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A380

TECHNICAL TRAINING MANUAL


MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL II - ATA 36/21/30 Air Systems
This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved


No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL

LEVEL II - ATA 36/21/30 AIR SYSTEMS


Bleed Sources
Bleed Sources Description (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Bleed Sources System Operation, CTL & IND (2) . . . . . . . . . . . . . .10
Bleed Sources System Component Location (2) . . . . . . . . . . . . . . . .22
Air Conditioning
Air-Conditioning Systems Description (2) . . . . . . . . . . . . . . . . . . . . .24
Air Conditioning System OPS, CTL & IND (2) . . . . . . . . . . . . . . . .34
Air Conditioning System Component Location (2) . . . . . . . . . . . . . .42
Avionics Equipment Ventilation
Avionics Equipment Ventilation Description (2) . . . . . . . . . . . . . . . .44
AEVS Operation, Control & Indicating (2) . . . . . . . . . . . . . . . . . . . .48
AEVS Component Location (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Galley Cooling System
Galley Cooling Description (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Galley Cooling Operation, Control & IND (2) . . . . . . . . . . . . . . . . .62
Galley Cooling Component Location (2) . . . . . . . . . . . . . . . . . . . . . .68
Wing Anti-Ice
Wing Anti-Ice Description (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Wing Anti-Ice System Operation, CTL & IND (2) . . . . . . . . . . . . . .76
Wing Anti-Ice System Component Location (2) . . . . . . . . . . . . . . . .82
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
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A380 TECHNICAL TRAINING MANUAL

BLEED SOURCES DESCRIPTION (2)


There are three HP ground connectors installed in the belly fairing. The
Pneumatic Air Distribution System compressed air can be supplied from theses connectors by a HP ground
cart. The ground air source controls the pressure, temperature and flow
The main function of the Bleed Air System is to extract air from each
of the compressed air supplied.
engine and supply pressure and temperature regulated airflow to several
The APU can also be used for the supply of compressed air on the ground.
consumers:
Human Factor Point:
- the two Air Generator Units (AGUs),
- the Wing Anti-Ice (WAI) system,
WARNING: Before supplying air by external source or APU make sure
- the hydraulic system for reservoir pressurization,
that one cockpit window or cabin door is open and the
- the engine starting system to supply compressed air to the engine starters,
hydraulic system is closed.
- the unpressurized bay ventilation.
The air sources are:
- the four engines,
- the APU,
- three High Pressure ground connectors (three inch of diameter).
The Pneumatic Air Distribution System (PADS) gives:
- the crossbleed pipe,
- the three crossbleed valves (left, center and right),
- the APU isolation valve,
- and the HP ground connectors.
The Engine Bleed Air Systems (EBASs) control their supplied air pressure
between 45 and 55 psi. The engine bleed Pressure Regulated Valve (PRV)
is in charge of the pressure control while the Over-Pressure Valve (OPV)
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protects the system against over-pressure. The OPV closes when pressure
is above 80 psi and prevents from PRV high-pressure drift.
The temperature of engine bleed air is regulated by the system control at
a value lower than 200C; the pre-cooler exchanger decreases the
temperature of hot bleed air with the cooling air from engine fan.
Temperature sensors fulfill the temperature measurement for the control
system.
There are two engine bleed sources:
- the low pressure port is plugged to the IP compressor of the engine,
- the high pressure port is plugged to the HP compressor.

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PNEUMATIC AIR DISTRIBUTION SYSTEM

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BLEED SOURCES DESCRIPTION (2)


Pneumatic Air Distribution System (continued)
Ground Service Placement
During the ground service operations, to supply HP air to the A/C,
the HP ground cart is:
- parked on the forward LH side of the A/C belly fairing, near the
passenger bridges,
- and connected to the HP ground connectors.
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PNEUMATIC AIR DISTRIBUTION SYSTEM - GROUND SERVICE PLACEMENT

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BLEED SOURCES DESCRIPTION (2)


Engine and Ground Bleed System
The engine and ground bleed sources are controlled by the PADS
application of the CPIOMs.
The status of the PADS and the EBASs are shown on the ECAM BLEED
page.
All the EBASs, CPIOMs, crossbleed valves and the air panel are supplied
in 28 VDC ESS BUS.
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ENGINE AND GROUND BLEED SYSTEM

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BLEED SOURCES DESCRIPTION (2)


APU Bleed System
The APU air system supplies compressed air to the aircraft pneumatic
system. Airflow coming from the APU is regulated and can be used
directly by the users if the crossbleed selector is in the AUTO position.
The APU bleed can be selected in the cockpit by pressing the APU
BLEED P/BSW.
Once the APU BLEED P/BSW is pressed in, the APU BLEED VALVE
opens and the Inlet Guide Vanes (IGVs) start to regulate the airflow
through the load compressor.
To avoid load compressor surge conditions, the surge control valve
releases air to the exhaust when it is necessary.
The APU bleed duct is connected to the LH side of the crossbleed
manifold.
The APU isolation valve allows compressed air from the APU to go to
the crossbleed manifold.
By pressing the APU BLEED P/BSW located on the AIR panel, the APU
bleed air supply is activated. The four CPIOM-A, which command the
APU isolation valve to open, receive the signal. At the same time, the
Electronic Control Box (ECB) receives data through the Avionics Data
Communication Network (ADCN) or with discrete signal to command
the opening of the APU bleed valve.
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If there is a leak, the system is protected by a specific leak system loop.

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APU BLEED SYSTEM

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BLEED SOURCES SYSTEM OPERATION, CTL & IND (2)


General
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GENERAL

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BLEED SOURCES SYSTEM OPERATION, CTL & IND (2)


HP Ground Cart Connection

WARNING: PROCEDURES FOR CONNECTING/DISCONNECTING


HP GROUND SOURCE.

WARNING: KEEP ONE DOOR OPEN WHEN SYSTEM


PRESSURIZED (PREVENT CABIN PRESSURIZATION).
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HP GROUND CART CONNECTION

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BLEED SOURCES SYSTEM OPERATION, CTL & IND (2)


HP Ground Cart Connection (continued)
Cross Bleed operation
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HP GROUND CART CONNECTION - CROSS BLEED OPERATION

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BLEED SOURCES SYSTEM OPERATION, CTL & IND (2)


HP Ground Cart Connection (continued)
ECAM System Bleed Page
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HP GROUND CART CONNECTION - ECAM SYSTEM BLEED PAGE

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BLEED SOURCES SYSTEM OPERATION, CTL & IND (2)


HP Ground Cart Connection (continued)
ECAM System APU Page
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HP GROUND CART CONNECTION - ECAM SYSTEM APU PAGE

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BLEED SOURCES SYSTEM OPERATION, CTL & IND (2)


HP Ground Cart Connection (continued)
Doors

WARNING: RISK OF PRESSURIZING A/C WHEN


PRECONDITIONING.
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HP GROUND CART CONNECTION - DOORS

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BLEED SOURCES SYSTEM COMPONENT LOCATION (2)


A/C Zone 190, 521 and 621 - Belly Fairing and Engine
Ground Connectors

WARNING: HIGH PRESSURE CONNECTIONS AND SUPPLY


SOURCES!
HEAT OF THE DUCTS!
THE CORRECT POSITIONING OF THE GROUND
CART(S)!

A/C Zone 400 and On - Engine


Engine and Access Panel
A/C Zone 210 - Cockpit
Bleed Indicating
Safety Items
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This Page Intentionally Left Blank


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AIR-CONDITIONING SYSTEMS DESCRIPTION (2)


emergency ram air inlets, directly to the mixer unit, to continue ventilating
Architecture/Description and cooling both the cockpit and cabin.
The emergency ram air supply system, supplies the aircraft with ambient
The air conditioning system makes sure that the air temperature, freshness
air when the two AGUs are unserviceable during flight.
and air pressure are comfortable for passengers and crew during all
operating conditions in different cockpit and cabin zones. The air
NOTE: Note:
conditioning system controls the airflow in the main passenger deck, the
- the ram air inlets only open, if differential pressure is less than
upper passenger deck, the cockpit and the lower deck cargo compartments
one psi.
with a mix of fresh air and re-circulated air.
- if differential pressure is greater than one psi, two non-return
The air conditioning system is fully automatic. It supplies continuous air
valves, downstream of the emergency ram air inlets, will not
renewal, and maintains a constant selected temperature in the cockpit
open. Therefore, no air will be supplied to the mixer unit.
and cabin zones.
Independent air sources supply the air conditioning system, when the
The bleed air system supplies compressed air from the main engine
aircraft is on the ground:
compressors and from the APU compressor to the air conditioning system.
- four Low Pressure (LP) ground connectors, supply air directly to the
Flow Control Valves adjust the quantity of the bleed air that flows from
air distribution system,
the engines to the Air Generation Units (AGUs) and the trim air system.
- three High Pressure (HP) ground connectors.
Two AGUs, also called Air Condition Packs, lower the temperature and
Air from the air-conditioning is also used for cargo ventilation.
remove water from the hot bleed air before it flows to the air distribution
The preconditioning can bedone by:
system.
- a ground air supply unit through the LP ground connectors
A mixer unit combines cold air from the AGUs with recycled air from
- a ground air supply unit through the HP ground connectors,
the cockpit and cabin.
- the APU bleed air supply.
The cockpit and cabin air re-circulate to reduce the bleed air demand
from the packs.
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There are four ventilation fans that re-circulate cabin air to the mixer
unit. These fans are also referred to as primary fans.
The trim air system adjusts the temperature of the air in each cockpit and
cabin zone. Temperature is adjusted by adding hot air from the bleed
system to air from the mixer unit. Hot air is added via two hot-air valves
and several trim air valves
Two emergency ram air inlets installed on the belly fairing, ventilates
the cockpit and cabin, in the event that both AGUs fail.
The RAM AIR P/B on the AIR panel activates the emergency ram air.
When set to ON, air from outside the aircraft flows through two

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ARCHITECTURE/DESCRIPTION

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AIR-CONDITIONING SYSTEMS DESCRIPTION (2)


Preconditioning with Low Pressure
On ground, with packs off, the mixer unit receives conditioned air from
air conditioning units connected to the LP ground inlets.
The air conditioning unit blows the air into the mixer unit. Then the air
goes to the different zones.

NOTE: Note: do not operate AGUs.


Human factor point:

WARNING: MAKE SURE THAT THE FWD AVIONICS


COMPARTMENT ACCESS DOOR IS OPEN WITH A
WARNING NOTICE ATTACHED TO IT.
THE WARNING NOTICE MUST TELL PERSONS NOT
TO CLOSE THE DOOR. IF THE DOOR IS CLOSED,
ACCIDENTAL PRESSURIZATION OF THE AIRCRAFT
CAN OCCUR.
Human factor points:

CAUTION: - MAKE SURE THAT THE GROUND AIR SUPPLY UNIT


IS NOT TOO MUCH NEAR THE AIRCRAFT AND THAT
THE ENGINE EXHAUST PIPE OF THE GROUND AIR
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SUPPLY UNIT POINTS AWAY FROM THE AIRCRAFT.


HEAT FROM THIS UNIT AND FROM THE EXHAUST
CAN CAUSE DAMAGE TO THE AIRCRAFT
STRUCTURE.
- DO NOT USE CONDITIONED AIR FROM THE AGUs
AT THE SAME TIME AS AIR FROM THE LOW
PRESSURE GROUND UNITS. THERE IS A RISK OF
DAMAGE TO THE CHECK VALVES.

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PRECONDITIONING WITH LOW PRESSURE

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AIR-CONDITIONING SYSTEMS DESCRIPTION (2)


Human factor point:
Preconditioning with High Pressure
WARNING: MAKE SURE THAT THE FWD AVIONICS
Preconditioning by HP Ground Cart COMPARTMENT ACCESS DOOR IS OPEN WITH
The preconditioning can be done by connecting a HP ground cart to A WARNING NOTICE ATTACHED TO IT.
the HP connectors. THE WARNING NOTICE MUST TELL PERSONS
NOT TO CLOSE THE DOOR. IF THE DOOR IS
NOTE: Note: the AGUs can operate in this condition. CLOSED, ACCIDENTAL PRESSURIZATION OF THE
Through these connectors the compressed air is supplied to the AIRCRAFT CAN OCCUR.
cross-bleed duct. Human factor points:
The hot bleed air flows through the flow control valves, then it is
possible to start the AGUs. CAUTION: - MAKE SURE THAT THE GROUND AIR SUPPLY
UNIT IS FREE FROM OIL CONTAMINATION. OIL
NOTE: Note: Flow Control Valves adjust the flow and flow sensors CONTAMINATION CAN CAUSE THE SMELL OF
send flow data to the pack controllers. OIL IN THE CABIN AND MAKE THE AIR
There are two Flow Control Valves (FCVs) per AGU, to adjust CONDITIONING PACKS UNSERVICEABLE.
quantity of bleed air. - MAKE SURE THAT THE GROUND AIR SUPPLY
Each FCV controls half of the total flow. This makes sure that proper UNIT IS NOT TOO MUCH NEAR THE AIRCRAFT
flow-sharing occurs between the related bleed systems. AND THAT THE ENGINE EXHAUST PIPE OF THE
The AGU controllers control the position of the flow control valves. GROUND AIR SUPPLY UNIT POINTS AWAY FROM
If the FCVs close, the flow of hot bleed air to the air conditioning THE AIRCRAFT. HEAT FROM THIS UNIT AND
packs and trim air valves stops. FROM THE EXHAUST CAN CAUSE DAMAGE TO
Each group of two FCVs are controlled and monitored by:
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THE AIRCRAFT STRUCTURE.


- 4 Air Generation System (AGS) applications hosted in CPIOM,
- two Full Digital Air generation unit Controllers (FDACs). Preconditioning by APU
The PACK 1 and PACK 2 P/BSWs installed on the AIR COND panel The preconditioning can be done by the APU on ground.
(1225VM) on the overhead panel, show if there is a failure. The APU air system supplies bleed air to the aircraft pneumatic
These P/BSWs can be used to stop the flow of air through an AGU. system. The AGUs are users of pneumatic system.
The AIR FLOW selector (PACK FLOW selector) on the AIR COND
panel (1225VM) controls the flow of hot bleed air through the air NOTE: Note: the AGUs can operate in this condition.
conditioning packs. It adjusts the flow of air with the flow control
valves. The flow selector has a MAN, LO, NORM and HI position.
The air-management function is in operation in the LO, NORM and
HI positions.
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PRECONDITIONING WITH HIGH PRESSURE - PRECONDITIONING BY HP GROUND CART & PRECONDITIONING BY APU

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AIR-CONDITIONING SYSTEMS DESCRIPTION (2)


Bleed air, from any available bleed supply, flows through two supply
Unpressurized Compartments Ventilation valves and drives both fans. Then air is discharged overboard, through
7 air outlets:
The AGUs installed in the wing roots and the bleed hot air ducts installed
- 3 in the belly fairing,
in the belly fairing dissipate a large amount of heat during operation. The
- 4 in the wing root.
unpressurized compartments ventilation system uses external air to remove
The unpressurized compartments ventilation system is controlled and
and dump this heat overboard.
monitored by:
The system also removes and dumps outside fuel vapors accumulating
- the AGS applications hosted in the 4 CPIOM Bs,
below the wing center box.
- two FDACs.
The two AGUs operate independently. The AGUs supply cold air by
cooling hot bleed air.
NOTE: Note:
Each AGU has:
- the 4 CPIOM Bs incorporate the overall control of the system
- one heat exchanger,
as well as the interface to the Air Data Communication Network
- two cooling units,
(ADCN).
- and one FDAC.
- in the event a FDAC fails, the associated AGU is lost.
The ventilation principle is based on the use of external air from a NACA
In case of system abnormal operation, a visual warning is displayed on
inlet. Air is distributed by means of piccolo tubes and finally dumped
the external power panel.
overboard through air outlets.
In addition an aural warning is triggered through the ground horn.
Each sub-system ihas:
- a turbofan,
- a turbofan supply valve,
- two check valves.
The ventilation of the unpressurized compartments is done by ram air in
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flight or by the turbofans on ground.


The turbofans are pneumatically powered by compressed hot bleed air.
This air is tapped from the cross-bleed system and supplied through the
turbofan supply valve.

NOTE: Note: the unpressurized compartment ventilation system


operates without electrical power.
In flight, external air flows into each pack bay area, through an air inlet.
Both air inlets are in the belly fairing.

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UNPRESSURIZED COMPARTMENTS VENTILATION

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AIR-CONDITIONING SYSTEMS DESCRIPTION (2)


Temperature Sensors Ventilation
To read the temperature under good conditions and give a temperature
Description control optimization, the temperature sensors must be ventilated.
The avionics equipment ventilation system extracts the reheated air In the cabin, the temperature sensors are connected to the compartment
and discharges this air either directly overboard or in the vicinity of air extraction system.
the pressurization control and monitoring system. In the cockpit, the temperature sensor is connected to the extraction
The Temperature Control System (TCS) controls the temperature of sub-system of the avionics ventilation system.
the air in the cabin and cockpit, which comes from the cabin air
distribution system. The air is temperature controlled for the best
comfort of passengers and crew.
The TCS adjusts and controls the temperature of the air in the lower
deck cargo compartments for the transport of sensitive cargo. The
TCS controls the air ventilation system of the cargo compartments.
The Main Deck/ Upper Deck TCS includes 15 cabin temperature
zones and a cockpit temperature zone.
For regulation several temperature sensors are installed as follows:
- seven temperature sensors in the upper deck (UD1 to UD7)
- eight temperature sensors in the main deck (MD1 to MD8)
- one temperature sensor in the flight deck
The TCS applications in the CPIOM-Bs control all functions of the
TCS.
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The zone temperature sensors for the cockpit, MD2, MD5, UD2, UD6
directly transmit the sensed actual temperatures to the TCS application.
The zone temperature sensors for the other zones transmit the sensed
actual temperatures to the Cabin Intercommunication System (CIDS)
directors.
Both TCS and CIDS then share all actual cabin temperatures data.
During system operation, target temperatures can be selected for all
16 cockpit/cabin zones from the AIR panel located in the cockpit
or/and from the Flight Attendant Panels (FAPs) located in the cabin.
The TCS transmits (via the ADCN) the fault messages from the BITE
to the Central Maintenance System (CMS) for failure isolation, failure
memorization and reports generation.
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TEMPERATURE SENSORS - DESCRIPTION & VENTILATION

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AIR CONDITIONING SYSTEM OPS, CTL & IND (2)


General
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) AIR CONDITIONING SYSTEM OPS, CTL & IND (2) Apr 18, 2006
LEVEL II - ATA 36/21/30 Air Systems Page 34
A380 TECHNICAL TRAINING MANUAL
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GENERAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric) AIR CONDITIONING SYSTEM OPS, CTL & IND (2) Apr 18, 2006
LEVEL II - ATA 36/21/30 Air Systems Page 35
A380 TECHNICAL TRAINING MANUAL

AIR CONDITIONING SYSTEM OPS, CTL & IND (2)


Preconditioning Of The A/C Using Low Pressure Ground
Connection

WARNING: MAKE SURE THAT THE FWD AVIONICS ACCESS


DOOR 811 IS OPEN WITH A WARNING PLACARD
ATTACHED TO IT.
THE WARNING NOTICE MUST TELL PERSONS NOT
TO CLOSE THE DOOR. THIS PREVENTS
ACCIDENTAL PRESSURIZATION OF THE AIRCRAFT.

CAUTION: DO NOT USE CONDITIONED AIR FROM THE PACKS


AT THE SAME TIME AS AIR FROM THE
LOW-PRESSURE GROUND UNITS. THIS CAN CAUSE
DAMAGE TO THE CHECK VALVES.
MAKE SURE THAT THE GROUND AIR-SUPPLY UNIT
IS NOT TOO NEAR THE AIRCRAFT AND THAT THE
ENGINE EXHAUST PIPE OF THE GROUND
AIR-SUPPLY UNIT POINTS AWAY FROM THE
AIRCRAFT. HEAT FROM THIS UNIT AND FROM THE
EXHAUST CAN CAUSE DAMAGE TO THE AIRCRAFT
STRUCTURE.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) AIR CONDITIONING SYSTEM OPS, CTL & IND (2) Apr 18, 2006
LEVEL II - ATA 36/21/30 Air Systems Page 36
A380 TECHNICAL TRAINING MANUAL
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PRECONDITIONING OF THE A/C USING LOW PRESSURE GROUND CONNECTION

MAINTENANCE COURSE - T1 & T2 (RR / Metric) AIR CONDITIONING SYSTEM OPS, CTL & IND (2) Apr 18, 2006
LEVEL II - ATA 36/21/30 Air Systems Page 37
A380 TECHNICAL TRAINING MANUAL

AIR CONDITIONING SYSTEM OPS, CTL & IND (2)


Preconditioning Of The A/C Using High Pressure Ground
Connection

WARNING: MAKE SURE THAT THE FWD AVIONICS ACCESS


DOOR 811 IS OPEN WITH A WARNING PLACARD
ATTACHED TO IT.
THE WARNING NOTICE MUST TELL PERSONS NOT
TO CLOSE THE DOOR. THIS PREVENTS
ACCIDENTAL PRESSURIZATION OF THE AIRCRAFT.

CAUTION: MAKE SURE THAT THE GROUND-AIR SUPPLY IS


FREE FROM OIL CONTAMINATION. OIL
CONTAMINATION CAN CAUSE THE SMELL OF OIL
IN THE CABIN AND MAKE THE AIR-CONDITIONING
PACKS UNSERVICEABLE.
MAKE SURE THAT THE GROUND AIR-SUPPLY UNIT
IS NOT TOO NEAR THE AIRCRAFT AND THAT THE
ENGINE EXHAUST PIPE OF THE GROUND
AIR-SUPPLY UNIT POINTS AWAY FROM THE
AIRCRAFT. HEAT FROM THIS UNIT AND FROM THE
EXHAUST CAN CAUSE DAMAGE TO THE AIRCRAFT
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STRUCTURE.

MAINTENANCE COURSE - T1 & T2 (RR / Metric) AIR CONDITIONING SYSTEM OPS, CTL & IND (2) Apr 18, 2006
LEVEL II - ATA 36/21/30 Air Systems Page 38
A380 TECHNICAL TRAINING MANUAL
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PRECONDITIONING OF THE A/C USING HIGH PRESSURE GROUND CONNECTION

MAINTENANCE COURSE - T1 & T2 (RR / Metric) AIR CONDITIONING SYSTEM OPS, CTL & IND (2) Apr 18, 2006
LEVEL II - ATA 36/21/30 Air Systems Page 39
A380 TECHNICAL TRAINING MANUAL

AIR CONDITIONING SYSTEM OPS, CTL & IND (2)


Preconditioning Of The A/C Using APU Bleed Air Supply

WARNING: MAKE SURE THAT THE FWD AVIONICS ACCESS


DOOR 811 IS OPEN WITH A WARNING PLACARD
ATTACHED TO IT.
THE WARNING NOTICE MUST TELL PERSONS NOT
TO CLOSE THE DOOR. THIS PREVENTS
ACCIDENTAL PRESSURIZATION OF THE AIRCRAFT.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) AIR CONDITIONING SYSTEM OPS, CTL & IND (2) Apr 18, 2006
LEVEL II - ATA 36/21/30 Air Systems Page 40
A380 TECHNICAL TRAINING MANUAL
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PRECONDITIONING OF THE A/C USING APU BLEED AIR SUPPLY

MAINTENANCE COURSE - T1 & T2 (RR / Metric) AIR CONDITIONING SYSTEM OPS, CTL & IND (2) Apr 18, 2006
LEVEL II - ATA 36/21/30 Air Systems Page 41
A380 TECHNICAL TRAINING MANUAL

AIR CONDITIONING SYSTEM COMPONENT LOCATION (2)


A/C ZONE 190

MAIN DECK
A/C ZONE 224
A/C ZONE 234
A/C ZONE 244
A/C ZONE 254
UPPER DECK
A/C ZONE 274
A/C ZONE 284
A/C ZONE 294
COCKPIT
A/C ZONE 210
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AVIONICS EQUIPMENT VENTILATION DESCRIPTION (2)


Blowing System NOTE: Note: There is no display related to the blowing system if
the avionics compartments are correctly ventilated:
Architecture/Description - when the blowing fans run,
The blowing system has two independent circuits, installed on the left - when a blowing fan fails and the back-up valve is open.
and right hand sides, in the forward part of the aircraft. Two air filters protect the two blowing fans and the cooling circuit
On each circuit, a blowing fan supplies the appropriate ventilation against dust or other material ingestion.
airflow. If the ventilation of the avionics compartments is not sufficient, the
The left hand system supplies air to the avionics equipments, installed related circuit is shown in amber on the COND PAGE.
on the left hand side, and those in the upper deck emergency power The correctly ventilated circuit is shown in green on the COND PAGE.
center.
The right hand system supplies air to the avionics equipments, installed
on the right hand side, and those in the upper deck emergency power
center too.
The fans operate continuously, as long as the aircraft electrical system
is supplied.
These fans are controlled in variable speed depending on air
temperature.
Two back-up valves are installed to let the air be supplied from the
Mixer Unit.
In case of one blowing fan failure, the associated back-up valve
automatically opens and the related circuit supplies air coming from
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the Mixer Unit, in order to compensate the lack of cold air in the
avionics equipment.
This redundant air source (from the Mixer Unit) lets the avionics
ventilation to be correctly done.
The activation of the redundant circuit is not covered by an ECAM
caution in the cockpit.
Two Cooling Effect Detectors (CEDs) activate the ECAM caution,
when the cooling capacity (flow and temperature) is abnormally low.
On ground, the CEDs also activate the external ground horn and the
external "AVNCS VENT" light installed in the 3000VU on the Nose
Landing Gear (NLG).

MAINTENANCE COURSE - T1 & T2 (RR / Metric) AVIONICS EQUIPMENT VENTILATION DESCRIPTION (2) Apr 18, 2006
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BLOWING SYSTEM - ARCHITECTURE/DESCRIPTION

MAINTENANCE COURSE - T1 & T2 (RR / Metric) AVIONICS EQUIPMENT VENTILATION DESCRIPTION (2) Apr 18, 2006
LEVEL II - ATA 36/21/30 Air Systems Page 45
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AVIONICS EQUIPMENT VENTILATION DESCRIPTION (2)


Blowing System (continued)
Equipment Description
The blower fan 1 (LH) is supplied in 115VAC from the AC BUS 2.
The blower fan 2 (RH) is supplied in 115VAC from the AC BUS 3.
The Backup Valves and the CEDs are supplied in 28VDC from the
DC ESS BUS.
A pressure sensor integrated in the blowing fan, monitors the filter
pressure drop, and the system software determines the remaining
operational time before clogging.
Clogging of the air filters may be also detected by the CEDs and
covered by the associated ECAM caution.
When the cooling capacity (air temperature or/and air flow) of the
blown air is not satisfactory, a CED (one for each circuit) sends a
signal to:
- the Core Processing Input/Output Modules (CPIOMs) which control
the back-up valve opening,
- the Control and Display System (CDS),
- the Central Maintenance System (CMS) for the maintenance
operation.
Air filters may be found inoperative during maintenance check.
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The filter is a fully consumable part (non repairable unit).


The 2 filters are identical and have a weight of 2 Kg.
The filtering device is easy to remove without duct disconnection.
The equipment lifetime is 3000 flight hours (FH).

MAINTENANCE COURSE - T1 & T2 (RR / Metric) AVIONICS EQUIPMENT VENTILATION DESCRIPTION (2) Apr 18, 2006
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BLOWING SYSTEM - EQUIPMENT DESCRIPTION

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AEVS OPERATION, CONTROL & INDICATING (2)


General
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GENERAL

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LEVEL II - ATA 36/21/30 Air Systems Page 49
A380 TECHNICAL TRAINING MANUAL

AEVS OPERATION, CONTROL & INDICATING (2)


Check Of Blowing Filter Status

Filter Replacement
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CHECK OF BLOWING FILTER STATUS & FILTER REPLACEMENT

MAINTENANCE COURSE - T1 & T2 (RR / Metric) AEVS OPERATION, CONTROL & INDICATING (2) Apr 18, 2006
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CHECK OF BLOWING FILTER STATUS & FILTER REPLACEMENT

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AEVS COMPONENT LOCATION (2)


A/C Zone 131

A/C Zone 132


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GALLEY COOLING DESCRIPTION (2)


System Architecture/Description
Generation Of Cold
Two Central Refrigeration Units, containing a condenser and an
evaporator, generate the cooling capacity using outside air.
In flight, the condenser of the Central Refrigeration Unit is cooled by
the airflow from the NACA inlet to the RAM air outlet.
On ground, an actuator opens the ground inlet flap of the related
Central Refrigeration Unit and two fans fulfill the airflow through the
condenser. The actuator closes the flap before flight.
The evaporator in each Central Refrigeration Unit transfers the
generated cold to the coolant fluid.
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SYSTEM ARCHITECTURE/DESCRIPTION - GENERATION OF COLD

MAINTENANCE COURSE - T1 & T2 (RR / Metric) GALLEY COOLING DESCRIPTION (2) Apr 18, 2006
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GALLEY COOLING DESCRIPTION (2)


System Architecture/Description (continued)
Transportation Of Cold
The transportation of cold is operated on two separated loops.
Each loop has:
- a twin pumps assembly, for the coolant fluid circulation,
- two manual Shut-Off Valves (SOVs),
- one reservoir of GALDEN (HT135) on each circuit,
- a Supplemental Cooling System Controller,
- and a GND SVCE panel.
In case of one pump failure in a pump assembly, the second pump
supplies 70% of the normal fluid flow on the related loop.
Each Supplemental Cooling System Controller controls and powers
one pump of each loop pump assembly.
The GND SVCE panel and the SOVs are only used for ground
maintenance operations. The GND SVCE panel access is only possible
by removing a fuselage structure panel.
On the 2 separated loops, the maximum pipe pressure is of 15 bars.
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SYSTEM ARCHITECTURE/DESCRIPTION - TRANSPORTATION OF COLD

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LEVEL II - ATA 36/21/30 Air Systems Page 59
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GALLEY COOLING DESCRIPTION (2)


System Architecture/Description (continued)
Consumption Of Cold
The consumption of cold operates on:
- the trolleys, from the Air Cooling Units,
- and the avionics bays, from the optional Ground Cooling Units.
The trolleys are cooled with the air through or air over principle.
The Air Cooling Units and the optional Ground Cooling Units have
a water drain pipe.
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SYSTEM ARCHITECTURE/DESCRIPTION - CONSUMPTION OF COLD

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GALLEY COOLING OPERATION, CONTROL & IND (2)


General
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GENERAL

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GALLEY COOLING OPERATION, CONTROL & IND (2)


Cold Generation

Users

Coolant Liquid Servicing

Condensers & Filters Service

FAP Indications
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COLD GENERATION ... FAP INDICATIONS

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COLD GENERATION ... FAP INDICATIONS

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GALLEY COOLING COMPONENT LOCATION (2)


A/C Zone 193

A/C Zone 194


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WING ANTI-ICE DESCRIPTION (2)


Pneumatic Sources
The Wing Anti-Ice (WAI) system prevents the accumulation of ice on
the leading edges of the slats No 4, thereby providing ice protection in
front of the outer aileron. The system uses bleed-air from the engines to
heat the slats. The WAI system normally gets its bleed-air supply from
the outer engines (engine 1 & 4) bleed air ducting. The air is then fed via
a telescopic duct to slat No 4 LH and RH.
Piccolo tubes within the slats supply an even distribution of bleed air
directed onto the inner surface of the slat skin. The flow of engine bleed
air to the WAI system in each wing is controlled via a pressure regulating
WAI control valve. A second, redundant, valve is included into the system
to give increased system availability.
If the bleed-air supply is not available, it is supplied from either the inner
engines on the same wing via a cross-feed system, or engines on the other
wing through a cross-bleed system. The bleed-air can also be supplied
from the APU or from the HP ground carts.
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PNEUMATIC SOURCES

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WING ANTI-ICE DESCRIPTION (2)


running for 35 seconds or more, the ECAM/SD displays a warning
Control, Monitoring & Electrical Power Supply message, to prevent overheat damage to the slats.
Human factor point:
The WAI system has three modes of operation:
- normal (Automatic),
WARNING: BE CAREFUL WITH HOT ITEMS (PROBES, DUCTS,
- manual and,
ETC) AFTER FLIGHT OR TEST.
- ground test.
Automatic mode
The automatic mode is the normal operation mode of the aircraft. This
mode is selected when the AUTO MODE P/BSW on the ANTI ICE
section of the overhead panel is pushed in.
The active Anti-Ice Control Unit (AICU) 1 or 2 will automatically activate
and monitor the operation of its associated pair of wing anti-ice valves:
- AICU 1 controls the RH and LH outer valves,
- AICU 2 controls the RH and LH inner valves.
The AICUs are two computers installed in the main avionics compartment;
they are supplied with 28 VDC BUS 1 and 2. Both AICUs activate and
monitor the operation of all four WAI valves.
Manual mode
Manual mode is available in all flight operations. It is selected when the
AUTO MODE P/BSW on the ANTI ICE section of the overhead panel
is released out. The WAI system can then be operated manually when
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the WING P/BSW is pushed in, on the ANTI ICE section.


Both AICUs activate and monitor the operation of all four WAI valves.
Ground test mode
The WAI system is used in flight only, but the system can be tested on
ground. When the aircraft is on ground, selecting ON the WING P/BSW
can start the automatic test facility. The "On ground" condition is
determined from "landing gears compressed" signal from the Landing
Gear Extension and Retraction System (LGERS). Activation in manual
mode on ground is limited; the WAI valves will stay open for only 30
seconds. The test function will be monitored and in the event of the test

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CONTROL, MONITORING & ELECTRICAL POWER SUPPLY

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CONTROL, MONITORING & ELECTRICAL POWER SUPPLY

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WING ANTI-ICE SYSTEM OPERATION, CTL & IND (2)


General
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GENERAL

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LEVEL II - ATA 36/21/30 Air Systems Page 77
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WING ANTI-ICE SYSTEM OPERATION, CTL & IND (2)


Wing Anti-Ice Pushbutton Switch
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WING ANTI-ICE PUSHBUTTON SWITCH

MAINTENANCE COURSE - T1 & T2 (RR / Metric) WING ANTI-ICE SYSTEM OPERATION, CTL & IND (2) Apr 18, 2006
LEVEL II - ATA 36/21/30 Air Systems Page 79
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WING ANTI-ICE SYSTEM OPERATION, CTL & IND (2)


Wing Anti-Ice Pushbutton Switch (continued)
ECAM System Display-Bleed Page
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WING ANTI-ICE SYSTEM COMPONENT LOCATION (2)


Main Avionics Bay
A/C Zone 121
A/C Zone 122
LH Wing Leading Edge-Slat 4
A/C Zone 522
RH Wing Leading Edge-Slat 4
A/C Zone 622
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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED

AN EADS JOINT COMPANY


WITH BAE SYSTEMS

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