 2 PSI IF: S2 = ON
at fuselage EMERGENCY CLOSE IF: S2 = OFF
RAM AIR CONDITIONING
HI FLOW (120%) IF: No. 891 and sub.) S GROUND
APU BLEED VALVE OPEN ANTI-ICE REG. PNEUMATICALLY 15 C° IF: INLET
VALVE 17HH SOLENOID DE-ENERGIZED CONNECTION
80% RAM AIR OUTLET FROM
FLOW PACK FLOW PACK 2
NORM
ECON FLOW
LO HI
ON
(A321 ONLY) (A319 & A320)

21-50-30
Figure 11: Pack Cooling Diagram

200˚C
190˚C
175˚C
150˚C
142˚C
125˚C
100˚C
91˚C
75˚C
50˚C
31˚C 30˚C 34˚C
25˚C
24˚C RAM AIR
0˚C COMPRESSOR PNEU OVHT

-6˚C SENSOR 10HM9 (11HM9) 38˚C
ger
ide)
e)
ide)
tlet
Inle
Side
Inle
nge
-25˚C
t Sid
k Ou
han
-30˚C
ot S
ld S
cha
sor
ine
old
(Ho
-50˚C
texc
(Co
r (H
Pac
Turb
pres
atex
1. PRIMARY HEATEXCHANGER
r (C
sor
Hea
eato
2. COMPRESSOR INLET
sor
COMP. DISCHARGE TEMP. SENSOR
n He
eato
Com
ACM
den
12HH (32HH) 3. MAIN HEATEXCHANGER
den
Reh
ary
Reh
4. REHEATOR HOT SIDE

Mai
Con
ACM
Con 4
Prim
PRESSURE SENSOR 5. CONDENSOR HOT SIDE

16HH (36HH) 6. REHEATOR COLD SIDE
7. TURBINE INLET
HOT BLEED 8. TURBINE OUTLET
AIR 6 9. PACK OUTLET
FROM 9 FROM
BLEED TEMP. PACK 1 PACK 2
SENSOR
18HH (38HH)
PACK DISCHARGE
TEMP. SENSOR
BY-PASS 13HH (34HH)
VALVE
10HH (30HH)
145˚C
RAM AIR
OUTLET
ACTUATOR
9HH (29HH)
WATER EXT. PACK OUTLET

ANTI-ICE VALVE COMP. OVERHEAT TEMP. SENSOR PNEU SENSOR
17HH (37HH) SENSOR 15HH (35HH) 11HH (31HH) 10HM10 (11HM10)

21-50-31
Pack Temperature Control – Single pack operation:

0 to 15’000 ft = 2°C
Pack Controller Operation 15 to 29’000 ft = 0°C
Each pack controller consists of one primary and one secondary computer. The above 29’000 ft = -15,5°C
primary computer controls the normal operation of the pack. The secondary com- Compressor outlet temperature limits are:
puter operates as back-up in the event of primary computer failure. The primary < 205°C (No limitation)
computer optimizes the system performance. The secondary computer gives a re-
duced level of optimization. > 205-210°C (Ram air outlet actuator is inhibited to close)
When primary and secondary computer fail, the solenoid of the pack anti-ice valve > 210°C (Ram air outlet actuator opens at maximum speed)
is de-enegized and the pack outlet temperature is pneumatically controlled by the
anti-ice valve to 15°C. Normal Flow Control
The primary computer gets the flow demand signal from the zone controller and
Normal Temperature Control controls the stepper motor to regulate the pack flow. When the opposite FCV is
The pack controller gets the temperature demand signal from the zone controller. closed, the controller sets the pack flow to 120%.
This demand signal, the preferred by-pass valve position, the actual water extrac-
tor outlet temperature and turbine by-pass valve and ram air outlet actuator posi- Back-Up Temperature and Flow Control
tion is used to determine their necessary drive speeds. The speed is zero, when When the primary computer fails, the secondary computer takes control with a re-
the outlet temperature gets to the required value and the turbine by-pass valve duced level of optimization.
(TBV) to the preferred position.
• The ram air flaps will open to the maximum flight position.
The TBV preferred position is normally 21 deg. but is adjusted when necessary, • The water extractor outlet temperature is controlled through modulation of the
depend on pack inlet pressure. When this pressure is low the TBV and the ram air turbine by-pass valve according to the zone controller temperature demand
inlet/outlet doors are modulated to more open. The ram air inlet actuator position signal.
is slaved to the ram air outlet actuator position, except during take-off and landing,
• The pack flow remains at its previous setting.
when the flap will automatically close to prevent ingestion of foreign objects.
If the TEMP DEMAND signal from the Zone Controller is lost (both channel fail-
ure), the pack controller regulates the water extractor outlet temperature to a fix
value. For PACK 1 to 20°C and for PACK 2 to 10°C.
Operational Temperature Limits

Water extractor outlet temperature limits are:
• Upper Limit: 70°C
• Lower Limit
– Two pack operation:
0 to 24’000 ft = 2°C
24 to 29’000 ft = 0°C
above 29’000 ft = -15,5°C

21-50-32
Figure 12: Pack Controller Function

21-50-33
Pack Sensors Function Compressor Pneumatic Overheat Sensor

In case of overheat, the compressor pneumatic overheat sensor causes venting
Bleed Temperature Sensor of the Flow Control Valve muscle pressure in order to close the valve.
The bleed temperature sensor signals too high pack inlet temperatures to the Cen- In case of compressor outlet overheat, the Flow Control Valve starts to close at
tralized Fault Display System via the primary computer of the pack controller. 230°C (446°F) in order to avoid reaching 260°C (500°F).
The bleed temperature sensor is used for maintenance purposes. It triggers two 260°C is the temperature threshold for warning activation.
CFDS messages (class 3 faults):
• PACK 1 (2) BLEED TEMP > 280°C (536°F)
• PACK 1 (2) BLEED TEMP > 320°C (608°F) Compressor Overheat Sensor
The compressor overheat sensor signals the compressor outlet temperature to
Pack Inlet Pressure Sensor the secondary computer of the pack controller for overheat detection and indica-
The pack inlet pressure sensor signals a pack inlet pressure drop to the primary tion on the ECAM display.
computer of the pack controller. When the pack inlet pressure is low, the ByPass The pack FAULT light comes on in case of pack overheat of 260°C (500°F), or if
Valve is controlled to a more open position in order to decrease the differential 230°C (446°F) is detected four times during one flight.
pressure of the air conditioning pack. The ram air flaps are controlled to a more
open position to compensate for the decreased efficiency of the turbine/compres-
sor cycle.
Water Extractor Temperature Sensor
The water extractor temperature sensor signals the water extractor temperature
Pressure Sensor for the pack outlet temperature control.
A pressure sensor signals pack flow to the secondary computer of the pack con- The water extractor temperature sensor consists of two thermistors, one connect-
troller for ECAM display. ed to the primary computer, the other to the secondary computer. They are used
to modulate the pack outlet temperature.
The pressure sensor converts the pressure of the mass airflow through each Flow
Control Valve into an electrical signal for pack flow indication on ECAM.
Pack Outlet Pneumatic Sensor
Compressor Temperature Sensor The pack outlet pneumatic sensor adjusts the anti-Ice valve muscle pressure to
maintain the pack outlet temperature at a fixed value when the control of the By-
The compressor temperature sensor signals compressor outlet temperature to the
Pass Valve is lost.
primary computer of the pack controller for pack temperature control and for over-
heat detection. The pack outlet pneumatic sensor pneumatically controls the anti-ice valve to
maintain the pack outlet temperature at 15°C (59°F).
Pack temperature control
• up to 205°C (401°F): normal operation. Pack Outlet Temperature Sensor
• 205°C to 210°C (410°F): the Ram Air Outlet flap can no longer be closed.
The pack outlet temperature sensor signals the pack outlet temperature to the
• 210°C and above: the Ram Air Outlet flap opens at maximum speed. secondary computer of the pack controller for ECAM display.
The pack FAULT light comes on in case of pack overheat of 260°C (500°F), or if Pack outlet temperature sensor also gives pack overheat warning indication if
230°C (446°F) is detected four times during one flight. pack outlet temperature goes above 95°C (203°F).

21-50-34
Pack Overheat and Controller Failures

Figure 13: Normal Configuration Overview
COMPRESSOR PACK CONTROLLER

SENSORS: TEMP
OVHT
PNEU OVTH T>260°C or

T>205°C T>210°C 4x230°C
- T>230°C = START TO CLOSE
- T>260°C = FULLY CLOSED PRIMARY
M
FLOW CONTROL VALVE
CLOSED
POSITION
WATER EXTRACTOR
TEMP SENSOR
RAM AIR OUTLET FLAP DRIVE
FLAP ACTUATOR
OPENING CLOSURE
BYPASS VALVE M FORBIDDEN
ANTI-ICE VALVE
ENER: DE-ICING CLOSURE
DE-ENER: PACK S
TEMP CONTROL AT 15°C
PRIMARY + SECONDARY
PACK OUTLET
PNEU SENSOR T>260°C or
SECONDARY 4x230°C
DISAGREE FAULT
LOGIC
OVRD
PACK
ECAM

21-50-35
3. Pack Overheat T = 205°C (401°F)

If the compressor outlet temperature is above this value, the ram air outlet flap
can no longer be closed.
4. Pack Overheat T = 210°C (410°F
If the compressor outlet temperature reaches this value, the ram air outlet flap
is opened at maximum speed.
5. Pack Overheat T = 230°C (446°F)
If the compressor outlet temperature reaches this value, the compressor pneu-
matic overheat sensor begins to close the Flow Control Valve.
If unsuccessful, the next phase is initiated.
6. Pack Overheat T = 260°C (500°F) or 4 Times 230°C (446°F)
If the compressor outlet temperature is in the conditions listed below, the
FAULT light comes on.
The Pack FAULT light comes on when:
– The compressor outlet temperature reaches 230°C (446°F) 4 times during
one flight or 260°C (500°F).
– A pack outlet temperature exceeds 95°C (203°F).
– A valve position in disagreement with the selected position is detected.
It goes off when the compressor outlet temperature outlet is below 260°C
(500°F).

21-50-36
Primary Computer Failure The temperature regulation is not optimized. The ram air flaps open and the pack
flow remains at the previous setting.
If the pack controller primary computer fails, the secondary computer controls the
bypass valve with the ram air flaps signalled to full open position.
Figure 14: Primary Computer Failure
SENSORS: TEMP
OVHT
FLOW CONTROL
PNEU OVTH
- T>260°C = FULLY CLOSED
M NORMAL TEMP
FLOW CONTROL VALVE CONTROL
WATER EXTRACTOR
TEMP SENSOR
RAM AIR OUTLET FAILURE
FLAP ACTUATOR PRIMARY
SECONDARY
BYPASS VALVE M
ANTI-ICE VALVE
ENER: DE-ICING
DE-ENER: PACK S
TEMP CONTROL AT 15°C RAM AIR FLAPS
OPENING
PACK OUTLET
PNEU SENSOR
BACKUP TEMP
DISAGREE FAULT CONTROL
LOGIC
OFF
PACK
ECAM

21-50-37
Primary and Secondary Computers Failure The Anti-Ice valve is de-energized. Thus the pack outlet temperature is fixed at
15°C (59°F) by the pack outlet pneumatic sensor.
If both pack computers of the pack Controller fail, the corresponding pack outlet
temperature is fixed by the pack anti-ice valve.
Figure 15: Primary and Secondary Computers Failure
SENSORS: TEMP
OVHT
PNEU OVTH
- T>260°C = FULLY CLOSED
M NORMAL TEMP CONTROL

FLOW CONTROL VALVE FLOW CONTROL
RAM AIR INLET CLOSURE
AT TAKE-OFF AND LANDING
WATER EXTRACTOR
TEMP SENSOR
RAM AIR OUTLET
FLAP ACTUATOR
BYPASS VALVE M FAILURE
ANTI-ICE VALVE PRIMARY

ENER: DE-ICING 28VDC SECONDARY
DE-ENER: PACK S
TEMP CONTROL AT 15°C
PRIMARY+SECONDARY
PACK OUTLET BACKUP TEMP CONTROL
PNEU SENSOR BITE INFO
ECAM INFO
DISAGREE FAULT AIDS INFO
LOGIC
PACK OFF
ECAM

21-50-38
Figure 16: Pack Temperature Control LRU’s
COMPRESSOR OVERHEAT
TEMPERATURE-SENSOR
PACK INLET AIR OUTLET
15HH (35HH)
PRESSURE-SENSOR FLAP-ACTUATOR
16HH (36HH) 9HH (29HH)
COMPRESSOR OUTLET
C TEMPERATURE-SENSOR
BYPASS VALVE 12HH (32HH)
10HH (30HH)
C PACK INLET
TEMPERATURE-SENSOR
Z140
18HH (38HH)
Z120
A FR16
A
PACK OUTLET
PNEUMATIC-SENSOR
10HM10 (11HM10)
FR1
PACK OUTLET
B TEMPERATURE-SENSOR
13HH (34HH)
ANTI-ICE
B VALVE 17HH (37HH)
FR37
WATER EXTRACTOR
TEMPERATURE-SENSOR
94VU 11HH (31HH)
AIR INLET
FLAP-ACTUATOR
95VU
COMPRESSOR PNEUMATIC 8HH (28HH)
27HH 7HH
OVERHEAT-SENSOR FR35
PACK CONTROLLERS 10HM9 (11HM9)

21-50-39
Figure 17: Pack Inlet Pressure Sensor/Pack Outlet Temperature Sensor

21-50-40
A318/A319/A320/A321 21-50 Air Cooling System (Enhanced)
21-50 Air Cooling System (Enhanced) air cycle machine overheat and low pressure start-up protection controlled by the
Air Conditioning System Controllers (ACSCs). ACSC 1 controls the FCV for pack
1, while ACSC 2 controls the FCV for pack 2. ACSC 1 only is responsible for the
Pack FCV flow calculation and sends flow demand signals for ASCS 2. In normal conditions,
each air conditioning system controller uses a closed loop electronic control circuit
Each pack Flow Control Valve (FCV) is pneumatically actuated and electrically to regulate the butterfly position and resulting pack inlet flow.
controlled. The flow regulation is done by a torque motor under the control of the
air conditioning system controller. If the pack compressor outlet temperature is > Exchangers-Reheater-Condensor
215°C (419°F), the FCV starts to reduce the flow. A compressor outlet tempera-
ture > 260°C (500°F) results in a pack overheat warning. The air goes through two heat exchangers and a reheater before it enters the con-
denser, which causes the air temperature to drop well below dew point. The cool-
Part of the hot air, downstream of the pack FCV, is sent to the trim air ing agent for the primary heat exchanger and the main heat exchanger is outside
Pressure Regulating Valve (PRV). Each pack FCV is automatically closed ram air. The reheater is used to raise the temperature of the air before it reaches
during either a same side engine start sequence or an opposite side en- the turbine inlet to vaporize any remaining water droplets for turbine protection.
gine start sequence, if the crossbleed valve is detected open. It reopens
30 seconds after the end of any engine start sequence. Turbine
The FCV has two modes of operation: The air expands in the turbine section, which results in a very low turbine dis-
• main: electrical control (100% to 144%), charge air temperature. The turbine drives the compressor and the cooling air fan.
• back-up: electro-pneumatic control (140% to 174%). In the main operating
mode, the FCV position is modulated to respond to: A.Ice Valve (A320/321 only)
– changing flow demands, An electro-mechanical actuator operates the Anti-Ice (A.ICE) valve. The air con-
– control priorities (take-off, landing, pack start, etc.), ditioning system controller controls the valve. The main function of the A.ICE valve
– failures and pack overheat conditions. is to remove ice build-up at the condenser from components downstream of the
turbine outlet (condenser tubing, temperature sensors, check valves, mixing unit).
In back-up mode, the FCV flow is controlled by a downstream pressure regulator.
The back-up mode is electrically activated because the solenoid 2 must be ener- The air conditioning system controller uses the pack discharge pressure sensor to
gizes by the related ACSC, only in that situation the downstream pressure of the compare the pack discharge pressure to the turbine outlet pressure. If the differ-
ence between these two pressures exceeds a pre-determined limit, then icing is
FCV is pneumatically regulated.
assumed. As a result, the air conditioning system controller commands the A.ICE
Each pack has 3 pressure sensors. These sensors are used for: valve to open and hot air flows directly into the turbine outletand pack discharge.
• flow control, and actual flow calculation, This hot air will melt the ice, causing the pack discharge pressure to return to a
• icing detection. normal value. Once the pressures are within a certain limit, the A.ICE valve will
fully close. The A.ICE valve is identical and interchangeable with the system trim
The pack discharge pressure sensor detects an increase in the air cycle machine
air valves.
turbine outlet pressure relative to the aircraft cabin. This indicates that icing con-
ditions exist. The FCV is an electro-pneumatic butterfly valve with the following
main functions:
Ram Air Inlet Flap
• control of the mass flow of bleed air entering the pack, The ram air inlet flap modulates the airflow through the exchangers to control the
• isolation of the pack from the bleed air supply (crew selection, engine fire, temperature of the pack outlet. According to the water extractor temperature the
air conditioning system controller controls an electric actuator, which actuates the
ditching, or engine start),
ram air inlet flap in order to obtain optimum pack cooling airflow. The ram air inlet

21-50-41
flap closes during take-off and landing. The ACSC monitors the actuator position Figure 2: Pack Layout A320/321
in speed and direction by a contactless hall sensor.
Ozone Filter (Optional)

An ozone filter is installed upstream of each Flow Control Valve (FCV). It is used
for catalytic removal of ozone from the hot bleed air supplied to the pack.
Water Extractor
The water extractor collects water droplets and drains them inside the water ex-
tractor body in order to spray the collected water into the ram airflow of the ex-
changers, to increase the cooling efficiency.
By-Pass Valve
The BYPass (BYP) valve regulates the pack discharge temperature by adding hot
bleed air to the air cycle machine for quick pack response. According to the water
extractor temperature the air conditioning system controller controls a (the) step-
per motor that electrically operates the BYP valve.
Figure 1: Pack Layout A318/319

21-50-42
Figure 3: Pack Schematic A320/321

21-50-43
Pack Inlet Pressure Sensor Pack Temperature Sensor

The pack inlet pressure sensor signals a pack inlet pressure drop to the Air Con- The pack temperature sensor signals the water extractor temperature for the pack
ditioning System Controller (ACSC). It is used to determine the appropriate BY- outlet temperature control. The pack temperature sensor has two thermistors: one
Pass valve position. When the pack inlet pressure is low, the BYP valve is sensing element is connected to lane 1 and the other to lane 2 of the related AC-
controlled to a more open position in order to decrease the Differential Pressure SC. They are used to modulate the pack outlet temperature.
(DELTA P) of the air conditioning pack. At the same time, the ram air inlet flap is
controlled to a more open position to compensate for the decreased efficiency of Pack Discharge Temperature Sensor
the turbine/compressor cycle. Also, when engines are idle, if the cooling demand
The pack discharge temperature sensor signals the pack outlet temperature to the
cannot be satisfied, the engine idle setting can be changed by a thrust demand.
ACSC for ECAM display. The pack outlet temperature sensor also gives pack
overheat warning indications if the pack outlet temperature exceeds 95°C (203°F).
Delta P Sensor
A DELTA P sensor measures a differential pressure at the Flow Control Valve
(FCV) inlet. This DELTA P, which is equivalent to the airflow, is converted into an
electrical signal and sent to the ACSC. It is used for ECAM display and FCV con-
trol.
Compressor Discharge Temperature Sensor

The compressor discharge temperature sensor signals the compressor outlet
temperature to the ACSC for pack temperature control and overheat detection.
Pack temperature control:
• up to 180°C (385°F): normal operation,
• 180°C to 220°C (428°F): the ram air inlet flap opens more in order to increase
the RAM airflow.
The pack FAULT light comes on in if there is pack overheat of 260°C (500°F). If
the A/C is on ground, automatic FCV closure occurs.
Pack Discharge Pressure Sensor

The pack discharge pressure sensor measures the pressure difference between
turbine outlet and cabin underfloor pressure. The pack discharge pressure sensor
is mounted on the bulkhead between the air conditioning bay and the pressurized
cabin. It is connected to the corresponding ACSC.
If the ACSC detects a certain pressure difference, it opens the Anti ICE (A.ICE)
valve for the de-icing of the turbine outlet, condenser and downstream ducting.

21-50-44
Figure 4: Pack Sensors

21-50-45

21-50-46
A318/A319/A320/A321 21-60 Cockpit and Cabin Temperature Control
21-60 Cockpit and Cabin Temperature

Control

21-60-47
General Description
Warm pre-conditioned bleed air enters the cooling pack via the variable Flow Con-
trol Valve (FCV). The two independent packs provide regulated temperature air
through non return valves to the mixing unit.
The packs incorporates a three-wheel “Bootstrap” air cycle machine with air to air
heat exchangers. Both packs outlet temperatures are normally controlled to the
coldest temperature demand of the three zones. Each pack has its own controller
for monitoring and control.
The mixing Unit mixes regulated temperature air from the packs with part of the
cabin air supplied by recirculation fans.
The mixing unit may also provide conditioned air from a low pressure ground con-
nection or fresh outside air from the emergency Ram Air Inlet.
The emergency Ram Air Inlet provides outside fresh air ventilation of the aircraft
in emergency conditions (loss of both packs or smoke removal).
Hot air tapped upstream of the packs supplies the trim air valves through a hot air
Pressure Regulating Valve. This valve regulates the downstream pressure above
the cabin pressure.
A trim Air Valve associated with each zone optimize the temperature by adding hot
air if required, to the cold air coming from the mixing unit.
The conditioned air is distributed to three main zones:
• cockpit
• forward cabin
• aft cabin
Normally the mixing unit allows the cockpit to be supplied from pack 1 and fwd and
aft cabins from pack 2.
Air may be exhausted out through the:
• Lavatory/Galley ventilation system.
• Avionic Equipment ventilation System.
• Outflow valve which is controlled by the pressurization system.
The lavatory and galley ventilation system uses air from the cabin zones. A fan
extracts this air through the outflow valve. The system also ventilates the cabin
zone temperature sensors.

21-60-48
Cockpit and Cabin Temperature Control Components Trim Air Pressure Switch
The trim air pressure switch signals overpressure, due to a malfunction of the trim
Mixer Unit air Pressure Regulating Valve, to the secondary computer of the zone controller
The mixer unit mixes air from packs and recirculated air from the cabin prior to dis- for ECAM display and the Centralized Fault Display System (CFDS).
tribution to each zone. If pressure in the system goes to 6.5 psi above the cabin pressure, the zone con-
The mixer unit, installed under the cabin floor, uses cabin air which has entered to troller activates the ECAM system. This signal stays until the pressure falls below
underfloor area and has been drawn through recircuiation filters by recirculation 5 psi.
fans. This air is mixed with conditioned air from the packs.
Trim Air Valves (TAV)
See recirculation system.
The Trim Air Valves allow the zone temperature to be adjusted by modulating the
hot air flow added to air from the mixer unit.
Mixer Unit Sensors
The TAVs close when the trim Air Pressure Regulating Valve closes.
There are two mixer unit temperature sensors, one on either side of the mixer unit.
The butterfly of the Trim Air Valves is controlled by a stepper motor.
They indicate the actual temperature of the mixer unit to the zone controller.
Each mixer unit temperature sensor consists of two thermistors. One connected Duct Temperature Sensors
to the primary computer and the other to the secondary computer.
Each duct temperature sensor detects duct temperature for the corresponding
zone temperature control, indication and overheat detection to the zone controller.
Mixer Unit Flap
Each duct temperature sensor consists of two thermistors, one connected to the
The mixer unit flap ensures sufficient flight deck air supply if pack 1 is selected off. primary computer and the other to the secondary computer. Each thermistor pro-
An electrically operated mixer unit flap is installed to ensure that sufficient fresh air vides control, indication and overheat detection (88°C (190°F) or 4 x 80°C
is delivered to the cockpit in case of pack 1 failure. (176°F)).
Trim Air Pressure Regulating Valve (PRV) Duct Overheat Sensors

The trim air Pressure Regulating Valve is pneumatically operated and electrically Each duct overheat sensor detects the corresponding duct temperature for over-
controlled by two solenoids. One solenoid controls the ON/OFF functions and the heat detection.
second solenoid controls the safety function.
Each duct overheat sensor consists of one thermistor connected to the primary
The trim air Pressure Regulating Valve regulates the pressure of the air supplied computer of the zone Controller for overheat condition detection (88°C (190°F) or
to the trim air valves, 4 psi above the cabin pressure. 4 x 80°C (176°F) ).
When any duct temperature goes above 80°C (176°F), the safety function sole-
noid S1 is energized and reduces downstream pressure of the valve, from 4 psi to Zone Temperature Sensors
2 psi above the cabin pressure. It will be deenergized as soon as the temperature Each zone sensor detects corresponding zone temperature for zone temperature
returns below 70°C (158°F). control and indication on ECAM display.
The ON/OFF function solenoid S2 is deenergized when the HOT AIR pushbutton Each zone temperature sensor consists of two thermistors, one connected to the
is set to OFF or when any duct temperature is above 88°C (190°F) or above 80°C primary computer and the other to the secondary computer.
(176°F) four times in one flight leg. This closes the valve.

21-60-49
Figure 1: Air Conditioning - General (Classic)

ACTUAL
CPKT FWD AFT

COND TEMP : C
VENTILATION SATCOM
CAB FANS ALTN MODE
FAN FAN
OFF
CKPT 20 FWD 22 AFT 23
DUCT TEMPERATURE 24 22 24
C H C H C H
HOT
AIR
AFT
TRIM AIR
VALVES
FILTER
CABIN CABIN
AIR MIXING UNIT AIR
GROUND FAN
AIRCOND > 88˚ CLOSE
CONNECTION
PACK PACK
PACK 1 OVHT PACK 2
1 2
CONTROLLER CONTROLLER
(ACM) EMER (ACM)
RAM AIR HOT AIR
INLET PRESS
REG VLV
PACK
FLOW
CONTROL
VALVE
DISAGR
BLEED
ENG MIN 24 C 2 4C
IDLE C H C H
RAM
50 C AIR 50 C
APU BLEED PACK FLOW COCKPIT FWD CABIN AFT CABIN
LO HI LO HI
DEMAND ZONE NORM
HOT AIR
LO HI ANTI ANTI
CONTROLLER FAULT ICE ICE
A OFF
A
30 PSI GND PSI 30
I COLD HOT COLD HOT COLD HOT
I
160 C C 160
R PACK 1 PACK 2
R APU
1 2
PACK 1 X BLEED PACK 2
FAULT FAULT
C C
OFF OFF
A321 only O O IP HP HP IP
ECON LOW START RAM AIR AUTO START
N ENG 1 BLEED GND HP APU BLEED ENG 2 BLEED N
D FAULT FAULT
SHUT OPEN
FAULT
D
ON
OFF ON ON OFF

21-60-50
Recirculation System Figure 2: Mixing Unit Distribution

The mixer unit, mixes conditioned air with cabin air. The cabin air which has en- AFT ZONE RH FWD ZONE LH
S U P P LY D U C T S U P P LY D U C T
tered the underfloor area, is drawn through filters 4010HM (4011HM) by recircu-
lation fans 14HG (15HG). The fans then blow the air through check valves
4020HM (4021HM) to the mixer unit. The quantity of cabin air mixed with condi-
AFT ZONE LH
tioned air changes between 37% to 51% (in normal operational cases). This is re- S U P P LY D U C T
lated to the position of the flow selector. In an emergency situation, a ram air inlet
is opened to supply sufficient air to the cockpit and cabin zones. A low pressure
ground connector is also connected to the ram air system for connection to a FWD ZONE RH
S U P P LY D U C T
ground air supply.
F RO M C O N D I T I O N E D
Controls and Indications A I R PAC K 2
A pushbutton switch 4KG operates the cabin recirculation fans. The switch sup-
plies 28 V DC to two power relays 5HG (6HG). The power relays energize the cab-
in fans with 3 Phase AC-Power. COCKPIT
S U P P LY D U C T
Overheat thermo-switches operate if the stator temperature of a recirculation fan FR36
goes up to 134°C to 146°C. It will remove the ground from the power relay 5KG F RO M C O N D I T I O N E D
(6HG), the resp. fan will stop and the fan fault relay 10HG (9HG) will de-energize. R E C I R C U L AT E D
AIR
A I R PAC K 1
R E C I R C U L AT E D
The Zone Controller receives the failure signal via the fan fault suppression relay AIR
MIXER UNIT
16HG for CFDS interrogation and ECAM indication.

21-60-51
Figure 3: Air Distribution - Component Location
E
E
A B
C B
Z120 B
Check Valve
4020HM (4021HM) Air Flow
D
C
D
Distribution FR34
Head
E
Recirculation Filter
4010HM (4011HM)
C Air Flow
Flap Actuator Cabin Recirculation
and Backup Flap Fan 14HG (15HG)
Mixing Unit
Air Flow

21-60-52
Figure 4: Cabin Recirculation Fan Control
1HG
LH RECIRC
FA N S U P P LY
101XP 10A WV
NORM BUS 1
1 1 5 VAC 5HG
L H FA N
P OW E R
2HG R E L AY
FA N C O N T RO L 7 H G L H FA N
C O N T RO L RY
15HG
HK LH CABIN
3A WV OFF LP R E C I R C U L AT I O N
101PP NORM BUS FA N
NORM BUS 5 V / AC 1
28VDC
LP 10HG
11HG L H FA N HK
FA N C O N T RO L FAU LT
HK
R E L AY
3A WV 4HG
204PP C A B I N R E C I R C U L AT I O N
NORM BUS FA N S 16HG
28VDC FA N FAU LT
3HG SUPPRESS
RH RECIRC R E L AY
FA N S U P P LY
202XP 10A WV
NORM BUS 2
1 1 5 VAC 6HG
R H FA N
P OW E R
R E L AY
8 H G R H FA N
C O N T RO L RY
N OT E : HK = 21-63-00 COCKPIT AND CABIN HK 14HG

T E M P E R AT U R E C O N T RO L RH CABIN
R E C I R C U L AT I O N
WV = 31-54-00 S DAC AC Q U I S I T I O N / I N T E R FAC E 9HG FA N
R H FA N
LP = 33-14-00 A N N U N C I ATO R L I G H T T E S T FAU LT
AND DIMMING R E L AY

21-60-53
Figure 5: Cockpit and Cabin Temperature Control-Component Location

FR40 19HK
DUCT OVHT
TEMPERATURE
SENSOR
(FWD CABIN)
20HK
FR35.6 DUCT OVHT
TEMPERATURE
SENSOR 14HK
A (AFT CABIN) TRIM AIR
PRESSURE
REGULATING VALVE
FROM 17HK
PACK 2 DUCT A 12HK
TEMPERATURE TRIM AIR
SENSOR VALVE
(AFT CABIN) (FWD CABIN)
11HK
15HK
25HK TRIM
DUCT
MIXER UNIT AIR VALVE
TEMPERATURE
TEMPERATURE (COCKPIT)
SENSOR
SENSOR RH FROM
18HK (COCKPIT)
PACK 1
DUCT OVHT
24HK TEMPERATURE
SENSOR (COCKPIT) 13HK TRIM
MIXER UNIT AIR VALVE
TEMPERATURE (AFT CABIN)
SENSOR LH 16HK
DUCT
TEMPERATURE
SENSOR
(FWD CABIN)
26HK
HOT AIR
PRESSURE
SWITCH

21-60-54
Zone Controller Operation • “HI” 120% of nominal value.

This automatic selection has priority over manual mode.
Primary Computer
The primary computer controls the normal operation of the zone controller.
The primary computer provides full control of all of the system parameters. APU / FADEC Demand
The APU FLOW output is automatically increased when any duct demand temper-
Lowest Pack Demand ature reaches the limits. During descent and ground operatIon, the engine idle set-
ting is automatically increased when any duct demand temperature reaches the
The desired temperature, selected on the overhead panel, is sent as a reference
lowest limit.
to the zone controller. This reference temperature is corrected according to the al-
titude (from ADIRU 3). Then the zone controller compares it with the related zone The bleed air pressure increases to provide the necessary flow to the packs.
sensor temperature and determines which zone needs the lowest duct inlet tem-
perature. This signal is compared with the actual mixer unit temperature. This de- Secondary Computer
termines the necessary pack outlet temperature. The secondary computer operates as a back-up in the event of primary computer
The computed duct temperature is normally limited to 8°C (46.4°F) and to 50°C failure.
(122°F). In case of single pack operation, these limits are extended to 2°C The secondary computer gives reduced level of control when used as a back-up.
(35.6°F) and to 70°C (158°F) in order to maintain the zone temperature below
27°C (80.6°F) or above 21°C (69.8°F). Back-Up Control
Trim Air Valve System Failure of the primary computer will cause the secondary computer to take over to
give a reduced level of control. In this case, the control of the Trim Air Valves is
For the two zones which require higher duct inlet temperature, the regulation is lost, and the selectable reference zone temperature is replaced by a fixed refer-
achieved by the Trim Air Valve system. The Trim Air Valve is controlled by the pri- ence value, which is used to generate the duct demand temperature without alti-
mary computer depending on the difference between the computed duct temper- tude correction.
ature demand and the actual duct temperature from the related duct sensor.
The pack 1 demand will use the cockpit duct temperature demand.
If the actual zone temperature is out of the selectable range of 18°C (64.4°F) to
27°C (80.6°F), the computed duct temperature limits are extended to 2°C (35.6°F) The pack 2 demand will use the cabin mean duct temperature demand.
and to 70°C (158°F).
Back-Up FADEC Demand
Flow Demand During descent and ground operation, the engine idle setting is automatically in-
The desired flow, selected on the overhead panel, is sent as a reference to the creased when any duct temperature demand reaches the lowest limit.
zone controller. The selected flow is automatically modified to “HI” flow when the The bleed air pressure increases to provide the necessary flow to the packs.
APU bleed valve is opened or the other pack OFF.
It is automatically modified to “NORM’ if “LO” is selected and cooling demand is Zone Contr. Prim. and Sec. Channel Fail.
not met, which means one duct demand temperature has reached the lowest limit. Pack 1 = Reg. to 20°C Duct T
The selected flow may be: Pack 2 = Reg. to 10°C Duct T
• “LO” = 80% of nominal value.
• “NORM” = 100% of nominal value.

21-60-55
Figure 6: Cockpit and Cabin Temperature Control Component - Zone Controller Association
ZONE CONTROLLER
PRIMARY FLIGHT FWD AFT
ZONE TEMP DECK CABIN CABIN
DUCT OVHT
DUCT TEMP
TAV DRIVE
TRIM
MIX UNIT TEMP AIR
VALVES
M M M
MIXER
TAV POSITION UNIT
FLAP
TAV LIMIT SW RECIRCULATION
IF TEMP ABOVE FAN
80°C (176°F)
FROM
REDUCED CABIN
PRESSURE CTL MIXER
FILTER UNIT
PRIMARY
COMPUTER TRIM AIR
FAILURE OR PRESSURE
OVERHEAT S1 REGULATING
VALVE
FROM
CABIN
S2
ZONE TEMP
DUCT TEMP
MIX UNIT TEMP
P P
TAV POSITION A A
OVER PRESS C1 C2
MIXER UNIT FLAP HOT AIR PACK 1 K K
MONITORING FAULT FAULT
SECONDARY OFF OFF

21-60-56
Figure 7: Zone Controller

TEMP SENSOR
Z ZONE
D DUCT
FD FLIGHT DECK
FC FWD CABIN
AC AFT CABIN
TAV TRIM AIR VALVE
DFD TAV ZFD DFC TAV ZFC DAC TAV ZAC
M M M
103XP 1HK FD FC AC 2HK 102XP
115V AC 115V AC
BUS 1 BUS 2
3HK 4HK
103PP 106PP
28V DC 28V DC
BUS 1 BUS 2
ALTITUDE
COCKPIT CABIN
ADIRU 3 DEMAND DEMAND
APU BLEED 24°C 24°C
VALVE OPEN
MEAN VALUE
PACK FLOW
CONTROLLER DEMAND
FACTOR
ZONE ZONE ZONE
ERROR ERROR ERROR
APU DEMAND PI-GAIN PI-GAIN PI-GAIN PI-GAIN PI-GAIN

DEMAND DEMAND
SIGNAL SIGNAL
FADEC DEMAND ELABO- ELABO-
RATION RATION
FADEC DEMAND
MIXER
UNIT
SENSORS MEAN VALUE MEAN VALUE
LOWEST
PI-GAIN PI-GAIN PI-GAIN
PACKS DEMAND VALUE PACK 2 DEMAND
10°C DUCT TEMP
PACK 1 DEMAND
ZONE CONTROLLER 8HK PRIMARY SECONDARY 20°C DUCT TEMP

21-60-57
Primary Computer Failure BACKUP: secondary computer operation.

When the zone controller primary computer or the trim air system fails, the sec- Zones are controlled to 24°C (75°F).
ondary computer operates as backup. Pack 1 controls the cockpit temperature • Pack 1 controls the cockpit temperature.
and pack 2 controls the cabin temperature to a fixed value. • Pack 2 controls temperature of the cabins.
Figure 8: Primary Computer Failure
ZONE CONTROLLER
ZONE
SENSORS
MIXER TEMPERATURE CONTROL
UNIT FANS MONITORING
SENSORS FLOW SETTING
OVHT APU FLOW MODULATION
SENSORS PACK 2 BITE INFORMATION
DUCT CLOSURE ADIRU 3 INFORMATION
TEMP ENGINE FLOW MODULATION
SENSORS
TRIM AIR
VALVES STEPPER
MOTOR FAILURE
CLOSED
POSITION
HOT AIR PRES. S1
REG. VALVE (PRV)
S1 ENERG = P PRIMARY
S2 ENERG = OPEN S2 CLOSURE SECONDARY
ON
28 VDC
OFF
TEMPERATURE CONTROL BACKUP
HOT AIR
5 VAC FAULT PACK 1: COCKPIT TEMP DEMAND AT 24 deg C
OFF
PACK 2: CABINS TEMP DEMAND AT 24 deg C

21-60-58
Primary and Secondary Computers Failure Both packs are controlled to deliver a fixed temperature (20°C (68°F) for pack 1,
10°C (50°F) for pack 2).
When both computers of the zone controller fall, each pack is controlled to deliver
a fixed pack outlet temperature.
Figure 9: Primary and Secondary Computers Failure
ZONE CONTROLLER
ZONE
SENSORS
MIXER TEMPERATURE CONTROL
UNIT FANS MONITORING
SENSORS FLOW SETTING
OVHT APU FLOW MODULATION
SENSORS PACK 2 BITE INFORMATION
DUCT CLOSURE ADIRU 3 INFORMATION
TEMP ENGINE FLOW MODULATION
SENSORS
TRIM AIR
VALVES STEPPER
MOTOR FAILURE
CLOSED
POSITION
HOT AIR PRES. S1
REG. VALVE (PRV)
S2 ENERG = OPEN S2 CLOSURE SECONDARY
ON
28 VDC
FAILURE
OFF
HOT AIR BACKUP TEMP CONTROL
5 VAC FAULT ZONE AND PACK 1 BITE INFO
OFF
BLEED AND ANTI-ICE INFO
CFDIU AND DMU COMMUNICATION
ENGINE FLOW MODULATION
PACK 1 CONTROLLER 20° 10° PACK 2 CONTROLLER

21-60-59
Duct Overheat and Zone Controller Failures

Figure 10: Zone Controller Configuration- Normal
ZONE
SENSORS ZONE CONTROLLER
MIXER
UNIT
SENSORS
OVHT
SENSORS
DUCT
TEMP
SENSORS CLOSURE
TRIM AIR TAV DRIVE
VALVES STEPPER T> 80
MOTOR CLOSED
POSITION 4xT> 80
28VDC T> 88
HOT AIR PRES. S1 T< 70
REG. VALVE (PRV)
S2 ENERG = OPEN S2 SECONDARY
ON RESET
28 VDC +
T< 70
OFF
HOT AIR
5 VAC FAULT
OFF
4xT> 80
PRIMARY+SECONDARY T> 88
T< 70

21-60-60
1. Duct Overheat T ° = 80°C (176°)

If a duct temperature reaches this value, the primary computer signals to the
hot air Pressure Regulating Valve to reduce downstream pressure.
The primary computer sends a 28VDC power signal to the hot air Pressure
Regulating Valve solenoid (S1) which reduces the pressure from 4 psi to 2 psi
above cabin pressure.
2. Duct Overheat T ° = 88°C (190°F or 4 Times 80°C (176°F)
If a duct temperature reaches the conditions shown above, the Pressure Reg-
ulating Valve and the Trim Air Valves close and the FAULT light comes on.
The first computer which detects an overheat sends a closure signal to the hot
air PRV and a signal to the HOT AIR FAULT light. When the hot air PRV is
closed, a signal is sent to the primary computer which controls the Trim Air
Valves to close.
3. Duct Overheat T ° < 70°C (158°F)
The FAULT light goes off when the duct temperature drops below this value
and the HOT AIR pushbutton is selected off.
The valves will re-open when the HOT AIR pushbutton is set to ON again with
the temperature below 70°C (158°F).

21-60-61
Figure 11: Zone Controller Failure Consequences
A ZONE CONTROLLER PRIMARY CHANNEL OR TRIM AIR SYSTEM FAILURE
E/WD
SYSTEM DISPLAY
COND TEMP : C
ALTN MODE OR
ZONE CONTROLLER TRIM AIR SYS FAULT
22 23 23
PRIMARY SECONDARY ZONE REGUL FAULT
C xx H C xx H
C xx H
HOT CHANNEL CHANNEL
AIR
1 2 E/WD
PACK CONTROLLER 1 PACK CONTROLLER 2
PRIMARY SECONDARY PRIMARY SECONDARY

CHANNEL CHANNEL CHANNEL CHANNEL
(PACK 1 CTL) (PACK 2 CTL)

1 COCKPIT ZONE DEMAND 24 C 2 FWD/AFT CABIN ZONE DEMAND 24 C MEAN VALUE
TRIM AIR CONTROL LOST TRIM AIR CONTROL LOST

21-60-62
Figure 12: Zone Controller Failure Consequences
B ZONE CONTROLLER BOTH CHANNEL FAILURE

SYSTEM DISPLAY
E/WD
COND TEMP : C
PACK REG ZONE CONTROLLER

CKPT XX FWD XX AFT XX
PRIMARY SECONDARY
XX XX XX
ZONE REGUL FAULT
C XX H C XX H C XX H CHANNEL CHANNEL
HOT
XX AIR
PACK TEMP
DEMAND LOST

PACK 1 OUTLET TEMP. : PACK 2 OUTLET TEMP. :

FIX 20 C FIX 10 C
SYSTEM DISPLAY
BLEED
20˚C 10˚ C
C H C H
RAM
50˚ C AIR 100˚C
LO HI LO HI
ANTI ANTI
ICE ICE
30 PSI GND 30 PSI
160˚C 160˚C
APU
1 2
IP HP HP IP
TAT +5˚C G.W. 60'300 KG

SAT +30˚C 23H56

21-60-63
Figure 13: Pack Controller Failure Consequences
C PACK CONTROLLER PRIMARY CHANNEL FAILURE D BOTH CHANNEL FAILURE

SYSTEM DISPLAY SYSTEM DISPLAY
COND TEMP : C COND TEMP : C
CKPT 24 FWD 26 AFT 26 CKPT 25 FWD 26 AFT 26

23 25 27 25 25 27
C H C H C H C H C H C H
HOT HOT
AIR AIR
ZONE CONTROLLER
PRIMARY SECONDARY
CHANNEL CHANNEL
PACK 1 REG FAULT
PACK 2 REG FAULT

E/WD PRIMARY SECONDARY PRIMARY SECONDARY E/WD
RAM AIR DOORS FULLY OPEN PACK 2 OUTLET TEMP. 15 C

OUTLET TEMPEMPERATURE REGULATED REGULATED PNEUMATICALLY
BY TURBINE BY-PASS VALVE ONLY BY PACK ANTI-ICE VALVE

21-60-64
Figure 14: Warnings and Cautions

E / WD : FAILURE TITLE SD LOCAL FLT
AURAL MASTER
PAGE WARNING PHASE
WARNING LIGHT
Conditions CALLED LIGHT INHIB
PACK 1 (or 2) O VHT

Pack compressor outlet temperature above 260 5C or
pack outlet temperature above 955C.
PACK 1 (or 2) F AULT

Pack valve disagree with selected position or pack PACK 3, 4. 5, 7, 8
compressor outlet temperature above 230 5C 4 times FAULT
BLEED
during one flight.
PACK 1 + 2 F AULT
One pack off then the other fault.
PACK 1 (2) OFF SINGLE MASTER
1, 2, 3, 4, 5
Pack P/B selected off with no failure. CHIME CAUTION NIL
7, 8, 9,10
CKPT (FWD CAB OR AF T CAB) DUCT O VHT

Duct temperature above 88˚ C or above 80˚C 4 times
during one flight.
HOT AIR
HOT AIR FAULT FAULT
COND
Hot air pressure regulating valve disagree with selected
position.
L + R CAB F AN FAULT 3, 4, 5,
Both fan overheat. 7, 8
PACK 1 (2) REGUL F AULT
Pack main channel or pack main and secondary BLEED
channels failed or Pack related indication failed.
ZONE REGUL FAULT

Zone controller main channel or main and secondary COND NIL
channels failed.
NIL NIL
3, 4, 5,
LAV + GALLEY F AN FAULT 7, 8, 9
TRIM AIR SYS FAULT NIL

3, 4, 5,
One trim air valve fault or overpressure downstream hot
7, 8
air valve.
5MIN AFTER
1500 ft
ELEC PWR
800 ft
STARTED
2ND ENG
SHUT DN
LIFT OFF
1ST ENG
1ST ENG
TO PWR
TOUCH
DOWN
80 kt
80 kt
1 2 3 4 5 6 7 8 9 10
MEMO DISPLAY
RAM AIR ON message is displayed in green if RAM AIR P/B is ON.

21-60-65
Figure 15: Pack Controller - Single Failures and Consequences

FAILURE CONSEQUENCES WARNINGS/INDICATIONS
- RAM DOORS, POS. FROZEN
- FLOW SETTING CONTINUES
COMPRESSOR DISCHARCE TEMPERATURE SONSOR - BPV STILL CONTROLLED BY MAIN CFDS ONLY
- OVERHEAT ONLY BY MAIN (COMPRESSOR OUTLET SENSOR)
- OVERHEAT SECONDARY ONLY (COMP. OVERH. SENSOR)
COMPRESSOR OVERHEAT SENSOR - COMPRESSOR OUTLET TEMP LOST FROM ECAM CFDS ONLY
- RAM DOORS, POS. FROZEN
WATER EXTRACTOR SENSOR MAIN ECAM IN FLIGHT (LEVEL 2)
- SECONDARY CONTROLS BPV
- PACK MAIN CONTROL INOP
- MAIN CONTINUES WITH FLOW SETTING
WATER EXTRACTOR SENSOR SECONDARY - BACK-UP MODE LOST ECAM AFTER FLIGHT
- PACK SECONDARY CONTROL INOP
PACK OUTLET SENSOR - PACK OUTLET TEMP. LOST FROM ECAM ECAM AFTER FLIGHT
RAM AIR DOOR ACTUATOR - INLET OR A. RAM AIR DOORS, POS. FROZEN RESP., DRIVEN TO FLIGHT A. ECAM IN FLIGHT (LEVEL 2)
(WHERE INSTALLED) OUTLET OPEN BY SECONDARY CONTROLL, BPV. FLOW SETTING OPERATIVE - PACK MAIN CONTROL INOP
A. DRIVER B. NO EFFECT B.+C. CFDS ONLY
B. POT 2 C. RAM AIR DOORS, POS. FROZEN RESP. OPENED, MAIN STILL CONTROLS BPV D.+E. ECAM IN FLIGHT
C. POT 1 D. RAM AIR DOORS CONTROLLED FULL POWER BY SECONDARY (LEVEL 2)
D. MOTOR, MECHANICAL E. SECONDARY CONTROL BPV, FLOW SETTING OPERATIVE
E. BRAKE OPEN CIRCUIT RAM AIR DOORS REMAIN AT PREVIOUS POSITION
BY PASS VALVE A. SECONDARY TAKES CONTROL OF BPV, FLOW SETTING OPERATIVE A. ECAM IN FLIGHT (LEVEL 2)
A. MAIN POWER OUTLET OR POT 1 FAILED B. SECONDARY OPEN RAM AIR DOORS AND ANTI-ICE VALVE ACTIVATED, - PACK MAIN CONTROL INOP
B. VALVE ACTUATOR OR MECHANICAL FAILED FLOW SETTING OPERATIV B. ECAM IN FLIGHT (LEVEL 2)
C. POT 2 C. INDICATION ECAM LOST, BACK-UP MODE LOST - PACK CONTROL INOP
D. SECONDARY POWER OUTPUT D. BACK-UP MODE LOST C.+D. ECAM AFTER FLIGHT
ANTI-ICE VALVE A. PACK OUTLET TEMP. CAN NOT BE LESS THAN 15° C A. ECAM IN FLIGHT (LEVEL 2)
A. ELECTRICAL FAILURE (NO POWER) B. NO ANTI-ICE PROTECTION OR BACK-UP TEMP. CONTROL - PACK CONTROL INOP
B. MECHANICAL FAILURE C. NO 15° C BACK-UP CONTROL B. NONE
C. ELECTRICAL FAILURE (PERMANENTLY ACTIVATED) C. CFDS ONLY
FLOW CONTROL VALVE SETTING A. FLOW CONTROL CONTINUES AT PREVIOUS SETTING ECAM AFTER FLIGHT
A. MOTOR B. 100% FLOW SET - FLOW SETTING INOP
B. POTENTIOMETER
PACK CONTROLLER MAIN - SECONDARY OPENS RAM AIR DOORS, RESP. POS. FROZEN, ECAM IN FLIGHT (LEVEL 2)
- FLOW CONTINUE AT PREVIOUS SETTING - PACK MAIN CONTROL INOP
- RAM DOORS NOT CLOSED ON T/O AND LANDING
- PACK ECAM INFO LOST ECAM AFTER FLIGHT
PACK CONTROLLER SECONDARY - BACK-UP MODE LOST - PACK SECONDARY CONTROL INOP
- PACK BITE INFO NOT TRANSMITTED
FCV NOT CLOSED DISCRETE (FROM OPPOSITE BACK) A. SIGNALS FCV OPEN - NO FLOW INCREASE IF OTHER PACK SHUTDOWN
A. SHORT CIRCUIT B. SIGNALS FCV CLOSED - PACK FLOW INCREASED TO 120% IN NONE
B. OPEN CIRCUIT ALL CONDITIONS
ARINC 429 RECEPTION MAIN A. SECONDARY, FREEZE POS. RESP., OPENS RAM AIR DOORS AND A. ECAM IN FLIGHT (LEVEL 2)
A. FROM ZONE MAIN CONTROLS BPV MAIN CONTINUES FLOW SETTING AT 100% B. CFDS ONLY
B. FROM ZONE SECONDARY B. NO EFFECT
FCV ON/OFF SOLENOID VALVE CANNOT BE CLOSED ECAM IN FLIGHT (LEVEL 2)
OPEN CIRCUIT - FVC DISAGREE (IF OCCURS)
ARINC 429 RECEPTION FROM ZONE - PACK MAIN CONTROLS AT A FIXED WATER EXTRACTOR CFDS ONLY
MAIN (BUS OR ZONE TRANSMITTER) TEMPERATURE 5° OR 10° C. MAIN CONTINUES FLOW SETTING AT 100%
PACK CONTROLLER MAIN 28V SUPPLY - SECONDARY, FREEZE POS. RESP., OPENS RAM AIR DOORS AND CONTROLS BPV ECAM IN FLIGHT (LEVEL 2)
- FLOW CONTINUES AT PREVIOUS SETTING - PACK MAIN CONTROL INOP
PACK CONTROLLER SECONDARY 28V SUPPLY - BACK-UP MODE LOST ECAM AFTER FLIGHT

21-60-66
Figure 16: Zone Controller - Single Failure Consequences

21-60-67
Zone and Pack Controller • Signal zone controller to ECB: increase APU speed, used for increased bleed
air flow.
Interfaces • Signal ECB to zone controller: APU bleed valve open, used for flow demand
calculation.
General
Centralized Fault Display Interface Unit (CFDIU)
Zone controller: crosstalk via internal bus.
The zone controller sends BITE data to the Centralized Fault Display Interface
Pack controller: crosstalk via RS232 connection. Unit for system monitoring.
• Signal: BITE data, used for temperature control system monitoring.
System Data Acquisition Concentrator (SDAC)
System data information is transmitted to the System Data Acquisition Concentra- Zone and Pack Controllers
tor via ARINC buses for system monitoring.
The pack controllers mainly receive temperature demand, flow demand and CF-
Signal System data Information (Temperature, valve position...), used for warning DIU control signals from the zone controller and send back maintenance data sig-
and display. nals.
Zone controller to pack controllers:
Engine Interface Unit (EIU)
• Signal: Temperature demand, zone controller status, pack ARINC reception
The zone controller provides data to both Engine Interface Units. Each EIU pro- status, aircraft altitude, APU bleed valve position, used for pack temperature
vides one discrete to the zone controller and one discrete to the corresponding control.
pack controller.
• Signal: Flow demand, used for flow control.
EIU 1, 2 to Pack Controller: • Signal: BITE command, for CFDIU.
• Signal take-off thrust, used for pack ram air inlet closure Pack controllers to zone controller:
EIU 1, 2 to Zone Controller: • Signal: pack control status, zone ARINC reception status, BITE information,
• Signal HP fuel valve position, used for bleed demand calculation. used for temperature control system monitoring.
Zone Controller to Engine Interface Unit 1, 2:
• Signal: increase engine power, used for bleed air flow increase. Fans Parameters
• Signal: bleed and anti-ice status, used for thrust limit calculation. The zone controller receives discrete signals from recirculation and toilet fans for
monitoring.
Air Data Inertial Reference Unit 3 (ADIRU 3) • Signal: recirculation, toilet and galley and AFT cargo ventilation fans operation,
used for monitoring for transmission to SDACs and CFDIU.
The Air Data Inertial Reference Unit 3 sends data to the zone controller for zone
and pack temperature control.
Anti-Ice and Pneumatic Parameters
• Signal: aircraft altitude, used for zone temperature compensation and pack wa-
ter extractor outlet temperature limitation. Anti-ice and pneumatic parameters are used to detect faults and to ascertain the
status of the bleed air system for transmission to CFDIU and EIUs.
Electronic Control Box (ECB) • Signals: valve positions, low and high pressure,.. etc..., used for anti-Ice sys-
tem fault detection for the CFDIU and thrust limit calculation for the EIUs.
The zone controller sends data to the Electronic Control Box and receives an APU
bleed valve open discrete.

21-60-68
Landing Gear Control Interface Unit 2 (LGCIU 2) Braking and Steering Control Unit (BSCU)
The Landing Gear Control interface Unit 2 sends a GROUND/FLIGHT signal to The BSCU sends a wheel speed signal to both pack controllers for pack Ram Air
both pack controllers for pack Ram Air Inlet flap operation. Inlet flap operation.
• Signal: ground/flight, used for pack Ram Air Inlet flap closure during take-off • Signal: wheel speed, used for pack ram air inlet flap closure during take-off and
and landing phases. landing phases.
Figure 17: Zone and Pack Controller Interface
SDAC1 SDAC2 EIU 1 EIU 2 ADIRS3 ECB CFDS
ZONE CONTROLLER
PRIMARY SECONDARY
FAN PARAMETERS PNEUMATIC ANTI-ICE

PARAMETERS PARAMETERS
LH PACK CONTROLLER RH PACK CONTROLLER

LGCIU2 BSCU

21-60-69
The pilot reports:

PACK 1 REGUL FAULT message on the ECAM.
Here is the message given by the PACK controller BITE In the LAST LEG RE-
PORT through the ZONE controller.
This is a class 1 failure.
Figure 18: CFDS Indication
CAB TEMP CONT

LAST LEG REPORT
DATE: 22DEC
GMT ATA FIN
P1 WATER EX TEMP SENSOR
1000 21-61-13 31HN
RETURN PRINT *

21-60-70
Figure 19: Pack Controller 1 (2)

TEST MODE
PWR MCDU IN
LRU UP TEST OPERATION MCDU - MESSAGES
TEST TEST
PRIM SEC PRIM SEC PRIM SEC
PACK1(2) MAIN COMPUTER SUPPLY X NO 28V ON PACK 1(2) MAIN
PACK1(2) SECD COMPUTER SUPPLY X NO 28V ON PACK 1(2) SECD
BLEED SYSTEM MALFUNCTION X P1(2) BLEED TEMP > 280°C
X P1(2) BLEED TEMP > 320°C
PACK1(2) PRESSURE (FLOW) SENSOR 10HB(9HB) X P1(2) FLOW SENSOR
PACK1(2) FLOW CONTROL VALVE 11HB(8HB) X X P1(2) FLOW CTL VALVE
X P1(2) FLOW SENSOR
X X P1(2) AIR CYCLE MACH CHECK
BSCU 10GG X X P1(2) AIR CYCLE MACH CHECK
PACK1(2) AIR CYCLE MACHINE 10HM1(11HM1) X X P1(2) AIR CYCLE MACH CHECK
PACK1(2) COMPR DISCH T' SENSOR 12HH(32HH) X P1(2) COMP TEMP SENSOR
PACK1(2) COMPR OVHT SENSOR 15HH(35HH) X P1(2) COMP OVHT SENSOR
PACK1(2) WATER EXTR. T' SWITCH 11HH(31HH) X X P1(2) WATER EX TEMP SENSOR
PACK1(2) OUTLET T' SENSOR 13HH(34HH) X P1(2) OUT TEMP SENSOR
PACK1(2) PRESS INLET SENSOR 16HH(36HH) X P1(2) PRESS INL SENSOR
PACK1(2) BLEED TEMP SENSOR 18HH(38HH) X P1(2) BLEED TEMP SENSOR
PACK1(2) ANTI-ICE VALVE 17HH(37HH) X P1(2) CONT OR ANTI ICE VALVE
PACK1(2) RAI ACTUATOR 8HH(28HH) X X X X P1(2) RAM AIR IN ACTUATOR
PACK1(2) RAO ACTUATOR 9HH(29HH) X X X X P1(2) RAM AIR OUT ACTUATOR
PACK1(2) BYPASS VALVE 10HH(30HH) X X X X X P1(2) BYPASS VALVE
PACK1(2) CONTROLLER 7HH(27HH) X X X X X X P1(2) CONT

21-60-71
Figure 20: Zone Controller

TEST MODE
PWR MCDU IN
LRU UP TEST OPERATION MCDU - MESSAGES
TEST TEST
PRIM SEC PRIM SEC PRIM SEC
ZONE PRIMARY COMPUTER SUPPLY X NO 28V ON ZONE MAIN
ZONE SECD COMPUTER SUPPLY X NO 28V ON ZONE SECD
ZONE CONT/ADIRS INTFC X NO DATE FROM ADIRS
ZONE CONT/CFDS INTFC X NO DATE FROM CFDS
RECIRCULATION FAN 1(2) 15HG(14HG) X RECIRC FAN 1(2) OR SPLY
GALLEY AND TOILET FAN 1HU X GALLEY AND TOILET FAN OR SPLY
AFT CARGO VENT FAN 35HN X AFT CARGO FAN OR SPLY
FLOW SELECTOR 5HB X FLOW SEL
TEMP. SELECTOR 29HK(27HK)(28HK) X AFT CAB(CKPT)(FWD CAB) TEMP SEL
DUCT TEMP. SENSOR 17HK(15HK)(16HK) X X TEMP SENSOR AFT CAB(CKPT)(FWD CAB) DUCT
MIXER TEMP. SENSOR 24HK(25HK) X TEMP SENSOR L/H(RH) MIXER
TEMP. SENSOR 23HK(21HK)(22HK) X X TEMP SENSOR AFT CAB (CKPT)(FWD CAB)
DUCT OVHT SENSOR 20HK(18HK)(19HK) X AFT CAB(CKPT)(FWD CAB) DUCT OVHT SENSOR
TRIM AIR VALVE 13HK(11HK)(12HK) X X X X TRIM VALVE AFT CAB(CKPT)(FWD CAB)
PRESSURE REGULATING VALVE 14HK X X X TRIM AIR PRESS VALVE
X X TRIM AIR PRESS VALVE OR PRESS SWITCH
PRV PRESSURE SWITCH 26HK X X TRIM AIR PRESS VALVE OR PRESS SWITCH
BLEED SYSTEM (ATA36) X NO BLEED AIR ENG 1(2)
LH(RH) WING ANTI ICE V. 9DL (10DL) X L(R) WAI FILTER OR VALVE
MIXER UNIT FLAP ACTUATOR 14HK X X X MIXER FLAP DRIVE OR SPLY
ZONE CONTROLLER 8HK X X X X X X ZONE CONT

21-60-72
A318/A319/A320/A321 21-60 Cockpit and Cabin Temperatur (Enhanced)
21-60 Cockpit and Cabin Temperatur System (CFDS) and monitoring. If pressure in the system is 6.5 psi greater than
the cabin pressure, ACSC 1 activates the ECAM system. This signal stays until
(Enhanced) the pressure falls below 5 psi.
Trim Air Valves

Mixer Unit The trim air valves lets the zone temperature be adjusted by modulating the hot
The mixer unit mixes air from packs and recirculated air from the cabin before dis- airflow added to air from the mixer unit. The trim air valves close when the trim air
tribution to each zone. The mixer unit, installed under the cabin floor, uses cabin PRV closes. The butterfly of the trim air valves is controlled by a stepper motor.
air which has entered the underfloor area and has been drawn through recircula- The trim air valve position is determined using the step-counting principle.
tion filters by recirculation fans. This air is mixed with conditioned air from the
packs. The quantity of cabin air mixed with conditioned air varies from 37% to 51% Duct Temperature Sensors
(the cabin fans operate at a constant speed, but the airflow from the Pack Flow
Each duct temperature sensor detects duct temperature for the related zone tem-
Control Valve (FCV) can vary.)
perature control, indication and overheat detection to the ACSC.
Mixer Unit Temperature Sensors Each duct temperature sensor has two thermistors, one connected to lane 1 and
the other to the second lane of the ACSC. Each thermistor does control, indication
There are two mixer unit temperature sensors, one on either side of the mixer unit. and overheat detection 88°C (190°F).
They give the actual temperature of the mixer unit to the Air Conditioning System
Controllers (ASCSs). The cockpit mixer unit temperature sensor is connected to Zone Temperature Sensors
the ACSC 1 and the cabin mixer unit to the ACSC 2. Each mixer unit temperature
sensor has two thermistors, one connected to lane 1 and the other to the second Each zone sensor detects the related zone temperature for zone temperature con-
lane of the ACSC. trol and indication on ECAM display. Each zone temperature sensor has two ther-
mistors, one connected to ACSC 1 and the other to ACSC 2.
Mixer Unit Flap
Air Conditioning System Controllers
The mixer unit flap ensures sufficient flight deck air supply if pack 1 is selected off.
An electrically operated mixer unit flap is installed to ensure that sufficient fresh air During normal or abnormal operation the cockpit and cabin system is controlled
is delivered to the cockpit in case of pack 1 failure. by the two ACSCs. Cabin zones demanding a higher temperature than that which
is available from the mixer unit receive additional hot trim-air added by the trim air
Trim Air PRV valve. The trim air valves are operated by ACSC 1 for the cockpit and ACSC 2 for
the FWD and aft cabin zones.
The trim air Pressure Regulating Valve (PRV) is pneumatically operated and elec-
trically controlled by a solenoid. The solenoid controls the ON/OFF function. The
trim air PRV regulates the pressure of the air supplied to the trim air valves, 4 psi
above the cabin pressure. The ON/OFF function solenoid de-energizes when the
HOT AIR P/B is set to OFF or when the temperature of any duct is above 88°C
(190°F). This closes the valve.
Hot Air Pressure Switch

Due to a malfunction of the trim air PRV, the hot air pressure switch signals over-
pressure to ACSCs 1 and 2 for ECAM display and the Centralized Fault Display

21-60-73
Figure 1: Mixing Unit

21-60-74
Zone Temperature Control Interfaces DMU

The ACSCs send system main status data to the Data Management Unit (DMU)
General for maintenance monitoring purposesfunctions.
The function of the Air Conditioning System Controller (ACSC) is to communicate The ACSC sends to the DMU:
with other systems via hardware interfaces. • the trim-air Pressure Regulating Valve (PRV) position,
SDAC • pack flow, water extractor and pack compressor discharge temperatures, By-
pass valve and ram air inlet flap positions.
System data information is transmitted to the System Data Acquisition Concentra-
tor (SDAC) via ARINC buses for system monitoring. The system data information CFDIU
is used for warning and display. These data are temperature, valve position and
others. ACSC 2 sends BITE data to the Centralized Fault Display Interface Unit (CFDIU)
for system monitoring. The BITE data is used for temperature control system mon-
EIU itoring.
The ACSC sends data to both Engine Interface Units (EIUs). Each EIU sends one Air Conditioning System Controllers
discrete to the ACSC. EIUs 1 and 2 send to the ACSC:
The ACSCs mainly receive temperature demands, flow demands and CFDIU con-
• the take-off thrust used for pack ram air inlet closure,
trol signals and send back maintenance data signals. The ACSCs also receive a
• the High Pressure (HP) fuel valve position used for bleed demand circulation signal from the DITCHING P/B, to close both pack FCVs if there is a ditching.
and for engine start sequence, so that the pack Flow Control Valves (FCVs) ACSC 1 and 2 receive a signal from the engine FIRE P/B, to close the related pack
are controlled to close during engine start. FCV, in case of engine fire. The Cabin Intercommunication Data System (CIDS)
The ACSC sends to EIUs 1 and 2: Director 1 sends a data signal for ACSC 1, and the CIDS Director 2 sends a signal
• the engine power increase used for bleed airflow increase, for ACSC 2 for temperature regulation (+ or - 2.5°C) from the Flight Attendant Pan-
• the bleed and the anti-ice status used for thrust limit calculation. el (FAP).
ADIRU 1 Fan Parameters

The ACSCs receive discrete signals from recirculation and toilet fans for monitor-
Air Data/Inertial Reference Unit (ADIRU) 1 sends data to the ACSC for zone and
ing. The lavatory and galley extraction and the cabin recirculation fan operation
pack temperature control. The A/C altitude is used for zone temperature compen-
are used for monitoring and transmission to the SDACs and CFDIU.
sation and pack water extractor outlet temperature limitation.
ECB A.Ice and Pneumatic Parameters

Anti-ice and pneumatic parameters are used to detect faults and to make sure that
The ACSC sends data to the Electronic Control Box (ECB) and receives an APU
the status of the bleed air system is transmitted to the CFDIU and EIUs. The valve
bleed valve open discrete. The ACSC sends to the ECB the increase of APU flow
positions, low and high pressure, are used for anti-ice system fault detection for
used for increased bleed airflow. When the ECB sends a signal to the ACSC, the
the CFDIU and thrust limit calculation for the EIUs.
APU bleed valve open discrete is used for flow demand calculation.

21-60-75
LGCIU 2 BSCU
Landing Gear Control and Interface Unit (LGCIU) 1 and 2 send a ground/flight sig- The Braking/Steering Control Unit (BSCU) sends a wheel signal to both ACSCs
nal to both ACSCs for pack air inlet flap operation. The ground/flight signal is used for pack ram air inlet flap operation. The wheel speed is used for pack ram air inlet
for pack ram air inlet flap closure during take-off and landing phases. flap closure during take-off and landing phases.
Figure 2: Interfaces

21-60-76
System Warnings PACK 1 + 2 FAULT

In case of a PACK 1+2 FAULT, the MASTER CAUTion comes on, the aural warn-
PACK 1 (2) OVHT ing sounds and the PACK FAULT light on the control panel comes on. The failure
In case of PACK 1 (2) OVerHeaT, the MASTER CAUTion comes on and the aural is shown amber on the EWD associated to indications on the ECAM BLEED page.
warning sounds. The PACK FAULT light on the control panel comes on. It goes Pack 2 is already OFF due to a previous failure.
off when the overheat disappears. The failure is shown amber on the EWD asso-
ciated to indications on the ECAM BLEED page. The FAULT light comes on if:
• the compressor discharge temperature is 230°C for four times during one flight, CKPT, FWD CABIN OR AFT CABIN DUCT OVHT
• a compressor temperature of more than 260°C has occurred or,
In case of cockpit, forward cabin or AFT cabin duct overheat, the Master Caution
• the pack outlet temperature is above 95°C. comes on, the aural warning sounds and the HOT AIR fault light comes on, on the
On ground, the Air Conditioning System Controller (ACSC) will close the Flow control panel. The failure is shown amber on the EWD associated to indications
Control Valve (FCV) automatically. In flight the cockpit crew needs to switch off the on the ECAM COND page.
pack manually with the PACK P/BSW. Any zone duct temperature higher than 88°C causes the hot air Pressure Regu-
lating Valve (PRV) and trim air valves to close electrically. The FAULT light on the
PACK 1 (2) FAULT HOT AIR P/B goes off when it is set to OFF and the temperature is back below
In case of PACK 1 (2) FAULT, the MASTER CAUTion comes on, the aural warn- 70°C.
ing sounds and the PACK FAULT light on the control panel comes on. The failure The cargo ventilation and heating systems are optional and independent
is shown amber on the EWD associated to indications on the ECAM BLEED page. for each compartment.
When the pack valve position disagrees with the selected position or the pack
valve is closed, the FAULT light on the pack control P/B comes on.
PACK 1 (2) OFF HOT AIR FAULT

In case of PACK 1 (2) OFF, the MASTER CAUTion and the aural warning sounds In case of HOT AIR FAULT, the MASTER CAUTion comes on, the aural warning
come on. The failure is shown amber on the EWD associated to indications on the sounds and the HOT AIR fault light comes on, on thecontrol panel. The failure is
ECAM BLEED page. shown amber on the EWD associated to indications on the ECAM COND page.
The warning occurs when the HOT AIR PRV position disagrees with the selected
This warning comes on when one pack is selected OFF with no failure. position (e.g. reset by HOT AIR P/B before cool down of duct temperature below
70°C).
PACK 1 (2) REGUL FAULT TRIM AIR SYSTEM FAULT

In case of a PACK 1 (2) REGULation FAULT, the corresponding message ap- In case of a TRIM AIR SYStem FAULT, the corresponding message appears am-
pears amber on the EWD associated to indications on the ECAM BLEED page. ber on the EWD. This message is activated when a trim air valve motor is stuck or
The FAULT is displayed when there is a failure of the bypass valve, or the RAM if the downstream pressure of the HOT AIR PRV is greater than 6.5 psi above the
air inlet actuator, or the compressor discharge temperature sensor, or the flow cabin pressure.
control valve. It disappears as soon as it drops below 5 psi above the cabin pressure. In this
case, the trim air system is completely lost, and each pack is controlled separately,

21-60-77
pack 1 for the cockpit and pack 2 for the cabin to maintain pre-selected tempera-
ture.
L+R CAB FAN FAULT

In case of a L+R CABin FAN FAULT the MASTER CAUTion comes on, the aural
warning sounds and the failure is shown amber on the EWD associated to indica-
tions on the ECAM COND page. This failure does not downgrade the temperature
regulation.
LAV+GALLEY FAN FAULT

In case of LAVatory+GALLEY FAN FAULT, the corresponding message appears
amber on the EWD. Cabin zone temperature sensors are normally ventilated by
the lavatory and galley fan. Therefore cabin zone temperature regulation is lost
when a fan failure occurs.
Cabin duct temperature is fixed at 15°C. Cockpit temperature regulation is normal
(cockpit temperature sensor is ventilated by avionics ventilation system).
CTL 1(2)-A(B) FAULT

In case of failure of the lane A or B of an ASCS, the corresponding message ap-
pears amber on the EWD.

21-60-78

21-60-79

21-60-80
A318/A319/A320/A321 21-23 Lavatory and Galley Ventilation
21-23 Lavatory and Galley Ventilation

21-23-81
General and galleys at different locations in the cabin. At frames 28 and 51, flexible hoses
from the extraction duct are connected to cabin sensor housings (Ref. 21-63-00).
The Lavatory and galley ventilation system uses air from the cabin zones and con-
ditioned air from the main distribution ducts. Air removed from the ceiling area of
the lavatory, galley units and the lavatory bowls, (is delivered to the outflow valve
10HL area). A duct system, different from the cabin distribution system, is used to
prevent unpleasant smells entering the cabin. A smoke detection system is in-
stalled in each lavatory (Ref. 26-17-00).
Component Location
FIN FUNCTIONAL DESIG- PANEL ZONE ACCESS ATA REF

NATION DOOR
1HU FAN-EXTRACTION 162DW 172 826 21-23-51
System Description
Lavatory and Galley Air Supply
Most of the air used for ventilation is cabin air, the extraction fan 1HU draws air
into the units. Conditioned air is supplied to each lavatory and some galleys, from
tappings on the cabin air distribution ducts.
Restrictors are installed downstream of the tapping points to increase pressure for
correct functioning of the individual outlets. The airflow, from these outlets, is ad-
justable in both quantity and direction, and are located below the lavatory mirrors.
Lavatory and Galley Extraction System

The extraction fan IHU removes air from the lavatory and the galley through a duct
located above the cabin ceiling. This duct extends the length of the cabin from the
forward utility area to the left-hand aft lavatory. The duct divides into two dropper
ducts and follows the fuselage contour downwards (on each side of a window) to
the fan. The air is then removed overboard through the outflow valve 10HL. The
extraction fan operates continuously during flight and on the ground when electri-
cal power is available to the aircraft.
The extraction ducts are made from resin and glassfiber laminate with metal
sleeves bonded at each end for duct interconnection. All ducts are connected to
each other by flexible bellows made of silicone Laminate and glassfiber secured
by clamps. Capped branches a long the duct allow the installation of lavatories

21-23-82
Figure 1: Lavatory/Galley Ventilation System - Component Location
R E L AY B OX 1 0 3 V U
- FA N P OW E R R E L AY 2 H U T E M P E R AT U R E
- FA N C O N T RO L R E L AY 3 H U SENSOR HOUSING
- FA N FAU LT R E L AY 4 H U D
T E M P E R AT U R E
SENSOR HOUSING
A
FR70
FR26 B
FR24A
C FR66
FR12
Z120
FR13
FR1 FR11
FR55
A
EXAMPLE
C
B E X T R AC T I O N
D TUBE
1
4
E X T R AC T I O N FA N 1 H U
5
2
13 10
14 3
15
11
19
18
17
16
21HK
7
12 9
22HK
23HK 8

21-23-83
System Performance Figure 2: Pack Flow Rates A320

FRESH FRESH FRESH
Flow Rates NO CASE ENVIRONM.
CONDITION
AIR
QT
AIR
QF/D
AIR
QC QR
NUMBER
OF CABIN
FRESH AIR
PER CABIN
MIXED AIR FRESH AIR
PER CABIN PER FLIGHT
O C C U PA N T C R E W
MIXED AIR
PER FLIGHT
CREW
(K g / s ) (K g / s ) ( K g / s ) ( K g / s ) O C C U PA N T S O C C U PA N T MEMBER MEMBER
1. Lavatory
C RU I S E F L 3 9 0 4.2 g/s 7.3 g/s 50 g/s 86 g/s
The total flow rate for each lavatory is 15 l/s. This flow is split into 5 l/s from the 1 2 PAC K S N O R M ISA 0.818 0.100 0.718 0.591 170 10.1 cfm 17.5 cfm 120 cfm 207 cfm
lavatory bowl and 10 l/s from the compartment.

2 C RU I S E F L 3 9 0 5.1 g/s 8.0 g/s 60 g/s 94 g/s
ISA 0.981 0.120 0.861 0.558 170
2. Cabin Sensor Housing 2 PAC K S M A X 12.2 cfm 19.1 cfm 144 cfm 225 cfm
The flow rate through each of the two cabin temperature sensor housings is 4 3 C RU I S E F L 3 9 0
ISA 0.654 0.080 0.574 0.619 115
5.0 g/s 9.7 g/s 40 g/s 78 g/s
2 PAC K S M I N 12.0 cfm 23.4 cfm 96 cfm 187 cfm
l/s.
C RU I S E F L 3 9 0
3. Galley 4 2 PAC K S 1 2 0 %
SELECTED ISA 0.981 0.120 0.861 0.0 170
5.1 g/s
12.2 cfm
5.1 g/s
12.2 cfm
60 g/s
144 cfm
60 g/s
144 cfm
RECIRC OFF
Galley sizes are determined by the electrical power (Kw) installed:
HOLD FL 100 5.7 g/s 9.9 g/s 68 g/s 116 g/s
– small galley 0-7.0 Kw flow rate 25 I/s 5 2 PAC K S N O R M ISA +2 3 1.101 0.135 0.966 0.796 170 10.1 cfm 17.5 cfm 121 cfm 208 cfm
– normal galley 7 to 17.0 Kw flow rate 40 I/s DESCENT FL 300 4.7 g/s 8.1 g/s 56 g/s 97 g/s
6 2 PAC K S N O R M ISA +2 3 0.918 0.112 0.806 0.663 170 10.1 cfm 17.5 cfm 120 cfm 208 cfm
– large galley > 17,0 Kw flow rate 50 1/s
The total flow rate of the lavatory and galley extraction system is 143 I/s. This 7 C RU I S E F L 3 9 0
1 PAC K ISA 0.491 0.060 0.431 0.636 170
2.5
6.2
g/s
cfm
5.7 g/s
14.1 cfm
30
73
g/s
cfm
69 g/s
168 cfm
is a mass flow of 170 g/s on ground and 133 g/s in flight. Duct velocities of the G RO U N D
system are below 14 m/s in the whole cabin area. 8 TA K E O F F
2 PAC K S N O R M ISA 1.101 0.135 0.966 0.796 170
5.7 g/s
10.1 cfm
9.9 g/s
17.5 cfm
68 g/s
121 cfm
116 g/s
207 cfm
G RO U N D
Component Description 9 2 PAC K S
APU ISA +2 3 0.920 0.112 0.808 0.818 170
4.8
8.6
g/s
cfm
9.0 g/s
16.2 cfm
56 g/s
100 cfm
106 g/s
190 cfm
Extraction Fan
The lavatory and galley extraction fan 1HU is installed in tine with the extraction
duct. It is powered by a three phase induction motor that drives a fan wheel which
has high efficiency blades. The fan will operate continuously at about 11700 rpm.
Thermo switches are installed inside the stators of the extraction fan. If the tem-
perature of the stator gets to 134 DEG.C (273.20 DEG.F) to 146 DEG.C (294.80
DEG.F) the thermo switches isolate the electrical supply to the fan.
The lavatory and galley extraction fan is secured by clamps to brackets on the air-
craft structure in the rear underfloor area. Arrows on the fan casing show the di-
rection of airflow through the fan and the direction that the impeller rotates. If the
impeller breaks up the casing is strong enough to contain the debris.
Control and Indication

The Lavatory and galley extraction fan 1HU is continuously monitored by the zone
controller 8HK of the cabin temperature control system. If the fan fails, the zone
controller sends a signals to the ECAM and CFDS systems.

21-23-84
Operation of Lavatory and Galley Extraction Fan

Operation
The lavatory and galley extraction fan 1HU operates continuously. 28 V DC from
normal busbar 101PP through circuit breaker 5HU energizes the power relay 2HU.
The power relay energizes the extraction fan with 115 V AC from normal busbar
1101XP through circuit breaker 6HU. Thermo switches, protect the fan from over-
heating. If the temperature of the stators go up to 134 DEG.C (273.20 DEG.F) to
146 DEG.C (294.80 DEG.F) the ground is removed from the power relay.
Malfunction Detection
Overheating of the lavatory and galley extraction fan1HU, causes the thermo
switches to remove ground from the power relay 2HU. This removes the electrical
power, the fan stops and the indicating relay opens. The indicating relay signals
the zone controller 8HK and the zone controller signals the ECAM and CFDS sys-
tems. You must not start the extraction fan again until you have found the fault and
repaired it.

21-23-85
Figure 3: Lavatory/Galley Ventilation - Control

21-23-86
Figure 4: Lavatory/Galley Fan Failure Consequences
E LAVATORY / GALLEY FAN FAILURE

FWD CABIN
COCKPIT
NOT USED
SELECTED COCKPIT
TEMPERATURE COLD HOT
COLD HOT
AFT CABIN
E/WD
NOT USED
SYSTEM DISPLAY
COLD HOT
COND TEMP : C
LAV + GALLEY FAN FAULT

ZONE CONTROLLER
CKPT 24 FWD XX AFT XX
22 15 15
PRIMARY SECONDARY NOT USED
FWD CABIN ZONE SENSOR
U
C H C H C H
HOT
AIR CHANNEL CHANNEL NOT USED
AFT CABIN ZONE SENSOR
U
(not ventilated)
1 2

(PACK 1 CTL) (PACK 2 CTL)

1 PACK TEMPERATURE DEMAND 2 PACK TEMPERATURE DEMAND TO REACH
TO REACH SELECTED COCKPIT A FIX TEMPERATURE OF 15˚C IN THE FWD
TEMPERATURE AND AFT CABIN SUPPLY DUCTS
SYSTEM DISPLAY
STATUS
CABIN ZONE AT FIXED TEMP INOP SYSTEM
GALLEY FAN
LAV DET

21-23-87

AURAL MASTER
PAGE WARNING PHASE
WARNING LIGHT
PACK 1 (or 2) O VHT

Pack compressor outlet temperature above 260 5C or
pack outlet temperature above 955C.
PACK 1 (or 2) F AULT

Pack valve disagree with selected position or pack PACK 3, 4. 5, 7, 8
compressor outlet temperature above 230 5C 4 times FAULT
BLEED
during one flight.
PACK 1 + 2 F AULT
One pack off then the other fault.
PACK 1 (2) OFF SINGLE MASTER
1, 2, 3, 4, 5
Pack P/B selected off with no failure. CHIME CAUTION NIL
7, 8, 9,10
CKPT (FWD CAB OR AF T CAB) DUCT O VHT

Duct temperature above 88˚ C or above 80˚C 4 times
during one flight.
HOT AIR
HOT AIR FAULT FAULT
COND
Hot air pressure regulating valve disagree with selected
position.
L + R CAB F AN FAULT 3, 4, 5,
Both fan overheat. 7, 8
PACK 1 (2) REGUL F AULT
Pack main channel or pack main and secondary BLEED
channels failed or Pack related indication failed.
ZONE REGUL FAULT

Zone controller main channel or main and secondary COND NIL
channels failed.
NIL NIL
3, 4, 5,
LAV + GALLEY F AN FAULT 7, 8, 9
TRIM AIR SYS FAULT NIL

3, 4, 5,
One trim air valve fault or overpressure downstream hot
7, 8
air valve.
5MIN AFTER
1500 ft
ELEC PWR
800 ft
STARTED
2ND ENG
SHUT DN
LIFT OFF
1ST ENG
1ST ENG
TO PWR
TOUCH
DOWN
80 kt
80 kt
1 2 3 4 5 6 7 8 9 10
MEMO DISPLAY
RAM AIR ON message is displayed in green if RAM AIR P/B is ON.

21-23-88
A318/A319/A320/A321 21-99 CFDS
21-99 CFDS
Figure 1: Air Conditioning/Cabin Temp Cont - CFDS Interface
CABIN TEMP CONT SYSTEM REPORT/TEST --> CFDS MENU

LAST LEG REPORT AIR COND
GMT: 0810 ATA: 21-63-00 < CAB PRESS CONT 1 < LAST LEG REPORT
TRIM VALVE CKPT < LAST LEG ECAM REPORT
< CAB PRESS CONT 2
GMT: 0720 ATA: 21-61-00 < CABIN TEMP CONT < PREVIOUS LEGS REPORT
PACK1 RAM AIR DOOR < AVIONICS STATUS
INLET ACTR < AEVC
< SYSTEM REPORT/TEST
< AFT CHC (SR not installed)
POST
< RETURN PRINT* < RETURN *SEND FLT REP PRINT*
MCDU
MENU
CABIN TEMP CONT CABIN TEMP CONT MCDU MENU SYSTEM REPORT/TEST -->
PREVIOUS LEGS REPORT
HB-IJC < FMGC < AIR COND F/CTL >
LEG DATE GMT PHASE < LAST LEG REPORT
ATA FIN < ACARS < AFS FUEL >
< PREVIOUS LEGS REPORT
TRIM VALVE AFT CAB < AIDS < COM ICE & RAIN >
< LRU IDENTIFICATION
11 1309 1518 06
21-63-51 13HK < CFDS < ELEC INST >
< TEST GND REPORT >
GALY & TOIL FAN OR SPLY
14 1209 1445 02 < FIRE PROT L/G >
< CLASS 3 FAULTS
21-23-51 1HU RETURN > NAV >
< RETURN
< RETURN
< RETURN PRINT* SELECT DESIRED SYSTEM
SEE NEXT PAGE
CABIN TEMP CONT CABIN TEMP CONT

LRU INDENTIFICATION CLASS 3 FAULTS
HB-IJC
ZONE CONT 775C0000-03 LEG DATE GMT PHASE
INSTALLED IN A320 ATA FIN
PACK CONT 1 759A0000-10 CKPT TEMP SEL

11 1309 1518 06
INSTALLED IN A320 21-63-51 27HK
PACK CONT 2 759A0000-10
INSTALLED IN A320
< RETURN PRINT* < RETURN PRINT*

21-99-89
A318/A319/A320/A321 21-99 CFDS
Figure 2: Air Conditioning - CFDS Interface
A/C ID DATE GMT FLTN CABIN TEMP CONT

HB-IJA 04APR 0830 234
CAB TEMP CONT < LAST LEG REPORT
TEST < PREVIOUS LEGS REPORT
PACK 1 AND PACK 2: < LRU INDENTIFICATION
SELECT OFF
< TEST GND REPORT >
< CONTINUE < CLASS 3 FAULTS
< RETURN < RETURN
CAB TEMP CONT CABIN TEMP CONT

TEST GND REPORT
GMT PHASE
ATA FIN
(IN PROGRESS MAX 300 s) TRIM AIR PRESS VALVE
0727 01
21-63-52 14HK
< RETURN PRINT * < RETURN PRINT >
CAB TEMP CONT CAB TEMP CONT

TEST TEST
21-61-00
PACK 1 RAM AIR DOOR
INLET FLAP ACTUATOR TEST 0K
END OF TEST
END OF TEST
< RETURN PRINT * < RETURN PRINT *

21-99-90
A318/A319/A320/A321 21-28 Cargo Comp. Ventilation & Heating
21-28 Cargo Comp. Ventilation & Heating

(Optional)

21-28-91
General The temperature selector is electrically connected to the controller 10HC for tem-
perature control functions.
Aft Cargo Compartment Ventilation The heating controller 10HC, which gets information from the temperature sen-
sors 13HC and 14HC, controls the system. These sensors are installed in the inlet
The system provides ventilation of the AFT cargo compartment by means of air
duct (13HC) and in a housing in the compartment ceiling (14HC). Post SB 21-1141
exhausted from the cabin and extracted by a fan.
the sensor 14HC sensing the compartment temperature is installed in the extrac-
Ambient air from the cabin comes through openings in the cabin floor behind the tion duct of the cargo compartment. The temperature of the air, which enters the
sidewall panels and is ducted via the inlet isolation valve into the AFT cargo com- supply duct, is controlled to a maximum of 70°C by the trim-air valve 12HC.
partment.
When the duct temperature goes above 88°C, the FAULT light on the HOT AIR
The air in the cargo compartment is extracted overboard by the extraction fan via switch 16HC on the overhead panel comes on and the pressure regulating-valve
the outlet isolation valve. 11HC closes. This overheat condition is latched by the heating controller. When
The operation of the inlet and the outlet isolation valves and the extract fan is con- the duct temperature decreases to 70°C the system can be reset. To do this you
trolled by the cargo ventilation controller. must push the HOT AIR switch 16HC two times.
On the ground and in flight, the inlet and outlet isolation valves are normally fully Heating Controller
open and the fan runs continuously.
The AFT cargo-compartment heating-system has its own controller 10HC. The
The controller will close the isolation valves and stop the extraction fan when: controller is a 1 MCU box which is installed in the avionics compartment, in rack
• The AFT ISOL VALVE P/B is selected OFF or 96VU. The controller also sends signals to the CFDS and ECAM. If the control
• smoke is detected in the aft cargo compartment. function of the controller does not operate, the trim-air valve 12HC and the pres-
sure regulating valve 11HC will close. This is done independently of the controller.
Aft Cargo Compartment Heating
Pressure Regulating Valve
Hot bleed-air, from the APU bleed-air duct, is mixed with cabin-air and delivered
to the AFT cargo compartment ventilation system. This raises the temperature in The pressure regulating valve (11HC) is used to control the pressure of the hot
the compartment to a preselected level. trim air supply to 4 psi above cabin pressure. The secondary function is to provide
a shut-off facility to the aft cargo compartment.
Proximity switches are installed at the AFT cargo-compartment door and at the
bulk cargo-compartment door. These switches will inhibit the AFT cargo-compart- This butterfly type valve is under normal conditions actuated by a pneumatic ac-
ment heating system if one of the doors is open. Both doors must be closed to en- tuator and controlled by a regulator. The valve is activated when the solenoid is
able the heating system to function. energized.
The valve can be operated manually and includes a visual position indicator. A li-
Temperature Control mit switch indicates closed/not-closed to the zone controller (8HK) and to the
The temperature control system regulates the amount of hot air added, to give the ECAM system. The HOT-AIR switch (16HC) installed on panel 22VU in the cockpit
preselected temperature in the AFT cargo compartment. The temperature selec- and controls the pressure regulating-valve.
tor 15HC for the AFT cargo compartment is installed on the CARGO HEAT panel
22VU in the cockpit. The temperature range that the selector can set is between
5°C and 26°C with 15.5°C at the 12 o'clock position. However, if the temperature
is, for example, already 15°C, the adjusting range lies between 15°C and 26°C.
This is because there is no cooling function installed.

21-28-92
Figure 1: FWD ISOL Valve P/B ... Hot Air P/B

21-28-93
Figure 2: AFT Cargo Compartment Ventilation & Heating

10HN
Note: FWD/AFT Cargo Vent Controller / 103VU Overboard
If smoke is detected, the isolation
valves are closed & latched. ECAM
Reopening is only possible in absence 10WQ Smoke Detection Control Unit Zone Controller 8HK or ACSC (BITE)
of a smoke signal by power interrupt.
Control / Valve Position 33HN
13WH Smoke Test
Outlet Isolation Valve
AFT Cargo Smoke
Closure/OFF Control / Fan Overheat >140°C
Smoke Test 35HN
Control / Valve Position Extraction Fan
Reset / Close
Post SB 21-1141
14HC
Compartment Temperature
Valve Disagree
Isolation Valve AFT
Closed Signal
Cargo
Compartment
Selected Temperature
Pre SB 21-1141
Note:
Pre mod location of
compartment temp
sensor shown
AFT Cargo Door NOT Locked

Bulk Cargo Door NOT Locked Cargo Heating OFF
13HC
Inlet Duct Temperature
16HC Overheat > 88°C
Hot Air 34HN
Switch Reset ECAM Inlet Isolation Valve
- possible if duct temperature is <70°C.
- Switch must be pressed 2 times. CFDIU
10HC
AFT Cargo Heating Controller / 90VU
12HC
Trim Air Valve
Closure of TRV & PRV

11HC
Press Regulator
Valve
Hot Air Cabin Ambient Air

21-28-94
Figure 3: Indication & Warnings

SYSTEM DISPLAY
Zone Indication (white)
COND TEMP : ° C Outlet Isolation Valve

ALTN MODE
Green Valve open.
FAN FAN
Amber Valve closed.
Inlet Isolation Valve
24 22 24
C H C H C H Green Valve open.
HOT
AIR Amber Valve closed.
AFT 22 AFT Cargo Hot Air Shutoff Valve

18
Green Valve open.
Amber Valve closed.

C H
HOT
AIR
WARNING AND CAUTIONS
TAT 5°C G.W. 60300 KG
SAT 5°C 23H56 E / WD FAILURE TITLE SD LOCAL FLT
AURAL MASTER
PAGE WARNING PHASE
WARNING LIGHT
Conditions CALLED LIGHT INHIBIT
AFT CRG ISOL VALVE SINGLE MASTER ISOL VALVE

COND
Cargo isol valve disagreement CHIME CAUTION FAULT 3,4,5
7,8
AFT CRG VENT
NIL NIL NIL NIL
Extraction fan fault
AFT CRG HEAT
AFT CARGO DUCT OVHT SINGLE MASTER HOT AIR

COND
Aft trim air valve CHIME CAUTION VALVE
SHUT-DOWN
5MIN AFTER
800 ft
1500 ft
ELEC PWR
STARTED
2DN ENG
LIFT OFF
1ST ENG
1ST ENG
TO PWR
TOUCH
DOWN
80 kts
80 kts
1 2 3 4 5 6 7 8 9 10

21-28-95
Figure 4: Aft Cargo Compartment Ventilation

Isolation Valve 33HN
Outflow Valve 10HL

Air Extraction Fan 35HN Air Extraction Fan
14HC Isolation Valve

Compartment Temperature Sensor
(post SB 21-1141)
5WH/6WH
Smoke Detector
3WH/4WH
Smoke Detector
Cabin Ambient
14HC
Air Inlets
Compartment
Temperature Outflow
Sensor STA3013/FR65
Valve
(pre SB 21-1141)
STA3158/FR66
34HN
Isolation
Valve
13HC
Inlet Duct Temperature Sensor
12HC
Muffler
Trim Air Valve
11HC Cargo Door Isolation
Pressure Regulation Valve Bulk Cargo Valve
Cargo Underfloor Door
Air Intake Extraction
FWD
Fan
Isolation Valve
Restrictors for Muffler
Airsplit Calibration
Cabin Ambient
Air Intake

21-28-96
Figure 5: Cargo Compartment Vent & Heat Components

21-28-97
Figure 6: MCDU Pages
CFDS CARGO HEAT CONT AFT
<LAST LEG REPORT <LAST LEG REPORT
<LAST LEG ECAM REPORT <PREVIOUS LEGS REPORT
<PERVIOUS LEGS REPORT <LRU IDENTIFICATION
<AVIONICS STATUS <LAST LEG CLASS 3 FAULTS
<SYSTEM REPORT/TEST <GROUND REPORT
<POST FLIGHT REP PRINT> <RETURN
SYSTEM REPORT/TEST CARGO HEAT CONT AFT CARGO HEAT CONT AFT
LAST LEG REPORT LRU IDENTIFICATION
<AIR COND F/CTL> DATE: JUN 11
<AFS FUEL> 600611-00-600

NO FAULTS
<COM ICE&RAIN>
<ELEC INST>
<FIRE PROT L/G>
<RETURN NAV> <RETURN PRINT> <RETURN PRINT>
SYSTEM REPORT/TEST CARGO HEAT CONT AFT

AIR COND PREVIOUS LEGS REPORT
<CAB PRESS CONT 1
<CAB PRESS CONT 2

NO FAULTS
<ZONE CONT
<AVNCS COOL COMPTR
<AFT CARGO HEAT
<RETURN <RETURN PRINT>

21-28-98
A318/A319/A320/A321 21-31 Pressurization Control
21-31 Pressurization Control

21-31-99
General • A/C configurations: Engine Interface Unit (EIU), Landing Gear Control and In-
terface Unit (LGCIU), Environmental Control System (ECS).
The (Cabin) Pressure Control and monitoring System (CPCS) makes sure that the The CPCs outputs data for indicating and monitoring are: Flight Warning Compu-
pressure in the pressurized fuselage is safe and comfortable for the passengers ter (FWC), System Data Acquisition Concentrator (SDAC), CFDS, ECS, Aircraft
and crew. The Cabin Pressure Controllers (CPC) control fully automatically the Integrated Data System (AIDS).
quantity of air that flows out of the fuselage through an outflow valve. A manual
system controls the CPCS if the automatic system is not active. Two safety valves When manual mode is used, the manual part of controller 1 operates only as a
are installed in the aft pressure bulkhead which prevent that the pressure in the back-up indication circuit processing outputs for indicating and monitoring. CPC 1
fuselage gets too high or too low. manual part outputs for monitoring and indicating are: FWC and SDAC. CPC 2
manual part is not used.
In normal operation, pressurization control is fully automatic.
The system consists of: Safety Valves
• 2 Cabin Pressure Controllers (CPC). The safety valves 6HL (7HL) are poppet-type pneumatic valves. They have a
• 1 outflow valve including 3 motors (2 for automatic operation, 1 for manual op- valve part and a control part in a housing. The valve part has a cap with a filter, a
eration). diaphragm, a pedestal and a bellmouth. The control part has a position switch, a
• 1 Control panel. negative delta-P check-valve and a controller. The position switch is connected
• 2 Safety valves. electrically to the System Data Aquisition Concentrators (SDACs). The negative
delta-P check-valve opens if the external pressure is higher than the internal pres-
The outflow valve is powered by one of the three independent electrical motors. sure. The controller has a diaphragm, a poppet and springs to preload the poppet.
Normally, one of the two cabin pressure controllers operates the outflow valve, via The poppet gives accurate limit control. If the internal pressure is more than the
its associated auto motor. design goal of 8.6 psi (0.5929 bar) above the external pressure, the poppet moves
A ditching switch on the control panel, allows the outflow valve and all valves be- and air flows out of the fuselage. For negative delta-P condition it is ensured by a
low the flotation line, to be closed in case of ditching. minimum of one safety valve operating, that the internal pressure is not more than
0.07 bar (1.0152 psi) below the external pressure.
The system can be used fully or semi automatically or manually.
Main Components and Subsystem

Cabin Pressure Controllers
There are two interchangeable controllers, which are identified as Cabin Pressure
Controller (CPC) 1 and CPC 2 by means of pin programming. Each controller has
an automatic and manual part which are functionally and electronically independ-
ent of each other. One controller operates the system at a time according to flight
profile data and A/C configurations. The second controller is in active stand-by
with automatic changeover after each flight or in case of failure of the active one.
The CPCs inputs are:
• flight profile data: Flight Management and Guidance System (FMGS), Air Data/
Inertial Reference System (ADIRS), Centralized Fault Display System (CFDS),

21-31-100
Figure 1: Safety Valves

SAFETY VALVE 6HL(7HL)
FILTER
CABIN
SERVO
CONTROLLER
GATE
CABIN
POSITION SWITCH
(SHOWN ACTUATED)
NEG P
CONTROL CHECK VALVE
AMBIENT
SENSE LINE PEDESTAL
(CFE) (CFE)
LOCAL AMBIENT BULKHEAD

(CFE)
BELLMOUTH
(CFE)

21-31-101
Automatic Pressure Control Mode Manual Pressure Control Mode

Pressure control is achieved by two identical, independent, automatic systems In the event of the failure of both automatic systems, the pressurization may be
(controller and its associated motors). manually controlled by selecting, on the CABIN PRESS control panel:
Either system controls the single outhow valve. • MODE SEL P/B to MAN, and
Only one controller operates at a time. • MAN V/S CTL switch to UP or DN.
An automatic transfer occurs: Then, the power supplies to the auto motors are cut off, and the manual motor is
activated to control the outflow valve.
• 180 sec. after each landing.
• In case of failure of the operating system. Ditching
The controller normally uses landing field elevation and ONH from FMGC and A DITCHING P/B, on the CABIN PRESS control panel, enables the outflow valve
pressure altitude from ADIRS. to be closed and sends a closure signal to:
If FMGC data ere not available, the controller uses captain barometer reference the emergency ram air inlet, the avionics ventilation extract valve and the pack
from ADIRS and landing elevation from LDG ELEV selector. flow control valves.
Pressurization is assumed through 6 modes:
1. Ground (GN)
Before take off and 55 sec after landing, the outflow valve is controlled fully
open to ensure there is no residual ΔP in the aircraft.
At touchdown, to release the remaining ΔP, a depressurized sequence controls
the cabin V/S at + 500 ft/min.
2. Take off (TO)
To avoid a pressure surge at rotation, the controller prepressurizes the aircraft
with a rate of - 500 ft/min until ΔP reaches 0.1 psi. At lift off, the controller initi-
ates the climb phase.
3. Climb (CL)
Cabine altitude varies according to a fixed preprogrammed law taking into ac-
count the actual rate of climb of the aircraft.
4. Cruise (CR)
Cabin altitude is the highest of the value reached at level off or the landing field
elevation.
5. Descent (DE)
Pressure rate is optimized so that cabin pressure reaches landing field pres-
sure just prior to landing. Maximum descent rate is limited to 750 ft/min.
6. Abort (AB)
The abort mode is used to prevent the cabin altitude climbing if the aircraft does
not climb after take off. The cabin pressure is kept to the value before take off.

21-31-102
Figure 2: Cabin Pressurization System - Schematic
EMER
RAM AIR
ADIRS STAT. PRESS ECAM

WARNING
1+2+3 BARO CORR
LDG FIELD ELEV TRF

FMGC The same
DEST. QNH as for
CPC 1
CPC CPC
LGCIU FLT / GND
1 2
1+2
EIU TLA
1+2 AUTO M MAN M AUTO
MOT 1 MOT MOT 2
MANUAL
ECAM MANUAL BACKUP
WARNING BACKUP NOT
USED
FROM
ACTIVE
CPC
VALVE VALVE
POS POS
SAFETY
BACKUP VALVES
OUTFLOW
VALVE
MODE:
AUTO MAN
OP / CL

21-31-103
Figure 3: Cabin Pressure Panel
MODE SEL P/B

A AUTO - Automatic mode is operating. Outflow
valve is controlled by one system at a time.
NOTE: If pressurization degraded
performance is suspected, a selection of
the pressurization system which is not
active could be attempted by switching the
MODE SEL P/B to MAN for at least 10 sec.
then to AUTO.
MAN - MAN illuminates white, FAULT
extinguishes, manual control is then
operative by the MAN V / S CTL switch.
FAULT - Comes on amber, associated with ECAM
caution, only when both automatic
systems are faulty.
NOTE: CAB ALT indication variation up to +_ 1000ft may ap-
pear on the ECAM PRESS page when switching from
the CPC AUTO mode to MAN mode.
LDG ELEV Selector

AUTO - The pressurization system uses the FMGS
A data to elaborate an optimized pressure
schedule.
Other positions: The landing elevation from FMGS is not
used by the pressurization system. The
landing elevation selected (from -2000 to
14000ft) is taken as reference.
DITCHING P/B (guarded)

Normal - Normal system operation.
MAN V/S CTL (toggle switch)
ON - The outflow valve, emergency ram air inlet
The switch, spring loaded to neutral, controls the outflow
valve, avionics ventilation inlet and extract
valve position via the manual motor, when the MODE SEL P/B
valves and pack flow control valves are
is in MAN position.
closed.
UP - The valve moves towards open position.
NOTE: The outflow valve will not automatically close if manu
DN - The valve moves towards closed position. manul al control is selected.
NOTE: Due to slow outflow valve operation, toggle switch CAUTION : If on ground, with LP ground cart connected and
must be maintained in UP or DN position until target all doors closed, the DITCHING P/B is switched
V/S is reached. ON, a differential pressure will build up.

21-31-104
Figure 4: ECAM System Display
SYSTEM DISPLAY
Landing Elevation
Landing elevation selected either automatically by the FMGS
or manually by the pilot is indicated in green. (Inhibited when
LDG ELEV AUTO / MAN the MODE SEL P/B is in MAN position)
AUTO - Displayed in green when LDG ELEV Cabin Altitude
selector is in AUTO position.
Green - In normal range.
MAN - Displayed in green when LDG ELEV
selector is not in AUTO position. Red - For excessive cabin altitude: ≥ 9550 ft
Not displayed when the MODE SEL P/B is in MAN position. Advisory (digital indication pulsing) if cabin altitude ≥ 8800 ft
(reset at 8600 ft).
Cabin Differential Pressure
Safety Valve Position
SAFETY - Is white and valve display is green when
Amber - When out of normal range: ΔP ≤ - 0,4 psi both safety valves are fully closed.
or ≥ 8.5 psi.
SAFETY - Is amber and indication is amber when
Advisory (digital indication pulsing) if ΔP < 1.5 psi (reset at either valve is not closed.
1 psi) during flight phase 7.
NOTE: If manual mode is selected, the safety valve can open
Cabin Vertical Speed at a cabin differential pressure between 8.2 and 8.9
psi due to the reduced Δ P accuracy in manual mode.
Amber - When V/S ≥ 2000 ft/min. Active System Indication (SYS 1 or SYS 2 or MAN)
Advisory (digital indication pulsing) at V/S > 1800 ft/min SYS 1 / SYS 2 - Green when active, amber when FAULT,
(reset at 1600 ft/min). not displayed when inactive.
MAN - Appears green when the MODE SEL P/B is
at MAN.
Outflow Valve Position
Green - When operating normally.
Amber - When valve is fully open (more than 95 %)
in flight.

21-31-105
Figure 5: ECAM Displays
SYSTEM DISPLAY SYSTEM DISPLAY

LDG ELEV AUTO / MAN
AUTO - Displayed in green when LDG ELEV
selector is in AUTO position.
MAN - Displayed in green when LDG ELEV
selector is not in AUTO position.
Not displayed when the MODE SEL P/B is in MAN position.
Cabin Vertical Speed
Amber - When V/S ≥ 2000 ft/min.
AUTO MODE: MAN MODE:
CAB ALT FT
Red - For excessive cabin altitude: ≥ 9550 ft.
- Pulses for cabin altitude at or above 8800 ft
(resets at 8600 ft).
P Indication
Cabin Vertical Speed
Displayed in flight phase 6 only.
Amber - Out of normal range Δ P ≤ -0.4psi
or ≥ 8.5 psi.
Amber - Out of normal range. V/S greater than - Pulses when V/S >1800 ft/min (resets at
2000 ft/min or lower than -2000 ft/min. 1600 ft/min).

21-31-106
Cabin Pressure Altitude Envelope • AB - Abort,

The cabin altitude is limited to 8000 ft with a DELTA P of 8.06 psi for an A/C alti- • CI - Climb,
tude of 39000 ft. If cabin altitude increases: • CR - Cruise,
• at 9550 ft, the MASTER WARN comes on, • DI - Descent,
• at 11300 ft, passenger signs are activated.
Pressure Schedules and Rate Limits
In the outflow valve, a safety device closes the valve when the cabin altitude
reaches 15000 ft. Ground Mode (GN)
Under normal conditions, the landing field elevation selector is selected in the The cabin pressure on the ground can never reach the scheduled pressure. This
AUTO position enabling the CPCs to use the landing field elevation data from the is because the scheduled pressure is always lower than actual cabin pressure.
FMGS. In all other cases the LDG ELEV selector signal overrides the FMGS data Therefore, the outflow valve is driven fully open.
(semi-automatic operation). A DITCHING pushbutton switch closes the outflow
valve in ditching configuration. Take-off Mode (TO)
Figure 6: Pressurization Flight Profil To avoid a pressure surge during aircraft rotation, the CPC prepressurizes the air-
craft. At lift-off the CPC changes into the climb mode.
A/C
MLG COMPRESSED Climb Mode (CI)
VALVE FULL In this mode the cabin pressure is controlled in relation to ambient pressure and
TAKE OFF OPEN SIGNAL
aircraft climb speed. The control is based on a preprogrammed schedule, which
ALT CABIN
schedules the change in cabin pressure to a change in ambient pressure. It is en-
sured that maximum differential pressure will not be reached during climb. A basic
schedule is stored in a permanent memory.
TIME
55 SEC
Cruise Mode (CR)
In cruise the system maintains that differential pressure which was valid at the
GROUND PREPRESS PRESSURIZATION DEPRESS GROUND switch into cruise mode.
CABIN
V/S -500 Ft/MN +500 Ft/MN When the selected landing field elevation is more than 3800ft. (1.5PSI) above the
cabin altitude, during cruise and higher than 8000ft. the cabin altitude is increased
CABIN
ΔP
+0.1 PSI +8.06 PSI +0.1 PSI to keep the difference constantly at 3800ft., but not above the limit of max. 8000ft.
Descent Mode (DI)

Pressure Schedules During the descent of the aircraft the internal rate limit adjusts the rate to an opti-
The pressure schedules work with a dedicated rate limit to guarantee passenger mum so that the cabin pressure reaches landing field pressure just prior to land-
comfort and safety at each flight phase. The control modes generate the opera- ing. In this mode the cabin pressure and its rate of descent are controlled in
tional phases for the cabin pressure schedules. correlation to aircraft altitude, the rate limit being based on a memorized schedule.
The system operates with the following control modes: As during take-off, to avoid a pressure bump during touch down the fuselage is
• GN - Ground, pressurized with a delta p of 7 mbar (0,1 psi). At touch down the fuselage depres-
• TO - Take-off, surizes with a cabin rate of - 18.3 mbar/min (500 SLFPM) to the landing field pres-

21-31-107
sure. The outflow valve will be driven to its fully open position after 55 sec. and the FMGC
system transfers 70 sec. after the GN mode is set independent of the differential
Each Flight Management and Guidance Computer (FMGC) sends cruise flight lev-
pressure.
el and landing field elevation data to both controllers.
Abort Mode (AB) The signals are:
The purpose of the abort mode is to prevent the cabin climbing if the aircraft does • Cruise flight level,
not climb after take-off. (For example, if an engine failure happens after V1 the air- • Landing field elevation, used for pressurization profile.
craft must take-off). The system will switch to the climb mode after take-off. If the
aircraft descends, instead of climbing, while the altitude is below 8000 ft. or below Motors
5000 ft. above take off field the system switches into the abort mode. The cabin
A discrete signal from the active controller will select the corresponding motor and
pressure is then kept to the value before take-off.
enable signal, while outflow valve positioning and monitoring signals are transmit-
ted by RS 422 buses.
EIU
The signals in AUTO MODE are:
Each Engine Interface Unit (EIU) sends a thrust lever angle associated with an N2
signal to both controllers to initiate the pre-pressurization and the pressurization • "enable signal" to motor in control,
sequences. • outflow valve positioning and monitoring.
The signals are: In MANUAL MODE, the feedback position from motor 3 is sent to controller 1.
• Thrust lever angle in Takeoff (TO) position,
• maximum continuous or flexible detent,
Controller 1/Controller 2
• N2 at or above idle, used for pre-pressurization and pressurization sequences. Discrete signals between both controllers ensure controller transfer. The system
1 or 2 active signal is used for controller transfer.
LGCIU
Air Cond Panel and Cabin Press Panel
Each Landing Gear Control and Interface Unit (LGCIU) sends a flight/ground sig-
nal to both controllers to initiate pre-pressurization, pressurization and depressu- The position of the pressure panel switches and emergency ram air switch is
rization sequences. The ground/flight signal is used for pre-pressurization, transmitted to both controllers.
pressurization, depressurization sequences and system transfer. The cabin pressurization panel signals are:
• ditching,
ADIRU
• landing field elevation selection,
Each Air Data/Inertial Reference Unit (ADIRU) sends the static pressure and the
• manual mode selection, used for manual operation.
barometric correction signals to both controllers for pressure control.
The air conditioning panel signal is the emergency ram air inlet selection, used for
These signals are: outflow valve half opening.
• Static pressure,
• BARO (barometric) correction, Press Panel/Motor 3
• ADIRU validity, used for all sequences and priority selection. Motor 3 is controlled by a discrete signal directly sent by the cabin press panel.
ADIRU 1, 2, 3 sends signals to controller 1 and ADIRU 2, 1, 3 sends signals to This signal is used for manual mode.
controller 2.

21-31-108
Figure 7: Press Panel/Motor 3

21-31-109
FWC
In case of excessive cabin altitude, the active controller sends a discrete signal to
both Flight Warning Computers (FWCs) for level 3 warnings.
This warning is generated if cabin altitude exceeds 9550ft.
Each manual part is a separate, electrically supplied part.
SDAC
Both controllers send ARINC and discrete signals to the System Data Acquisition
Concentrator (SDAC). When the system is in automatic mode, ARINC and dis-
crete signals are used for monitoring and warning indications. In manual mode, 3
analog signals are provided from the manual part of CPC1 only.
CFDIU
Both controllers send BITE data to the Centralized Fault Display Interface Unit
(CFDIU) via ARINC buses. This data is sent continuously or on request. The sig-
nal is a BITE data, used for Centralized Fault Display System (CFDS) monitoring.
CIDS
In case of excessive cabin altitude, the pressure controllers send a discrete signal
to the Cabin Intercommunication Data System (CIDS). The cabin altitude exceed-
ing 11300 ft signal is used for passenger signs.
Cabin Press Panel

In case of failure of both automatic systems, the controllers send a discrete signal
to the pressure panel for FAULT light illumination.
Cabin Press Panel/SDAC

A manual mode selection signal is sent from the pressure panel to both SDACs.
The MANUAL MODE SEL signal is used for ECAM display.
Safety Valves/SDAC
The safety valve position signals are sent to both SDAC. The safety valve position
signal is used for ECAM display.

21-31-110
Figure 8: Safety Valves/SDAC

21-31-111
Excess CAB ALT Safety Valve Open

When cabin altitude is greater than 9550 ft, an EXCESSIVE CABIN ALTITUDE In case a SAFETY VALVE OPEN warning occurs, the MASTER CAUTION comes
condition occurs, the MASTER WARNING flashes, the aural warning sounds and on, the aural warning sounds. The failure is shown amber on the EWD associated
the failure is shown red on the EWD associated to indications on the ECAM CAB- to indications on the ECAM CABIN PRESSURIZATION page. High Differential
IN PRESSURIZATION page. Depending on the cabin vertical speed, a descent or Pressure (DELTA P) causes the opening of the safety valves. Select the MODE
an emergency descent must be initiated. SELECT to MANUAL and adjust Manual Vertical/Speed to reduce cabin DELTA
P.
SYS 1 (2) Fault
In case a SYSTEM 1 (2) FAULT condition occurs, the failure is shown amber on LO DIFF Press
the EWD associated to indications on the ECAM CABIN PRESSURIZATION In case a LOW DIFFERENTIAL PRESSURE warning occurs, the MASTER CAU-
page. The pressurization control is automatically transferred to the healthy sys- TION comes on and the aural warning sounds. The failure is shown amber on the
tem. EWD related to indications on the ECAM CABIN PRESSURIZATION page. A low
DELTA P warning occurs when the A/C is in descent in an altitude of more than
SYS 1 + 2 Fault 2150 ft (1.1 psi) above landing field, if the time until cross over of cabin altitude
and aircraft altitude is < 1.5 mn and the time to reach landing field elevation > 30
In case a SYSTEM 1 + 2 FAULT condition occurs, the MASTER CAUTION comes
sec.
on, the aural warning sounds and the FAULT light comes on. The failure is shown
amber on the EWD associated to indications on the ECAM CABIN PRESSURIZA-
TION page. Both controllers are faulty. MANUAL mode must be used, in order to
control the cabin pressure by means of the MANUAL Vertical/Speed Control tog-
gle switch.
Outflow Valve Not Open

In case an OUTFLOW VALVE NOT OPEN condition occurs, the MASTER CAU-
TION comes on and the aural warning sounds. The failure is shown amber on the
EWD related to indications on the ECAM CABIN PRESSURIZATION page. When
the outflow valve is not fully open in ground mode, MANUAL mode must be used
by means of the manual Vertical/Speed Control toggle switch in order to fully open
the outflow valve.
LDG ELEV Fault

In case a LANDING ELEVATION FAULT condition occurs, the MASTER CAU-
TION comes on and the aural warning sounds. The failure is shown amber on the
EWD related to indications on the ECAM CABIN PRESSURIZATION page. There
is no landing elevation data available from the Flight Management and Guidance
System (FMGS). The landing field elevation must be manually selected by using
the LANDING ELEVATION rotary selector.

21-31-112
Figure 9: Pressurization Warning and Cautions

AURAL MASTER
PAGE WARNING PHASE
WARNING LIGHT
EXCESS CAB ALT MASTER CABIN 2, 3, 4, 5,

Cabin altitude > 9550 +
_ 350 ft. CRC WARNING PRESS NIL 7, 8, 9, 10
MODE
SYS 1 + 2 FAULT SEL 4, 5,
Both pressure controllers fault. FAULT 7, 8
LO DIFF PR
Time to reach Δ P = 0 < 1.5 min and
time to reach Δ P= 0 ≤ (time for cab alt to reach landing
field elevation) + 30 sec and aircraft is at least 3000 ft 2, 3, 4, 5
above landing field. 7, 8, 9, 10
NOTE: The warning is maintained when aircraft SINGLE MASTER

descends below 3000 ft above landing field. CHIME CAUTION CAB
OUTFLOW VALVE NOT OPEN PRESS 3, 4, 5
Valve not fully open on ground (time delay 3 min). NIL 6, 7, 8
SAFETY VALVE OPEN

Either safety valve not fully closed on ground or not fully 4, 5, 7
closed for more than 1 min in flight. 8, 9, 10
LDG ELEV FAULT 1, 3, 4, 5

No FMGS LDG ELEV data available. 7, 8, 9, 10
SYS 1 (2) FAULT NIL NIL 3, 4, 5

Pressure controller fault. 7, 8,
5MIN AFTER
1500 ft
ELEC PWR
800 ft
STARTED
2ND ENG
SHUT DN
LIFT OFF
1ST ENG
1ST ENG
TO PWR
TOUCH
DOWN
80 kt
80 kt
1 2 3 4 5 6 7 8 9 10

21-31-113
Pressurization System LRU’s

Figure 10: Controller
12HL
- Interchangeable
- Sytem Identification Pin
B
B
B 11HL
A
STA539/FR9
Electronic/Avionics Rack 95VU
811 90VU
- Auto Mode 1 Fault
Relay 18HL
- Auto Mode 2 Fault
Relay 19HL
- Auto Mode Drive
Shut Off Relay 17HL
Cabin Pressure
Connector

21-31-114
Outflow Valve • Two electronic boxes.

Skin mounted double gate design which consists of: • One feedback assembly.
• Three motors.
• Two gates with seals and rods.
Figure 11: Outflow Valve
Feedback Assy Actuator Electronic
System 1 Box System 2
Manual Motor
System 2
Manual
Auto Motors
Bonding Strap
Actuator Electronic
Box System 1
Forward Gate
Bonding Strap
Aft Gate

21-31-115
Control Figure 12: Electronic Boxes

Auto Control: Potentiometer
• Cont. 1 controls motor 1 via electronic box 1. Dual Rotary
• Cont. 2 controls motor 2 via electronic box 2. Variable
Differential
• A Rotary Variable Differential Transducer (RVDT) signals the valve position. Transducer
Manual Motor:
• Toggle switch controls manual motor.
• One potentiometer (POT) signals the valve position.
Feedback Assembly
• Consists of a dual Rotary Variable Differential Transducer (RVDT) and a po-
tentiometer
Electronic Boxes
The actuator electronic modules receive position reference signal (desired outflow
valve position) from the controller. This signal is compared with outflow valve ac-
tual position. The electronic module then drives the outflow valve until its position
matches the desired one. Feedback
Assembly
Cover
Electronic Box
(Module 2)
Electronic Box
(Module 1)

21-31-116
CFDS - BITE Test • the date and time when the fault occurs,
• the ATA number of the maintenance message,
CPC Power-Up Test • the FIN of the failed component.
If the aircraft is on ground and (2) <PREVIOUS LEG REPORT
• the engines are below minimum take-off power (CPCS in ground mode),
The PREVIOUS LEGS REPORT shows all failure that occured during the last 63
• the CPC power-up test is done after a cold start, a reset or a power supply in- legs. The MCDU screen shows:
terrupt (> 2ms).
• the flight number (aircraft tail number),
The duration of the power-up test is 1 second. During the power-up test:
• the maintenance message of the failure,
• internal devices initialize and check the hardware and the software of the CPC.
• a fault code for shop maintenance,
When the test has passed the PRESS page shows the normal display.
• the leg number,
When the power-up test fails on the ECAM upper display unit, the warning CAB
• the date and time when the fault occurs,
PR SYS 1(2) FAULT comes on.
• the flight phase,
CPC Reset • the ATA number of the maintenance message,
For the reset of the CPCs the subsequent circuit breakers must be opened for at • the FIN of the failed component.
least 2 seconds:
(3) <LRU IDENTIFICATION
• for the CPC 1, the circuit breaker 1HL which is installed on the circuit breaker
panel 49VU, The LRU IDENTIFICATION shows the P/N of the CPCs.
• for the CPC 2, the circuit breaker 2HL which is installed on the circuit breaker (4) <TEST/CALIBRATION
panel 122VU.
When the TEST/CALIBRATION line key is pressed, the MCDU shows:
When the circuit breaker for the related CPC is closed again the CPC power-up
test starts. ESC PACKS ..................................OFF,
GROUND AIR SUPPLY ................OFF,
Built-In Test Equipment LFES .............................................SET TO 14000 ft,
The CPCs control the BITE function for the pressure control and monitoring sys- ADIRS 1; 2; 3 ................................ON,
tem. They monitor the hardware and system performance and send failure data to
the Centralized Fault Display System (CFDS) (Ref. 31-32-00). More information MODE SEL ....................................AUTO,
about a failure is available on the MCDU. <CONTINUE
On the MCDU, when the CAB PRESS CONT 1(2) page is selected the subse- When the CONTINUE line key is pressed, the test starts and the message (IN
quent menus are available: PROGRESS 90 SEC) comes on. After the test, one of the subsequent is shown:
• TEST OK if there are no failures,
(1) <LAST LEG REPORT RESET LFES ---> AUTO
The LAST LEG REPORT shows all failures that occured during the last leg. The • TEST FAILED
MCDU screen shows:
the maintenance message of the failure,
• the maintenance message of the failure,
a fault code for shop maintenance.

21-31-117
• TEST FAILED Class 1 Maintenance Messages

TRY C/B RESET + NEW TEST (XX) = the related fault code for shop maintenance.
RESET LFES ---> AUTO
• NO TEST
MODE SEL AUTO + NEW TEST
BITE TEST
(5) <CLASS 3 FAULTS
INDICATION ON THE MCDU ATA REF BITE DETECTION
The CLASS 3 FAULTS show all class 3 failures. The MCDU screen shows:
• the maintenance message of the failure, PRESS CONTR. 1 (XX) 21-31-34 CPC 1 fault
• the leg number, PRESS CONTR. 2 (XX) 21-31-34 CPC 2 fault
• the date and time when the fault occurs, OUTFLOW VALVE AUTO 21-31-51 OFV auto motor 1 fault
• the flight phase, MOTOR 1 (XX)
• the ATA number of the maintenance message,
• the FIN of the failed component. OUTFLOW VALVE AUTO 21-31-51 OFV auto motor 2 fault
MOTOR 2 (XX)
MCDU Maintenance Messages
OUTFLOW VALVE 21-31-51 OFV electronic box 1 fault
The details which follow are only applicable for: ELECTRONIC 1 (XX)
• Cabin Pressure Controllers 9022-15702-9 and previous.
If there is a failure, a maintenance message is shown on the MCDU. A failure OUTFLOW VALVE 21-31-51 OFV electronic box 2 fault
in the CPCS can be class 1 or class 3. Class 1 failures require immediate ELECTRONIC 2 (XX)
maintenance action, as they always lead to a loss of the affected system with
operational consequences. A class 3 failure is not as important, but should OUTFLOW VALVE FEEDBACK 21-31-51 OFV feedback module fault
be observed for frequent recurance. ASSY (XX)

21-31-118
Class 3 Maintenance Messages

ADIRS 3 OUT OF RANGE (XX) 34-12-34 CPC 1(2) receives incorrect
(XX) = the related fault code for shop maintenance. ADIRS 3 data
NO DATA FROM ADIRS 1 (XX) 34-12-34 CPC 1(2) receives no data

from the ADIRS 1
BITE TEST
INDICATION ON THE MCDU ATA REF BITE DETECTION
from the ADIRS 2
LFES (XX) 21-31-00 Landing field elevation
selector fault
from the ADIRS 3
PRESS CONTR 1 (XX) 21-31-34 CPC 1 fault
EIU SIG REPLACED (XX) 73-25-34 EIU signal mismatched
PRESS CONTR 2 (XX) 21-31-34 CPC 2 fault
OUTFLOW VALVE 21-31-15 OFV fault (mechanical)

BLOCKED (XX)
FMGS 1 OUT OF RANGE (XX) 22-83-34 CPC 1(2) receives incorrect

FMGS data
FMGS 2 OUT OF RANGE (XX) 22-83-34 CPC 1(2) receives incorrect

FMGS data
NO DATA FROM FMGS 1 (XX) 22-83-34 CPC 1(2) receives no data

from the FMGS 1
NO DATA FROM FMGS 2 (XX) 22-83-34 CPC 1(2) receives no data

from the FMGS 2
LGCIU SIG REPLACED (XX) 32-31-71 LGCIU signal mismatched

ADIRS 1 data

ADIRS 2 data

21-31-119
Figure 13: Last/Previous Leg Report and LRU Identification
CAB PRESS CONT 1

< LAST LEG REPORT
< TEST/CALIBRATION
< CLASS 3 FAULTS
<RETURN
CAB PRESS CONT 1 CAB PRESS CONT 1 CAB PRESS CONT 1

LAST LEG REPORT PREVIOUS LEGS REPORT LRU IDENTIFICATION
DATE: 01 AUG F-WWFT
GMT ATA FIN LEG DATE GMT PHASE 20790-02AB
ATA FIN
OUTFLOW VALVE ELEC 1 (52)
OUTFLOW VALVE FDBK ASSY (78) 02 0107 1235 01
1321 21-31-51 10HL6 21-31-51 10HL1
<RETURN PRINT> <RETURN PRINT> <RETURN PRINT>

21-31-120
Figure 14: Test/Calibration
CAB PRESS CONT 1

< LAST LEG REPORT
< TEST/CALIBRATION
< CLASS 3 FAULTS
<RETURN
CAB PRESS CONT 1 CAB PRESS CONT 1

TEST/CALIBRATION TEST/CALIBRATION
ECS PACKS OFF
(IN PROGRESS 90 SEC) GROUND AIR SUPPLY OFF
LFES SET TO 14000ft
ADIRS 1,2,3 ON
MODE SEL AUTO
<CONTINUE
<RETURN PRINT> <RETURN

21-31-121
Figure 15: Test/Calibration
1
OR

TEST FAILED
TEST OK OUTFLOW VALVE (11)
RESET LFES -- AUTO
<RETURN PRINT> <RETURN PRINT>
OR OR

TEST FAILED NO TEST
TRY C/B RESET + NEW TEST MODE SEL AUTO + NEW TEST
RESET LFES -- AUTO
<RETURN PRINT> <RETURN PRINT>

21-31-122
Figure 16: Class 3 Faults
CAB PRESS CONT 1

<LAST LEG REPORT
<PREVIOUS LEGS REPORT
<TEST/CALIBRATION
<CLASS 3 FAULTS
<RETURN
CAB PRESS CONT 1

CLASS 3 FAULTS
LEG DATE GMT PHASE
ATA FIN
NO DATA FROM ADIRS3 (21)

01 1212 0735 01
34-12-34 1PF3
<RETURN PRINT>

21-31-123
Figure 17: Tested Components
TEST MODE
LRU PWR MCDU STATE IN MCDU - MESSAGES

UP TEST CHANGE OPERATION
TEST TEST TEST
PRESSURE CONTROLLER 1(2) 11HL(12HL) X X X X PRESS CONT 1(2)
X X X X NO DATA FROM ADIRS 1(2)(3)
OUTFLOW VALVE 10HL X X X X OUTFLOW VALVE BLOCKED
AUTO MOTOR 1(2) 10HL3(10HL4) X OUTFLOW VALVE AUTO MOT 1(2)

X OUTFLOW VALVE ELEK OR ACTUATOR OR AUTO MOT 1(2)
ELECTRONIC BOXES 10HL1(10HL2) X OUTFLOW VALVE ELEK 1(2)

X OUTFLOW VALVE FDBK ASSY OR OUTFLOW VALVE ELEK 1(2)
FEEDBACK ASSEMBLY (10HL6) X OUTFLOW VALVE FDBK ASSY OR OUTFLOW VALVE ELEK 1(2)
ADIRS 1(2)(3) INTFC X X NO DATA FROM ADIRS 1(2)(3)
FMGS 1(2) INTFC X X NO DATA FROM FMGS 1(2)

21-31-124
Pressurization Test of Fuselage (Leakage Checks) Job Set-up Information

after A/C Abnormal Operation or Repair Fixtures, Tools, Test and Support Equipment
Test for Leakage in the Repair Area at a Differential Pressure of REFERENCE QTY DESIGNATION
280 mbar (4.06 psi)
No specific absolute pressure indicator/digital indication/
TASK 05-53-00-780-001
sensitivity 1mbar(0.01PSI)
MAKE SURE THAT:
• ONLY THE PERSONS NECESSARY FOR THE PRESSURIZATION No specific circuit breaker(s) safety clip(s)
TEST ARE IN THE AIRCRAFT DURING THE TEST.
• THE PERSONS IN THE AIRCRAFT HAVE MEDICAL APPROVAL TO No specific safety barriers
DO THIS TYPE OF TEST (REFER TO YOUR LOCAL REGULATION).
No specific safety plug - ref MS21913-4
BE CAREFUL WHEN YOU CONTROL THE PRESSURE. SUDDEN
CHANGES IN PRESSURE CAN CAUSE PAIN AND INJURY. No specific safety streamer
THERE MUST BE TWO PERSONS IN THE COCKPIT DURING THE PRES-
SURIZATION TEST. No specific vertical speed indicator
IF A CHANGE IN PRESSURE HAS AN UNWANTED EFFECT (PAIN, No specific warning notices
NOISE IN THE EARS, HEADHACHE, OR OTHER) ON ONE PERSON, THE
OTHER PERSON CAN ADJUST THE PRESSURE TO AVOID INJURY. No specific O-ring - ref NAS1612-4
DO NOT OPEN OR GO NEAR PRESSURE-SEALED DOORS WHEN THE
AIRCRAFT IS PRESSURIZED. Aircraft configuration
A PRESSURE-SEALED DOOR THAT OPENS WHEN THE AIRCRAFT IS 1. Put the safety barriers and the warning notices in position to keep persons out
PRESSURIZED. of the work area.
• WILL CAUSE EXPLOSIVE DECOMPRESSION. 2. Put the absolute pressure indicator/digital indication/sensitivity
• CAN KILL OR CAUSE INJURY TO PERSONS AND/OR CAUSE DAM- 1mbar(0.01PSI) and the vertical speed indicator in position in the cockpit.
AGE TO THE AIRCRAFT/EQUIPMENT. 3. Energize the aircraft electrical circuits.
DO NOT OPEN THE DOORS WHILE THE RED WARNING LIGHT FLASH- 4. In the avionics compartment:
ES. IF THE RED WARNING LIGHT FLASHES, REMAINING PRESSURE a) Put the safety plug - ref MS21913-4 with its O-ring - ref NAS1612-4 on the
COULD CAUSE THE DOOR TO OPEN SUDDENLY AND COULD: air inlet of the pressure switch 16WR.
• KILL OR CAUSE SERIOUS INJURY TO PERSONS b) Put a safety streamer on the safety plug.
• CAUSE DAMAGE TO THE AIRCRAFT. 5. On the AIR COND panel 30VU:
– make sure that the PACK 1 and PACK 2 pushbutton switches are pushed
Reason for the Job (the FAULT legends are on).
To find possible leaks in the repair area after small structural repairs. 6. On the CABIN PRESS section of the panel 25VU:
The pressure test that follows is only necessary after the repair if the repair – release the MODE SEL pushbutton switch (the MAN legend is on).
procedure in the SRM or in the repair instruction directly tells you to do it.

21-31-125
7. On the EXT LT section of the panel 25VU: DO NOT USE THE ECAM DISPLAYS TO READ THE CABIN PRESSURE
– set the BEACON switch to ON. PARAMETERS (CABIN DIFFERENTIAL PRESSURE, CABIN ALTITUDE,
8. Do the EIS start procedure. CABIN VERTICAL- SPEED) DURING THIS TEST.
9. On the lower ECAM display unit, on the CAB PRESS page: THE PRESSURES USED IN THIS TEST ARE MORE THAN THE MAXIMUM LIM-
– make sure that the outflow valve 10HL is in the fully open position. IT OF THE RELATED PRESSURE SENSOR.
10.On the VENTILATION section of the panel 22VU: WHEN THESE PRESSURES BECOME MORE THAN THE PRESSURE SEN-
– release the EXTRACT pushbutton switch (the OVRD legend comes on). SOR LIMIT, ON THE ECAM DISPLAY:
– release the CAB FANS pushbutton switch (the OFF legend comes on). • THE CABIN DIFFERENTIAL PRESSURE INDICATION AND THE CABIN AL-
TITUDE INDICATION WILL CONTINUE TO SHOW THESE LIMIT VALUES.
11.On the CARGO HEAT section of the panel 22VU:
• THE CABIN VERTICAL-SPEED INDICATION IS NO LONGER CORRECT.
– make sure that the AFT ISOL VALVE pushbutton switch is released (the
OFF legend is on). IF YOU DO NOT KNOW THE CORRECT CABIN PRESSURE VALUES, YOU
CAN MAKE UNWANTED CHANGES IN PRESSURE THAT CAN CAUSE IN-
12.On the lower ECAM display unit, on the CAB PRESS page: JURY.
– the skin air-inlet (INLET) and skin air-outlet (EXTRACT) valves are closed.
Test at a Differential Pressure of 280 mbar (4.06 psi)
13.Close and lock the sliding windows and all access doors to the pressurized ar-
ea. This procedure uses the MAN V/S CTL switch on the CABIN PRESS section
14.Do an interphone communication test between the cockpit and the ground of the panel 25VU to control the cabin pressure.
service personnel out of the closed area. This switch, spring loaded to neutral, controls the outflow valve position:
15.Pressurize the pneumatic system: • UP: the outflow valve moves to the open position (the cabin pressure de-
– with the APU creases)
Subtask 05-53-00-970-052 • DN: the outflow valve moves to the closed position (the cabin pressure
increases).
Calculation of the Pressure We recommend:
1. Use the pressure indicator to measure the ambient pressure (Pamb). • short action on this switch (do not hold the switch in the UP or DN posi-
2. Calculate and write the value below: tion)
– value A = Pamb + • that you monitor the cabin vertical speed indication to prevent sudden
280 mbar (4.06 psi) changes in cabin pressure.
Procedure
Subtask 05-53-00-780-050
ACTION RESULT
DO NOT LET THE CABIN ALTITUDE CHANGE TOO FAST. SUDDEN
CHANGES IN PRESSURE CAN CAUSE INJURY TO PERSONS. 1. On the AIR COND panel 30VU: On the AIR COND panel 30VU:
MAKE SURE THAT THE DIFFERENTIAL PRESSURE IS NOT MORE – adjust the cabin temperature – make sure that the FAULT leg-
THAN THE VALUE SPECIFIED FOR THIS TEST. control as necessary. end of the PACK 1 and PACK 2
pushbutton switches is off.
Air blows into the fuselage.

21-31-126
1. Stop the APU or stop the HP ground-air supply unit.

2. On the CABIN PRESS section of On the vertical speed indicator:
the panel 25VU: 2. On the EXT LT section of the panel 25VU:
– the cabin vertical speed must
– set the MAN V/S CTL switch to – set the BEACON switch to OFF position.
not be more than 500 ft.min
DN and release, the switch (152.39 m.min). 3. Remove the pressure indicator and the vertical speed indicator.
moves to the neutral position. On the pressure indicator: 4. Remove the safety plug from the pressure switch 16WR.
Do this operation several times. – the cabin pressure increases to a) In the avionics compartment:
This closes the outflow valve. • remove the safety streamer from the safety plug.
value A (Pamb +
The cabin vertical speed must
280 mbar (4.06 psi) ) • remove the safety plug with its O-ring from the air inlet of the pressure
switch 16WR.
(152.39m.min).
5. Put the system and the aircraft back to the serviceable configuration.
– stop when you get a cabin pres-
6. Do the EIS stop procedure.
sure of value A (Pamb +
7. De-energize the aircraft electrical circuits.
280 mbar (4.06 psi) ).
8. Remove the warning notices and the safety barriers.
3. With the MAN/V/S CTL switch in On the vertical speed indicator:
the UP or DN position, keep the – the cabin vertical speed is 0.
Test for Leakage in the Repair Area at a Differential Pressure of
pressure stable at a pressure of On the pressure indicator: 280 mbar (4.06 psi) (with AIDS)
value A (Pamb + 280 mbar (4.06
– the cabin pressure is value A TASK 05-53-00-780-001- -01
psi) ).
(Pamb + 280 mbar (4.06 psi) ). MAKE SURE THAT:
• ONLY THE PERSONS NECESSARY FOR THE PRESSURIZATION
4. Apply the leak-detection soap so- Record possible leaks.
lution to find leaks. TEST ARE IN THE AIRCRAFT DURING THE TEST.
• THE PERSONS IN THE AIRCRAFT HAVE MEDICAL APPROVAL TO
5. On the CABIN PRESS section of On the vertical speed indicator: DO THIS TYPE OF TEST (REFER TO YOUR LOCAL REGULATION).
the panel 25VU: – the cabin vertical speed must BE CAREFUL WHEN YOU CONTROL THE PRESSURE. SUDDEN
– With the MAN V/S CTL switch, not be more than CHANGES IN PRESSURE CAN CAUSE PAIN AND INJURY.
decrease the cabin pressure 500 ft.min (152.39 m.min). THERE MUST BE TWO PERSONS IN THE COCKPIT DURING THE PRES-
until you get a differential pres- On the pressure indicator: SURIZATION TEST.
sure of 0 psi.
The cabin vertical speed must – the cabin pressure decreases IF A CHANGE IN PRESSURE HAS AN UNWANTED EFFECT (PAIN,
to the external ambient pres- NOISE IN THE EARS, HEADHACHE, OR OTHER) ON ONE PERSON, THE
not be more than
sure. OTHER PERSON CAN ADJUST THE PRESSURE TO AVOID INJURY.
500 ft.min (152.39 m.min).
6. After the cabin is fully depressu-

rized, fully open the outflow valve.
Subtask 05-53-00-860-054
Put the aircraft back to its initial configuration.

21-31-127
DO NOT OPEN OR GO NEAR PRESSURE-SEALED DOORS WHEN THE 8. On the EXT LT section of the panel 25VU:
AIRCRAFT IS PRESSURIZED. – set the BEACON switch to ON.
A PRESSURE-SEALED DOOR THAT OPENS WHEN THE AIRCRAFT IS 9. Do the EIS start procedure.
PRESSURIZED. 10.On the lower ECAM display unit, on the CAB PRESS page:
• WILL CAUSE EXPLOSIVE DECOMPRESSION. – make sure that the outflow valve 10HL is in the fully open position.
• CAN KILL OR CAUSE INJURY TO PERSONS AND/OR CAUSE DAM- 11.On the VENTILATION section of the panel 22VU:
AGE TO THE AIRCRAFT/EQUIPMENT. – release the EXTRACT pushbutton switch (the OVRD legend comes on).
DO NOT OPEN THE DOORS WHILE THE RED WARNING LIGHT FLASH- – release the CAB FANS pushbutton switch (the OFF legend comes on).
ES. IF THE RED WARNING LIGHT FLASHES, REMAINING PRESSURE 12.On the CARGO HEAT section of the panel 22VU:
COULD CAUSE THE DOOR TO OPEN SUDDENLY AND COULD:
– make sure that the AFT ISOL VALVE pushbutton switch is released (the
• KILL OR CAUSE SERIOUS INJURY TO PERSONS OFF legend is on).
• CAUSE DAMAGE TO THE AIRCRAFT. 13.On the lower ECAM display unit, on the CAB PRESS page:
Reason for the Job – the skin air-inlet (INLET) and skin air-outlet (EXTRACT) valves are closed.
14.Do the ADIRS start procedure.
To find possible leaks in the repair area after small structural repairs.
15.On the MCDU, get access to the AIDS: PARAM ALPHA CALL-UP page.
The pressure test that follows is only necessary after the repair if the repair
Enter the alpha call-up code:
procedure in the SRM or in the repair instruction directly tells you to do it.
– PDC, (1), (2) to show the cabin differential pressure
Job Set-up – VSCB, (1), (2) to show the cabin vertical speed
Aircraft Configuration – OVP, (1), (2) to show the outflow valve position.
1. Put the safety barriers and the warning notices in position to keep persons out The Alpha Call-Up list AMM 31-37-00 PB 001 gives the correct Alpha
of the work area. Call-Up codes.
2. Make sure that the static probe covers are not installed. 16.Close and lock the sliding windows and all access doors to the pressurized ar-
3. Energize the aircraft electrical circuits. ea.
4. Make sure that the avionics equipment ventilation operates correctly. 17.Do an interphone communication test between the cockpit and the ground
service personnel out of the closed area.
If during this test, the avionics equipment ventilation stops, you must stop
the test. 18.Pressurize the pneumatic system:
5. In the avionics compartment: – with the APU
a) Put the safety plug - ref MS21913-4 with its O-ring - ref NAS1612-4 on the Procedure
air inlet of the pressure switch 16WR.
Subtask 05-53-00-780-053
b) Put a safety streamer on the safety plug.
6. On the AIR COND panel 30VU: DO NOT LET THE CABIN ALTITUDE CHANGE TOO FAST. SUDDEN
– make sure that the PACK 1 and PACK 2 pushbutton switches are pushed CHANGES IN PRESSURE CAN CAUSE INJURY TO PERSONS.
(the FAULT legends are on). MAKE SURE THAT THE DIFFERENTIAL PRESSURE IS NOT MORE
7. On the CABIN PRESS section of the panel 25VU: THAN THE VALUE SPECIFIED FOR THIS TEST.
– release the MODE SEL pushbutton switch (the MAN legend is on).

21-31-128
DO NOT USE THE ECAM DISPLAYS TO READ THE CABIN PRESSURE

PARAMETERS (CABIN DIFFERENTIAL PRESSURE, CABIN ALTITUDE,
CABIN VERTICAL- SPEED) DURING THIS TEST.
ACTION RESULT
THE PRESSURES USED IN THIS TEST ARE MORE THAN THE MAXI-
MUM LIMIT OF THE RELATED PRESSURE SENSOR. 1. On the AIR COND panel 30VU: On the AIR COND panel 30VU:
WHEN THESE PRESSURES BECOME MORE THAN THE PRESSURE – adjust the cabin temperature – make sure that the FAULT leg-
SENSOR LIMIT, ON THE ECAM DISPLAY: control as necessary. end of the PACK 1 and PACK 2
• THE CABIN DIFFERENTIAL PRESSURE INDICATION AND THE CAB- pushbutton switches is off.
IN ALTITUDE INDICATION WILL CONTINUE TO SHOW THESE LIMIT Air blows into the fuselage.
VALUES.
2. On the CABIN PRESS section of On the MCDU (VSCB indication):
• THE CABIN VERTICAL-SPEED INDICATION IS NO LONGER COR-
the panel 25VU: – the cabin vertical speed must
RECT.
– set the MAN V/S CTL switch to not be more than
IF YOU DO NOT KNOW THE CORRECT CABIN PRESSURE VALUES, DN and release, the switch
YOU CAN MAKE UNWANTED CHANGES IN PRESSURE THAT CAN 500 ft.min (152.39 m.min).
moves to the neutral position.
CAUSE INJURY. Do this operation several times. On the MCDU (PDC indication):
Test at a Differential Pressure of 280 mbar (4.06 psi) This closes the outflow valve. – the cabin differential pressure
– (OVP indication on the MCDU) increases to 280 mbar
This procedure uses the MAN V/S CTL switch on the CABIN PRESS section
The cabin vertical speed must (4.06psi).
of the panel 25VU to control the cabin pressure.
This switch, spring loaded to neutral, controls the outflow valve position:
(152.39m.min) (VSCB indica-
• UP: the outflow valve moves to the open position (the cabin pressure de-
tion on the MCDU)
creases)
• DN: the outflow valve moves to the closed position (the cabin pressure – stop when you get a cabin pres-
increases). sure of value A (Pamb +
We recommend: 280 mbar (4.06 psi) ).
• short action on this switch (do not hold the switch in the UP or DN posi- 3. With the MAN/V/S CTL switch in On the MCDU (VSCB indication):
tion) the UP or DN position, keep the dif- – the cabin vertical speed is 0.
• that you monitor the cabin vertical speed indication to prevent sudden ferential pressure stable at 280
changes in cabin pressure. On the MCDU (PDC indication):
mbar (4.06 psi).
– the cabin differential pressure is
280 mbar (4.06 psi).
4. Apply the leak-detection soap so- Record possible leaks.

lution to find leaks.

21-31-129
5. On the CABIN PRESS section of On the MCDU (VSCB indication):

the panel 25VU: – the cabin vertical speed must
– with the MAN V/S CTL switch, not be more than 500 ft.min
decrease the cabin differential (152.39 m.min).
pressure until you get a differ- On the MCDU (PDC indication):
ential pressure of 0 psi.
– the cabin differential pressure
The cabin vertical speed must
decreases to 0.
not be more than
500 ft.min (152.39 m.min)
(VSCB indication on the MCDU).
6. After the cabin is fully depressu-

rized, fully open the outflow valve
(OVP indication on the MCDU).
Close-up
Put the aircraft back to its initial configuration.
1. Stop the APU or stop the HP ground-air supply unit.
2. On the EXT LT section of the panel 25VU:
– set the BEACON switch to OFF position.
3. Remove the safety plug from the pressure switch 16WR.
a) In the avionics compartment:
• remove the safety streamer from the safety plug.
• remove the safety plug with its O-ring from the air inlet of the pressure
switch 16WR.
4. Put the system and the aircraft back to the serviceable configuration.
5. Do the ADIRS stop procedure.
6. Do the EIS stop procedure.
7. De-energize the aircraft electrical circuits.
8. Remove the warning notices and the safety barriers.

21-31-130
A318/A319/A320/A321 21-26 Avionics Equipment Ventilation
21-26 Avionics Equipment Ventilation

21-26-131
General Radar
The radar is cooled by air blown into the equipment through a sealed inlet and
The avionics ventilation system operates in different configurations. These config- blown out through an unsealed outlet (Ref. ARINC 600).
urations are dependent on, ambient temperature, whether the aircraft is on the
ground, or in flight. The avionics equipment is also cooled in different ways, these Batteries (Independent Circuit)
are not dependent on the ventilation system configurations.
The batteries are cooled with avionics compartment air drawn through an inlet,
The avionics equipment is cooled as listed below: around the batteries and overboard through a venturi. The ventilation is only effec-
tive with cabin differential pressure.
Rack Equipment
Equipment installed in the racks is cooled with air blown into the base of the racks
through a sealed inlet (Ref. ARINC 600). This air then flows through the equipment
to the top of the racks and is then removed through an unsealed outlet. Other
equipment installed on the racks is cooled with air blown into the base and then
out at the top.
Cathode Ray Tubes (CRTs)

The CRTs located on the pilot's panel are cooled with air blown through a sealed
inlet/outlet on the panel.
Pedestal Instruments
The pedestal instruments are cooled with air blown through the instruments on the
upper panel and around the instruments on the lower panel. The air then goes into
the avionics compartment through vents in the cockpit floor.
Cockpit Panels
The overhead circuit breaker and system control panels are cooled with cockpit
air. This air is drawn around the back of the panels and into the avionics ventilation
system.
Transformer Rectifiers (TR)

The transformer rectifiers are cooled with avionics compartment air. This air is
drawn through the equipment into the avionics ventilation system.
Window Heat Controllers (WHC)

The WHCs are cooled with air blown through the equipment into the avionics com-
partment.

21-26-132
Figure 1: Ventilation Panel

BLOWER and EXTRACT P/B
AUTO When both P/B are in AUTO:
- On ground before TO power
application: The ventilation system is in
open circuit configuration if OA T is
External Power Control Panel
> 9˚C or closed configuration if OAT
< 9˚C.
- On ground after TO power application,
or in flight: The ventilation system is in
closed circuit configuration.
OVRD When either P/B is in OVRD:
- The system goes to closed circuit
A configuration.
- Air from air conditioning system is
added to ventilation air. (The blower fan
stops if BLOWER P/B is in OVRD).
When both P/B are in OVRD:
- Air is provided from the air conditioning
system and then extracted overboard.
Extract fan remains energized, the
RESET BUTTON blower fan stops.
Used to reset the Ground Crew Call Horn. BLOWER FAULT - Comes on amber accompanied by
ECAM activation in case of:
- Blowing pressure low * .
- Duct overheat * .
- Computer power supply failure on
ADIRU & AVNCS VENT light (red) ground.
ON with both engine stopped on ground if: - Smoke warning.
- An ADIRU is supplied by the battery-
A
EXTRACT FAULT - Comes on amber accompanied by
- A low flow condition is detected in the extract - ECAM activation in case of:
or blower ventilation duct. - Extract pressure low * .
- Overheat is detected in the avionics ventilation system. - Computer power supply failure on
ground.
- Smoke warning.
NOTE: * If the warning occurs on ground with engines shut
down, the external horn is triggered.

21-26-133
Avionics Ventilation System Presentation Skin Exchanger Outlet Bypass Valve (23HQ)
The SKIN EXCHANGER OUTLET BYPASS valve is electrically controlled by the
Avionics Equipment Ventilation Computer (AEVC) (10HQ) AEVC. It allows avionics bay air to go into the system.
The ventilation system is controlled and monitored by the avionics Equipment
Ventilation Computer. It continuously monitors system components. It receives Air Conditioning Inlet Valve (21HQ)
landing gear position, thrust lever position skin temperature and flow information. The AIR CONDITIONING INLET valve is opened when the air conditioning system
It determines air supply route for avionics equipment cooling by controlling valves is used as source of cold air. The valve is electrically controlled by the AEVC. In
and fans. failure cases, it allows cockpit supply air to go into the system to insure cooling.
Skin Air Inlet Valve (15HQ) Skin Exchanger Inlet Bypass Valve (16HQ)
The SKIN AIR INLET VALVE admits outside air into the ventilation circuit. The SKIN EXCHANGER INLET BYPASS valve admits hot air under the cargo
The SKIN AIR INLET valve is electrically controlled by the AEVC. compartment floor.
The valve is electrically controlled by the AEVC. It allows the ventilation air above
Blower Fan (20HQ) the required quantity to be discharged to the underfloor area.
The blower fan blows filtered fresh air to the avionics equipment. The fan runs con-
tinuously. Duct Temperature Sensor
The duct temperature sensor 26HQ is installed upstream of the aft electronics rack
Extract Fan (18HQ) 80VU. It consists of a thermistor mounted in a stainless-steel tube with an electri-
The extract fan extracts hot air from the avionics equipment. The extract fan runs cal connector at the top.
continuously. If an overheat condition is detected, the indications and actions are the same for
the blowing low flow as described in Para. 7.A.(4)(b).
Skin Air Outlet (Extract) Valve (22HQ)
The set temperature values are:
The SKIN AIR OUTLET valve allows hot air evacuation outside the aircraft. The
• increasing temperatures 62 deg.C (143.6 deg.F) +1 deg.C (+33.8 deg.F),
valve is electrically controlled by the AEVC. On ground it is fully open. During flight
it is fully closed. If, at take-off thrust setting, the valve does not close, the ground • decreasing temperatures 60 deg.C (140 deg.F) +1 deg.C (+33.8 deg.F).
crew can manually close it. During flight and under certain conditions, it can par-
tially open. Pressure Switch
Three pressure switches 17HQ, 19HQ and 30HQ are installed in the avionics ven-
Skin Exchanger Isolation Valve (24HQ) tilation system, two in the blowing system and one in the extraction system. The
The SKIN EXCHANGER ISOLATION valve connects or isolates the skin heat ex- switches are of the capsule/microswitch type with an electrical connector at the
changer depending on skin temperature. The SKIN EXCHANGER ISOLATION top. A low flow indication is given at a differential pressure of 1.7 mbar plus 1.3 or
valve is electrically controlled by the AEVC. minus 0.5 mbar.
Skin Heat Exchanger

The air passing the SKIN HEAT EXCHANGER is cooled by contact with aircraft
skin.
The SKIN HEAT EXCHANGER is used to cool air from the avionics equipment
when the SKIN EXCHANGER ISOLATION valve is-open.

21-26-134
Figure 2: Avionics Ventilation System Presentation

AVIONICS BAY
E AT EXCHANG
IN H ER SYSTEM SH O WN I N
SK
OPEN CI RCUI T CO NFI GURATI O N
T
SKIN EXCHANGER
OUTLET BYPASS SKIN EXCHANGER
VALVE (23HQ) ISOLATION VALVE
(24HQ)
PRESS SW DUCT TEMP
BLOWER FAN (17HQ) SENSOR
T
(26HQ)
PRESSURE SWITCH SMOKE
SKIN AIR BLOWER FAN (19HQ) DETECTOR
INLET VALVE AVIONICS (1WA) SKIN TEMP
15HQ BLOWER EQUIPMENT EXTRACT SENSOR
FAN (20HQ) FAN (18HQ) (28HQ)
T
T
AMBIENT
AIR OVBD
AVIONICS
FILTER RACK 80VU
T
AIR CONDITIONING PRESS SW
T
EXTRACT FAN (SKIN AIR OUTLET)
INLET VALVE (21HQ) EXTRACT VALVE
(30HQ)
(22HQ)
COCKPIT SKIN EXCHANGER

(EXT PANEL) INLET BYPASS CARGO
COND AIR DUCT
VALVE (16HQ) UNDER-
LO FLOW OR OVHT FLOOR
A OR IRS ON BAT OPERATION
ADIRU & VALVES AND FANS
AVNCS VENT GROUND CONTROL
CREW CALL
HORN
SKIN TEMP
SENSOR
BLOWER EXTRACT DITCH GEN 1 LINE
THRUST LEVER (FLT MODE PRIO) AVIONICS EQUIPMENT FAULT FAULT SMOKE
EIU 1(2) TAKE-OFF VENTILATION COMPUTER
(ENG RUNS) OVRD OVRD ON OFF
(AEVC)
LGCIU 1(2)
GROUND MODE

21-26-135
Skin Heat Exchanger

A skin heat exchanger is located in the upper fuselage between frames 12 and 14
and is used to cool the avionics ventilation air in normal flight operations. A ther-
mally insulated internal wall is bolted to these frames to form two rectangular
ducts. This internal wall is easily removed for structural inspection. A drainage sys-
tem is included to remove any condensation when the heat exchanger is in oper-
ation.
Smoke Detector
The smoke detector 1WA is installed upstream of the extract fan 18HQ. It is of the
duct photo-electrical type used in stand alone mode with an electrical connector
for connection to the warning circuits and the AEVC 10HQ.
Smoke Detector
The smoke detector 1WA is installed upstream of the extract fan 18HQ. It is of the
duct optical type used in stand alone mode with an electrical connector for con-
nection to the warning circuits and the AEVC 10HQ (Ref. 26-00-00).

21-26-136
Figure 3: Description and Operation

STA808/FR20 22HQ SKIN AIR OUTLET VALVE
28HQ
OVHD PANEL AIRCRAFT SKIN
SKIN TEMP SENSOR
BREAKERS 16HQ
SKIN EXCHANGER
SKIN HEAT INLET BYPASS VALVE
STA539/FR9 POWER EXCHANGER
24HQ
SKIN EXCHANGER
ISOL VALVE
COCKPIT FWD UNDERFLOOR
SENSOR 18HQ AREA
HOUSING EXTRACT FAN
1WA
SMOKE 30HQ
DETECTOR PRESS SWITCH
10HQ
EXTRACT FAN
AEVC
RH VENTURI
ACCESS DOOR
822
F-O PANEL
WINDOW
CONT
ADIRS
BATTERY BATTERY 2
COMPUTER
CENTRAL PANEL ADIRS
3
TR TR 824
PEDESTAL PANEL 20HQ AFT ACCESS DOOR
BLOWER ADIRS
FAN 1 MAIN
90VU AVIONICS
2140HM CHECK VALVE RACK
PILOT PANEL FWD 80VU
21HQ
ACCESS COND AIR
DOOR INLET VALVE
811 NOSE WHEEL UNDERCARRIAGE BAY
COCKPIT
2082HM
2083HM CLIMATISATION DUCT
E/R E/R WINDOW
RADAR RADAR CONT DEMISTER
SKIN HEAT AIR FILTER
EXCHANGER
26HQ
DUCT TEMP SENSOR
2150HM
23HQ CHECK VALVE
17HQ LH SKIN EXCHANGER 19HQ
PRESS SWITCH OUTLET BYPASS VALVE PRESS SWITCH
ACCESS DOOR
BLOWER FAN 812 BLOWER FAN
15HQ SKIN AIR INLET VALVE

21-26-137
Figure 4: ECAM: Cabin Press Page
VENT Indication
VENT - Normally white. Becomes amber in case of
BLOWER FAULT or EXTRACT FAULT or
AVNCS SYS FAULT.
SYSTEM DISPLAY
INLET and EXTRACT Indication
Normally white. Corresponding indication becomes amber in
case of BLOWER FAULT or EXTRACT FAULT.
INLET and EXTRACT Valves Position
Green Valve fully closed. Amber in

case of disagreement.
Green Valve fully open. Amber in

case of disagreement.
NOTE: On ground, due to inaccuracy of the temperature
sensors, the INLET and EXTRACT valves position in
dication, closed or open, may become amber when
the temperature is close to the valves opening or
closing threshold.
Amber Valve in transit (for INLET valve

only).
Green Valve partly open (for EXTRACT

valve only): extract valve closed
with small internal flap open.
Amber in case of disagreement.
xx Amber Valve failed in transit.

21-26-138

AURAL MASTER
PAGE WARNING PHASE
WARNING LIGHT
BLOWER FAULT BLOWER *

Blowing pressure low or duct overheat. FAULT
3, 4
3 4, 5
EXTRACT FAULT EXTRACT* 7, 8
Extract pressure low. FAULT
SKIN VALVE FAULT

1) Extract valve fully open in phase 3 or SINGLE MASTER PRESS
CHIME CAUTION CAB NIL 4, 5,
2) Extract valve fully open in flight or
3) Inlet valve not fully closed in flight. 7, 8
BLOWER
AVNCS SYS FAULT
and 3, 4. 5,
Power up test not satisfactory or AEVC not supplied or
EXTRACT 6, 7, 8, 9
valves position disagree.
FAULT * *
* Associated with ground external horn.

* * Only in case of AEVC power supply failure on ground.
5MIN AFTER
1500 ft
ELEC PWR
800 ft
STARTED
2ND ENG
SHUT DN
LIFT OFF
1ST ENG
1ST ENG
TO PWR
TOUCH
DOWN
80 kt
80 kt
1 2 3 4 5 6 7 8 9 10

21-26-139
Avionics Ventilation System Normal Operation Note that the BLOWER and EXTRACT pushbuttons must be in AUTO position.
In OPEN CIRCUIT CONFIGURATION, ambient air, drawn through the SKIN AIR
General INLET valve by the BLOWER FAN, is blown into the system. The air, after cooling
The system is automatically controlled by the Avionics Equipment Ventilation avionics equipment, is drawn by the EXTRACT FAN directly overboard.
Computer and no crew action is required. The OPEN CIRCUIT CONFIGURATION allows avionics equipment to be cooled
The Avionics Equipment Ventilation Computer (AEVC) will change the system with ambient air under certain conditions (on ground and skin temperature above
configuration depending on whether the aircraft is on ground or in flight and on air- 5°C (41°F) ).
craft skin temperature. Note that the SKIN AIR INLET and OUTLET valves are fully open.
Figure 6: Open Circuit Configuration
AVIONICS BAY
E AT EXCHANG
IN H ER
SK
T
SKIN EXCHANGER
(24HQ)
PRESS SW DUCT TEMP
T
(26HQ)
T
AMBIENT
AIR OVBD
AVIONICS
FILTER RACK 80VU
T
T
(30HQ)
(22HQ)

COND AIR DUCT
VALVES AND FANS CARGO INLET BYPASS
SKIN TEMPERATURE CONTROL UNDER- VALVE (16HQ)
BELOW 35° ABOVE FLOOR
FLIGHT
AVIONICS EQUIPMENT
SKIN TEMPERATURE VENTILATION COMPUTER
BELOW 5° ABOVE
(AEVC)
GROUND OPEN
CONFIG

21-26-140
In CLOSED CIRCUIT CONFIGURATION, the extracted avionics equipment air • The SKIN EXCHANGER OUTLET BYPASS valve opens in order to decrease
goes, through the SKIN EXCHANGER ISOLATION valve, into the SKIN HEAT the noise level In the avionics bay.
EXCHANGER to be cooled. Then this air is blown into the avionics equipment FLIGHT means aircraft airborne or aircraft on ground with N2 at take off set-
again. ting.
• When the AEVC detects airflow higher than the requested value, part of the hot
air is bled under the cargo compartment floor by means of opening of the SKIN
EXCHANGER INLET BYPASS valve.
Figure 7: Closed Circuit Configuration
AVIONICS BAY
E AT EXCHANG
IN H ER
SK
T
SKIN EXCHANGER
(24HQ)
PRESS SW DUCT TEMP
T
(26HQ)
T
AMBIENT
AIR OVBD
AVIONICS
FILTER RACK 80VU
T
T
(30HQ)
(22HQ)

COND AIR DUCT
VALVES AND FANS INLET BYPASS
SKIN TEMPERATURE CONTROL CARGO VALVE (16HQ)
BELOW 35° ABOVE UNDER-
FLOOR
FLIGHT CLOSED
CONFIG
AVIONICS EQUIPMENT
SKIN TEMPERATURE VENTILATION COMPUTER
BELOW 5° ABOVE (AEVC)
GROUND CLOSED
CONFIG

21-26-141
Intermediate Circuit Configuration • the skin air outlet valve 22HQ to partially open,
The avionics equipment is cooled with air in a partially open circuit when the skin • the skin exchanger inlet bypass valve 16HQ to open.
temperature is above +35 deg.C (+95.00 deg.F) and: The avionics equipment is then cooled with air conditioning system and avionics
• when the aircraft is on the ground (TLA above T/O), compartment air coming into the system through the skin exchanger outlet bypass
• when the aircraft is in flight. valve 23HQ.
When the AEVC 10HQ receives a signal greater than +35 deg.C (+95.00 deg.F) The air after cooling the equipment is directed overboard through the skin air outlet
from the skin temperature sensor 28HQ, this causes: valve 22HQ and to the forward underfloor area through the skin exchanger inlet
• the skin exchanger outlet bypass valve 23HQ to open, bypass valve 16HQ. When the skin temperature drops below +31 deg.C (+87.80
deg.F), the system goes back to a closed circuit configuration.
Figure 8: Intermediate Circuit Configuration
AVIONICS BAY
E AT EXCHANG
IN H ER
SK
T
SKIN EXCHANGER
(24HQ)
PRESS SW DUCT TEMP
T
(26HQ)
T
T
AMBIENT
AIR OVBD
AVIONICS
FILTER RACK 80VU
T
T
(30HQ)
(22HQ)
SKIN TEMPERATURE
BELOW 35° ABOVE
COND AIR DUCT
FLIGHT INTER CONTROL CARGO VALVE (16HQ)
UNDER-
CONFIG FLOOR
SKIN TEMPERATURE
BELOW 5° ABOVE AVIONICS EQUIPMENT
VENTILATION COMPUTER
GROUND
(AEVC)

21-26-142
Avionics Ventilation System Abnormal Operation • An opening signal is sent directly from the pushbutton to the air conditioning
inlet valve in order to add air from the air conditioning system for avionics
In our example, the aircraft in on the ground and the system is in the open circuit
equipment cooling.
configuration.
• Another signal is sent to the Avionics Equipment Ventilation Computer (AEVC)
Note that the skin temperature has no effect in manual override. which continues to control the other valves and the extract fan.
When only the BLOWER pushbutton is set to OVRD, the ventilation system oper-
ates in closed configuration but the blower fan stops.
Figure 9: Blower Override Selection
AVIONICS BAY
E AT EXCHANG
IN H ER
SK
T
SKIN EXCHANGER
(24HQ)
PRESS SW DUCT TEMP
T
(26HQ)
T
AMBIENT
AI R OVBD
AVIONICS
FILTER RACK 80VU
STOP
PRESS SW
AIR CONDITIONING EXTRACT VALVE
T
T
(30HQ)
OPEN INLET VALVE (21HQ) (22HQ)
VALVES AND FANS

SKIN EXCHANGER
COCKPIT CONTROL INLET BYPASS
COND AIR DUCT CARGO VALVE (16HQ)
UNDER-
FLOOR
AVIONICS EQUIPMENT
(AEVC)

21-26-143
When only the EXTRACT pushbutton is set to OVRD, the system operates in • Another signal is sent to the Avionics Equipment Ventilation Computer (AEVC)
closed configuration, with cold air taken from air conditioning system. which continues to control the other valves and the blower fan.
• The pushbutton sends a direct closure signal to the skin exchanger inlet by-
pass valve and a direct running signal to the extract fan.
Figure 10: Extract Override Selection
AVIONICS BAY
E AT EXCHANG
IN H ER
SK
T
SKIN EXCHANGER
(24HQ)
PRESS SW DUCT TEMP
T
(26HQ)
T
AMBIENT
AIR OVBD
AVIONICS
FILTER RACK 80VU
RUN
AIR CONDITIONING
T
PRESS SW
T
OPEN INLET VALVE (21HQ) EXTRACT FAN (SKIN AIR OUTLET)
(30HQ) EXTRACT VALVE
CLOSE (22HQ)

COND AIR DUCT
CONTROL CARGO VALVE (16HQ)
UNDER-
FLOOR
AVIONICS EQUIPMENT
(AEVC)
DIRECT RUN SIGNAL

21-26-144
Both pushbuttons are set to OVRD. Air comes from the air conditioning system • Another signal is sent to the Avionics Equipment Ventilation Computer (AEVC)
and is expelled overboard. which continues to control the other valves and stops the blower fan.
• Direct signals are sent to the air conditioning inlet valve, extract fan, skin air
outlet valve and skin exchanger inlet bypass valve.
Figure 11: Blower and Extract Override Selection
AVIONICS BAY
E AT EXCHANG
IN H ER
SK
T
SKIN EXCHANGER
(24HQ)
PRESS SW DUCT TEMP
T
(26HQ)
T
AMBIENT
AIR OVBD
AVIONICS
FILTER RACK 80VU
T
T
(30HQ)
(22HQ)

COND AIR DUCT
VALVES AND FANS CARGO INLET BYPASS
CONTROL UNDER- VALVE (16HQ)
FLOOR
AVIONICS EQUIPMENT
(AEVC)

21-26-145
Avionics Ventilation System Warnings

Aural warning sounds, MASTER CAUT and BLOWER FAULT lights come on.
VENT and INLET words become amber on the ECAM in case of low blowing pres-
sure or duct overheat.
Figure 12: Blower Fault
AVIONICS BAY
VENT BLOWER FAULT E AT EXCHANG
IN H ER
SK
T
SKIN EXCHANGER
(24HQ)
PRESS SW DUCT TEMP
T
(26HQ)
T
AMBIENT
AIR OVBD
AVIONICS
FILTER RACK 80VU
T
T
(30HQ)
(22HQ)

COND AIR DUCT
UNDER-
FLOOR
AVIONICS EQUIPMENT
(AEVC)
FLIGHT PHASE
5 6 7
INHIBITION
1 2 3 4 8 9 10

21-26-146
Aural warning sounds, MASTER CAUT and EXTRACT FAULT lights come on.
VENT and EXTRACT words become amber on the ECAM in case of low extract
pressure.
Figure 13: Extract Fault
AVIONICS BAY
VENT EXTRACT FAULT E AT EXCHANG
IN H ER
SK
T
SKIN EXCHANGER
(24HQ)
PRESS SW DUCT TEMP
T
(26HQ)
T
AMBIENT
AIR OVBD
AVIONICS
FILTER RACK 80VU
T
T
(30HQ)
(22HQ)

COND AIR DUCT
UNDER-
FLOOR
AVIONICS EQUIPMENT
(AEVC)
FLIGHT PHASE
5 6 7
INHIBITION
1 2 3 4 8 9 10

21-26-147
Aural warning sounds, MASTER CAUT comes on. The skin air inlet or outlet valve • Skin air outlet valve fully open in phase 3 or
position is displayed amber in case of a SKIN VALVE FAULT. • Skin air outlet valve fully open in flight or
SKIN VALVE FAULT warning is triggered if: • Skin air Inlet valve not fully closed in flight.
Figure 14: Skin Valve Fault
AVIONICS BAY
VENT SKIN VALVE FAULT E AT EXCHANG
IN H ER
SK
T
SKIN EXCHANGER
(24HQ)
PRESS SW DUCT TEMP
T
(26HQ)
T
AMBIENT
AIR OVBD
AVIONICS
FILTER RACK 80VU
T
T
(30HQ)
(22HQ)

COND AIR DUCT
UNDER-
FLOOR
AVIONICS EQUIPMENT
(AEVC)
FLIGHT PHASE
5 6 7
INHIBITION
1 2 3 4 8 9 10

21-26-148
Aural warning sounds, MASTER CAUT comes on. VENT word is amber in case AVNCS SYS FAULT warning is triggered in case of AEVC failure.
of avionics system fault.
Figure 15: AVNCS SYS Fault
AVIONICS BAY
VENT AVNCS SYS FAULT E AT EXCHANG
IN H ER
SK
T
SKIN EXCHANGER
(24HQ)
PRESS SW DUCT TEMP
T
(26HQ)
T
AMBIENT
AIR OVBD
AVIONICS
FILTER RACK 80VU
T
T
(30HQ)
(22HQ)

COND AIR DUCT
UNDER-
FLOOR
AVIONICS EQUIPMENT
(AEVC)
FLIGHT PHASE
5 6 7
INHIBITION
1 2 3 4 8 9 10

21-26-149
Aural warning sounds, MASTER CAUT, GEN 1 SMOKE (on the EMER ELEC VENT, INLET and EXTRACT words are displayed amber on the ECAM page.
PWR panel), BLOWER and EXTRACT FAULT lights come on in case of avionics Note that if smoke detection is confirmed, both BLOWER and EXTRACT pushbut-
smoke detection. tons must be set to OVRD position.
Figure 16: Avionics Smoke
AVIONICS BAY
AVIONICS SMOKE E AT EXCHANG
IN H ER
SK
T
SKIN EXCHANGER
(24HQ)
PRESS SW DUCT TEMP
T
(26HQ)
T
AMBIENT
AIR OVBD
AVIONICS
FILTER (STOP) RACK 80VU (RUN)
T
AIR CONDITIONING PRESS SW (SKIN AIR OUTLET)
T
INLET VALVE (21HQ) EXTRACT FAN EXTRACT VALVE
(30HQ) (22HQ)
(PARTIALLY OPEN)

COND AIR DUCT
UNDER-
FLOOR
AVIONICS EQUIPMENT
(AEVC)
FLIGHT PHASE
5 6 7
INHIBITION
1 2 3 4 8 9 10

21-26-150
Figure 17: Functional Table
AVIONICS VENTILATION SYSTEM FUNCTIONAL TABLE

CONFIGURATION GROUND FLIGHT GROUND P/B P/B P/B P/B
( LGCIU 1 / (2) )
EXTRACT BLOWER DITCHING EXTRACT AND
SKIN ABOVE BELOW BELOW ABOVE ''OVRD'' ''OVRD'' POSITION BLOWER ''OVRD''
TEMPERATURE +7 C +4 C + 31 C + 36 C POSITION POSITION POSITION
CONTROLLER
THRUST LEVER
TAKE-OFF AND NO YES INDIFFERENT YES ON & PWR
ENGINE RUNS SMOKE OFF
SKIN EXCHANGER CLOSE LAST CLOSE CLOSE
INLET BY-PASS CLOSE OPEN OPEN CLOSE
(1) POSITION (1) (1)
VALVE (16HQ)
(SKIN AIR OUTLET) CLOSE PARTLY PARTLY
EXTRACT OPEN CLOSE PARTLY CLOSE CLOSE OPEN OPEN
VALVE (22HQ) OPEN (2) (1) (1)
SKIN AIR
OPEN CLOSE CLOSE CLOSE CLOSE CLOSE CLOSE LAST
INLET
POSITION
VALVE (15HQ)
SKIN EXCHANGER
CLOSE OPEN OPEN OPEN OPEN OPEN CLOSE LAST
ISOLATION
POSITION
VALVE (24HQ)
SKIN EXCHANGER
LAST LAST
OUTLET BY-PASS CLOSE OPEN OPEN CLOSE CLOSE CLOSE
POSITION POSITION
VALVE (23HQ)
AIR CONDITIONED
CLOSE CLOSE CLOSE OPEN OPEN LAST OPEN OPEN
INLET
(1) POSITION (1) (1)
VALVE (21HQ)
BLOWER FAN ON ON ON ON OFF ON OFF OFF

(20HQ)
EXTRACT FAN ON ON ON
ON ON ON (2) ON ON (2)
(18HQ) (1)
OPEN CLOSE INTERMEDIATE SMOKE AEVC
CONFIGURATION
CIRCUIT CIRCUIT CIRCUIT 4 5 6 DRILL FAULT
MODE
1 2 3 7 8
(1) CONTROLLED BY EXTERNAL CIRCUITS

NOTE: (2) CONTROLLED BY EXTERNAL CIRCUITS AND AEVC

21-26-151
Avionics Ventilation System Computer Interfaces illuminates amber on the external power panel 108VU, accompanied by the horn
activation.
Landing Gear Control Interface Unit (LGCIU) Signal: Extract low pressure, used for fault and ventilation ground warnings.
The Landing Gear Control Interface Unit 1 and 2 send a signal to avionics control-
ler for ventilation system control. Skin Air Valves / SDAC
Signal: Ground/flight, used for system control. The skin air valves position signals are send to both SDAC’s for system display
and for skin valve fault warning.
Engine Interface Unit (EIU) Signal: Skin valve position feedback, used for display and valve position disagree
The Engine Interface Unit 1 and 2 send a signal to avionics controller for ventila- warning in flight (SKIN VALVE FAULT)
tion system control.
Signal: Thrust lever set to take off and N2 above idle, used for system control.
Controller (AEVC) (10HQ)
The controller monitors the skin air valves position, the conditioned air inlet valve
Centralized Fault Display Interface Unit (CFDIU) and the exchanger inlet bypass valve position. In case of valve position disagree
The avionics controller sends BITE data to the CFDIU via ARING bus. Test of the or controller power loss, the controller sends an avionics system fault signal to
system is performed by sending a test demand discrete signal to the controller. both SDAC’s.
Signals: BITE data via ARINC bus and MCDU test demand via discrete, used for Signals: Avionics system fault, used for valve position disagree warning on ground
avionics equipment ventilation system monitoring. (except the skin exchanger outlet bypass valve) or loss of power supply of the AE-
VC.
Skin Temperature Sensor (28HQ)
Smoke Detector (1WA)
The Skin Temperature sensor signals the skin temperature to the computer for
configuration control. It signals smoke to the AEVC, to both SDAC’s, to both VENT P/B’s and to the GEN
1 LINE P/B.
Signal: Skin temperature used for configuration control.
Signal: used for smoke.
Blowing Pressure Switches and Duct Temperature Sensor (17HQ &
19HQ & 26HQ)
The blowing pressure switches and the duct temperature sensor signal a low flow
and a high duct temperature to the AEVC, to both System Data Acquisition Con-
centrators and to the BLOWER P/B.
On ground, the ADIRU & AVNCS VENT light illuminates amber on the external
power panel 108VU, accompanied by the horn activation.
Signal: Low pressure delta P = 0.025 psi or high duct temperature = 62°C (144°F),
used for fault and ventilation ground warning.
Extract Pressure Switch (30HQ)

The extract pressure switch signals a low flow condition to the AEVC, to both
SDAC’s and to the EXTRACT P/B. On ground the ADIRU & AVNCS VENT light

21-26-152
Figure 18: Avionics Equipment Ventilation Computer Interfaces

APU FIRE SET AVIONICS BAY
SKIN EXCHANGER IN HEAT EXCHANGE
GND OUTLET BYPASS SK R
EXTERNAL POWER VALVE (23HQ)
T
CONTROL PANEL RESET
LATCH
SKIN EXCHANGER
FLT INT DUCT TEMP ISOLATION VALVE
PRESS SW SENSOR (24HQ)
EXT PWR (17HQ) (26HQ)
T
W G B A R SMOKE
PRESS SW DETECTOR
NOT IN USE AVAIL COCKPIT ADIRU & APU FIRE
SKIN AIR (19HQ)
AVIONICS (1WA) SKIN TEMP
AVNCS VENT INLET VALVE
T
T
LIGHT COCKPIT RESET
TEST CALL
APU SHUT AVIONICS
OFF FILTER RACK 80VU
EXTRACT
BAT BUS ON AIR LO VALVE
COND FLOW
T
OVHT PRESS SW (22HQ)
T
BOTH GND/FLT INLET >62 C (30HQ)
GND ENGINES BUS VALVE
STOP ON (21HQ)
COCKPIT SKIN EXCH
IRS ON BAT AIR DUCT INLET BYPASS CARGO
>15 SEC VALVE (16HQ) UNDER-
FLOOR
RESET
LATCH 30 S
TD PARTLY
SET OPEN
CLOSE
GROUND OPEN
CREW CALL
HORN
OVRD DITCHING
SMOKE MODE RUN MODE CLOSE
PRIORITY
MECH SMOKE FAULT FAULT AEVC SDAC 1&2

OVRD OVRD OVRD ON
GEN 1 BLOWER EXTRACT DITCH

LINE
LGCIU 1 LGCIU 2 EIU 1 EIU 2 CFDIU

21-26-153
Figure 19: Avionics Equipment Ventilation Part 1/2

401PP
28VDC 3
ESS BUS 5HQ C/B TO 8LP ANN LT TEST AND INTFC
T1 L1 L1 T1 A
24-68-08 AIR COND/AVNCS VENT/CTL J 26-15 SCH01
49VU210 T2 L2 L2 T2
2XP A1 A2 K
115VAC T3 L3 L3 T3
BUS1 B1 B2 L
24-51-01 D2 UNSD
SCH01 UNSD D1 D3 G
A C1 C2 UNSD
X H
20 42XU4 CT- Z
B 2HQ C/B AC, 2 M
AVNCS VENT/EXTC/FAN 120VU212 24-22 7HQ CNTOR-
C 123VU212 EXTRACT FAN CTL,
AVNCS VENT D
107VU126 E RESET
A
UNSD B
C
F
A
18HQ FAN-EXTRACT,
ON AVNCS VENT
W
A 128STA845 A
801PP A C2
28VDC C3 C1 B
7.5
ESS BUS 6HQ C/B B2 UNSD
SHEDDABLE AIR COND/ B3 B1 C
24-68-14 AVNCS VENT/ A A
CTL SCH01 VENTILATION 22VU D
TO 11HL/12HL
49VU210 CONTROLLER-CABIN
BLOWER EXTRACT
13HL P/BSW- FAULT
A
FAULT
A E
CABIN PRESS/DITCHING PRESSURE 1/2 U U
VENTILATION 22VU
T T
25VU210 21-31 21-31 SCH01 OVRD 0 OVRD 0 BLOWER BLOWER F
A A
FAULT U FAULT U
T T G
OVRD 0 OVRD 0
+28VDC A A
4 A 5 8 FAULT 7 FAULT
34-11 SCH01 TO 35LP XFMR ESS A A
9
33-14 SCH11 5 OVRD 4 OVRD
UNSD 6 W W
1 A
2 A C2
3 D2 C3 C1
AVIONICS VENT AD AD D3 D1 A A
AVIONICS VENT
25HQ CAUT LT- 9C 9C A2 SCH03
EXTRACT P/B OVRD EXTRACT P/B OVRD
ADIRU & A3 A1 UNSD
AVCNS VENT 13HQ P/BSW-
AVIONICS VENT AVIONICS VENT
108VU120 10C 10C VENTILATION/
EXTRACT FAULT EXTRACT FAULT
AD AD BLOWER
TO P/BSW SCH02 SCH02 C2 22VU212
C3 C1
LIGHT TEST 1WV2 SDAC-2 1WV1 SDAC-1 B2 UNSD
(34LP)
86VU128 31-54 85VU127 31-54 B3 B1
33-14 SCH01 A A
A A 14HQ P/BSW- A A
25 10 VENTILATION/EXTRACT 16 1
TO GROUND CREW
22VU212 21-26-02
CALL SYSTEM 26 11 A
23-42 SCH01 A A A A3 UNSD GND FROM
A2 A1 4 19 PRESS SW
A 1160VD DIODE MODULE A A A BLOWER FAN
A A3 UNSD 103VU126 28 SCH01 AND SENSOR
A2 A1 DUCT VENT
A A WIRING DIAGRAM 29 A 2WA RELAY-
15"
27 SMOKE WARNING,
21-26-08 AVNCS COMPT 29 14
TO 30 188VU128 26-15
SCH01 21-26-11 TEST I
A
12FP RELAY- B3 A TEST +1,3 J
ADIRS ON UNSD B1 B2 UNSD A A 22 -0,5 A
BAT/GROUND A3 UNSD 7 A UNSD 7 A A A 11 26
WARN 103VU126 A1 A2 8 D 8 D 23 C B UNSD
A A A A A A A A
34-11 30" SCH09 SCH09 28 13
X2 24 A A
X1 12KS1 RELAY- 12KS2 RELAY- A SCH11
+28VDC A OIL LOW OIL LOW 30HQ PRESS SWITCH- 1800VD DIODE
23-42 SCH01 PRESS AND GROUND, PRESS AND GROUND, 6LP BOARD- EXTRACT FAN, MODULE
ENG1 ENG2 ANN LT TEST AND INTFC AVNCS VENT 188VU128
9HQ RELAY-HORN 103VU126 103VU126 70VU126 33-14 128STA805
CONTROL 73-25 73-25
103VU126

21-26-154
Figure 20: Avionics Equipment Ventilation Part 2/2

A SW1: OPENING WAY AND FULL
V OPENING POSITION INDICATOR
OPENING SW2: CLOSING WAY AND FULL
A
SIGNAL UNSD B SW1 CLOSED POSITION
G INDICATOR
FULLY
J
OPEN UNSD H SW3: PARTIALLY OPENING
WAY
AD AD
SW4: CLOSING WAY
AIR EXTRACT AIR EXTRACT SW4 ASSOCIATED SWITCH
9E 9E OPEN
VALVE FC VALVE FC CLOSING
AIR EXTRACT AIR EXTRACT C
10D 10D SIGNAL UNSD D SW2 C SW5: MANUEL OPENING WAY
VALVE FPO VALVE FPO K M ELECTRIC ISOLATION
AIR EXTRACT AIR EXTRACT FULLY ALLOWING THE MANUAL
9D 9D M SW5
VALVE FO VALVE FO CLOSED UNSD L OPENING OF THE SKIN AIR
AVNCS VENT AVNCS VENT CLOSE
12C 12C OUTLET VALVE
FAULT FAULT
SKIN AIR OUTLET AA
AD AD 3A
SCH02 SCH02 VALVE CONTROL AA SMALL FLAP
E
1WV1 SDAC-1 1WV2 SDAC-2 OPENING SIGNAL UNSD F SW3
85VU127 31-54 86VU128 31-54 AA AB FULLY OPEN N
A 1B PWR SPLY 3C R
SKIN AIR SMALL FLAP UNSD P
B 3B SKIN AIR OUTLET OUTLET 3A U
VALVE CONTROL VALVE A
POSITION 3B 22HQ VALVE-SKIN
C AB AIR OUTLET,
SKIN EXCHANGER INLET AVNCS VENT
D 2B 126STA740
BYPASS VALVE CONTROL
E 2C SKIN EXCHANGER INLET
BYPASS VALVE PWR SPLY
F 3C SKIN AIR OUTLET
VALVE CONTROL
SKIN AIR OUTLET SKIN EXCHANGER A
G 3D AA OPENING
VALVE PWR SPLY INLET BYPASS
2A A
H 9A EXTRACT FAN CON VALVE CONTROL AA SIGNAL UNSD B
TACTOR CONTROL SW1
AA AB FULLY G
SKIN EXCHANGER 2A J
INLET BYPASS OPEN
VALVE POSITION
GND POSITION UNSD H
L/G SHOCK AB AB
GROUND/FLIGHT C M SW1: OPENING WAY
ABSORBER 1D 10C U
SENSOR AB POSITION AND FULL OPENED
COMPRESSED POSITION INDICATOR
SCH02 SW2: CLOSING WAY
5GA2 LGCIU-2 V AND FULL CLOSED
93VU122 32-31 CLOSING POSITION INDICATOR
C
SIGNAL UNSD D
13B DITCHING P/B POSITION K SW2
SKIN EXCHANGER FULLY
WIRING DIAGRAM 8A AVIONICS 2B M
VENT WARNING INLET BYPASS CLOSED
21-26-12 VALVE POSITION
21-26-13 GND POSITION UNSD L
21-26-14 L/G SHOCK AB 12A A
ABSORBER 1D 9C GROUND/FLIGHT MAINTENANCE 15A TO CFDIU (1TW) 16HQ VALVE-SKIN
SENSOR AB POSITION TEST 14A 31-32 SCH06 EXCHANGER INLET
COMPRESSED 13A BYPASS, AVNCS VENT
SCH01 AB 128STA860
5GA1 LGCIU-1
93VU121 32-31 TO EIU1(1KS1)
EIU2(1KS2)
10A TLA IN TAKE
11A OFF POSITION
73-25 SCH09 AA A
SKIN EXCHANGER ISOL 5A A
VALVE CONTROL AA UNSD B
I 1A EXTRACT P/B AB G
POSITION SKIN EXCHANGER ISOL 5A J
J 8B EXTRACT FAN VALVE POSITION AB UNSD H EVERY VALVE IS EQUIPPED
PRESSURE SWITCH SAME WITH A THREE STAGE
U
AS FILTER ASSEMBLY
A AA V
A 1D SKIN EXCHANGER ISOL 5B C 16HQ
B 2D SKIN VALVE CONTROL AA UNSD D
C 3D TEMP AB K
A AB SKIN EXCHANGER ISOL 5B M
SCH01 VALVE POSITION AB UNSD L
A
10HQ AEVC 24HQ VALVE-SKIN
AVNCS VENT EXCHANGER ISOL,
88VU128 AVNCS VENT
28HQ SENSOR- 126STA680
SKIN TEMP, AVNCS VENT
126STA580

21-26-155
Avionics Ventilation LRU’s

Figure 21: Avionics Ventilation LRU’s
1 AVIONICS VENTILATION 3
COMPUTER (AEVC) 10HQ 4
2 BLOWER FAN (20HQ) 1
3 EXTRACT FAN (18HQ) 2

5
4 SKIN HEAT EXCHANGER
5 SKIN TEMPERATURE SENSOR (28HQ) 7
6 SKIN AIR INLET VALVE (15HQ)

6
7 SKIN AIR OUTLET VALVE (22HQ)
18
8 FILTER ASSEMBLY
9
9 SKIN EXCHANGER INLET BYPASS VALVE (16HQ) 16
10
10 SKIN EXCHANGER ISOLATION VALVE (24HQ)
13
11 CONDITIONED AIR INLET VALVE (21HQ) 11
12 SKIN EXCHANGER OUTLET BYPASS VALVE (23HQ) 15
13 CHECK VALVE (2149HM)
14 PRESSURE SW - BLOWER FAN (17HQ)
15 PRESSURE SW - BLOWER FAN (19HQ) 17
16 PRESSURE SW - EXTRACT FAN (30HQ) 8
17 DUCT TEMPERATURE SENSOR (26HQ) 12
18 SMOKE DETECTOR (1WA) 14

21-26-156
Figure 22: AEVC
STA1003/FR25
A
STA897/FR23
80VU
824
STA385/FR2
B
AVIONICS VENTILATION
COMPUTER (AEVC) 10HQ
B
FUNCTIONS: VALVE AND FAN CONTROL AND MONITORING.

21-26-157
Skin Air Inlet Valve Figure 24: Skin Air Inlet Valve Deactivation
• Single flap valve, 28 VDC controlled and operated.
• Can be manually overriden.
Before the valve is secured in a position, it must first be electrically isolated with a SKIN AIR
toggle switch located on the valve. INLET VALVE
(15HQ)
Figure 23: Skin Air Inlet Valve DEACTIVATION OFF
SWITCH
OPENING SIGNAL ON
SW1
FULLY OPEN
HANDLE PUSH
LATCH
OPEN C
M
CLOSE HANDLE
SW3
CLOSING SIGNAL
SW2
FULLY CLOSED
SKIN AIR INLET VALVE CLOSING
1 - Depress "PUSH" handle latch

2 - Set deactivation switch (on the skin air inlet valve ) to OFF
3 - Set BLOWER pb (PANEL 22 VU) AT OVRD
"AVIONICS SYS FAULT" warning appears on ECAM
4 - Pull the handle to engage the clutch
5 - Fold out the handle
6 - Turn handle counter clockwise up to full closing of flap
7 - Fold, stow and latch handle after use

21-26-158
Skin Air Outlet Valve (Extract Valve) Internal flap opening is performed by turning handle in the closing way well
• Single flap valve with a smaller flap built into it. after the extract valve is closed, i.e. the main flap is flush with the aircraft skin.
• 28 VDC controlled and operated. Figure 26: Skin Air Outlet Valve Deactivation Switch
• Can be manually overriden.
Before the valve is secured in a position, it must first be electrically isolated with a
toggle switch located on the valve. A
Figure 25: Skin Air Outlet Valve (Extract Valve) SKIN AIR OUTLET
VALVE (22HQ)
(EXTRACT VALVE)
OPENING SIGNAL
SW1
FULLY OPEN
A
SW4
CLOSING SIGNAL
C OPEN
SW2 M MAIN FLAP (CLOSED)
SW5
FULLY CLOSED
CLOSE
HANDLE
SMALL FLAP
HANDLE LATCH
SW3
OPENING SIGNAL PUSH
FULLY OPEN
SMALL FLAP ON
OFF DEACTIVATION SWITCH
INTERNAL FLAP (OPEN)
PARTIAL OPENING OF EXTRACT VALVE
SKIN AIR OUTLET VALVE CLOSING
1 - Depress "PUSH" handle latch

2 - Pull the handle to engage the clutch
3 - Spread out the handle
4 - Place the intergated deactivation switch in OFF position
5 - Turn handle clockwise up to full opening of internal flap
6 - Fold, stow and latch handle after use

21-26-159
Figure 27: Skin Temperature Sensor
Triggered range
- On ground, increasing temperature + 7˚C (+44.6˚F),
decreasing temperature + 4˚C (+39.2˚F)
- After take-off, increasing temperature +36˚C (+96.8˚F),
decreasing temperature +31˚C (+87.8˚F)
SKIN HEAT EXCHANGER
SKIN TEMPERATURE
SENSOR (28HQ)
SKIN TEMPERATURE
SENSOR (28HQ)
AIRCRAFT SKIN

21-26-160
AEVC Bite and Test During aircraft power up, in case of failure, here is an example of what can happen
on the ECAM.
Description The power up test is not OK. You have to dialog with the AEVC through the CFDS
in order to get more information about the snag.
General
Figure 28: Failure Indication
The Avionics Equipment Ventilation Computer performs several tests to isolate
any failure or failed component.
The tests performed by the AEVC are: VENT AVNCS SYS FAULT
• Power up test
• MCDU test
• In Operation test.
The MCDU test is identical to the power up test.
SINGLE
CHIME

21-26-161
The reading of the BITE contents of the AEVC through the LAST LEG REPORT
of the AEVC menu gives the faulty component.
Figure 29: Last Leg Report
AEVC
LAST LEG REPORT
GND
21-26-52
SKIN AIR INLET V 15HQ
RETURN PRINT *

21-26-162
The test activated from the MCDU is initiated under the same conditions as the The MCDU test is identical to the power up test.
power up test. This test has to be performed each time a maintenance action has been done on
During the test, the Skin Air Inlet valve and the Extract valve move; make the computer, the fans, the valves, the temperature sensor, the pressure switches
sure that the area is clear. and the system electrical circuit.
Figure 30: MCDU Test

21-26-163
A test has been performed on the MCDU. In Operation Test

The test was not OK, here is the message given by the AEVC BITE during the test. Figure 32: CFDS Indication
Figure 31: CFDS Indication

AEVC
LAST LEG REPORT
GND
AEVC 21-26-53
TEST SKIN AIR OUTLET V 22HQ
GND
21-26-52
OUTLET BYPASS V 23HQ
RETURN PRINT *
RETURN PRINT * The aircraft returns to the gate, the pilot reports:
‘During engine acceleration for take off, the ‘SKIN VALVE FAULT warning came
on, we had to abort take off’.
Here is the message given by the AEVC BITE in the LAST LEG REPORT.

21-26-164
Figure 33: Tested Components

TEST MODE
LRU POWER UP IN MCDU - MESSAGES

TEST OR OPERATION
MCDU TEST TEST
SKIN TEMPERATURE SENSOR 28HQ X SKIN TEMP SENSOR 28HQ
DUCT TEMPERATURE SENSOR 26HQ X X DUCT TEMP SENSOR 26HQ
PRESSURE SWITCH BLOWER FAN 17HQ X PRESSURE SW 17HQ / BLOWER FAN 20HQ
PRESSURE SWITCH BLOWER FAN 19HQ X PRESSURE SW 19HQ / BLOWER FAN 20HQ
PRESSURE SWITCH EXTRACT FAN 30HQ X PRESSURE SW 30HQ / EXTRACT FAN 18HQ
SKIN AIR INLET VALVE 15HQ X X SKIN AIR INLET V 15HQ
EXTRACT VALVE 22HQ X X SKIN AIR OUTLET V 22HQ
AIR CONDITIONED INLET VALVE 21HQ X X COND AIR INLET V 21HQ
SKIN EXCHANGER INLET BYPASS VALVE 16HQ X X INLET BYPASS V 16HQ
BLOWER FAN 20HQ X X BLOWER FAN 20HQ
EXTRACT FAN 18HQ X X EXTRACT FAN 18HQ
SKIN EXCHANGER OUTLET BYPASS VALVE 23HQ X X OUTLET BYPASS V 23HQ
SKIN EXCHANGER ISOLATION VALVE 24HQ X X ISOL V 24HQ
AEVC X X AEVC / SKIN AIR INLET V 15HQ / INLET BYPASS V 16HQ /
SMOKE DETECTOR 1WA X SMOKE DETECTOR 1WA EXTRACT FAN 18HQ
LGCIU 1 AND 2 DISCREPANCY X CHECK LGCIU - AEVC INTFC BLOWER FAN 20HQ
EIU 1 AND 2 DISCREPANCY X CHECK EIU - AEVC INTFC COND AIR INLET V 21HQ
AEVC / SDAC 1 AND 2 INTERFACE X CHECK SDAC - AEVC INTFC SKIN AIR OUTLET V 22HQ
FANS AND VALVES POWER SUPPLY MONITORING X X CHECK AEVC SUPPLY ISOL V 24HQ
PRESSURE SW 17HQ
PRESSURE SW 19HQ
OUTLET BYPASS V 23HQ
DUCT TEMP SENSOR 26HQ
SKIN TEMP SENSOR 28HQ
PRESSURE SW 30HQ

21-26-165
Figure 34: AEVC Bite and Test Description
SYSTEM REPORT/TEST CFDS MENU SYSTEM REPORT/TEST

AIR COND
AIR COND F/CTL LAST LEG REPORT CAB PRESS CONT 1
AFS FUEL LAST LEG ECAM REPORT CAB PRESS CONT 2
COM ICE&RAIN PREVIOUS LEG REPORT CAB TEMP CONT
ELEC INST AVIONICS STATUS AEVC
FIRE PROT L/G SYSTEM REPORT/TEST
RETURN NAV * POST FLIGHT REPORT RETURN
AEVC AEVC
LAST LEG REPORT
LAST LEG REPORT
26-15-15
SMOKE DETECTOR 1WA TEST
CLASS 3 FAULTS
RETURN RETURN
AEVC AEVC AEVC

TEST TEST CLASS 3 FAULT
21-26-55
21-26-51 OUTLET BYPASS V 23HQ
BLOWER FAN 20HQ
IN PROGRESS 60 SEC END OF TEST
RETURN PRINT * RETURN PRINT * RETURN PRINT *

21-26-166
A318/A319/A320/A321 21-55 Emergency Ram Air Inlet
21-55 Emergency Ram Air Inlet

21-55-167
General
The A/C has one emergency ram air inlet flap located at the lower LH side of the
fuselage, sharing the same duct with the LP ground connection.
Emergency Ram Air Inlet Flap Operation

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

21-55-168
Figure 1: Emergency Ram Air Inlet Operation

21-55-169
Figure 2: Emergency Ram Air Inlet

21-55-170
A318/A319/A320/A321 21-42 Door Area Heating (Optional)
21-42 Door Area Heating (Optional) until the temperature decreases to less than approx. 80 deg.C (176.00 deg.F) .
Then the heater is switched on again.
Description and Operation

General
Optinal the door area heating system supplies warm air to the foot level areas at
the FWD passenger/crew doors.
System Description
A door area heating system is installed for each FWD passenger/crew door area.
The two systems operate independantly. For each door area, a heater 4HJ1
(4HJ2) is installed between the FR21 and FR24, which heats the air from the dis-
tribution system. Ducts, a flexible hose and an air outlet supplies the heated air
from the heater to the foot level area at the FWD passenger/crew door.
The CAB FANS pushbutton switch 4HG on panel 22VU, the toggle switch 2HJ1
(2HJ2) and the relays 3HJ1, 5HJ1 (3HJ2, 5HJ2), which are installed on the circuit
breaker panel 2000VU, control the heater 4HJ1 (4HJ2).
Thermostats protect the heater for overtemperature.
The heating system operates only if the cabin air recirculation-system (Ref. 21-21-
00) is switched on.
Operation/Control and Indication

When air is supplied from the cabin air distribution-system (Ref. 21-21-00) and the
toggle switch 2HJ1 (2HJ2) is switched to on, the heater 4HJ1 (4HJ2) warms the
air for the FWD door area.
When you push the CAB FANS puschbutton switch 4HG to the OFF position, the
relay 5HJ1 (5HJ2) will be de-energized and the heating system stops.
The heating system also stops if you switch the toggle switch 2HJ1 (2HJ2) to the
off position.
If the air temperature in the heater gets to more than 50 deg.C (122.00 deg.F) the
heater is switched off until the air temperature in the heater is less than approx. 45
deg.C (113.00 deg.F) . Then the heater is switched on again.
If the temperature at the heater housing gets more than 85 deg.C (185.00 deg.F)
a thermostat de-energizes the relay 3HJ1 (3HJ2). Thus the heater is switched off

21-42-171
Figure 1: Schematic
5A 333W 50°C
214XP
NORM BUS 333W
115VAC
1HJ
333W 50° C
3HJ1
85°C
3A
101PP
NORM BUS
28VDC
WV LP
OFF NORM BUS 4HJ1 HEATER
2HG 5V/AC 1 2HJ1
FAN CONTROL LP TOGGLE
HG SWITCH
3A
204PP HG
NORM BUS
28VDC HG 5HJ1
WV 4HG
CABIN RECIRCULATION
FANS / DOOR
11HG
AREA HEATING
FAN CONTROL
2HJ2
TOGGLE 85°C
SWITCH
5HJ2 333W 50°C
333W
NOTE:
333W 50°C
HG = 21-21-00 AIR DISTRIBUTION AND RECIRCULATION
WV = 31-54-00 SDAC ACQUISITION/INTERFACE 3HJ2

2000VU 4HJ2 HEATER
LP = 33-14-00 ANNUNCIATOR LIGHT TEST AND DIMMING DOOR AREA HEATING

21-42-172
Figure 2: Component Location
TO G G L E
SWITCH
A
Z220 2HJ2 EXAMPLE
Z230
A CIRCUIT
BREAKER
1HJ
TO G G L E
FR23 SWITCH
2HJ1
H E AT E R
FR20 4HJ1
(4HJ2)
FR12
2000VU

21-42-173
Figure 3: Door Area Heater
B B
Z120
A
FR24A
B
FR13

21-42-174
Training Manual Study Questions
A318/A319/A320/A321 Air Conditioning
21-Study Questions
21-20 Lavatory / Galley Ventilation 5. When does the skin exchanger inlet bypass valve open?
1. Where does the LAV and GALLEY ventilation air come from? Answer:
Answer:
6. When does the skin heat exchanger operate on the ground?
2. What is the purpose of the avionics equipment ventilation computer? Answer:
Answer:
21-28 Cargo compartment ventilation

3. What is the purpose of the avionics ventilation system in the avionics bay?
7. What does the aft isolation valve pushbutton control?
Answer:
Answer:
4. How is the forward cargo compartment ventilated?

Answer:
Sep08/Technical Training For training purposes only

Study Questions 21-1
8. What indicates the AFT ISOL VALVE P/B FAULT? 12.What is the maximum normal cabin altitude for maximum cruise level
(39’000ft)?
Answer:
Answer:
21-32 Pressurization 13.Where do you check the correct manual landing elevation setting?
9. What is the number of outflow valves and safety valves? Answer:
Answer:
14.What happens if the mode selector is set to MAN and the ditching pushbutton
is set to on?
10.What happens when manual mode is used?
Answer:
Answer:
15.Which interfaces are used for prepressurization and pressurization sequence

11.What is the purpose of the safety valves? initialisation?
Answer: Answer:

16.In manual mode warnings and indications come from : 20.What is the purpose of the pack ram air inlet flap?
Answer: Answer:
17.The cabin pressure fault lite comes on when? 21.How is the flow control valve actuated?
Answer: Answer:
22.If the pack controller fails the pack outlet temperature is controlled by?
21-50 Flow control and Indication Answer:
18.What is the main purpose of the pack anti-ice valve?
Answer:
21-60 Zone Temperature control

19.What is the main purpose of the pack bypass valve? 23. What is the purpose of the pack?
Answer: Answer:

24.What is the function of each pack controller? 29.What flow is delivered by the pack with the pack flow selector on LO and bleed
Answer: air supplied by the APU?
Answer:
25.What is the purpose of the zone controller?

Answer:
30.What happens when the RAM AIR pushbutton is set to ON?
Answer:
26.What is the function of the trim air valve?

Answer:
31.Which sensor pneumatically closes the flow control valve in case of pack over-
heat?
Answer:
27.The mixer unit flap opens if

Answer:
32.Which sensor may signal pack overheat to the pack controller?

28.How is the basic temperature regulated by the zone controller?
Answer:
Answer:

33.If a duct overheat is detected

Answer:
34.The pack controllers send to the zone controller:

Answer:
35.To close the pack ram air inlet flap the pack controller needs information from:
Answer:



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Training Manual Table of Contents

A318/A319/A320/A321 EASA Part 66 Cat. B1B2

21 Air Conditioning Compressor Pneumatic Overheat Sensor. . . . . . . . . . . . . . . . . . . . . . . . . .

Sep08/Technical Training for training purposes only

Zone Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Zone Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

Sep08/Technical Training for training purposes only

21-99 CFDS Safety Valve Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112

Sep08/Technical Training for training purposes only

Operation/Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Figure 1: Air Conditioning System Layout

AVIONICS EQUIPMENT AIR COOLING

INDIVIDUAL AIR EMERGENCY RAM

LAVATORY/GALLEY PACK TEMPERATURE

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Figure 2: Cabin Temperature Control

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Figure 3: Pressurization Control

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Figure 4: Avionics Ventilation

Sep08/Technical Training for training purposes only

Cargo Ventilation and Heating

Sep08/Technical Training for training purposes only

Figure 5: Cargo Ventilation and Heating

Sep08/Technical Training for training purposes only

HOT AIR P/B

Sep08/Technical Training for training purposes only

Figure 7: ECAM Bleed and COND Page

H = Hot - Valve open.

PACK FLOW Indication Green Valve not closed.

Amber Valve closed and P/B OFF or

Sep08/Technical Training for training purposes only

Figure 8: Cruise and Cabin Press System Display

Zone Temperature Indication

/ Indication is green displayed in °C.

PACK 1 (2) Indication

Green Pack flow control valve open.

Amber Pack flow control valve closed

Sep08/Technical Training for training purposes only

21-50 Air Cooling System (Classic)

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Figure 1: System Layout

Sep08/Technical Training for training purposes only

Sep08/Technical Training for training purposes only

Figure 2: Air Cooling System

BLEED ZONE TEMPERATURE SENSORS

PACK OUTLET TEMPERATURE 21HK 22HK 23HK

HEAT EXCH 15HH OP 11HK 12HK 13HK

18HH 12HH 24HK 25HK HOT AIR MANIFOLD

BY-PASS SENSOR DIVERTER

Sep08/Technical Training for training purposes only

Pack Flow Control Valve (FCV)

Sep08/Technical Training for training purposes only

Figure 3: Flow Control

PACK INLET FLOW

FLOW (PRIMARY CHANNEL) LO HI BY-PASS

Sep08/Technical Training for training purposes only