CFDS- Centralized Fault Display System.

NEOL- NEAR ENDING OPERATIONAL LIGHT.

Knot means nautical miles per hour. It is therefore incorrect to say knots per
hour. Symbol:- kt .
AISLE- A long passageway between the seats
01 inch= 2.54centimeter(cm) =25.4 millimeter(mm)
In A-320 Datum point is located 2.54 m (100 in)
forward of the aircraft.
The overhead panel is divided into two main sections:
- a FWD section including the system panels,
- an AFT section including mainly the circuit breaker panel.
EFIS- Electronic flight instrument system.
The Flight Control Unit (FCU) includes the EFIS controls, and is used
for control and monitoring of the Auto Flight System (AFS). It is
located on the glareshield.
The "Master Warning" and the "Master Caution" lights are also located
on the glareshield.
ISIS- Integrated Standby Instrument System.
AMU- Audio Management Unit.
ACP- Audio Control Panel
MCDUs- MULTI CONTROL DISPLAY UNITS.
SES- Support Equipment Summary
If a tool does not appear in the SES it is not a tool for Airbus aircraft
or equipment.
TSM- Trouble Shooting Manual.
CMM- Component Maintenance Manual.
All specific tools called up for "on - aircraft" maintenance in the AMM
and the TSM are illustrated in the Tool Equipment Manual (TEM).
RED LIGHT- RED LIGHT IS USED FOR A FALUIRE NEEDING
IMMIDIATE ACTION.
YELLOW LIGHT- YELLOW LIGHT IS USED FOR FALUIRE NEEDING
AWARENEES NO IMMIDIATE ACTION.
WHITE LIGHT- WHITE LIGHT IS USED TO INDICATE PUSH BOTTON
POSITION IN ABNORMAL POSITION OR IN MAINTENANCE
OPERATION.
GREEN LIGHT- GREEN LIGHT IS USED TO INDICATE NORMAL
OPERATION OF A BACK UP SYSTEM.
 BLUE LIGHT- BLUE LIGHT IS USED TO INDICATE NORMAL
OPERATION OF ATEMPORARY USED SYSTEM.

The aircraft attitude monitor is located in the refuel/defuel control panel

recess.
WARNING: call attention to use of material, processes, methods,
procedures or limits, which must be followed precisely to
avoid injury or death to persons.
CAUTION: call attention to methods and procedures, which must be
followed to avoid damage to equipment.
SDACs- System Data Acquisition Concentrators.
DMCs- Display Management Computers.
ECAM- Electronic centralized aircraft monitoring.
For the ECAM displays, the System Data Acquisition Concentrators (SDACs)
receive data from the A/C systems and send it to the Display Management
Computers (DMCs).
The DMCs process the data and generate the images to be displayed. Under
normal circumstances:
- DMC 1 supplies the upper ECAM display,
- DMC 2 supplies the lower ECAM display,
- DMC 3 is available as a backup.
The Flight Warning Computers (FWCs), heart of the ECAM system, receive
data from:
- the A/C systems to generate red warnings,
- the SDACs to generate amber cautions.
The FWCs then supply:
- the DMCs for the display of alert messages,
- the attention getters,
- the loudspeakers with aural alerts and synthetic voice messages.
UTC- Universal Time Coordinated.

ECAM CONTROL AND INDICATING

The EWD is divided into two main parts:

- the upper area is used to display the main engine parameters, the
Fuel On Board (FOB) and the slat/flap position,
- the lower area is used for warning, caution and memo messages.
The SD is divided into two areas:
- the upper part is used to display the various system pages, diagrams
of the A/C systems,
- the lower part is used to display permanent data.
CFDIU- CENTRALIZED FAULT DISPLY INTERFACE UNIT.
ATSU- AIR TRAFFIC SERVICE UNIT.
BITE- Built-in test Equipment.
FDIU- Flight data interface unit.
DFDRS- Digital Flight Data Recording System.
The IDG basically contains, in a common housing, a generator and a
Constant Speed Drive (CSD). The CSD gives a constant input speed to
the generator, which is required for a constant output frequency.
Each generator supplies 115V 400Hz AC to its own bus.
The Integrated Drive Generator (IDG) oil cooling system consists of an IDG oil
cooler, which is part of the engine fuel/oil heat management system.
The purpose of the IDG oil cooler bypass valve is to protect the IDG oil from
overcooling. Note that the cooler bypass valve is not part of the engine fuel/oil
heat management system.
The normal IDG oil inlet temperature is between 40C to 105C.
When the oil outlet temperature reaches 142C, an advisory mode is available
on the lower ECAM. If the oil outlet temperature is equal to or more than
185C the master caution is triggered, and a manual disconnection is written on
the ECAM. If the oil outlet temperature is more than 200C the IDG is
automatically disconnected.
A pressure switch operates in case of oil low pressure (lower than 140 psi) not
caused by underspeed.
The oil outlet temperature is displayed on the ECAM System Display. In case
of high oil outlet temperature or oil low pressure, the following warnings are
triggered:
- MASTER CAUTION light,
- Single chime,
- The message "ELEC IDG 1(2) OIL OVHT or ELEC IDG 1(2) OIL
LO PR" is displayed on the EWD,
- The FAULT legend on the corresponding IDG P/BSW comes on
amber.
The IDG must be disconnected immediately by:
- Opening the safety guard,
- Pushing the IDG P/BSW for a maximum of 3 seconds.
Note: Disconnection is only possible if the related engine is running above
underspeed.
 Note: After a thermal disconnection, the IDG must be replaced.
In both cases, the "AC GEN MAINTENANCE STATUS" is displayed on the
ECAM STATUS page.
AC power sources are never connected in parallel.
In emergency configuration with emergency generator not available, BAT 1
supplies the AC ESS BUS via the static inverter and BAT 2 supplies the DC
ESS BUS.
When AC BUS 1 and 2 are no longer supplied, the RAT will extend
automatically to pressurize the blue hydraulic system, which powers
the EMER GEN, if the A/C speed is sufficient.
The AC generators provide a 115 VAC, 3-phase, 400 Hz AC supply. The
IDGs and the APU have a nominal 90 KVA power whereas the EMER
GEN has a 5 kVA output.
Each battery is rated at 24 V with a capacity of 23 Ah.
EGIUs - Electrical Generation Interface Units.
The Ground Power Control Unit (GPCU) connects the external power
to the A/C network if all parameters are within the limits.
The Generator Control Units (GCUs) protect and control the A/C network
and generators.
The Ground Power Unit should supply 400 Hz 3 phase 115 VAC rated
at 90 kVA minimum.
BCL- Battery Charge Limiter.
TCAS- Traffic Alert and Collision Avoidance System.
ADF- AUTOMATIC DIRECTION FINDER.
DME- DISTANCE MESUREMENT EQUIPMENT.
ILS- INSTRUMENT LANDING SYSTEM.
MMR- MULTI-MODE RECEIVER.
VOR- VHF OMNIDIRECTIONAL RANGE.
GPS- GLOBAL POSITION SYSTEM.
EGPWS- Enhanced Ground Proximity Warning System.
RAs- Radio Altimeters.
WXR- Weather Radar.
PWS- Predictive Windshear.
LGCIU- Landing Gear Control and Interface Unit.
FIDS- Fault Isolation and Detection System.
The Auto Flight System (AFS) is divided into four main parts:
- Flight Management (FM),
 - Flight Guidance (FG),
- Flight Augmentation,
- Fault Isolation and Detection System (FIDS).
The first two functions are accomplished by the Flight Management and
Guidance Computers (FMGCs).
The other two functions are accomplished by the Flight Augmentation Computers
(FACs).
CIDS- Cabin Intercommunication Data System.
FAP- Flight Attendant Panel.
The lighting system includes:
- cockpit lighting,
- cabin lighting and signs,
- emergency lighting,
- cargo and service compartment lighting,
- exterior lighting.
CFRP- Carbon Fiber Reinforced Plastic.
GFRP- Glass Fiber Reinforced Plastic.
QFRP- Quartz Fiber Reinforced plastic.
AFRP- Aramid Fiber Reinforced plastic.

Hydraulic fluid cannot be transferred from one system to another.

- A reservoir in each hydraulic system is pressurized with air to prevent
cavitation.
A Power Transfer Unit (PTU) enables the green system to be pressurized by the
yellow system and vice versa. It transfers the hydraulic power but does not
transfer the hydraulic fluid.
Fire shut-off valves are located between the reservoirs and the EDPs.
They isolate the systems in case of an engine fire.
The electric pump is the main pump for the blue system.
- It starts running at first engine start or it can be manually activated on
ground for maintenance purpose.
Blue and yellow electric pumps are interchangeable.
In an emergency, the blue system can be pressurized by the Ram Air Turbine
(RAT).
- The RAT is deployed automatically or manually. It pressurizes the blue
hydraulic system at 2500 psi. It can be retracted on ground only.
The blue electric pump can also be operated on ground for maintenance purpose
by the BLUE PUMP OVRD push button on the HYD maintenance panel.
 The hydraulic leak measurement system is used for maintenance purpose only.
The PTU is located in the main landing gear bay. The blue electric pump and
the RAT are located in the blue hydraulic bay and the yellow electric pump is
located in the yellow hydraulic bay.
The green reservoir is located inside the main landing gear bay. The blue
reservoir is located aft of the main landing gear bay on the LH side. The yellow
reservoir is located inside the yellow hydraulic bay.
Activation of the RAT MAN ON switch on the ground or in flight will extend
the RAT.
The Landing Gears (L/Gs) are hydraulically operated and electrically
controlled.
Each L/G has hydraulically and mechanically operated doors. Each L/G has a
shock absorber.
The wheels of the MLG have:
- carbon brakes,
- brake fans (optional),
- Tire Pressure Indicating System (TPIS) sensor (optional),
- gear jacking pad for wheel change.
The NLG has:
- a Nose Wheel Steering (N/WS) system,
- a jacking pad for wheel change,
- a TPIS sensor (optional).
The gear up and down sequence is controlled by two computers called
Landing Gear Control and Interface Unit (LGCIU) 1 and 2. Only one
LGCIU is in command while the other LGCIU is in standby.
The gear up and down position and the door close and open position are
monitored by proximity detectors.
The Nose Wheel (N/W) is automatically centered when the shock absorber is
extended.
The L/G is powered by the green hydraulic system. At high air speed a safety
valve cuts hydraulic supply to the L/G system.
In case of failure, the gear can be extended mechanically from the cockpit
by means of a free fall extension handle.
During free fall extension, a cut-out valve will close to cut the L/G hydraulic
supply.
There are two braking modes:
- normal braking,
- alternate braking.
 The normal braking system is powered by the green hydraulic system.
The alternate brake system and the parking brake are powered by the yellow
hydraulic system and backed up by a brake accumulator.
All braking functions are controlled by the Braking/Steering Control Unit
(BSCU).
The functions of BSCU are:-
- normal and alternate braking,
- Anti-Skid (A/SKID) control,
- auto braking,
- brake temperature indication.
Braking starts when the ground spoilers deploy.
In order to stop the MLG wheels rotation before entry into the L/G bay, a
programmed brake pressure is sent to the normal brakes during gear retraction.
The N/Ws are mechanically braked at the end of the gear cycle using brake
bands.
The alternate braking mode is automatically obtained in case of green pressure
loss, or if a failure occurs on the normal brake system during operation.
With the accumulator pressure only, a maximum of 7 full brake pedal
applications can be performed.
The parking brake system is supplied either by the yellow hydraulic pressure or
by the brake accumulator.
When the parking brake is activated, all other braking modes become
inoperative.
The braking pressure is read on the triple indicator.
The yellow hydraulic system or the brake accumulator supply brake pressure
via the shuttle valves for parking brake.

HYDRALIC SYSTEM OPERATION

SYSTEM GREEN YELLOW BLUE

OPERATION FLIGHT CONTROLS FLIGHT CONTROLS FLIGHT CONTROLS
LANDING GEAR ALTERNATE
OPERATION BRAKING CONSTANT SPEED
NORMAL BRAKING NOSE WHEEL STEER MOTOR/GENERATO
THRUST REVERSER 1 PARKING BRAKE R
SPOILER- 1 & 5 THRUST REVERSER 2 (CSMG)
SPOILER- 2 & 4 SPOILER- 3
POWERED BY ENGINE DRIVEN PUMP ENGINE DRIVEN
1 PUMP 2 ELECTRIC PUMP
(EDP-1) (EDP-2) &
& ELECTRIC PUMP RAM AIR
POWER TRANSFER PTU TURBINE(RAT)
UNIT HAND PUMP (FOR
(PTU) CARGO DOOR
OPERATION)

N/WS control:
- rudder/steering pedals (max 6 degrees)
- N/WS hand wheels (max 75 degrees)
Do not apply a liquid or gas fire extinguisher directly on a hot wheel or brake
unit. This could cause an explosion.
Use only nitrogen for tire inflation. If the brakes overheat, other gases can cause
an explosion.
All flight control surfaces are made of composite materials except for the slats
which are made of aluminum alloy.
All flight control surfaces are electrically controlled and hydraulically operated.
As a back-up, the stabilizer and rudder is mechanically controlled and
hydraulically operated.
Pilots use side sticks to fly the aircraft in pitch and roll.
PITCH
- Pitch control is achieved by two elevators and the Trimmable Horizontal
Stabilizer (THS).
- Elevators are used for short-term activity.
- The THS is used for long-term activity.
ROLL
- Roll control is achieved by one aileron and spoilers 2 to 5 on each wing,
numbered from wing root to wing tip.
YAW
- Yaw control is fulfilled by the rudder.
- The rudder is used during cross wind take-off and landing, and in case of
engine failure (thrust asymmetry).
- The yaw damper function controls the rudder for Dutch roll damping and
turn coordination.
SPEED BRAKES
- The speed brake function is used in flight to increase the aircraft drag.
Spoilers 2 to 4 are used.
 - Roll orders and speed brake orders are added with priority given to the
roll function.
GROUND SPOILERS
- The ground spoiler function is used to destroy the lift during landing and
in case of aborted take-off. All spoiler panels are used.
HIGH LIFT
- The high lift function is achieved by slats and flaps.
- There are two flaps, inboard and outboard, and five slats on each wing,
numbered from wing root to wing tip.
- The A321 is equipped with double slotted flaps.
AILERON DROOP
The aileron droop function increases the lift on the part of the wing which is not
equipped which flaps.
The ailerons are deflected downwards when the flaps are extended.

Each side stick has a push button used for autopilot disconnection and to take
priority over the other side stick.
The flight control system uses three ECAM pages:
- Flight control ECAM page for primary surface indication,
- WHEEL ECAM page for ground spoiler indication,
- Engine/Warning Display for slat/flap indication
FLY BY WIRE PRINCIPLE
Computers interpret the pilot's inputs and move the flight control surfaces to
follow their orders.
However, regardless of the pilot's inputs, the computer prevents:
- excessive maneuvers,
- flight outside the safe flight envelope.
Autopilot commands are given directly to the computers.
A computer arrangement permanently controls and monitors the flight control
surfaces, it also records and stores faults.
This arrangement includes:
- 2 Elevator Aileron Computers (ELAC) for pitch and roll control,
- 3 Spoiler Elevator Computers (SEC) for pitch and roll control,
- 2 Flight Augmentation Computers (FAC) for yaw control,
- 2 Flight Control Data Concentrators (FCDC) for indication and
maintenance tests,
- 2 Flight Management Guidance Computer (FMGC) for autopilot
commands,
- 2 Slat Flap Control Computers (SFCC) for slat and flap control.
 EFCS- Electrical Flight Control System.
The mechanical back-up lets the aircraft be controlled during a temporary
complete loss of electrical power or flight controls computers.
- Longitudinal control is achieved using the trim wheels to control the THS, as
the elevators are kept at zero deflection.
- Lateral control is achieved from the rudder pedals.
- Hydraulic power is still needed to operate the surfaces of the THS and the
Rudder.
To prevent an aircraft stall, slats cannot be fully retracted at high angles
of attack or low speeds (Alpha/speed lock function).
All the flight control computers are located in the avionics compartment.

POSITION OF COMPUTERS
BATTERY OXYGEN
80VU 90VU COMPARTMENT COMPARTMENT
(105VU) (106VU)
ELAC- 1 &2 SEC- 3 BATTERY 1 & 2 CREW OXYGEN
SEC- 1 & 2 BSCU ABCU EMERGENCY-
FAC- 1 &2 GCU GCU
FMGC- 1 & 2
FCDC- 1& 2
SFCC- 1 & 2
CFDIU
FQIC

Make sure that the controls agree with the position of the flight control surfaces
before you pressurize hydraulic system.
Opening the door from the outside will disarm the door and the escape slide.
The ECAM page indicates the door locking/unlocking and the escape slide/slide
raft armed/disarmed condition
There are four avionics compartment doors in the lower fuselage around the
nose landing gear bay.
- These doors are manually operated and open inward.
- The locking mechanism is identical on each door.
 - Each avionics compartment door is monitored by a proximity switch, which
sends a signal to the ECAM system.
A Cockpit Door Lock System (CDLS) controls its electrical release and
prevents an unwanted access into the cockpit.
During maintenance activity there is a magnetic door stop to keep the door fully
open.
WARNING: Do not open a door when the aircraft is pressurized. This
will cause explosive decompression, and kill or cause
injury to persons and material.
The passenger service information units comprise the Passenger Service Units
(PSUs) and Passenger Information Units (PIUs).
The Area Call Panels (ACPs) are installed in the cabin ceiling of the passenger
compartment and indicate:
- Crew communication (pink steady or flashing),
- Passenger call (blue steady),
- Lavatory call ( amber steady),
- Lavatory smoke detection (amber flashing)

The standard cockpit emergency equipment components are:

- flash light,
- portable Halon fire extinguisher,
- life vest for flight crew,
- Protective Breathing Equipment (PBE),
- crash axe,
- fireproof gloves.
The standard cabin emergency equipment components are:
- portable Halon extinguisher,
- portable oxygen cylinder and portable oxygen mask,
- PBE,
- first aid kit,
- megaphone,
- portable ELT survival beacon,
- flash light,
- manual release tool,
- demo kid,
- life vest for infant,
- spare life vest,
- life vest for passenger (one stowed under each seat),
- life vest for cabin crew (one stowed under each cabin attendant seat).
 The Emergency evacuation alert system may be activated either from the
cockpit or the purser station.
The oxygen system supplies crew and passengers with oxygen in case of cabin
depressurization.
The oxygen system has three different subsystems:
- cockpit Crew Oxygen System: the oxygen is supplied from a high pressure
oxygen cylinder to quick donning masks in the cockpit,
- passenger Oxygen System: the passenger and cabin attendant oxygen system
is supplied by chemical oxygen generator units,
- portable Oxygen System: it has a high pressure portable cylinders with
continuous flow type masks and smoke hoods.
The cockpit crew oxygen pressure condition is indicated on the DOOR/OXY
page of the ECAM system.
The fixed oxygen system in the cabin supplies oxygen to passengers and cabin
crew in case of cabin depressurization.
The fuel tanks are integrated into the center fuselage area and the wings.
The 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 and two fuel pumps are installed
in each wing tank inner cell.
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 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 valves are closed when the 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.
 During refueling, do not transmit with the HF system. Fire or injury to
personnel may occur.
FDU- Fire Detection Unit.
AEVC- Avionics Equipment Ventilation Controller.
SDCU- Smoke Detection Control Unit.
SDF- Smoke Detection Function.
The Auxiliary Power Unit (APU) is a constant-speed gas turbine engine
installed in the unpressurized tail cone. The APU is a self contained unit which
enables the A/C to be independent of external pneumatic and electrical power
sources.
The APU is designed to operate throughout the entire flight envelope.
Electrical power is available whenever the APU operates, but bleed air is shut
off above FL250 (25000ft above mean see level).
The APU is able to 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 and wing anti-ice in flight.
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 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 IAE V2500-A5 engine is a two spool, axial flow, high bypass ratio turbo
fan power engine.
EEC- Electronic Engine Control.
THRUST- 27000lb (12,250kg.)
For easy maintenance and quicker return-to-service, the engine is made of 5
primary modules:
- fan,
 - intermediate case,
- High Pressure (HP) system,
- Low Pressure (LP) turbine,
- accessory drives.
The fan assembly has 22 wide-chord blades and supplies most of the engine
thrust. The air produced by the fan is known as secondary
The intermediate case is the main structural support for the front of the engine.
To protect the fuselage in case of a fan failure, it is designed to contain any
broken blades.
The 4-stage booster compressor is located in the intermediate case. The booster
supplies air to the engine core. This is primary airflow.
The intermediate case is also the location for the forward engine mount.
The five-stage LP Turbine extracts energy from the gas stream
delivered from the HP Turbine in order to drive the booster compressor
and the fan.
The HP rotor is made of a 10-stage HP compressor driven by a 2-stage HP
turbine.
The annular combustion chamber is located between the HP compressor and HP
turbine. It is equipped with ports for 20 fuel nozzles and 2 igniter plugs.
The fuel pumps, oil pumps, hydraulic pump, Integrated Drive Generator (IDG)
and dedicated alternator are all driven by the gearbox.

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 EEC, a dual channel computer located on the
engine fan case.
The EEC manages engine thrust and protects against overspeed and
overtemperature by controlling the engine sub-systems.
Essential communication with the EEC (thrust lever position, air data, etc.) is
direct to and 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.
EVMU- Engine Vibration Monitoring Unit. (UNIT IS in. per sec.)
Reverse thrust is controlled by the EEC. Reverse is manually selected by the
flight crew by lifting the latching levers on the throttle control levers.
 HCU- Hydraulic Control Unit.
Reverse thrust is only available on the ground.
The N1 MODE switches are used to change the engine control mode from
Engine Pressure Ratio (EPR) to N1 control in case of EPR failure.
The EEC is located on the RH side of the fan case. The FADEC alternator is
located on the gearbox.
VSV- Variable Stator Vane.
BSBV- Booster Stage Bleed Valve.
ACC- Active Clearance Control.
The hydraulic shut-off valve is located in the forward part of the pylon.
The HCU is mounted on the front of the RH 'C' duct.
On the maintenance panel, the ENG FADEC GND PWR is used to supply the
computers dedicated to the engines for maintenance purposes, when the engines
are not running.
After engine shutdown, let the oil tank pressure bleed off 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.
When opening the engine cowls:
- respect the wind limitations and the opening/closing sequence,
- always secure cowls with the hold-open rods,
- make sure that the slats are retracted and install a warning notice to
prevent slat operation.
Storage and preservation procedures must be applied to engines which are not
operated for more than 30 days.
The preservation procedures protect the engine against corrosion, liquid and
debris entering the engine, and atmospheric conditions during period of
inactivity.
 The Pneumatic system supplies High Pressure (HP) air for:
- air conditioning and pressurization.
- wing ice protection,
- water pressurization,
- hydraulic reservoir pressurization,
- engine starting.
High Pressure air can be supplied from three sources:
- the engine bleed system,
- the APU,
- a HP ground power unit.
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.
The HP bleed is only used when the engines are at low power. Once the IP
(Intermediate pressure)bleed is sufficient, the HP valve closes.
 All the engine bleed air is supplied to the pneumatic system through the main
engine BLEED valve (or Pressure Regulating Valve (PRV)) which acts as a shut
off and overall system pressure regulating valve.
An Overpressure Valve (OPV) is installed downstream from the bleed valve to
protect the system in case of overpressure.
The left and right bleed systems are connected by a crossbleed duct. A
crossbleed valve enables their interconnection or isolation.
The APU bleed supply is connected to the left side of the crossbleed duct.
FAV- Fan Air Valve.

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.
To control the pack outlet temperature, the Air Conditioning System Controller
(ACSC 1 & 2)modulates the BYPASS VALVE and the RAM-AIR INLET
doors. ACSC 1 for pack 1 and ACSC 2 for pack 2.
During takeoff and landing, the ram air inlet doors will be driven fully closed to
stop the ingestion of foreign matter.
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.
There are two ventilation systems, avionics ventilation and lavatory and galley
ventilation.

Air Conditioning System Controller 1 monitors the temperature of the flight

deck zone and sends the pack outlet temperature demand to pack 1. Air
 Conditioning System Controller 2 monitors the temperature of the forward and
aft cabins and sends the pack outlet temperature demand to pack 2.
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 circulate the air through the avionics
equipment.
NOTE: Note: these fans operate continuously as long as 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 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 (in flight or low outside air temperature on
ground). The air is cooled in the skin heater exchanger. The skin heat
exchanger is a chamber which lets the air contact the fuselage skin in flight,
- intermediate circuit: inlet closed, outlet partially open (smoke removal in
flight or low ventilation airflow condition).
The lavatory and galley ventilation system is completely automatic.
Conditioned cabin air is supplied through 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 runs continuously, provided electrical power is
available.
The avionics ventilation system is fully automatic and requires no pilot input.
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 could move.
The pressurization system 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 is used to regulate the amount of air allowed to escape from
the pressurized areas.
CPC- Cabin Pressure Controller.
The outflow valve may be operated manually to pressurize the A/C on the
ground.
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,
- ice detection system (optional),
- water and waste system ice protection.
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.
A single P/BSW on the overhead ANTI ICE panel controls WAI supply to both
wings.
WAI must be manually selected by the crew and is available in flight only.
WAI can be selected on the ground but will be automatically limited to 30
seconds operation to prevent damage to the wing leading edge.
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.
Engine anti-ice is manually selected by the crew and is available in flightor on
the ground with the engine running. After circulating around the inlet, the air is
ducted overboard.
NOTE: Note: in the event of an electrical power supply failure, this valve will
automatically open when the engine is running.
Ice protection of the Angle Of Attack (AOA) sensors, pitot probes, static ports,
and Total Air Temperature (TAT) probes is achieved 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 running. 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 and monitored by a Probe Heat Computer (PHC)
1, 2, 3.
The PROBE/WINDOW HEAT P/BSW (normally in the AUTO position) may
be used to select the probe heating ON with the engines shut down.
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 running. 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) may
be used to select the window heating ON with the engines shut down.
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.
There are two drain masts installed on the lower fuselage forward and aft
sections.
When the electrical system is powered, the waste water drain masts are also
electrically heated.
Two Control Units located in the cargo compartments control the heating of the
forward and aft drain masts.
The ice detectors send an "ice detected" signal directly to the Flight Warning
Computers (FWCs).
Remove the protective covers from the probes before activating the probe ice
protection system.
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.
If the PHC or WHC power Circuit Breakers (C/Bs) are pulled, the probe and
window unwanted heating will come on. Pulling the EIU C/B will have the
same result. This can cause injury or burns.
AMM- A/C Maintenance Manual.
IPC- Illustrated Parts Catalog.
ASM- A/C Schematic Manual.
AWM- A/C Wiring Manual.
TSM- Trouble Shooting Manual.

or bypass