Airbus T1+T2 CFM56 Tech Doc M8 - PP1

A318/A319/A320/A321
TECHNICAL TRAINING MANUAL

T1+T2 Mechanical and Avionics A318/A319/A320/A321
CFM56
M8 - PP1
A318/A319/A320/A321
T1+T2 Mechanical and Avionics A318/A319/A320/A321
CFM56
POWER PLANT (LEVEL1)
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T1+T2 Mechanical and Avionics A318/A319/A320/A321 CFM56
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A318/A319/A320/A321 POWER PLANT (LEVEL1)
28 Fuel System Presentation.............................................................2

26 Fire Protection Systems Presentation.........................................26
49 APU Presentation.......................................................................56
70 Power Plant CFM 56 Presentation..............................................74
36 Pneumatic System Presentation...............................................104
21 Air Conditioning System Presentation......................................118
21 Ventilation System Presentation...............................................138
21 Cargo Ventilation & Heating SYS Pres.....................................152
21 Pressurization System Presentation.........................................162
47 Fuel Tank Inerting System Presentation...................................172
30 Ice and Rain PROT Systems Presentation...............................182
TABLE OF CONTENTS Page 1

© AIRBUS SAS 2014 All rights reserved. Confidential and proprietary document.
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28 FUEL SYSTEM PRESENTATION

SYSTEM INTRODUCTION
A319/A320
The new A319/A320 Fuel System is a combination of the common
Wing Structure of the SA Aircrafts manufactured (A318/A319/320)
and the Fuel System Components installed in A321 since entry into
service and will be the manufacturing standard with the beginning of
delivery of all NEO Single Aisle Aircrafts, except the A318.
The benefit to combine both layouts, on the new A319/A320 Fuel
System, is to achieve the following:
- Weight reduction,
- Better protection against UERF,
- Cost improvements,
- Communality in between all SA Aircraft variants.
Two fuel pumps are installed in each wing tank. One fuel pump is
installed for the APU. Fuel is supplied to the engines from the wing
tanks only. As the fuel level in the wing decreases, the center tank
fuel is transferred to the wing tanks until the center tank is empty.
Fuel transfer from the center tank to the wing tanks is controlled by
transfer valves. When the transfer valves are opened, they supply
pressure to two jet pumps in the center tank and transfer the fuel from
the center tank to the wings.
Two engine LP valves are installed to supply or cut off fuel to the
engines. The LP valve is closed when the related engine is shut down
or when the engine fire pushbutton is released.
A crossfeed valve is installed to connect or isolate the left and right
hand sides. It enables engine to be fed from any available fuel pump.
On the ground, the crossfeed valve enables fuel to be transferred from
tank to tank. The valve is closed for normal operation.
The fuel system also feeds the APU directly from the left hand side.
The APU LP valve is installed to supply or cut off fuel to the APU.
It closes when the APU is shut down or when the APU FIRE
pushbutton is released out.
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SYSTEM INTRODUCTION - A319/A320

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SYSTEM INTRODUCTION (continued)
A321
The A321 fuel tanks are integrated into the center fuselage area and
the wings. Like the A318/A319/A320, the center tank is part of the
center wing box but unlike the A318/A319/A320, the wing tanks are
not divided. The tanks are simply called left and right wing tanks.

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SYSTEM INTRODUCTION - A321

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A318
The fuel tanks are integrated into the center fuselage area and the
wings. The A318 center tank is part of the center wing box. The wing
tanks are divided into inner and outer cells. To reduce the structural
load on the wings, the fuel in the outer cells is not used until the fuel
load in the inner cells decreases to a low level.
Two fuel pumps are installed in the center tank, two fuel pumps are
installed in each wing tank inner cell and one fuel pump is installed
for the APU. Fuel is supplied to the engines from the center tank first.
After the center tank is empty, fuel is supplied from the wing inner
cells.
There is no direct supply from the outer cells to the engines. Two
intercell transfer valves in each wing let the fuel transfer from the
outer cells to the inner cells when the low level is reached.
Two engine Low Pressure (LP) valves are installed to supply or cut
off fuel to the engines. The LP valve is closed when the related engine
is shut down or when the engine fire pushbutton is released.
A crossfeed valve is installed to connect or isolate the left and right
hand sides. It enables engine to be fed from any available fuel pump.
On the ground, the crossfeed valve enables fuel to be transferred from
tank to tank. The valve is closed for normal operation.
The fuel system also feeds the APU directly from the left hand side.
The APU LP valve is installed to supply or cut off fuel to the APU.
It closes when the APU is shut down or when the APU FIRE
pushbutton is released out.

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SYSTEM INTRODUCTION - A318

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CONTROL AND INDICATING
This section will highlight the control panels and indications for the fuel
system.
CONTROL PANELS
The FUEL control panel is operated from the overhead panel.
The A319/A320/A321 FUEL control panel is very similar to the A318,
except:
- The fuel transfer link between the center and wing tanks is indicated,
- CTR TK XFR is indicated instead of CTR TK PUMPS.
The wing tank pumps are controlled manually but the center tank
pumps are normally controlled automatically. On the A318 fuel control
panel, the MODE SEL P/BSW enables the pilot to select automatic
or manual mode for the center tank pumps.
The MODE SEL P/BSW on the A319/A320/A321FUEL control panel
enables the pilot to select manual or automatic mode for the CTR TK
XFR valves.

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CONTROL AND INDICATING - CONTROL PANELS

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CONTROL AND INDICATING (continued)
ECAM FUEL PAGE
The configuration of the fuel system valves and pumps as well as
quantity indications are displayed on the ECAM FUEL system page.
The total Fuel On Board (FOB) indication is duplicated on the
Engine/Warning Display.
Let's briefly review all the A321 differences using the ECAM FUEL
page:
- There is no inner and outer cells in the wing tanks,
- Fuel is transferred from the center tank to the wing tanks via two jet
pumps and transfer valves,
- Fuel is always fed to the engines from the wing and not from the
center tank.
For the actual A319/A320 configuration there is a combination of the
A318 and the A321 Fuel System:
- Still a separation into inner and outer cell for the wing tank
- Fuel is transferred from the center tank to the wing tanks via two jet
pumps and transfer valves,
- Fuel is always fed to the engines from the wing and not from the
center tank.

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CONTROL AND INDICATING - ECAM FUEL PAGE

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REFUEL/DEFUEL PANEL
The Refuel/Defuel panel functions are:
- Automatic or manual refueling,
- High level test,
- Defueling,
- Fuel transfer,
- Refueling on batteries.

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REFUEL/DEFUEL PANEL

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REFUEL/DEFUEL COUPLING AND REFUEL VALVE
The Refuel/Defuel coupling is below the RH wing leading edge.
The Refuel/Defuel coupling shown is the optional one on the LH side.
There is one refuel valve per tank. Each of the three refuel valves has a
manual plunger. When pressed, the plunger holds the valve open in case
of a valve electrical failure during refueling.

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REFUEL/DEFUEL COUPLING AND REFUEL VALVE

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MAINTENANCE/TEST FACILITIES
The 2-channel Fuel Quantity Indication Computer (FQIC) calculates the
fuel mass, controls automatic refueling and monitors the system with
different interfaces.
The Fuel Level Sensing Control Units (FLSCUs) send fuel level signals
to the FQIC and to different aircraft circuits and systems.
They are installed in the avionics compartment.
The BITE test of the FQIC does a check of the Fuel Quantity Indicating
System and the Fuel Level Sensing System (FLSS). The FLSCUs do not
interface directly with the Centralized Fault Display System (CFDS).

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OPTIONS
There are some options for the fuel system which can be selected by
operators.
The Refuel/Defuel panel can also be installed at the wing leading edge.
A cockpit Refuel panel can be installed. It will always take priority over
the external Refuel/Defuel panel.
Auxiliary fuel tanks can be installed in the aircraft. These Additional
Center Tanks (ACTs) are installed in the cargo compartments and extend
the range of the aircraft.

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OPTIONS

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SAFETY PRECAUTIONS
When you do work on the aircraft, make sure that you obey all the Aircraft
Maintenance Manual (AMM) safety procedures. This will prevent injury
to persons and/or damage to the aircraft. Here is an overview of the main
safety precautions related to the fuel system.
Aircraft fuel is poisonous. Do not get aircraft fuel in your eyes, mouth,
nose, ears or on your skin.
Use solvents, cleaning agents, sealants or other special materials only
with good airflow in the work area. Use protective clothing to prevent
personal contamination and formation of static electricity.
Make sure that correct firefighting equipment is available.
Make sure that the safety area is clear and clean. Obey the safety
precautions in the safety area.
Put ''NO SMOKING'' warning notices around the work area.
Ground (earth) and bond the aircraft.
In the work area:
- Do not use flames without protection and do not use any material or
tools which can cause sparks,
- Use only approved electrical / electronic equipment,
- Make sure that the work area has sufficient airflow to do the work safely.
If not, use a respirator,
- Do not pull or move metal objects on the ground,
- Immediately flush away or remove fuel leakage.
During refueling, do not transmit with the HF system. This can cause fire
or injury to personnel.

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SAFETY PRECAUTIONS

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FUEL TANK SAFETY
After three fuel tank explosions in recent decades, which caused in 346
fatalities, the U.S Department of Transportation, Federal Aviation
Administration (FAA), introduced new regulations to improve fuel tank
safety.
These regulations are related to the prevention of ignition sources in fuel
tanks of current type certificated aircraft. To obey these regulations, a
one-time fuel system safety and design review must be done.
CRITICAL DESIGN CONFIGURATION CONTROL
LIMITATIONS (CDCCL)
The FAA issued Special Federal Aviation Regulation (SFAR) 88,
which gives a detailed description of the CDCCL concept.
The EASA requested the SFAR 88 (TGL 47) to be added to PART
145, PART M and PART 147 to reinforce the application of these
regulations.
This includes:
- A conception part intended to aircraft design features,
- A maintenance part.
A CDCCL is a limitation requirement to preserve a critical ignition
source prevention feature of the fuel system design that is necessary
to prevent the occurrence of an unsafe condition.
The function of the CDCCL is to give instructions to prevent critical
ignition source feature from alterations, repairs or maintenance actions
during configuration change.
The aircraft manufacturers must supply a document to their customers
to give the list of all the maintenance tasks impacted by the CDCCL.
For AIRBUS this document is called the Fuel Airworthiness
Limitations and it is added to the Airworthiness Limitation Section
part 5.
The CDCCL items are listed in the Airworthiness Limitations Form.

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FUEL TANK SAFETY - CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL)

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FUEL TANK SAFETY (continued)
FUEL SYSTEM DESIGN CONFIGURATION
The Airbus aircraft fuel systems have, by design, a number of features
that are intended to protect the system from inadvertent ignition.

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FUEL TANK SAFETY - FUEL SYSTEM DESIGN CONFIGURATION

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FIRE PROTECTION SYSTEM PRESENTATION

GENERAL
The A320 family fire protection systems have:
- Fire detection and extinguishing systems for the Engines and APU,
- Smoke detection for the avionics equipment and compartment,
- Smoke detection and fire extinguishing for the cargo compartments and
lavatories,
- Portable fire extinguishers for the crew compartment and the cabin.
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GENERAL

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ENGINE FIRE PROTECTION
DETECTION AND EXTINGUISHING
The engine fire protection is done by two sub-systems: the FIRE
detection system and the FIRE extinguishing system.
The engines have individual fire protection systems.
Each system has two identical detection loops (A and B) installed in
parallel.
Each loop has 3 detector elements for the CFM 56 and IAE V2500,
but there are 4 detector assemblies on the CFM LEAP engine.
The two loops are monitored by a Fire Detection Unit (FDU). FDU
1 monitors the loops on engine 1 and FDU 2 monitors the loops on
engine 2.
The FDU sends FIRE and FAULT signals to the Flight Warning
Computer (FWC) for display on the ECAM.
The guarded FIRE P/B switches give FIRE indication and are used
to isolate the affected systems. When the FIRE P/B is released out,
fuel supply, hydraulic supply, electrical power and bleed supply are
cut off. This also arms the extinguishing system.
Each bottle is discharged by its related AGENT P/B switch on the
overhead FIRE panel.
The TEST buttons are used to do a test the related fire detection and
extinguishing system operation.
On NEO PW ENGINE the Fire Protection system operates the same
way as for the other engine types.
There are 3 detector assemblies arranged in 2 loops and the
Extinguishing bottles in the pylon are smaller than for the 3 other
engines.

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ENGINE FIRE PROTECTION - DETECTION AND EXTINGUISHING

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ENGINE FIRE PROTECTION - DETECTION AND EXTINGUISHING

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THIS PAGE INTENTIONALLY LEFT BLANK

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ENGINE FIRE PROTECTION (continued)
The overhead FIRE panel handles both detection and extinguishing
functions. In addition to the indications on the FIRE panel, the ENG
panel is equipped with a red FIRE indicator light for each engine.

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ENGINE FIRE PROTECTION - CONTROL AND INDICATING

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APU FIRE PROTECTION
The APU fire protection is done by two sub-systems: the FIRE detection
system and the FIRE extinguishing system.
DETECTION AND EXTINGUISHING
The detection system has two identical detection loops (A and B)
mounted in parallel. Each loop has a single detector element. Both
loops are monitored by a FDU. The FDU sends FIRE and FAULT
signals to the FWC for display on ECAM.
The guarded FIRE P/B switches give a FIRE indication and the means
to isolate affected systems. When the FIRE P/B is released out, fuel,
electrical power and bleed supply are cut off and the APU is
immediately shut down. This also arms the extinguishing system.
For the APU, there is just one fire extinguisher bottle. It is discharged
by a single AGENT P/B switch. On the ground, an APU FIRE will
trigger an APU automatic shutdown and discharge the bottle
automatically.
The TEST button is used to test the fire detection and extinguishing
system operation.

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APU FIRE PROTECTION - DETECTION AND EXTINGUISHING

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APU FIRE PROTECTION (continued)
The detection and extinguishing functions are done from the overhead
FIRE panel.
If an APU FIRE is detected on the ground, an auto-extinguishing
system will automatically stop the APU and discharge the fire bottle
into the APU compartment. A test of the auto-extinguishing system
can be done from the maintenance test panel, on the overhead panel.
If an APU FIRE occurs on the ground, ground personnel are alerted
by a warning horn in the nose wheel well and an APU FIRE indicator
light on the external power panel on the lower fuselage.

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APU FIRE PROTECTION - CONTROL AND INDICATING

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APU FIRE PROTECTION - CONTROL AND INDICATING

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AVIONICS COMPARTMENT SMOKE DETECTION
The aircraft has a cooling system for the avionics equipment. The cooling
system is controlled and monitored by the Avionics Equipment Ventilation
Controller (AEVC). The air is circulated through the system by a blower
fan (cool air supply) working together with an extraction fan (warm air
removal).
The extraction airflow is downstream of the avionics equipment, so the
avionics SMOKE detector is installed in the extraction duct and will
detect smoke coming from the computers and control boxes. The detector
is monitored by the AEVC. The smoke detector directly sends the signal
to FWC for the AVIONICS SMOKE warning in the cockpit.

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(continued)
Avionics SMOKE is indicated on two overhead panels in the cockpit.
Pilot action on both panels is required as part of the AVIONICS
SMOKE procedure in flight.
- On the EMER ELEC PWR panel, the SMOKE light comes on in
the GEN 1 LINE P/B switch.
- On the VENTILATION panel, the FAULT light comes on in both
BLOWER and EXTRACT P/B switches.

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AVIONICS COMPARTMENT SMOKE DETECTION - CONTROL AND INDICATING

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CARGO COMPARTMENT SMOKE PROTECTION
The cargo compartments are protected by the smoke detection system
and the fire extinguishing system.
DETECTION AND FIRE EXTINGUISHING
Each cargo compartment has cavities, and each cavity contains 2
smoke detectors.
On the A321, there are additional smoke detectors because of the
larger size of the cargo compartments.
The cargo compartments are ventilated by an air extraction system.
The air flows continuously through the compartment and across the
detectors and is extracted out through the rear wall. The smoke
detectors are monitored by the Smoke Detection Function (SDF)
which is integrated in the Cabin Intercommunication Data System
(CIDS). The SDF receives signals from the detectors and sends
SMOKE or FAULT warnings to the FWC to alert the flight crew.
The cargo compartment fire extinguishing agent is discharged into
the FWD compartment by one nozzle (two for the A321) or into the
AFT compartment by two nozzles (three for the A321). The standard
system includes one extinguishing bottle. An optional system includes
two bottles. The second bottle is necessary for extended range
operations.

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CARGO COMPARTMENT SMOKE PROTECTION - DETECTION AND FIRE EXTINGUISHING

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CARGO COMPARTMENT SMOKE PROTECTION
(continued)
The cargo smoke panel on the overhead handles both detection and
extinguishing functions. The standard and optional panels are shown.

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CARGO COMPARTMENT SMOKE PROTECTION - CONTROL AND INDICATING

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LAVATORY SMOKE PROTECTION
Each lavatory has one smoke detector. The lavatories and galleys on the
aircraft are ventilated by an air extraction system. Air continuously
circulates through the lavatories and is extracted out through the ceiling
and across the smoke detectors.
The lavatory smoke detectors are monitored by the SDF, which is
integrated into the CIDS computer(s) called the Director 1(2). The SDF
receives signals from the detectors and sends SMOKE or FAULT
warnings to the FWC to alert the flight crew. In addition, LAV SMOKE
warnings are sent to the CIDS to alert the cabin crew.

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LAVATORY SMOKE PROTECTION

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CABIN FIRE PROTECTION
There are portable fire extinguishers in the cockpit and the cabin.
The quantity, type and location of the portable extinguishers depends on
the each customer's interior configuration. The correct procedure for the
extinguisher operation is shown on the extinguisher label.

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CABIN FIRE PROTECTION

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The FDU processes signals issued from the sensing element responder
and continuously transmits messages to the Centralized Fault Display
Interface Unit (CFDIU).
The AEVC tests the smoke detector of the avionics compartment.
The two CIDS directors (SDF) monitor the smoke detectors installed in
the cargo compartment and in the lavatories. FAULT information is sent
to the CFDIU.

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SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the Aircraft
to personnel and/or damage to the aircraft. Here is an overview of main
safety precautions related to the fire protection system.
Do not try to open or repair the smoke detectors. Only workshops
authorized by the manufacturer can do work on the smoke detectors.
The cartridge is an explosive device. To prevent explosion of the cartridge,
install the applicable protective device. This will protect the electrical
connector of the cartridge. Do not use a foil shunt.
When installing engine or APU fire detection elements, be careful not to
bend or damage the element.
The engine and APU fire extinguishing bottles are connected to a HOT
BUS. Make sure to pull all applicable C/Bs when doing maintenance on
these systems, even without electrical power supplied to the aircraft.

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SAFETY PRECAUTIONS

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49 APU PRESENTATION
GENERAL
The Auxiliary Power Unit (APU) is a constant-speed gas turbine engine
installed in the tail cone. The APU is a self-contained unit. With the APU,
the A/C is independent of external pneumatic and electrical power sources.
The APU is designed to operate during all the flight envelope.
Electrical power is available while the APU operates, but if a back-up
bleed source is necessary in flight, APU bleed air is available until a
maximum altitude of FL200 for the APIC 3200 and FL225 for the
Honeywell 131-9.
The APU can supply:
- Electrical power for the A/C systems,
- Bleed air for engine starting and air conditioning on the ground,
- Bleed air for air conditioning/pressurization in flight.
The APU is installed in its compartment in the tail cone.
The Air Intake Flap and Duct assembly let air flow to the APU air inlet
plenum.
Different components (the APU Bleed duct, the APU Generator output
feeder cable, the APU fuel supply manifold, etc.) go through the front
firewall.
The Air Intake Flap actuator operates the air intake flap and lets air go
into the plenum.
The hot gases from the power section and unused APU bleed air are
released through the Exhaust pipe.
UM49PZ000000001_011 - 49 APU Presentation Page 56

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GENERAL

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GENERAL

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GENERAL

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49 APU PRESENTATION
GENERAL (continued)
ENGINE DESCRIPTION - HONEYWELL
The APU is a constant speed, single-shaft gas turbine engine that
supplies mechanical shaft power to operate an accessory gearbox and
a load compressor. The gearbox drives the APU generator.
The Load Control Valve supplies pneumatic power to start the air
conditioning. A Surge Control Valve also gives protection to the load
compressor against insufficient flow.
The APU operation is controlled and monitored by the Electronic
Control Box (ECB). The ECB has full authority over the following
APU functions:
- Starting,
- Acceleration,
- Speed governing,
- Indication,
- Fault monitoring,
- Interface with A/C systems.
The APU is capable of unattended operation; therefore, the ECB
automatically shuts down the APU in case of a FAULT to protect the
APU.

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GENERAL - ENGINE DESCRIPTION - HONEYWELL

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49 APU PRESENTATION
GENERAL (continued)
ENGINE DESCRIPTION - APIC
The APU is a constant speed, single-shaft gas turbine engine that
delivers mechanical shaft power to drive an accessory gearbox and a
load compressor. The APU generator is driven by the gearbox.
The Bleed Control valve provides the pneumatic power for starting,
air conditioning and it integrates the protective Surge Control function
required to protect the load compressor against insufficient flow.
The APU operation is controlled and monitored by the Electronic
Control Box (ECB). The ECB has full authority over the following
APU functions:
- Starting,
- Acceleration,
- Speed governing,
- Indication,
- Fault monitoring,
- Interface with A/C systems.
The APU is capable of unattended operation; therefore, the ECB
automatically shuts down the APU in case of a FAULT to protect the
APU.

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GENERAL - ENGINE DESCRIPTION - APIC

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49 APU PRESENTATION
This section will highlight the control panels and indications for the APU.
CONTROL PANELS
The controls used to operate the APU are:
- The APU MASTER SWitch and START P/BSW, on the APU control
panel,
- The APU fire controls, on the FIRE panel,
- Additionally, P/BSWs to deliver the electrical or pneumatic power,
and to test the APU auto extinguishing circuits.

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49 APU PRESENTATION
EXTERNAL CONTROLS
If an APU FIRE warning occurs on the ground, a loud horn will be
heard in the nose wheel well to alert ground personnel. A red APU
FIRE light will also come on, on the external power control panel on
the lower fuselage. It is possible to do an EMERGENCY shutdown
of the APU from this panel. To do this, lift the guard and push the
APU SHUT OFF P/BSW.

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CONTROL AND INDICATING - EXTERNAL CONTROLS

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49 APU PRESENTATION
ECAM APU PAGE
APU parameters are displayed on the ECAM APU page. The APU
generator parameters are duplicated on the ECAM ELEC page and
the APU pneumatic parameters are duplicated on the ECAM BLEED
page.

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CONTROL AND INDICATING - ECAM APU PAGE

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49 APU PRESENTATION
Using the MCDU, you can have access to the Centralized Fault Display
System (CFDS) fault messages of the APU system. Specific Built-In Test
Equipment (BITE) tests are available as well.

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49 APU PRESENTATION
SAFETY PRECAUTIONS
When you work on A/C, make sure that you obey all the Aircraft
to persons and/or damage to the A/C. Here is an overview of main safety
precautions related to the APU.
Make sure that you use the correct personal protection when you work
on the APU, as fuel and oil are poisonous.
Do not touch the APU until it is sufficiently cool.
If you operate the APU with the APU access doors open or removed,
make sure that you have the correct fire fighting equipment available.
The onboard APU fire extinguishing system is not sufficient when these
doors are not closed.

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SAFETY PRECAUTIONS

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70 POWER PLANT CFM 56 PRESENTATION

INTRODUCTION
The CFM56-5B engine is a dual-rotor, variable stator, high bypass ratio
turbo fan power plant. The CFM56-5B powers the complete single aisle
family of aircraft. CFM56-5B engines are available in several thrust
ratings.
All the engines are basically the same. A programming plug on the
Electronic Control Unit (ECU) changes the available thrust.
UM70PZ000000004_008 - 70 Power Plant CFM 56 Presentation Page 74

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INTRODUCTION

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INSTALLATION
The power plant installation includes the engine, the engine inlet, the
exhaust, the fan cowls and the reverser assemblies. The pylon connects
the engine to the wing structure. The engine is attached to the pylon by
forward and aft mounts.

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INSTALLATION

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MODULAR CONCEPT
The CFM56-5B is designed using a modular concept. For easy
maintenance and quicker return-to-service, the engine is made of 4
primary modules:
- Fan and Low Pressure (LP) compressor,
- High Pressure (HP) compressor, combustion chamber and HP turbine,
- LP turbine and Turbine Rear Frame (TRF),
- Transfer and accessory gearboxes.

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MODULAR CONCEPT

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MODULAR CONCEPT (continued)
LP ROTOR
The Low Pressure (LP) rotor has the forward fan, the booster
compressor and the LP shaft, all driven by the LP turbine. The speed
of the LP rotor is indicated on the ECAM as N1.
The forward fan supplies most of the engine thrust. The air produced
by the fan is known as secondary airflow or bypass airflow. The
4-stage booster compressor supplies air to the engine core. This is
primary airflow. The fan and LP compressor are supported by the fan
frame which is also the location for the forward engine mount.
The 4-stage LP turbine drives the forward fan and the booster
compressor. It is supported by the TRF to which the rear engine mount
is attached.
The LP rotor is supported by roller and ball bearings which are
lubricated and cooled.

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MODULAR CONCEPT - LP ROTOR

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HP ROTOR AND COMBUSTION CHAMBER
The High Pressure (HP) rotor is made up of a 9-stage HP compressor
driven by a single-stage HP turbine. The speed of the HP rotor is
indicated on the ECAM as N2.
The HP compressor is also the source of customer bleed air.
The HP rotor is supported by roller and ball bearings, which are
lubricated and cooled.
The annular combustion chamber is installed between the HP
compressor and HP turbine. It has ports for 20 fuel nozzles and 2
igniter plugs.

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MODULAR CONCEPT - HP ROTOR AND COMBUSTION CHAMBER

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TRANSFER & ACCESSORY GEARBOXES
The accessory gearbox is installed at the bottom of the fan case and
is driven by the HP rotor through the transfer gearbox.
The fuel pumps, oil pumps, hydraulic pump, Integrated Drive
Generator (IDG) and FADEC alternator are all driven by the gearbox.
During engine starting, the starter rotates the HP compressor through
the gearboxes.

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MODULAR CONCEPT - TRANSFER & ACCESSORY GEARBOXES

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FADEC
In order to increase engine reliability and efficiency, the Full Authority
Digital Engine Control (FADEC) gives the full range of engine control
to achieve steady state and transient engine performances when operated
in combination with aircraft subsystems.
Each engine is controlled by an ECU. The ECU is a dual channel
computer. The ECU controls the engine during start and all operations.
The ECU manages engine thrust and protects against overspeed and
overtemperature by controlling the engine sub-systems. The ECU also
monitors all engine subsystems and sensors for failure. When the engine
is running, power for FADEC operation is supplied by a dual-output
FADEC alternator driven by the gearbox.
The FADEC system has a dual channel ECU and the following
peripherals:
- Hydromechanical unit,
- Dedicated FADEC alternator,
- Compressor control systems,
- Clearance control systems,
- Start system (starter shutoff valve, ignition exciters),
- Thrust reverser system,
- Oil/fuel temperature control system,
- Fuel return valve,
- Engine sensors,
- Electrical harnesses.

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FADEC

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EIU/EVMU
The ECU interfaces with various aircraft systems. Essential
communication with the ECU (thrust lever position, air data, etc.) is direct
from the applicable systems and controls. Non-essential communication
(autothrust, Centralized Fault Display System (CFDS), etc) is routed
through the Engine Interface Unit (EIU) of each engine. The EIUs
interface with various aircraft circuits and systems. The data is then
transmitted in a single stream to each ECU channel.
Engine vibration monitoring is accomplished by the Engine Vibration
Monitoring Unit (EVMU). The EVMU collects vibration data from both
engines. The vibration information is displayed on the ECAM and is also
available through the CFDS for troubleshooting.

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EIU/EVMU

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THRUST REVERSER SYSTEM
The flight crew manually selects reverse thrust by lifting the latching
levers on the throttle control levers. The Spoiler Elevator Computer (SEC)
opens the hydraulic shut-off valve to enable operation of the thrust
reverser. The reverse thrust command is sent to the ECU and the Engine
Interface Unit (EIU). The deploy command from the ECU to the Hydraulic
Control Unit (HCU) is fed to an inhibition relay controlled by the EIU
according to the throttle control lever position.
According to commands from the ECU and the EIU, a Hydraulic Control
Unit (HCU) supplies hydraulic power to operate the thrust reverser. The
thrust reverser uses 4 hydraulically actuated pivoting blocker doors to
redirect the engine fan airflow.
Reverse thrust is only available on the ground.

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This section will highlight the control panels and indications for the
engines.
CONTROL PANELS
The engines are controlled by throttle control levers which are installed
on the center pedestal. They can only be moved manually.
For reverse thrust operation, two latching levers let the throttle control
levers move rearward into the reverse thrust section.
The A320 family aircraft normally operate in the auto thrust mode,
when in flight.
The autothrust can be disconnected with the two instinctive disconnect
pushbuttons (2 red buttons are installed on the outside of the lever).
This lets the engines be controlled in manual thrust mode.
The controls for engine starting and shutdown are installed on the
center pedestal immediately behind the throttle control levers.
The engine MAN START switches are installed on the overhead
panel. These switches are used to start an engine during a manual start
procedure. They are also used during a dry or wet motoring procedure.

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ECAM ENGINE
The engine primary parameters are permanently displayed on the
upper ECAM.
The engine secondary parameters are presented on the lower ECAM
ENGINE page when selected or displayed automatically during engine
start or a fault.
Some engine parameters are permanently displayed on the CRUISE
page in flight.

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CONTROL AND INDICATING - ECAM ENGINE

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On the maintenance panel, the ENG FADEC GND PWR is used to supply
the FADEC system for maintenance tasks, when the engines are not
running.
The MCDU is used to do tests and for trouble shooting monitored
components (computers, sensors, actuators).

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SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the Aircraft
Maintenance Manual (AMM) safety procedures.
This will prevent injury to persons and/or damage to the aircraft. Here is
an overview of main safety precautions related to the engines.
Make sure that all engine danger areas are as clear as possible to prevent
damage to the engine, the aircraft or persons in the area.
Be careful: The entry corridor will be closed when the engine power is
above the minimum.
Make sure that you have fire-fighting equipment available.
Do not try to stop the fan from turning by hand.
After engine shutdown, let the oil tank pressure bleed off for a minimum
of 5 minutes before you remove the tank filler cap. If you do not,
pressurized oil can flow out of the tank and cause dangerous burns.
The engine ignition system is an electrical system with high energy. You
must be careful to prevent electrical shock. Injury or death can occur. Do
not do maintenance on the ignition system while the engine operates.
Make sure that the engine shutdown occurred more than 5 minutes ago
before you continue with the maintenance procedure.
Make sure that the thrust reverser is deactivated during maintenance. If
not, the thrust reverser can operate accidentally and cause injury to
personnel and/or damage to the reverser.
When opening the engine cowls:
o Respect the wind limitations and the opening/closing sequence,
o Always secure cowls with the hold-open rods,
o Make sure that the slats are retracted and install a warning notice to
prevent slat operation.

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SAFETY PRECAUTIONS

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STORAGE AND PRESERVATION
Storage and preservation procedures must be applied to engines which
are not operated. The preservation procedures protect the engine against
corrosion, liquid and debris entering the engine, and atmospheric
conditions during period of inactivity.

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STORAGE AND PRESERVATION

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36 PNEUMATIC SYSTEM PRESENTATION

SYSTEM INTRODUCTION
The Airbus Single Aisle family pneumatic system supplies High Pressure
(HP) air for:
- Air conditioning,
- Wing ice protection,
- Water pressurization,
- Hydraulic reservoir pressurization,
- Engine starting,
- Fuel tank inerting system.
High Pressure air can be supplied from three sources:
- The engine bleed system,
- The APU,
- A HP Ground Power Unit (GPU).
The pneumatic system operates pneumatically and is monitored by 2
Bleed Monitoring Computers (BMC 1 & 2).
There is one BMC for each engine bleed system.
Both BMCs exchange data. If one BMC fails, the other BMC takes over
most of its monitoring functions.
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SYSTEM INTRODUCTION

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downstream of the PRV) and the Precooler downstream temperature
SYSTEM INTRODUCTION (continued) sensor.
ENGINE BLEED APU BLEED/EXTERNAL AIR
The engine bleed air is pressure and temperature regulated before it The left and right bleed systems are connected by a crossbleed duct.
supplies the pneumatic system. Air is bled from the Intermediate A crossbleed valve is used for their interconnection or isolation.
Pressure (IP) stage or the HP stage with the High Pressure Valve The APU can also be used for bleed air supply. This is usually done
(HPV) which is used for the pneumatic regulation. The IP check valve on the ground for air conditioning and for engine start.
gives protection to the IP stage from reverse flow when the HP valve But APU BLEED air can also be used in flight, in relation to altitude
is open. (the altitude is varied and limited by the manufacturer).
The HP bleed is only used when the engines are at low power and for The APU bleed supply is connected to the left side of the crossbleed
engine efficiency the High Pressure Valve (HPV) is kept closed during duct.
cruise. On the ground, a HP GPU can be connected to the left side pneumatic
The Pressure Regulating Valve (PRV) pneumatically regulates the system. The crossbleed valve can be opened to supply the right side.
downstream pressure.
The PRV is used as a protective shut off valve when the parameters
are incorrect.
The shut off protective function uses sensing lines connected to a
Control Solenoid to close pneumatically the Pressure Regulating Valve
(PRV) and the High Pressure Valve (HPV).
The control solenoid is wired to the BMC and to the Bleed section of
the AIR COND and the FIRE panels in the cockpit.
An Overpressure Valve (OPV) is installed downstream of the bleed
valve to give protection to the system if an overpressure condition
occurs.
The Fan Air Valve (FAV) modulates Fan discharge air through an
air-to-air heat exchanger called "precooler", to regulate the Bleed
temperature.
The Fan Air Valve (FAV) regulated position is connected to the
Control Thermostat (CT) (downstream of the precooler) via a sensing
line.
Each BMC monitors its related Engine Bleed system. For this
monitoring, the BMCs read two pressure transducers (upstream /

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SYSTEM INTRODUCTION - ENGINE BLEED & APU BLEED/EXTERNAL AIR

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LEAK DETECTION
Leak detection loops are installed along the hot air supply ducts of
the pneumatic system. The loops are made of multiple sensing
elements connected in series. The leak detection loops are connected
to the BMCs. If a leak is detected, a signal is sent to the BMC 1 or 2
which automatically isolates the affected area by closing the crossbleed
valve and shutting off the engine bleed on the affected side. The leak
detection system is organized into three loops. Here are the loops and
the protected areas: - Pylon: from the precooler to the wing leading
edge,
- Wing: wing leading edge, including the wing air inlet supply, and
belly fairing (cross bleed duct, pack supply ducts and APU forward
supply duct).
- APU: APU aft supply duct (left hand side of the fuselage) from APU
firewall to wheel well area.

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SYSTEM INTRODUCTION - LEAK DETECTION

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CONTROL & INDICATING
This section is related to the control panels and indications for the
pneumatic system.
CONTROL PANEL
Controls for the pneumatic system are part of the AIR COND panel
and are operated from the overhead panel.

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CONTROL & INDICATING - CONTROL PANEL

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CONTROL & INDICATING (continued)
ECAM INDICATION
The pneumatic system indications are displayed on the lower part of
the ECAM BLEED page.

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CONTROL & INDICATING - ECAM INDICATION

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Using the Multipurpose Control and Display Unit (MCDU), you can
have access to the Centralized Fault Display System (CFDS) fault
messages of the PNEUMATIC system. Specific BMC Built-In Test
Equipment (BITE) is also available for BMC 1 and 2.

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SAFETY PRECAUTIONS
When you do work on the aircraft, make sure that you obey all the Aircraft
to people and / or damage to the aircraft. Here is an overview of the main
safety precautions related to the pneumatic system.
Make sure that the pneumatic system is depressurized before you start
the work. HP air can cause unwanted pressurization of the aircraft, and
injury to personnel.
Be careful when you do work on the engine components immediately
after the engine shutdown. The engine components can stay hot for one
hour.

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SAFETY PRECAUTIONS

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AIR CONDITIONING SYSTEM PRESENTATION

AIR CONDITIONING, VENTILATION AND
PRESSURIZATION INTRODUCTION
This chapter is related to the air conditioning, ventilation and
pressurization systems.
The basic airflow through the pressurized part of the fuselage starts with
the pneumatic system.
Hot, high pressure air is supplied to two packs. The packs do the basic
temperature regulation.
From the packs the air is supplied in all the aircraft.
The pressurization system controls the airflow overboard to keep the
cabin pressurization within safe limits.
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AIR CONDITIONING, VENTILATION AND PRESSURIZATION INTRODUCTION

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BASIC AIR CONDITIONING SYSTEM INTRODUCTION
The pneumatic system supplies air to each pack. The packs do the BASIC
temperature regulation.
Temperature regulated pack discharge air is sent to the mixer unit.
In the mixer unit, the air is mixed with air re-circulated from the main
cabin. This reduces the overall bleed demand and the fuel consumption.
From the mixer unit, the air is supplied to the cockpit and the forward
and aft cabin zones.
Some of the air from the pneumatic system is used to optimize the
temperature regulation. This hot air is mixed with the air from the mixer
unit to adjust the temperature in each zone independently.
The air is supplied in all throughout the cabin and, finally, discharged
overboard through the outflow valve to keep the pressurization.

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BASIC AIR CONDITIONING SYSTEM INTRODUCTION

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PACK INTRODUCTION
The Single Aisle family has two air conditioning packs. The packs supply
dry air to the cabin 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 (SOV).
There are two Air Conditioning System Controllers (ACSC 1 and 2).
ACSC 1 controls the pack outlet temperature of pack 1. ACSC 2 controls
the pack outlet temperature of pack 2. To change the pack outlet
temperature, each ACSC modulates the BYPASS VALVE and the
RAM-AIR INLET door of its pack. For maximum cooling, the ram-air
door is fully open and the bypass valve is fully closed. For maximum
heating, the ram-air door is almost closed and the bypass valve is fully
open. During takeoff and landing, the ram air inlet doors are in the
minimum open position, to prevent too much contamination of the heat
exchangers.

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PACK INTRODUCTION

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ZONE TEMPERATURE REGULATION SYSTEM
INTRODUCTION
The packs supply air to 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 the fuel consumption. These fans supply a recirculation flow of air
from the cabin zones to the mixer unit. In normal operation, there are no
ECAM indications related to with the cabin fans.
The ACSCs control and monitor the temperature regulation system for
the cabin zones. On the overhead AIR CONDitioning panel, the flight
crew selects the desired individual compartment temperature. The ACSC
compares the demand to the actual temperature in each zone. ACSC 1
monitors the temperature of the flight deck zone and controls the outlet
temperature of pack 1. ACSC 2 monitors the temperature of the forward
and aft cabin and controls the outlet temperature of pack 2. In normal
condition, the outlet temperature of the two packs is the same and is called
BASIC temperature. It is related to the lowest cabin zone temperature
demand.
The trim air Pressure Regulating Valve (PRV) and the trim air valves are
controlled by the ACSCs. If there is duct overheat, the Trim air PRV and
the trim air valves will automatically close to isolate the system. The
system can be reset when the overheat condition stops.

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ZONE TEMPERATURE REGULATION SYSTEM INTRODUCTION

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This section is related to the control panels and indications for the air
conditioning system.
CONTROL PANELS
On the overhead panel, the AIR COND panel is used by the pilot to
control the air conditioning system. This panel contains the PACK
switches, the zone temperature selectors, the PACK FLOW control
and the HOT AIR control switch.
On the overhead panel, the VENTILATION panel contains the CABin
FANS pushbutton switch. The switch is used to set the recirculation
fans to OFF.

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ECAM PAGES
Pack parameters, such as pack flow, bypass valve position and pack
outlet temperature, are found in the upper section of the ECAM
BLEED page.
The ECAM AIR COND page contains the optimized temperature
regulation parameters, such as duct temperature, zone temperature
and trim air system indications.
The ECAM CRUISE page also contains zone temperature indications.

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CONTROL AND INDICATING - ECAM PAGES

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The ACSC 2 is connected to the CFDIU for test functions and fault
reporting of the temperature control subsystem, available on the MCDU.

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SAFETY PRECAUTIONS
When you do work on the aircraft, make sure that you obey all the AMM
procedures. This will prevent injury to personnel and/or damage to the
aircraft. Here is an overview of the main safety procedures related to the
air conditioning system.
Make sure that air is not supplied to the air conditioning system from the
main engine, the APU or a ground source during maintenance. Hot
compressed air can cause injury to personnel.
When you use dangerous products, wear protective clothing, rubber
gloves and goggles as necessary.
Do not touch a component until it is sufficiently cool to prevent burns.
Make sure that there are no personnel or equipment near the ram air
outlets and inlets. Hot exhaust gases and inlet suction forces can cause
injury to persons and/or damage to equipment.
Keep away from the moving and energized parts when you operate or
do a test on the valves and the flaps.
During aircraft pre-conditioning, make sure that the aircraft is in one of
these three conditions:
- the cabin pressure outflow valve is open,
- the FWD avionics compartment access door is open,
- one or more passenger doors are open
You must attach a warning notice to the open doors to tell persons not
to close them. This prevents accidental pressurization of the aircraft.

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SAFETY PRECAUTIONS

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SAFETY PRECAUTIONS

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21 VENTILATION SYSTEM PRESENTATION

GENERAL
There are two ventilation systems on the Single Aisle (SA) family:
avionics ventilation, and lavatory and galley ventilation.
AVIONICS VENTILATION
The avionics ventilation system supplements the air conditioning system
to supply cooling air to the avionics equipment. This equipment includes
the avionics compartment, the flight deck instruments and the circuit
breaker panels.
A blower fan and an extraction fan supply the air through the avionics
equipment.
NOTE: Note: These fans operate continuously while the A/C 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 in relation to the flight/ground logic and the fuselage skin
temperature.
There are 3 configurations for the skin air inlet and outlet valves:
- Open circuit: the two valves are open (on ground only),
- Closed circuit: the two valves are closed (in flight or low outside air
temperature on ground). The air temperature is decreased in the skin heat
exchanger. The skin heat exchanger lets the warm air from the avionics
equipment flow along the cold inner surface of the upper fuselage skin.
Two frames of the aircraft structure are closed to the inside by panels
and make two rectangular ducts,
- Intermediate circuit: inlet closed, outlet not fully open.
UM21PY000000002_008 - 21 Ventilation System Presentation Page 138

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GENERAL & AVIONICS VENTILATION

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GENERAL & AVIONICS VENTILATION

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LAVATORY AND GALLEY VENTILATION
The function of the lavatory and galley ventilation system is to have a
permanent flow of conditioned air in these areas.
Cabin air flows into the lavatory and galley areas and is removed from
these areas by an extraction fan. The fan pulls air through the ceiling into
an extraction duct. The air is then discharged overboard through the
outflow valve.
NOTE: The extraction fan operates continuously, while the aircraft

electrical system is supplied.

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LAVATORY AND GALLEY VENTILATION

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VENTILATION PANEL
The VENTILATION panel contains two P/Bs related to the ventilation
system. With the BLOWER and EXTRACT switches in the AUTO
position (lights off), the avionics ventilation system is fully automatic
and no pilot inputs are necessary.

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VENTILATION PANEL

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ECAM CAB PRESS PAGE
A section of the ECAM CABin PRESSure page displays avionics
ventilation system information. The skin valve configuration is displayed
on this page.

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ECAM CAB PRESS PAGE

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The AEVC is connected to the Centralized Fault Display Interface Unit
(CFDIU) for test functions and fault reporting, available on the MCDUs.

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SAFETY PRECAUTIONS
When you do work on the A/C, make sure that you obey all the AMM
A/C. Here is an overview of the main safety procedures related to the
ventilation system.
Do not use force to turn the manual handles of the valves. There are shear
pins in the handles.
Do not use your fingers to operate the deactivation switches. If the system
is energized, the valves can move.

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SAFETY PRECAUTIONS

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21 CARGO VENTILATION & HEATING SYS PRES.

SYSTEM INTRODUCTION
As an option on the Airbus Single Aisle family, the forward and aft cargo
compartments can have a ventilation system. In addition, a heating system
can be installed in one compartment or the two compartments. The heating
system will only be installed together with a ventilation system.
The operation for the two compartments is similar so we will only look
at the forward cargo compartment. The extract fan sends the air from the
main cabin to the cargo compartment. After its circulation through the
cargo compartment, the air is discharged overboard.
The operation of the two isolation valves and the extract fan is controlled
automatically by the cargo Ventilation Controller (VC). The VC can
control one compartment at a time or the two compartments.
For the heating of the cargo compartment, the pilots select the desired
compartment temperature and hot bleed air is mixed with the air that
comes 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. There is
NO direct air conditioning supply to the cargo compartments. The pilots
cannot add "cold" air to the compartments.
UM21PX000000001_011 - 21 Cargo Ventilation & Heating SYS Pres. Page 152

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SYSTEM INTRODUCTION

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This section is related to the control panels and indications for the cargo
ventilation and heating systems.
CONTROL PANELS
The CARGO HEAT panel consists of controls related to cargo
ventilation and heating. There can be different variations related to
the customer options: ventilation in only one compartment or the two
compartments, or ventilation and heating in one compartment or the
two compartments.
For each ventilated cargo compartment there is an ISOLATION
VALVE P/B switch that controls the isolation valves. In the normal
position (pushed), the cargo VC automatically opens and closes the
isolation valves.
If cargo smoke is detected, the isolation valves of the affected
compartment will be automatically closed by the cargo ventilation
controller.
For each heated compartment, the temperature selector sends a signal
to the related Cargo Heating Controller.
The Cargo Heating Controller moves the trim air valve to adjust the
temperature of the air that goes into the compartment.
The forward cargo trim air system is supplied from the cabin trim air
pressure regulating valve. The aft cargo trim air system is supplied
by a dedicated trim air pressure regulating valve, which is controlled
by the HOT AIR P/B on the Cargo Heat panel.

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ECAM COND PAGE
The indications related to the cargo compartments are displayed on
the ECAM COND page. The indications are only displayed if the
system is installed.

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CONTROL AND INDICATING - ECAM COND PAGE

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The two cargo heating controllers are connected to the Centralized Fault
Display Interface Unit (CFDIU) for test functions and fault reporting.

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SAFETY PRECAUTIONS
When you do work on the aircraft, make sure that you obey all the AMM
aircraft. Here is an overview of the main safety procedures related to the
cargo compartment heating and ventilation system.
When you are in contact with dangerous products, use protective clothing,
rubber gloves and goggles.
Do not touch a component until it is sufficiently cool to prevent burns.

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SAFETY PRECAUTIONS

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21 PRESSURIZATION SYSTEM PRESENTATION

SYSTEM INTRODUCTION
The pressurization system on the Single Aisle (SA) family normally
operates automatically 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 (OFV) is used to regulate the amount of air allowed
to escape from the pressurized areas.
Automatic control of the outflow valve is done by two Cabin Pressure
Controllers (CPCs). Each CPC controls one electric motor on the outflow
valve assembly. The CPC interfaces with other A/C computers to optimize
the pressurization/depressurization schedule.
There are two automatic pressurization systems. Each CPC and its electric
motor make one system. Only one system operates at a time with the
other system used as backup if a failure occurs. The system in command
will alternate each flight.
A third motor is installed for manual operation of the outflow valve if
there is a failure of the two automatic systems.
Safety valves are installed at the rear pressure bulkhead as a protection
to the fuselage against too high cabin differential pressure.
The safety valves also give protection to the fuselage against negative
differential pressure.
When the aircraft is on the ground, the Residual Pressure Control Unit
(RPCU) prevents residual pressure in the cabin by an automatic control
of the Outflow Valve (OFV) to the fully open position through the Manual
motor.
UM21PW000000002_009 - 21 Pressurization System Presentation Page 162

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SYSTEM INTRODUCTION

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This section is related to the control panels and indications for the
pressurization system.
CONTROL PANEL
The CABIN PRESSure control panel includes the automatic and
manual pressurization controls.
The MODE SELect switch lets the system be used in automatic or
manual mode, if there is a failure of the automatic function.
When the manual mode is selected, the MANual Vertical Speed (V/S)
ConTroL switch is used to directly control the outflow valve
(indirectly, the cabin rate of climb) with the manual motor.
The guarded DITCHING switch is used to close all valves in the lower
fuselage to seal the A/C if ditching occurs.

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CONTROL AND INDICATING - CONTROL PANEL

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ECAM PAGES
The crew can monitor all cabin pressure functions on the ECAM
CABin PRESS page.
Some of the pressurization parameters are also shown on the ECAM
CRUISE page.

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The two CPCs are connected to the Centralized Fault Display Interface
Unit (CFDIU) for test functions and fault reporting.

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SAFETY PRECAUTIONS
When you work on A/C, make sure you obey all the Aircraft Maintenance
Manual (AMM) procedures. This will prevent injury to personnel and/or
damage to the A/C. Here is an overview of the main safety procedures
related to the pressurization system.
The outflow valve may be operated manually to pressurize the A/C on
the ground.
Use caution when doing the CPC test from the MCDU. The outflow valve
cycles closed during the test.

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SAFETY PRECAUTIONS

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47 FUEL TANK INERTING SYSTEM PRESENTATION

GENERAL
The Fuel Tank Inerting System (FTIS) decreases the amount of oxygen
in the air in the center tank.
The FTIS is divided into:
- The Inert Gas Generation System (IGGS),
- The Conditioned Service Air System (CSAS),
- The maintenance/test facilities.
The FTIS interfaces with the systems that follow:
- Fuel System,
- Bleed air supply system,
- Environmental Control Systems,
- Centralized Fault Display System (CFDS) / ECAM.
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GENERAL

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FUEL TANK INERTING SYSTEM FUNCTIONS
Fuel tank flammability is only possible if these three elements are found
together: fuel vapor, an ignition source and oxygen.
To prevent the risk of fuel tank flammability, the fuel tank inerting system
decreases the oxygen concentration (by percentage), in the center tank
only.

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FUEL TANK INERTING SYSTEM FUNCTIONS

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SYSTEM INSTALLATION REQUIREMENTS
The picture shows the timetable for system installation as required by
the FAA and EASA regulations. The system will be part of the fleet in
the next years (i.e.: directly installed on new aircrafts or by retrofit).

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SYSTEM INSTALLATION REQUIREMENTS

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FUEL TANK INERTING SYSTEM GENERAL VIEW
The Fuel Tank Inerting System (FTIS) has two sub-systems:
- The Conditioned Service Air System (CSAS),
- The Inert Gas Generation System (IGGS).
The CSAS uses hot air from the bleed air system and decreases the air
temperature to a level compatible with the IGGS sub-system.
The CSAS includes:
- The Conditioned service air system Controller Unit (CCU), which does
the system control and health monitoring BITE and interfaces with the
FWS and CFDS,
- A CSAS isolation valve, which gives protection to the system if there
is low pressure, over pressure or over temperature,
- A heat exchanger to decrease the air temperature.
The IGGS uses an Air Separation Module (ASM) to remove oxygen from
the conditioned air stream. The ASM makes and separates the Nitrogen
Enriched Air (NEA) and Oxygen Enriched Air (OEA). The OEA is then
sent overboard.
The Dual Flow Shut Off Valve (DFSOV) controls the NEA flow to the
center tank and lets the system switch between low/middle/high NEA
flows and isolates the IGGS from the fuel tank.
The IGGS controller does system control and health monitoring/BITE.
The IGGS isolation valve is a solenoid valve. It is spring-loaded closed.
During operation the IGGS Controller Unit (ICU) controls the valve to
open, to let conditioned air come from the CSAS to the IGGS.
It closes if too low pressure and/or overtemperature air come from the
heat exchanger.

TP REV 6
FUEL TANK INERTING SYSTEM GENERAL VIEW

TP REV 6

The CCU interfaces with the ICU.
The two controllers monitor the operational conditions independently.
The CSAS receives temperature data from the ICU and, if necessary,
adjusts the temperature.
The Centralized Fault Display Interface Unit (CFDIU) gives test functions
of the CCU, available through the MCDU in the cockpit.
The CCU also has BITE functions of the ICU.

TP REV 6

TP REV 6
30 ICE AND RAIN PROT SYSTEMS PRESENTATION

SYSTEM INTRODUCTION
The ice and rain protection system enables unrestricted operation in icing
conditions and heavy rain.
For anti-icing, hot air or electrical heating protects critical areas of the
aircraft.
The different subsystems of the ice and rain protection system are:
- Wing ice protection,
- Engine air intake ice protection,
- Probe ice protection,
- Windshield ice and rain protection,
- Drain mast ice protection,
- Water and waste system ice protection (some are optional),
- Visual lighted ice detection,
- Electronic ice detection system (optional).
UM30PZ000000002_010 - 30 Ice and Rain PROT Systems Presentation Page 182

TP REV 6
SYSTEM INTRODUCTION

TP REV 6

WING ICE PROTECTION
Only one P/BSW on the overhead ANTI ICE panel controls WAI supply
to the two wings. WAI must be manually selected by the crew and is
available in flight only. For testing functions, the WAI can be selected
on the ground but will be automatically limited to 30 seconds operation
to prevent damage to the wing leading edge.
When WAI is selected, the engine idle is increased and the Takeoff/Go
Around (TOGA) limit (max thrust) is decreased by the Full Authority
Digital Engine Control (FADEC). This signal is sent to the FADEC
through the Engine Interface Unit (EIU).
Hot air from the pneumatic system is supplied for the anti-icing of the
three outboard leading edge slats (3, 4 and 5) of each wing. Bleed air
from the engines or the APU is supplied to each wing through a pressure
regulating and shut off valve called Wing Anti-Ice (WAI) valve.

TP REV 6
WING ICE PROTECTION

TP REV 6

NACELLE/ENGINE AIR INTAKE ICE PROTECTION
Engine anti-ice is manually selected by the crew and is available in flight
or on the ground with the engine in operation. After its circulation around
the inlet, the air is sent overboard.
NOTE: Note: With an electrical power supply failure, valves

automatically open when the engine operates.
When engine anti-ice is selected, the engine idle speed is increased and
the TOGA limit (max thrust) is decreased by the FADEC. This signal is
sent to the FADEC through the EIU. The ignition system is automatically
set to on for the PW6000 and V2500 engines. This is not applicable to
the CFM engine.
Each engine air intake is protected from ice by an independent air bleed
supply from the High Pressure (HP) compressor of that engine.
The air is supplied through the engine air intake anti-ice valve.
Nacelle anti-ice is manually selected by the crew and is available in flight
or on ground with the engine in operation. After its circulation around
the inlet, the air is sent overboard.
NOTE: Note: With an electrical power supply failure, valves

automatically open when the engine operates.
When the ENG ANTI ICE P/B is selected to ON, a signal to Electronic
Engine Computer (EEC) is sent to open both the Nacelle Anti Ice Valves.
The position of the P/B and the valve is monitored by the EIU to compute
the bleed decrements.

TP REV 6

TP REV 6

TP REV 6

TP REV 6

PROBE ICE PROTECTION
Ice protection of the Angle Of Attack (AOA) sensors, pitot probes, static
ports and Total Air Temperature (TAT) probes is done by electrical
heating.
In order to give reliable information to the air data systems, the air data
probes are heated automatically when at least one engine is in operation.
The probes are arranged in three channels related to the three air data
systems: CAPT, F/O and STBY (Air Data/Inertial Reference Unit
(ADIRU) 1, 2, 3). The heating system for each channel is controlled by
a Probe Heat Computer (PHC) 1, 2, 3.
The PROBE/WINDOW HEAT P/BSW (normally in the AUTO position)
can be used to select the probe heating ON with the engines stopped.

TP REV 6

TP REV 6

TP REV 6

TP REV 6

WINDOWS ANTI-ICING AND DEFOGGING
Electrical heating is supplied for windshield anti-icing and cockpit side
window de-fogging.
The front windshields and side windows are heated automatically when
at least one engine is in operation. The heating system for each side is
controlled and monitored by a Window Heat Computer (WHC) 1, 2.
The PROBE/WINDOW HEAT P/BSW (normally in the AUTO position)
can be used to select the window heating ON with the engines stopped.
The windows are protected against overheat by sensors and flight/ground
logic. The sensors turn off the heat when the temperature reaches the
limit and the windows are heated at a lower power on the ground than in
flight.

TP REV 6

TP REV 6

TP REV 6

TP REV 6

WINDSHIELD RAIN SYSTEM PRESENTATION
Rain removal from the right and left windshields is done by two systems:
- Wiper system,
- Rain repellent fluid system.
The wiper system will be used satisfactorily at an aircraft speed of 230
knots or less. The rain repellent system is used to have better visibility
through the windshield in heavy rain, particularly when the wipers are
not satisfactory.
WIPER SYSTEM PRESENTATION
Two wipers, one for each windshield, are energized independently
by DC motors to remove rain from the windshields.
On the overhead panel, a rotary selector controls each wiper. "SLOW"
or "FAST" speed can be selected. The selector switch can optionally
have an "INTerMiTtent" position. When the selector is set to "OFF",
the wiper stops in the parking position. The parking position is at the
bottom and away from the windshield. This gives a clear visibility
area and prevents dust/sand accumulation which can cause scratches
on the windshields.
NOTE: Do not operate the wipers on a dry windshield.

TP REV 6
WINDSHIELD RAIN SYSTEM PRESENTATION - WIPER SYSTEM PRESENTATION

TP REV 6

RAIN REPELLENT FLUID SYSTEM
The rain repellent system uses the rain repellent fluid stored in a
pressurized canister installed in the aft left wall of the cockpit.
The rain repellent fluid can be discharged individually on the left/right
windshield, from its related "RAIN RePeLeNT" pushbutton switch on
the overhead panel, adjacent to the wiper selector.

TP REV 6
RAIN REPELLENT FLUID SYSTEM

TP REV 6

DRAIN MAST ICE PROTECTION
There are two drain masts installed on the lower fuselage forward and
aft sections.
When the electrical system is energized, the waste water drain masts are
also electrically heated. Two control units control the heating of the
forward and aft drain masts.

TP REV 6

TP REV 6

TP REV 6

TP REV 6

ICE DETECTION
An external visual ice indicator with an integral light is installed between
the two windshields.
The ice detection system (if installed) has two separate ice detectors on
the forward lower section of the fuselage. The ice detectors send an "ice
detected" signal directly to the Flight Warning Computers (FWCs).

TP REV 6
ICE DETECTION

TP REV 6

MISCELLANEOUS SYSTEMS
The aircraft can also have electrical heating systems for:
- Potable water supply lines,
- Waste water lines,
- Water servicing panels.
Control units are connected to temperature sensors and automatically
control these heating systems. The control units control multiple heating
elements.

TP REV 6
MISCELLANEOUS SYSTEMS

TP REV 6

ECAM INDICATION
A MEMO is displayed on the upper ECAM when engine anti-ice or
WAI is selected. WAI valve position indication is available on the
BLEED page when the system is selected.
The optional electronic ice detection system sends warnings directly
to the ECAM through the FWCs. The warning messages are displayed
on the E/WD.

TP REV 6
CONTROL AND INDICATING - ECAM INDICATION

TP REV 6

DRAIN MAST MONITORING
Drain mast heating faults can be displayed on the Flight Attendant
Panel (FAP) or on the MCDU via the CFDS.

TP REV 6
CONTROL AND INDICATING - DRAIN MAST MONITORING

TP REV 6

The Air Conditioning System Controller (ACSC) monitors the wing and
engine anti-ice valve position and the valves P/BSW position. The ACSC
transmits this data to the Centralized Fault Display System (CFDS).
Wing anti-ice is monitored by ACSC which sends this data to the CFDS.
Wing Anti-Ice P/B SW is monitored by ACSC.
For NEO Engine Anti ice is controlled and monitored by the Propulsion
Control System (PCS). Engine anti-ice valve P/B SW is monitored by
PCS. The PCS/ACSC transmits this data to the Centralized Fault Display
System (CFDS).
All 3 PHCs, the two WHCs and the ice detectors are connected directly
to the Centralized Fault Display Interface Unit (CFDIU). Each system
menu is available through the MCDU.

TP REV 6

TP REV 6

SAFETY PRECAUTIONS
When you do work on the ice and rain protection system, make sure that
you obey all Aircraft Manual Maintenance (AMM) safety procedures.
This will prevent injury to persons and/or damage to the aircraft. Here is
an overview of the main safety precautions related to the ice and rain
protection system.
Remove the protective covers from the probes before you activate the
probe ice protection system.
If possible, remove the protective covers before electrical power is applied
to the aircraft, in case of a system malfunction.
Do not touch the probes during or immediately after operation. The probes
are hot and can burn you.
Do not touch the anti-ice ducts, slats 3, 4 and 5 and engine air intake lips
until they are cool.
These items stay hot for some time after the engine stops.

TP REV 6
SAFETY PRECAUTIONS

TP REV 6

SAFETY PRECAUTIONS (continued)
WARNINGS ABOUT FAIL SAFE HEATING
The probe heat system is a fail-safe system used to keep the probes
and static ports de-iced (in flight) if a PHC failure occurs.
The window heat system is designed to keep the windows defogged
(in flight) if a WHC failure occurs.
If the PHC or WHC power Circuit Breakers (C/Bs) are pulled, the
probe or window heat will come on. This will also occur if the EIU
C/B is pulled. The EIU controls the "engine running" signal for
automatic operation. If one of these C/Bs is pulled, all of the heater
C/Bs must also be pulled.

TP REV 6
SAFETY PRECAUTIONS - WARNINGS ABOUT FAIL SAFE HEATING

© AIRBUS SAS 2015. All rights reserved.
Confidential and proprietary document.
This document and all information contained herein is the sole property of
AIRBUS SAS. No intellectual property rights are granted by the delivery of
this document or the disclosure of its content. This document shall not be
reproduced or disclosed to a third party without the express written consent
of AIRBUS SAS. This document and its content shall not be used for any
purpose other than for which it is supplied. The statements made herein do
not constitute an offer. They are based on the mentioned assumptions and
are expressed in good faith. Where the supporting grounds for these
statements are not shown, AIRBUS SAS will be pleased to explain the basis
thereof.
AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350,
A380, A400M are registered trademarks.

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TECHNICAL TRAINING MANUAL

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AIRBUS Environmental Recommendation.

28 Fuel System Presentation.............................................................2

TABLE OF CONTENTS Page 1

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 2

SYSTEM INTRODUCTION - A319/A320

UM28PZ000000002_008 - 28 Fuel System Presentation Page 3

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 4

SYSTEM INTRODUCTION - A321

UM28PZ000000002_008 - 28 Fuel System Presentation Page 5

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 6

SYSTEM INTRODUCTION - A318

UM28PZ000000002_008 - 28 Fuel System Presentation Page 7

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 8

CONTROL AND INDICATING - CONTROL PANELS

UM28PZ000000002_008 - 28 Fuel System Presentation Page 9

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 10

CONTROL AND INDICATING - ECAM FUEL PAGE

UM28PZ000000002_008 - 28 Fuel System Presentation Page 11

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 12

UM28PZ000000002_008 - 28 Fuel System Presentation Page 13

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 14

REFUEL/DEFUEL COUPLING AND REFUEL VALVE

UM28PZ000000002_008 - 28 Fuel System Presentation Page 15

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 16

UM28PZ000000002_008 - 28 Fuel System Presentation Page 17

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 18

UM28PZ000000002_008 - 28 Fuel System Presentation Page 19

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 20

UM28PZ000000002_008 - 28 Fuel System Presentation Page 21

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 22

FUEL TANK SAFETY - CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL)

UM28PZ000000002_008 - 28 Fuel System Presentation Page 23

28 FUEL SYSTEM PRESENTATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 24

FUEL TANK SAFETY - FUEL SYSTEM DESIGN CONFIGURATION

UM28PZ000000002_008 - 28 Fuel System Presentation Page 25

FIRE PROTECTION SYSTEM PRESENTATION

UM26PZ000000003_003 - 26 Fire Protection Systems Presentation Page 26

UM26PZ000000003_003 - 26 Fire Protection Systems Presentation Page 27

FIRE PROTECTION SYSTEM PRESENTATION

UM26PZ000000003_003 - 26 Fire Protection Systems Presentation Page 28

ENGINE FIRE PROTECTION - DETECTION AND EXTINGUISHING

UM26PZ000000003_003 - 26 Fire Protection Systems Presentation Page 29