Airbus 21 A300 A310 Air Conditioning

MTT M540000/R3.41 17AUG01MTT M540000/R3.41 17AUG01For Training Purposes OnlyFor Training Purposes Only ATA 21ATA 21

A300/A310A300/A31021-21-11

ATA 21ATA 21Air ConditioningAir Conditioning

andandPressurizationPressurization


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AIR CONDITIONING SYSTEMAIR CONDITIONING SYSTEMGENERALGENERAL


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General

The air conditioning and pressurization systems maintain the air in thepressurized compartments at the desired level of pressure, temperatureand freshness.

Bleed air is cooled, conditioned and distributed to the individualcompartments (flight compartment and cargo compartments) and thendischarged overboard through outflow valves (pressure regulatingvalves) and fixed vent holes. A part of the cabin air is recirculated.

The required bleed air for the system is supplied either by enginecompressors or APU or a high pressure ground air supply unit.

Conditioned air can also be supplied directly to the cabin air/distributionsystem by a low pressure ground connection.

A ram air inlet is also provided for fresh air ventilation, in flight when theair conditioning systems are not operating.

Pressure and pressure variations in the pressurized compartments arecontrolled automatically by adjusting the outflow valves. Twopneumatically operated safety valves are also provided in the pressurecontrol system.

The underfloor air is used for ventilation of the electronics racks, in thecargo compartment heating and ventilation systems, and for generalventilation of other underfloor areas inside the pressurized fuselage.


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A300 General System Layout


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A310 Air Conditioning and Pressurization System - General Layout and Differences

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Flight Compartment and Cabin Temperature Control System

The flight compartment and the three cabin zones are each provided withan independent temperature control system, capable of automatic ormanual operation.

In automatic control, the compartment temperature controller receivesinputs from the zone inlet and zone ambient temperature controlsensors, signals from the APU and pack temperature demand controllerand from the COMPT TEMP selectors.

The controller modulates the trim air valve, which mixes hot air with coldair to obtain the required air temperature.

The hot air comes from the LH and RH hot air manifolds through a singlehot air supply valve, regulated at 4 PSI above the cabin pressure.

The compartment temperature controller limits the maximum duct inlettemperature to 165°F with an overheat protection rated at 190°F causingthe hot air supply valve to close.

In case of automatic control failure, the zone temperatures may bemanually controlled by direct operation of the trim air valves and manualadjustment of the pack discharge temperatures, using controls providedon the overhead panel.

A. COMPARTMENT TEMPERATURE SELECTORS

Selects temperature for automatic control or provides manualcontrol of temperature.

AUTO-Associated compartment temperature is controlled relative toselector position. Full range is from 65° to 85°F. Mid position is75°F.

MAN-Associated compartment temperature is manually controlledby positioning the zone trim air valve. Selector is spring loaded tocenter position.

B. HOT AIR SUPPLY VALVE SWITCH

Opens or closes the hot air supply valve. When valve is open, hotair is provided to the hot air manifold. When switch is pressed in,valve opens.

C. COMPARTMENT TEMPERATURE INDICATOR

Indicates cabin temperature in degrees Fahrenheit.

D. DUCT TEMPERATURE INDICATOR

Indicates duct temperature in degrees F to selected compartment.

E. COMPARTMENT/DUCT TEMP. SELECTOR

Selects the zone or cargo compartment for which temperaturereadings are desired. When selector is set to CRT, all compartmentand duct temperatures are indicated on ECAM. When selected to aposition other than CRT, temperatures are indicated on thetemperature indicator, and ECAM displays XX for thatcompartment/duct.


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A300 Air Conditioning Temperature Control

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AIR CONDITIONINGAIR CONDITIONINGPACK UNITSPACK UNITS

NUMBER 1 AND 2NUMBER 1 AND 2


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Location of Air Conditioning Packs

Both air conditioning packs on this aircraft are located below the mainpassenger compartment floor and forward of the main gear wheel wells.

Access to the packs is through panel 147BZ located on the forward wallof the main gear wheel well.


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Pack Location

FWD

FWD


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Pack Component Locations1. The Air Cycle Machine (AVM) comprises:

• A Cooling Turbine Assembly including a Compressor, Turbine and Fan• A Anti Ice Valve and associated system provided to bypass the Cooling

Turbine Assembly• A Compressor Bypass Check Valve• A Fusible Plug and Thermostat at the Compressor Outlet• A Fusible Plug and Thermostat at the Turbine Inlet

2. The Cooling Turbine is a Rotating Assembly including a Turbine,Compressor and Fan mounted on a common shaft. The shaft is supportedby two Air Bearings. The Cooling Turbine provides cool air for the AircraftAir Conditioning System; when Ram Air is not available (In Flight at lowspeed or during ground conditions). The Cooling Turbine circulates air fromthe Heat Exchanger.

3. The Compressor Discharge Check Valve enables air to bypass theCompressor which reduces the drag load on the shaft. When theCompressor rotates at low speed with the Inlet Pressure higher than theOutlet Pressure. The valve is composed of two semi-circular flap type.

4. The Anti Ice Valve modulates the hot air flow at theTurbine Outlet toprevent the Water Separator and the Turbine Outlet from icing up, and tomaintain temperature around Dew Point. The valve is equipped with avisual indicator. It is pneumatically actuated and spring loaded CLOSED.

In the event of ice formation on the Anti Ice Screen at the Turbine Outlet, thedifferential pressure across the Anti Ice Screen and the Water Separatorcauses the valve to OPEN.

5. The Pack Flow Control Valves control bleed airflow. The valves limit theairflow through the Refrigeration Unit Packs so that a virtually constantvolumetric airflow is maintained to supply the pressurized compartments.

6. The Water Separation System removes moisture from the TurbineDischarge Air and injects the moisture into the ram airstream upstreamof the Heat Exchanger. The System consists of a Water Separator,Water Injectors and an Anti Ice Screen.

Water InjectorWater collected at the base of the Cooling Turbine and Water Separatordrained and sprayed into the Heat Exchanger Inlet by two Water Injectors.Sprayed water evaporates and provides additional cooling effectiveness bythe Heat Exchanger.


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Pack Component Location


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Ozone Reducing SystemGENERAL

The purpose of the Ozone Reducing System is to avoid ozoneconcentration in the Flight Compartment, Courier Area and Cabin.

DESCRIPTION

The Ozone Reducer Unit is installed at the air inlet of each Pack FlowControl Valve, upstream of the Refrigeration Unit Pack Number 1 and 2.It is a honeycomb monolithic catalyst.

FIN NUMBERS

LH OZONE REDUCER / FIN 21A013RH OZONE REDUCER / FIN 21BO13

LOCATION

Both units are located in the Air Conditioning Bay are identical inappearance.

INSTALLATION FEATURES

The Ozone Reducer Unit is installed between the OUTLET of the LH andRH Bleed Air System Ducts and the INLET of the LH and RH Pack FlowControl Valve Inlet Flange areas.

Two clamps at each end of the unit secure the Ozone Reducer Unit.Observe proper installation and torque clamps as per Torque Value givenon the clamp.

During installation of the units, ensure that air flow direction arrow ispointing AFT to the Pack Flow Control Valve air INLET flange area.

EFFECTIVITY

FedEx A310-200 Series Aircraft Registration: N416FE thru N422FE.


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Ozone Reducing System - Component Locations


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Air Conditioning Packs

A part of the unconditioned hot air is tapped upstream of the two packs,just downstream of the pack valve and directly fed to a hot air manifold,through a single hot air supply valve.

The air supplied to the pressurized compartments is temperaturecontrolled by mixing, for each compartment, cold air with hot air from thetwo manifolds.

Each pack includes:

• A pack valve which is a pneumatically operated, electricallycontrolled butterfly valve, delivers air to the pack, and in normaloperation, regulates an approximately constant volumetric airflow.

Two flow controls are possible: Normal or Economic. The selection of theeconomic flow in cruise reduces the quantity of bleed air required; thusresulting in a small fuel saving. Economic flow is not available on groundor in case of single pack operation.

NOTE: The information "ECON FLOW SELECTED" is displayed on theECAM MEMO page.

In the absence of air pressure, and independently from any electricalsupply, the pack valve is spring-loaded closed. It remain s open in theabsence of electrical supply, provided it is pneumatically supplied.

• A refrigeration unit, consisting of a compressor, a turbine and a fanmounted on a common shaft, and an air to air heat exchangerlocated between the compressor and turbine The energy provided bythe expansion of the air in the turbine is used mainly to cool the airalready cooled in the heat exchanger, and to drive the compressorand fan.

Fusible plugs and thermostats at the compressor outlet and turbine inlet,protect the system in case of excessive temperature.

• A turbine bypass valve which admits more or less flow through theturbine.

• A water separator collecting small droplets of water, afterseparation from the air by inertia in a coalescer: this water is thensprayed through an injector at the inlet of the air to air heatexchanger to aid in cooling the air through the heat exchanger.

• A cooling airflow system to modulate the precooled flow of theconditioning air in the heat exchanger. The cooling air inlet is closedby a deflect door during the takeoff and landing phases, and is openduring flight and on the ground. The cooling air outlet is equippedwith a modulation flap which is linked to the turbine by pass valve bymeans of a teleflex cable and modulates the flow of cooling air asrequired.

• An emergency ram air inlet located forward of the air conditioningpack #1 cooling air inlet, provides for ventilation of the pressurizedfuselage with ram air. The opening of the ram air inlet is onlyauthorized in flight when the cabin differential pressure is less than 1PSI.


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Air Cooling - Airflow Diagram


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Pack Flow Control Valve

The two flow control valves control the total air quantity passed throughthe two air conditioning groups into the pressurized areas of thefuselage.

These valves may be switched manually for "normal" operation, or for"economic" operation, or closed for pack isolation. They also incorporatean attenuating characteristic to alleviate pressure transients in the packsduring pack starting, supply switching, etc.

Pack valve solenoids “A” and “B” when de-energized provide or attainnormal (100%) flow through the pack valve assembly.

Solenoid “A” (shown): The solenoid valve assembly is provided to selecteither the low flow or high flow setting.

For operation on decreased flow (68%), solenoid “A” is energized.

Solenoid “B” (shown): The solenoid valve assembly is provided foroperation of the shutoff control for the pack valve irrespective of theposition of solenoid “A.”

Closure of the pack valve for shutoff operation is accomplished byenergizing solenoid “B.”

Manual override cam: The cam is rotated manually to vent supplypressure and close butterfly for maintenance and/or MEL requirement.


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Pack Flow Control Valve


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Pack Compressor Bypass Check Valve

This valve consists primarily of a body and two semicircular flapperassemblies hinged about a center post. With the flapper assemblies inthe closed position, a differential pressure of one inch of water isrequired to crack open the flappers.

With the flapper assemblies open, air is permitted to flow in the directionof the arrow on the body assembly. A reverse flow of 15 lb/min. atstandard sea level density will close the flapper assemblies and initiatecheck. This valve is designed to provide the pneumatic system with oneway air flow only.


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Pack Compressor Bypass Check Valve

DOWN


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Fan Bypass Check Valve

The fan bypass check valve is a rectangular, single flapper configurationmade of a high temperature resistant fiberglass material. A metal hingeis molded into the fiberglass. It is mounted in the ram air plenumassembly by means of supporting brackets. The brackets may beremoved allowing removal of the valve. The face of the flapper bears anelastomeric sealing surface. The valve seal or mating surface is anintegral part of the ram air plenum.

The valve will open during all operating conditions when ram air exceedsthe fan capacity. Conversely, the valve will check when ram isinsufficient to maintain positive pressure upstream of the fan andprevents recirculating airflow from fan outlet to fan inlet. Slots in eitherend of the hinge pins provide a means of visually determining valveposition and freedom of movement.


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Fan Bypass Check Valve Location


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Ram/Turbine Bypass Valve Actuator

A ram/turbine bypass valve actuator is located at each ram air exitenclosed within the air conditioning bay external fairings. The actuator isa 115 V AC operated linear actuator, with longitudinal movementachieved by a multi-stage worm gear. The ram air outlet flap is actuatedby a lever connected to a push rod assembly. A teleflex cable isconnected between the lever assembly and the turbine bypass valve.

The actuator operates on a receiving signal from the pack temperaturecontroller or the PACK MODE SEL switch when in the manual position.Limit switches located in the switch housing of the actuator transmit theend positions to the pack controller. These switches are actuated by acam mounted on the gear. The actuator stops operating when anoverheat switch opens 347°F (175°C) but operates again when theswitch closes 266°F (130°C).


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Ram/Turbine Bypass Actuator and Turbine Bypass Valve (TBV)


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Pack Anti-ice Valve

The anti.-ice valve is located in a duct between the compressor inlet andthe turbine outlet muff of each air-cycle machine.

The anti-ice valve functions to bypass hot air across the air cyclemachine to prevent the water separator and turbine outlet muff fromfreezing. The valve consists of inlet and outlet ports, a poppet, anactuator spring, damping orifice, and an actuator. The actuator consistsof two chambers, separated by a diaphragm.

One chamber (A) contains the actuator control pressure port connectedby a sense line to a point downstream of the water separator.

The second chamber (B) is opposite the first and contains a sensing portwhich is open to the upstream side of the water separator and anti-icescreen. The anti-ice valve is controlled by differential pressure across theanti-ice screen and water separator.

The pressure is sensed between chamber A and chamber B of theanti-ice valve. When the screen is not iced, the poppet is springloadedclosed and a normal Delta P pressure exists across the screen andwater separator. If ice begins to form, the upstream pressure begins tobuild up in chamber B relative to downstream pressure in chamber A. Ata predetermined Delta P pressure, chamber B begins forcing the poppetoff the seat. As the poppet opens, hot air from the compressor inlet isadmitted into a muff on the turbine outlet and mixes with the turbinedischarge flow, thereby raising the temperature and melting the ice. Toprevent the pack from shutting down in the event of flash freezing of thewater separator, a line branching off the anti-ice valve outlet ductbypasses a small amount of hot air into the turbine discharge airbetween the anti-ice screen and water separator.


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Pack Anti-Ice Valve

FWDFWD


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A. Compressor Discharge Pneumatic Thermostat and Turbine InletPneumatic Thermostat

The compressor discharge and turbine inlet pneumatic thermostats aredifferential pressure thermostats which supply overheat protection for theair-cycle machine. The compressor discharge thermostat is located inthe compressor discharge duct adjacent to the fusible plug. The turbineinlet thermostat is located in the turbine inlet duct adjacent to the fusibleplug. A pressure sense line from the flow control valve is connected tothe thermostats.

B. Compressor Discharge overtemp Fusible Plug and Turbine InletOvertemp Fusible Plug

A sense line from the flow control valve is connected to the primary(thermostat) overtemperature protection device and the secondaryfusible plug. If the primary overheat protection is disabled and the outlettemperature is between 610°F (321°C) and 650°F (343°C) for the turbineinlet, the fusible element melts (indicator pops up for turbine inlet) andvents pneumatic pressure from the flow control valve actuator chamber.The fuse plug is non-resettable and incorrect installation is prevented bythe mounting boss being of different sizes.

Both pneumatic thermostats are physically identical except for theposition of the triangularly-shaped mounting flange. The difference inmounting hole position ensures installation of thermostat into the correctduct. If the duct air approaches the actuation temperature, thetemperature sensing elements begin to respond with increasingtemperature, a guide in the control valve follows the reaction of thesensing elements and allows a check ball to move off its seat. Theopening created causes the pressure in the chamber of the flow controlvalve to decrease, causing the valve to go to a closed position reducingthe inflow of pneumatic bleed air into the air-cycle machine. After a cooldown period, the thermostat will close, allowing re-opening of the valve.

Air Cycle Machine (ACM) Overheat Protection Devices


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ACM Overheat Protection Devices


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Pack Temperature Control

Each pack outlet temperature is controlled by a pack temperaturecontroller associated with the pack outlet temperature sensor and tem-perature demand signal from the APU/pack temperature demandcontroller. The temperature is adjusted according to a predeterminedsequence of opening and closing the turbine bypass valve and the flapfor modulating the heat exchanger cooling air.


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A300/A310 Pack Temperature Control - Component Location


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Pack Deflect Door Actuator

During the takeoff and landing phases, the external cooling air inlet to theheat exchanger is blanked off by a deflect door operated by apneumatically actuated and electrically controlled actuator. This blankingoff of the inlet prevents foreign objects from entering the air inlet andprotects the heat exchangers from damage. Cooling air is then extractedfrom the air conditioning compartment. The deflect door is extended(inlet blanked off) under the following conditions:

• Takeoff: during the pre-pressurization phase, i.e. both enginesrunning and at least one throttle advanced beyond the 22° position.The deflect door remains extended until the main gear wheel speeddrops below 70 knots or at the end of the pre-pressurization phase(15 seconds after takeoff).

• Landing- upon compression of the main gear shock absorber. Thedeflect door remains extended as long as the main gear wheel speedis above 70. knots plus a ten second delay.

The deflect door retracts (inlet open) under the following conditions:

• On the ground with throttle reduced,

• On the ground with wheel speed less than 70 knots,

• In flight.


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Pack Deflect Door Actuator


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Moisture Protection Devices

A. WATER SEPARATOR

The water separators are located in the air conditioning compartmentdownstream of the air-cycle machine. The water separator removesmoisture by coalescing the minute water droplets and separating thedroplets from the turbine outlet airstream by centrifugal action., Thewater separator comprises a conical coalescer, a coalescer supportcone, a collector section, an access cover with a bypass valve, andwater drain. Removal and installation of the coalescer and differentialpressure indicator may be accomplished without removing the waterseparator.

B. ANTI-ICE SCREEN

The anti -ice screen is located in the turbine discharge duct upstream ofthe water separator. The anti-ice screen functions to prevent an icingcondition from developing in the turbine discharge area and the waterseparator. If ice accumulates on the screen, pressure builds up in theturbine outlet duct and the anti-ice screen senses an increase indifferential pressure across the screen and water separator, the anti icevalve then opens to bypass hot air into the turbine muff, increasing airtemperature from the turbine outlet to reduce freezing on the screen andprevent freezing of the water separator.

C. WATER INJECTOR

The water injectors are located in the heat exchanger ram air inlet duct ofeach air conditioning pack. The injector is a nonclogging jet pump withthe riser connected to the water separator and the straight-through portconnected to the heat exchanger outlet manifold. Water is pumped intothe ram airstream by action of the high-velocity airstream flowing throughthe straight-through port. The water is sprayed and evaporates in theairstream, providing additional cooling effectiveness by the heatexchange.


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Moisture Protection Components


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A300/A310 Air Cooling System - Water Separator Operation - GeneralGENERAL

The Air Conditioning Water Separation System removes moisturefrom the Turbine Discharge Air and injects the moisture into the ramairstream upstream of the Heat Exchanger. The system consists ofa Water Separator, Water Injectors and Anti Ice Screen.

OPERATIONWATER SEPARATOR

The Water Separator operates by inertia and removes moisture fromthe Cold Turbine Discharge Air.

Cold Turbine Discharge Air enters the Water Separator andencounters the Coalescer which coalesces the water particles intolarge droplets which are projected under centrifugal action onto theperforated Collector Ring.

Water is discharged through a Drain Port at the bottom of theSeparator. If the Coalescer is clogged or iced up, pressure at theSeparator Inlet builds up, the Bypass Valve opens which causes theexcess air to flow through the unit.

Before entering the Water Separator A015 (B015), the Cold TurbineDischarge Air is mixed with the Turbine Bypass Air (Air Mixingcontrolled by the Pack Temperature Control System (Reference:ATA 21-61-00). The air enters the Water Separator wherecondensed water is removed and sprayed into the Cooling Air InletDuct upstream of the Heat Exchanger through Water Injectors FINA031 and B031 (FIN C031 and D031).

WATER INJECTORS

Water collected at the base of the Cooling Turbine and WaterSeparator is drained, and sprayed into the Heat Exchanger Inlet bytwo Water Injectors. Sprayed water evaporates and provides coolingeffectiveness by the Heat Exchanger.

In the event of ice formation, Anti Ice Screen A029 (B029) installedupstream of the Water Separator causes the Anti Ice Valve to OPENin order to regulate the hot airflow at the Turbine Outlet.

The Cold Air discharged from the Water Separator flows throughCheck Valve A016 (B016) before being collected in the Cold AirManifold (CAM) which is common to Pack Number 1 and 2 prior todistribution to the Flight Compartment, Courier Area, and Main DeckCargo Compartment (MDCC) Zones.


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A300/A310 Air Cooling System - Water Separator - Installation and Decals


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A300/A310 Water Separator - Servicing Coalescer Bag

1. Reason for the Job

A. Replacement or cleaning of water separator coalescer.

2. Equipment and Materials ------------------------------------------------------------------------------- ITEM DESIGNATION ------------------------------------------------------------------------------- A. Access Platform 2.6 m (8 ft. 7 in.) B. Warning Notice C. Mild Detergent Referenced Procedure - 32-12-11, P. Block 301 Main Gear Main Door - (Ground Door(s) Opening)

3. Procedure

A. Job Set-Up (1)On COMPT TEMP panel 437VU - Make certain that PACK VALVE 1 and 2 pushbutton switches are released (out). (2)Display warning notices prohibiting pressurization of pneumatic system. (3)Open main landing gear door (Ref. 32-12-11, P. Block 301 ). (4)Position access platform. (5)Remove air conditioning compartment access door 147BZ.

B. Removal (Ref. Fig. 301 ) NOTE : Instructions for removal/installation are written on water separator cover. (1)Remove cover (4). (2)Remove coalescer assy from housing (1). (3)Untie cords at each end of coalescer bag (3) ; remove coalescer bag (3) from coalescer (2).

C. Check/Cleaning (1)Check coalescer bag for evidence of damage or contamination. - Replace coalescer bag if damaged - wash coalescer bag if contaminated. NOTE : Do not rub or stretch coalescer.

D. Installation (1)Install coalescer bag (3) on coalescer (2) and tie cords. (2)Install coalescer assy large end first in housing (1). (3)Make sure that seal (6) is correctly installed. (4)Install cover (4). NOTE : Make sure that the coalescer (2) is correctly installed in order not to damage the cross wire (5) with the cover (4).

E. Close-Up (1)Make certain that working area is clean and clear of tools and miscellaneous items of equipment.

Reference:A300/A310 AMM21-51-16-3 Servicing


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A300/A310 Water Separator and Coalescer Bag

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A310A310


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AIR CONDITIONING EMERGENCY RAM AIRAIR CONDITIONING EMERGENCY RAM AIRVENTILATION SYSTEMVENTILATION SYSTEM


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Emergency Ram Air Inlet

In case of failure of both packs, pressurized fuselage ventilation may beassured by a dynamic airflow provided by the emergency ram air inlet.This auxiliary air inlet is operated by an electric screwjack, which iscontrolled by the RAM AIR pushbutton switch located under a safetycover on the Overhead COMPT TEMP Panel, 437VU (A300/A310).

The emergency ram air inlet is located on the forward part of theleft-hand heat exchanger inlet blister.

Ducting from the auxiliary air inlet joins the air conditioning distributioncircuit at the cold air manifold. A check valve is installed to preventreverse air flow when the ram air is not used for emergency purposes.


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Emergency Ram Air

AIRAIRINLETINLET


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LEFT BLANK


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AIR CONDITIONING PACKAIR CONDITIONING PACKAND COMPARTMENTAND COMPARTMENT

TEMPERATURE CONTROLTEMPERATURE CONTROL


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Pack Temperature Control System

Each pack discharge temperature is controlled by a Pack TemperatureController associated with the Pack Outlet Temperature Transmitter anda demand signal from the APU and Pack Temperature DemandController. The pack discharge temperature is adjusted according to apredetermined sequence to open or close the Turbine Bypass Valve andthe associated flap modulating the Heat Exchanger cooling air.

In automatic mode, the Pack Temperature Controller:

• limits the pack discharge temperature.

• modulates the pack discharge temperature according to, the zoneambient temperature demands.

In case of failure of the automatic control, manual control can beselected by means of the PACK MODE SEL pushbutton switch, onthe PACK TEMP overhead panel.

Maximum cooling is obtained by fully closing the Turbine BypassValve and fully opening the heat exchanger cooling air modulationflap.


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APU/Pack Temperature Demand Controller & Pack Temperature Controller Locations

Location: ElectronicLocation: ElectronicRack 90VU - Shelf 91VURack 90VU - Shelf 91VU


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APU/Pack Demand Controller BITE Function

PACK SUBSYSTEM ZONE SUBSYSTEMBITESWITCHPOSITION INDICATES

FAULT INTEST METHOD INDICATES

FAULT INTEST METHOD

1. Temp demandcontroller

Inject signal intodiscriminator andcheck sum ofoutputs of packscaling amplifiers.

Tempdemandcontroller

Inject signal intodiscriminatorand check sumof outputs ofpack scalingamplifiers.


Inject signal intodiscriminator andcheck APU speeddemand signal formaximum cooling.


Inject signal intodiscriminatorand check APUspeed demandsignal formaximumcooling.


inject signal intodiscriminator andcheck APU speeddemand signal formaximum hearing.


Inject signal intodiscriminatorand check APUspeed demandsignal formaximumhearing.

4. Pack tempcontroller

Check bridgepower supplyoutput

Zone tempcontroller

Check bridgepower supplyoutput

5. No test Zone tempcontroller

Inject signal intoduct amplifierend checkamplifier output

PACK SUBSYSTEM ZONE SUBSYSTEMBITESWITCHPOSITION INDICATES

FAULT INTEST METHOD INDICATES

FAULT INTEST METHOD

6. No test DM actuator inmore heatdirection.

No test Drive actuator inmore heatdirection.


Override bridgeout- put with signalto producemaximum coolingoutput

Zone tempcontroller

Override bridgeout- put withsignal toproducemaximumcooling output


Override bridgeout- put with signalto producemaximum heatingoutput

Zone tempcontroller

Override bridgeout- put withsignal toproducemaximumheating output


Override bridgeout- put to producea nulled output

Zone tempcontroller

Override bridgeout- put toproduce a nulledoutput

10. Pack/Zonetemp controlsensor

Check output ofbridge

zone inlet(duct)sensor

Check output ofbridge

11. No test Zone(Compt)sensor

Check output ofbridge.

12 No test Zone selector Check selectorout- put signal.


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APU and Pack Temperature Demand Controller/FIN 37HK


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A300/A310 Temperature Control Panel 437VU - Components and Locations


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A300/A310 Flight Compartment and Cabin Temperature Control - Component Location in Cabin

Zone Inlet Temperature Control SensorZone Inlet Temperature Control Sensor29HK, 30HK, 31 HK, 32HK29HK, 30HK, 31 HK, 32HK

Zone Ambient Temperature Control SensorZone Ambient Temperature Control Sensor33HK, 34HK, 35 HK, 36HK33HK, 34HK, 35 HK, 36HK

Ambient Temperature SensorAmbient Temperature Sensor62HK, 64HK, 65 HK, 66HK62HK, 64HK, 65 HK, 66HK


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Pack Valve Controls and Indicators1. PACK VALVE Indicator

Flowbar on: valve is open.Flowbar off: valve is closed.

2. PACK VALVE 1 (2) Pushbutton Switches

Controls automatic operation or manual closure of the respectivepack valve.

• Auto (P/B switch pressed - in):Valve is pneumatically controlled.

The valve is electrically closed when:

• the ENG FIRE handle is pulled.• CABIN PRESS VALVES OUTFLOW P/B switches are selected

OFF• the ENG START selector is on CRANK or START A or START B

position• the ENG START selector is on CONT RELIGHT position and

one of the two START valve is controlled open.

The valve is pneumatically closed when overheat occurs atcompressor outlet or turbine inlet exceeding the limits of thethermostats or fusible plugs. The valve is closed by spring force, if itis not supplied with pneumatic pressure.

• OFF (P/B switch released-out):The valve is electrically closed. The OFF light illuminates White.

• FAULT:Illuminates Amber, when the position of the pack valve disagreeswith the selected position. If the FAULT light remains on for more

than 60 sec. the ECAM system is activated. Momentaryillumination occurs when valve is in transit.

3. RAM AIR Pushbutton Switch (guarded)

Controls the ram air inlet which supplies ambient air to the cold airmanifold, if required.

• ON (P/B switch depressed-in)ON light comes on Amber.The ram air inlet will open, provided CABIN PRESS/VALVES/OUTFLOW 1 and 2 P/B switches are not selected OFF.

• OPENThe FWD and AFT outflow valves will open simultaneously topermit unrestricted ventilation . Will come on Green, when theram air inlet is fully open.

• OFF (P/B switch released-out)The ram air inlet closes. The FWD and AFT outflow valves returnto normal regulation.

4. ECON FLOW Pushbutton Switch (Inoperative on ground; operativein flight)

• ON (P/B switch pressed-in)ON light comes on Blue.In flight, pack valves are controlled automatically to give 68% ofnormal flow (economic flow).

NOTE: The indication "ECON FLOW SELECTED" is displayed on theMEMO page.


A300/A310A300/A31021-21-5757

Pack Valve Controls and Indicators

2

13

4


A300/A310A300/A31021-21-5858

Pack Controls and Indicators(1) Pack Valve Position Indication

Green Pack valve is open

Amber Pack valve is closed

(2) Pack Flow Indication

Index comes on green in normal operation. It comes on amber when P <0.5 PSI.

(3) Pack Symbol Indication

In normal operation, pack symbols come on white. They come on amberwhen pack valve is closed, and engine START is not selected.

(4) Turbine Inlet Temperature Indication Turbine inlet temperature indicationcomes on green in normal operation. Indication flashes when T°> 95°C <120°C and becomes amber when T°> 120°C.

(5) Turbine by pass Control Valve Position Indication

Indication comes on green. C = cold, valve closed and H = hot, valve fullyopen.

(6) Pack Discharge Temperature Indication

Indication comes on green; it comes on amber when T°S 18°C.

(7) Ram Air Inlet Valve Indication

Green Ram air inlet is open

Green Ram air inlet is closed

(8) Cold Air Duct Supply Indication

Indication comes on green; it comes on amber when no cold air issupplied.

(9) PACK 1 (PACK 2) MODE SEL Pushbutton Switch

Pack temperature control mode (operation of turbine by pass temperaturecontrol valve and cooling air modulation flap) is selected by P/B switchoperation

AUTO (P/B switch pressed - in)

Pack discharge temperature is automatically controlled between19.5° F and 145° F, according to the compartment demands asprocessed by the APU and pack temperature demand controller.

MAN (P/B switch released - out)

MAN light comes on white, pack discharge temperature is manuallycontrolled by adjustment of the turbine by pass valve through thepack discharge COLD/HOT selector.

(10) Pack Discharge COLD/HOT Selector

When the respective PACK MODE SEL P/B switch is selected MAN,turbine by pass valve is adjusted by selector operation. The switch isspring-loaded to neutral.

COLD

Turbine by pass valve closes, pack discharge temperature decreases.

HOT

Turbine by pass valve opens, pack discharge temperature increases.

MAX COOL Pushbutton Switch

(11) ON (P/B switch pressed - in)

ON light comes on blue.Pack discharge temperature lower limit is decreased from 39° F to 19.5°F.


A300/A310A300/A31021-21-5959

Pack Controls and Indicators

1

2

3

4

5

6

78

10 9

11


A300/A310A300/A31021-21-6060

Cabin DistributionGENERAL

Each of three MDCC Temperature Zones (MID 1, MID 2, AFT) is supplied withconditioned air from Distribution Ducts branching out from the Hot and Cold AirManifolds. Two Riser Ducts pass between the fuselage skin and the Main DeckCargo Compartment (MDCC) interior sidewall panels. In the area above the ceilingpanel’s connections to the AFT and MID Zones supply ducts are connected. In theirrespective zone the supply ducts have holes as air outlets.

A third duct passes between FWD Cargo Ceiling and Main Deck Cargo Floor and isdivided into two riser ducts. Two supply ducts, connected to the RiserDuct; supply the FWD Zone (Courier Area) with Door Heating and IndividualAir.

MDCC Components----------------------------------------------------------------------------------------------------FIN FUNCTIONAL DESIGNATION PANEL ZONE ACCESS DOOR----------------------------------------------------------------------------------------------------22HG PBsw-MAIN DECK CARGO VALVES 438VU 21223HG RELAY-SMOKE AUTO CLOSE 103VU 120 121BL25HG RELAY-VALVE BYPASS F.O. SIGNAL 103VU 120 121BL26HG RELAY-VALVE BYPASS F.C. SIGNAL 103VU 120 121BL27HG RELAY-VALVE RH F.C. SIGNAL 103VU 120 121BL28HG RELAY-VALVE LH F.C. SIGNAL 103VU 120 121BL29HG RELAY-VALVE RH F.O. SIGNAL 103VU 120 121BL30HG RELAY-VALVE LH F.O. SIGNAL 103VU 120 121BL101HG VALVE-BYPASS 130 ATA 21-22-31102HG VALVE-ISOLATION LH 130 ATA 21-22-31103HG VALVE-ISOLATION RH 130 ATA 21-22-3122HG P/BSW-MDCC VALVES 438VU 21223HG RELAY-SMOKE AUTO CLOSE 103VU 120 121BL25HG RELAY-VALVE BYPASS F.O. SIGNAL 103VU 120 121BL26HG RELAY-VALVE BYPASS F.C. SIGNAL 103VU 120 121BL27HG RELAY-VALVE RH F.C. SIGNAL 103VU 120 121BL28HG RELAY-VALVE LH F.C. SIGNAL 103VU 120 121BL29HG RELAY-VALVE RH F.O. SIGNAL 103VU 120 121BL30HG RELAY-VALVE LH F.O. SIGNAL 103VU 120 121BL101HG VALVE-BYPASS 130 ATA 21-22-31102HG VALVE-ISOLATION LH 130 ATA 21-22-31103HG VALVE-ISOLATION RH 130 ATA 21-22-31

SYSTEM DESCRIPTION

Distribution DuctingThe distribution ducting in the MID 2 and AFT Zone is similar, in that eachzone is equipped with a riser duct and a supply duct. The ducting in the MID 1Zone is additionally equipped with Crew Door Outlets and tapping points forIndividual Air to the Courier Seats.

All fresh air ducts are manufactured from resin and glass fiber laminate withmetal sleeves bonded at each end for duct interconnection. These ducts arecovered by insulation shells manufactured from either polyethylene foam orglass wool covered with Hypalon material. The ducts are attached to fuselagestructural brackets by means of clamps. To allow for expansion and contraction,the duct are interconnected by bellows manufactured fromsilicone laminate reinforced with glass fiber.

COMPONENT DESCRIPTION

BYPASS VALVE 101HG• Valve Assembly

The valve assembly, of which the primary material is aluminum alloy, is aspindle operated butterfly valve unit. The aluminum alloy butterfly plate isheld in the valve body by stainless steel top and bottom spindles. Bearingsassembled to the valve body and the butterfly plate give smooth wearresistant surfaces for operation of the spindles. O-Rings Seals assembled tothe spindles and under the top bearing to prevent external leakage.

• MANUAL OVERRIDEThe isolation valve can be operated manually by a manual override,assembled between the actuator and the valve assembly. The manualoverride is a spindle operated unit. The drive spindle is assembled insidethe output drive with a machined slot, which engages into the actuatoroutput shaft. A Connecting Shaft Assembly inside the handle turns theoutput drive and the drive spindle. A retainer and a circle lip hold the outputdrive in the housing. A lanyard with a clip, assembled by a screw to thehousing, is used to lock the connecting shaft in position.


A300/A310A300/A31021-21-6161

A300/A310 Main Deck Cargo Compartment (MDCC) - Distribution and General Layout

ISOLATION/BYPASSVALVE

MID 1ZONE

MID 2ZONE

AFTZONE


A300/A310A300/A31021-21-6262

A300/A310 Main Deck Cargo Compartment Air Distribution - Controls and Indicators• ACTUATOR

The actuator contains cast aluminum alloy gearbox housing, a DCPermanent Magnet Motor and a Suppression Module. The GearboxHousing contains a train of gears that operate a combined output shaft(Quadrant Gear) and a Microswitch Circuit Breaker. The Gear Trainincludes a Worm and Spur Gear, a Wormwheel with Spur Gear.

The DC permanent motor and the suppression modules are wired totwo combined position Control and Remote Indication Microswitches. Themicroswitches are assembled to a microswitch plate in the base ofthe Gearbox Housing.

ISOLATION VALVES 102HG, 103HGThe two Isolation Valves and the Bypass Valve are identical.

CONTROLS AND INDICATORS

Main Deck Cargo Valves P/BSW 22HG• The MDCC Valve PBsw, located on the Overhead Panel in the Flight

Compartment on VENT Panel 438VU, is the only manual control for theBypass and two Isolation Valves.

• PBsw pressed and Latched-In (NORMAL Position).• OFF and FAULT Legends are extinguished.• The two Isolation Valves are OPEN and air is supplied to the

MID and AFT MDCC Temperature Zone.• The Bypass Valve is CLOSED.

• PBsw Released-Out (Fire Shut Off Condition).• OFF legend is illuminated.• Legend is illuminated during Bypass Valve and Isolation Valve flap

movement or in fire case until valve position is confirmed by flightcrew (PBsw Valve position Disagreement Function).

• The two Isolation Valves are CLOSED.• The Bypass Valve is OPEN and air is directed in direction of the

FWD Outflow Valve to prevent excessive overpressure in the ColdAir Manifold.

• A ground signal is given to the Systems Interface Relay FIN100WU.

ECAM SYSTEM• Position of the two Isolation Valves is indicated on the AIR COND Page,

Reference: ECAM Data Book.

FIRE SHUT OFF PROCEDUREThe Fire Shut Off Procedure can be released by the smoke signal from theSmoke Detection System or by Releasing-Out the MAIN DECK CARGOVALVES PBsw.

When the MAIN DECK CARGO VALVE PBsw is released out or a smoke signalis activated from the MDCC Smoke Detection System, System Interface Relay100WU is actuated, causing the following:• Bypass Valve 101HG OPENS• Closing of Flow Control Valve Number 2 (If Pack 1 and 2 are running)• Flow Control Valve Number 1 is set to 100 %• CLOSING of the Hot Air Supply Manifold Pressure Regulating Shutoff Valve

(PRSOV)• CLOSING of the Bulk Cargo Isolation Valve

When the Bypass Valve is FULLY OPEN the Isolation Valves FIN 102HG and103HG CLOSE. The flight crew confirms the Automatic Action by releasing theassociated illuminated PBsw(s):• Releasing-Out the MAIN DECK CARGO VALVES PBsw (if Fire Shutoff is

initiated by the MDCC Smoke Detection System)• Confirmation of Air Conditioning Pack Shutdown• Confirmation of Bulk Cargo Isolation Valve CLOSED• Confirmation of Hot Air Supply Manifold PRSOV CLOSED

Accessibility to the two Isolation Valves and Bypass Valve are through thefollowing Access Door(s):• Two Isolation Valves under the Forward Cargo Bay flooring panels:

• For Isolation Valve FIN 102HG / Remove Floor Panel FIN 131PG• For Isolation Valve FIN 103HG / Remove Floor Panel FIN 131QG.

For Bypass Valve FIN 101HG / Open Access Door 136AR on the LowerFuselage Area forward of Fuselage Frame (FR) 39.


A300/A310A300/A31021-21-6363

A300/A310 Main Deck Cargo Compartment Air Distribution - Controls and Indicators

P/BSW 22HG (438VU)P/BSW 22HG (438VU)

A


A300/A310A300/A31021-21-6464

A300/A310 Distribution Isolation and Bypass Valves - Deactivation and ReactivationISOLATION VALVES FIN 101HG, 102HG, 103HG – DEACTIVATION /REACTIVATION

2. Equipment and Materials--------------------------------------------------------------------------------ITEM DESIGNATION--------------------------------------------------------------------------------A. Access Platform, 10 Feet (Three Meter)B. Blanking Plugs / CapsC. Circuit Breaker Safety ClipsD. Warning NoticeE. Tape

Referenced Procedure- AMM 52-30-00, Page Block 301 FWD and AFT Cargo Compartment Doors

3. Procedure(Reference: Figure 901 )

A. Job Set-Up(1) Open, safety and tag the following Circuit Breaker:

----------------------------------------------------------------------------------------------PANEL SERVICE IDENT. LOCATION----------------------------------------------------------------------------------------------131VU MAIN DECK CARGO VALVE 21HG G62

(2) On Flight Deck Overhead Panel VENT Panel 438VU:(a) Make certain that MAIN DECK CARGO VALVE PBsw switch

is Released-Out OFF, and display Warning Notice prohibitingoperation.

(3) On Flight Deck Overhead Panel COMPT TEMP Panel 437VU:(a) Release HOT AIR SUPPLY pushbutton switch and display

Warning Notice prohibiting operation.(4) Position Access Platform Equipment(5) For bypass valve 101HG open access door 136AR.(6) For Isolation Valves FIN 102HG and 103HG, open FWD Cargo

Compartment Door FIN 811 and secure with safety lock(Reference. 52-30-00, Page Block 301).

(7) In FWD Cargo Compartment:(a) For Isolation Valve FIN 102HG, remove Floor Panel FIN

131PG.(b) For isolation valve 103HG, remove Floor Panel

FIN131QG.

B. DEACTIVATION(1) Disconnect electrical connector (1) FIN 101HG-A (102HG-A, 103HG-A).(2) Cap electrical connector and secure to adjacent structure with tape.(3) Operate Valve(s) by Manual Override to the following positions:

- Bypass valve 101HG to open position.- Isolation Valve LH FIN 102HG to CLOSED position.- Isolation Valve RH FIN 103HG to CLOSED position.NOTE : Manual Override is operated as follows:- Remove clip lanyard from handle.- Pull connecting shaft out of handle to travel limit and replace clip.- Turn handle to OPEN or CLOSED position, as required.

C. REACTIVATION(1) Remove clip from handle.(2) Turn handle back to normal position.(3) Engage connecting shaft and replace clip.(4) Remove blanking caps from electrical connector.(5) Connect electrical connector.(6) Carry out trouble shooting.

D. CLOSE-UP(1) Make certain that working area is clean, and clear of tools and

Miscellaneous Items of Equipment.(2) In FWD Cargo Compartment:

(a) For isolation valve Fin 102HG, install Floor Panel FIN 131PG.(b) For Isolation Valve FIN 103HG, install Floor Panel FIN 131QG.

(3) Remove safety lock and close FWD Cargo Compartment Door FIN 811.(4) Close Access Door 136AR.(5) Remove Access Platform Equipment.


A300/A310A300/A31021-21-6565

A300/A310 Distribution Isolation and Bypass Valves - Deactivation and Reactivation

RH Isolation Valve FINRH Isolation Valve FIN102HG102HG

Aft Temp ZoneAft Temp ZoneRiser DuctRiser Duct

A300 ShownA300 Shown

Mid Temp ZoneMid Temp ZoneRiser DuctRiser Duct

LH Isolation ValveLH Isolation ValveFIN 103HGFIN 103HG

Access Door 136ARAccess Door 136AR

Bypass ValveBypass ValveFIN 101HGFIN 101HG


A300/A310A300/A31021-21-6666

Flight Compartment and Cabin Temperature Control System

HOT AIR SUPPLY VALVE

The valve consists of an actuator body assembly, regulator servo valve,actuator assembly, solenoid valve assembly, manual override andposition indicator, servo relief valve, and filter assembly.

TRIM AIR CONTROL

Hot bleed air is tapped downstream of each pack flow control valve. Thisair flows through two check valves to the hot air supply valve whichregulates the pressure of the hot air entering the hot air manifold. Hot airfrom the manifold is directed through compartment trim air valves to theappropriate supply duct. The trim air valves are controlled according tothe desired compartment temperature.

TRIM AIR MONITORING

The pressure of the air within the hot air manifold is monitored by themanifold pressure switch in conjunction with the HOT AIR SUPPLY/HIPRESS Memorized Fault Annunciator (MFA) located on the maintenancepanel 471VU in the flight compartment.

The air temperature in each compartment supply duct is monitored by anovertemperature switch located downstream of the hot air entry point.Activation of anyone of these switches causes closure of the hot airsupply valve and activation of warnings in the flight compartment.


A300/A310A300/A31021-21-6767

A300/A310 Air Conditioning - Trim Air Components - Controls and Monitoring


A300/A310A300/A31021-21-6868

Cabin Temperature Controls

1. COMPT/DUCT/Temp Selector

Selects the zone or cargo compartment for which temperaturereadings are desired. When selector is set to CRT, all compartmentand duct temperatures are indicated on ECAM. When selected to aposition other than CRT, temperatures are indicated on thetemperature indicator, and ECAM displays XX for thatcompartment/duct.

2. DUCT Indicator

DUCT TEMPERATURE INDICATOR - Indicates duct temperature indegrees F to selected compartment.

3. COMPT Indicator

Indicates cabin temperature in degrees F of selected compartment.

4. COMPT TEMP Selectors

Selects temperature for automatic control or provides manual controlof temperature.

AUTO-Associated compartment temperature is controlled relative toselector position. Full range is from 65° to 85°F. Mid position is 75°F.

MAN-Associated compartment temperature is manually controlled bypositioning the zone trim air valve. Selector is spring loaded to centerposition.

5. HOT AIR SUPPLY Pushbutton Switch

Opens or closes the hot air supply valve. When valve is open, hot airis provided to the hot air manifold. When switch is pressed in, valveopens.

OFF-Switch released out. White OFF light indicates hot air valve isclosed.

OVHT-Amber light comes on if overheat is detected in one of thezone distribution ducts. Hot air valve closes. Appropriate ECAMmessage is displayed.


A300/A310A300/A31021-21-6969

COMPT TEMP Panel 437 VU

1

2

3

5

4


A300/A310A300/A31021-21-7070

Air Conditioning ECAM System Display

(1) Hot Air Supply Valve Position Indication

Green Hot air supply valve is openAmber Hot air supply valve is closed

(2) Trim Air Valve Position Indication

Indication comes on green.H = hot, valve 100% open.C = cold, valve fully closed.Indication comes on amber when hot air supply valve is closed.

(3) Cabin/Cargo Duct Temperature Indication

Indication comes on green; it comes on amber when duct T ° >190 ° F.

(4) Zone Indication

AFT, MID, FWD, and CKPT indications come on white. They comeon amber when duct temperature of concerned zone is > 190 °F.

Note:Same indication is given on the CRUISE page.

(5) Zone Ambient Air Temperature Indication

Indication comes on green for each zone.

Note:Same indication is given on the CRUISE page.

(6) Cargo Compartment Trim Air Valve Indication

Indication comes on green.H = hot, valve 100% open.C = cold, valve fully closed.Indication comes on amber when cargo air valve is closed.

(7) Cargo Compartment Ambient Air Temperature Indication

Indication comes on green.

(8) Isolation Valve Indication

Green Isolation valve is open

Amber Isolation valve is closed


A300/A310A300/A31021-21-7171

AIR COND/CRUISE Pages - RH ECAM System Display


A300/A310A300/A31021-21-7272

PACK VALVE CONTROL LOGIC

This graphic depicts the various shutdowns available through the packvalve control logic:

• Actuation of either of the engine fire handles

• Actuation of either of the cabin pressure outflow valves

• Actuation of either of the pack valve switches

• Actuation of the econ flow switch will supply 68% of normal flow

• An engine start on the ground or in the air will also cause a closuresignal to be sent to the pack valve

• Also an overheat in the pack will cause the thermostat or fusible plugto send a closure signal to the pack valve.


A300/A310A300/A31021-21-7373

Pack Valve Control Logic


A300/A310A300/A31021-21-7474

A300 Air Conditioning Warning Logic

WARNING LOGIC

Shown below are various warnings displayed in the cockpit in the event the fault shown occurswithin the Air Conditioning System. Also graphically shown is the Flight Phases at which the

warnings will or will not be displayed.


A300/A310A300/A31021-21-7575



A300/A310A300/A31021-21-7676


WARNING LOGIC

Shown below are various warnings displayed in the cockpit in the event the fault shown occurswithin the Air Conditioning System. Also graphically shown is the Flight Phases at which the

warnings will or will not be displayed.


A300/A310A300/A31021-21-7777



A300/A310A300/A31021-21-7878


LEFT BLANK


A300/A310A300/A31021-21-7979

CARGO COMPARTMENTCARGO COMPARTMENTTEMPERATURE CONTROLTEMPERATURE CONTROL

AND DISTRIBUTION SYSTEMAND DISTRIBUTION SYSTEM


A300/A310A300/A31021-21-8080

A300 Cargo Compartment Air Distribution

SYSTEM DESCRIPTION

Air is supplied to the cargo compartments through a duct along the lowerLH side of the compartment. The air is ambient cabin air drawn throughorifices in the cabin floor, reheated by additional hot air from the hot airmanifold. The hot air supply is controlled by a trim air valve, whichregulates the cargo compartment temperature. Temperature control isachieved in a similar manner to that of the cabin zones, using inputs fromthe cockpit pre-selector, the cargo compartment air temperature sensorand air duct supply sensor to control the trim air valve.

The air is extracted from the cargo compartment through vents near theceiling on the RH side by an electric fan. The extracted air from theBULK cargo compartment is passed under the compartment floor toprovide heating, while the extracted air from the FWD cargocompartment is vented overboard by the forward outflow valve,underfloor heating being provided by air extracted from the avionicscompartment.

The maximum temperature of air entering the cargo compartments' islimited to 190°F, sensed by an overtemperature switch located in thecargo compartment supply ducts. Should the air temperature exceed thislimit, the trim air pressure control valve will automatically close. A smokedetection system is also installed in the cargo compartments. In case offire, the system will stop cargo compartment ventilation by automaticallyclosing the extraction duct isolation valve, trim air valve and deactivatingthe extraction fan operation.

The cargo compartment, FWD and BULK, temperature control systemcomprises:

• distribution/extraction system• temperature control system• control and indicating system.

CARGO TEMP CONTROL COMPONENTS

(A) Trim Air Valve(B) Air Extraction Fan(C) Isolation Valve


A300/A310A300/A31021-21-8181

A300 Bulk Compartment - Air Distribution and Components

NOTE: The BULK (AFT) Cargo Compartment has hot air butNOTE: The BULK (AFT) Cargo Compartment has hot air butno cold air.no cold air.

The FWD compartment has no hot air and no cold airThe FWD compartment has no hot air and no cold airsources.sources.


A300/A310A300/A31021-21-8282

A310 Forward (FWD) Compartment - Air Distribution and Components (some A310s)

NOTE: FWD CargoNOTE: FWD Cargowith cold air and hotwith cold air and hotairair

Also: BULK (AFT)Also: BULK (AFT)Cargo - same airCargo - same airsourcessources

Temp Control and Indicator Sensors

63HN, 66HN


A300/A310A300/A31021-21-8383

A310 Forward (FWD) Compartment - Air Distribution and Components (some A310s)

NOTE: FWD CargoNOTE: FWD Cargowith cold air and hotwith cold air and hotairair

Also: BULK (AFT)Also: BULK (AFT)Cargo - same airCargo - same airsourcessources

Temp Control and Indicator Sensors

63HN, 66HN


A300/A310A300/A31021-21-8484

A310 AFT and BULK Cargo Compartments - Air Distribution and Components (some A310s)

NOTE: BULK (AFT)NOTE: BULK (AFT)Cargo with cold airCargo with cold airand hot airand hot air

Also: FWD Cargo -Also: FWD Cargo -with cold and hot airwith cold and hot air


A300/A310A300/A31021-21-8585

A310 FWD Cargo Compartment - Air Distribution and Components (some A310s)

NOTE: FWD CargoNOTE: FWD Cargowith hot air but nowith hot air but nocold aircold air

Also: BULK (AFT)Also: BULK (AFT)Cargo - hot air, noCargo - hot air, nocold aircold air


A300/A310A300/A31021-21-8686

A310 AFT and BULK Cargo Compartments - Air Distribution and Components (some A310s)

NOTE: BULK (AFT)NOTE: BULK (AFT)Cargo with hot air butCargo with hot air butno cold airno cold air

Also: FWD Cargo - noAlso: FWD Cargo - nocold and hot aircold and hot airsourcessources


A300/A310A300/A31021-21-8787


LEFT BLANK


A300/A310A300/A31021-21-8888

FWD and BULK Cargo Compartments Air Conditioning and Heating

The cargo compartment temperature control uses airflow from the cabinfor ventilating the cargo compartment. The heating system includes:

• The ventilation system.• The temperature control system.

In the ventilation system, the mixed air enters the compartment at floorlevel, on the LH side, and is equally distributed over the full compartmentlength. On the opposite side, and in the aircraft centerline, the air isextracted, near the compartment ceiling, by an electrical fan. It is thenexhausted under the compartment itself, thus providing temperaturecontrol of the compartment floor and also the compartment sidewallpanels using a part of the air evacuated from the cabin.

In the event of a smoke warning, the cargo compartment is automaticallyisolated by closure of the isolation valve.

The compartment temperature control system includes for each cargocompartment, a temperature controller, a trim air valve, a zone inlettemperature sensor, a zone temperature control sensor, and an overheatthermal switch in the compartment inlet duct.

In automatic control, the controller, associated with the sensors and theselector regulates the compartment temperature to the selected level bymodulating the hot air supply through the trim air valve, with limitation ofthe maximum temperature of the blown air by closing the hot air valve inthe event of overheat.

In case of automatic control failure, manual control can be achieved byacting directly on the trim air valve.


A300/A310A300/A31021-21-8989

Bulk Cargo Compartment Heating

A300A300A310A310


A300/A310A300/A31021-21-9090

Cargo Compartment Temperature Control Components

A. Trim Air Valves

Each valve consists of a body assembly, actuator positiontransmitter, and an actuator motor. The assemblies are boltedtogether and interconnected internally.

The body assembly contains a plate assembly positioned by abearing-mounted butterfly shaft, which extends through the bodyassembly for connection to the secondary worm gear shaft in theactuator. The body serves as a mounting base for the positiontransmitter and actuator. Extensions from the body have flanges forconnection to the ducting system.

The actuator consists of a housing containing a primary worm gear,slip clutch, secondary worm gear, cam shaft with two cams, and twolimit switches. The housing serves as a mounting base for theactuator motor and an electrical connector.

B. Extraction Fan

The extraction fan provides flow of air to aid circulation and stabilizerequired ambient temperature under normal conditions. Theextraction fan is a 115V AC, 3-phase type, with heat detectors tointerrupt power supply to the extraction fan in the event of amalfunction via a three second delay fan fault detect relay. With thedelay fan fault detect relay energized, the appropriate cargocompartment FANS MONITOR MFA is activated on maintenancepanel 472VU.

C. Isolation Valve

The isolation valve, a butterfly type controlled by an actuator, undernormal conditions is open to facilitate circulation of air in the cargocompartment. In the event of smoke being detected by the smokedetector, isolation valve will be driven to fully closed position toprevent the spread of contamination, in addition to SMOKE warningdisplay on CARGO COMPT SMOKE DET panel 433VU. Oncompletion of closing-circuit, the isolation valve control relay isenergized to activate the appropriate FANS MONITOR MFA onmaintenance panel 472VU.


A300/A310A300/A31021-21-9191

Cargo Compartment Temperature Control Components


A300/A310A300/A31021-21-9292

Cargo Compartment Temperature Control Components - Continued

D. Overtemperature Switch

An overheat condition in the cargo compartment inlet duct isdetected by the overtemp switch and a signal is transmitted to thetrim air pressure control valve, and the OVHT legend of the HOTAIR/SUPPLY pushbutton switch on COMPT TEMP panel 437VUwith the ECAM system indicates the overheat location. Over tempswitch comprises a bimetallic element enclosed in a steel probe and,mounted at the switch end of the fitting, electrical connections in ahermetically sealed connector.

E. Duct (Inlet) Temperature Control Sensor

The temperature control sensor monitors air temperature flowingthrough the corresponding distribution duct, transmits and producesan imbalance in the applicable zone/compartment temperaturecontroller bridge circuit. One sensor is located in eachzone/compartment distribution ducting.

F. Duct Temperature Indicator Sensor

The duct temperature indicator sensor monitors the air temperatureflowing through the, corresponding distribution duct. The temperatureis indicated on the

DUCT segment of the COMPT/DUCT temperature gage, located onthe COMPT TEMP panel when the applicable zone/compartment isselected or on the ECAM system display, when CRT is selected.One sensor is located in each zone/compartment distribution duct.

G. Zone/Compartment Temperature Indicator Sensor

The zone/compartment temperature indicator sensor monitors thezone/compartment ambient temperature and indicates thetemperature on the COMPT segment of the COMPT/DUCTtemperature gauge located on the COMPT TEMP panel when theapplicable zone/compartment is selected or on the ECAM systemdisplay when CRT is selected. One sensor is located in each zone/compartment.

H. Zone/Compartment Temperature Control Sensor

The zone/comp. temp. control sensor monitors air temperature in thezone/ compartment, transmits to and produces an imbalance in thezone/compartment temperature controller. One sensor is located ineach of the zones/compartments and ambient air is drawn over eachsensor by a positive extraction system.


A300/A310A300/A31021-21-9393

BULK Cargo Compartment Temperature Control Sensors/Switches


A300/A310A300/A31021-21-9494

CARGO TEMPERATURE CONTROL PANEL

1. ISOL VALVE Pushbutton Switch

Operates the isolation valve and the fan for the air extraction fromthe cargo compartment.

• ON (P/B switch pressed - in)

The valve is open and the fan runs. If smoke is detected in thecargo compartment, the isolation valve and the trim air valve willautomatically close.

• OFF/R (P/B switch released - out)

The isolation valve closes, the fan stops operating and the trimair valve closes. OFF/R lights comes on White. Smoke detectioncircuit is reset.

• FAULT

The light comes on Amber when disagreement between P/Bswitch selection and isolation valve position exists.

2. FWD AND BULK CARGO Temperature Selector

The cargo compartment air is automatically heated to a level relativeto the selector position., The heating can be manually controlled bydirect operation of the trim air valve through the selector.

• AUTO

Automatic heating relative to selector position from COLD 5°C(41°F) up to HOT 25°C (77°) approximately.

• MAN

When the selector is turned to the bottom quadrant, it isspring-loaded to the center MAN position. Heating control ismanual.

COLD - Trim air valve closes.HOT - Trim air valve opens.


A300/A310A300/A31021-21-9595

COMPT TEMP Panel - Cargo Compartment Temperature Control

1

2


A300/A310A300/A31021-21-9696


LEFT BLANK


A300/A310A300/A31021-21-9797

ELECTRICAL AND ELECTRONICELECTRICAL AND ELECTRONICEQUIPMENT VENTILATION SYSTEMEQUIPMENT VENTILATION SYSTEM


A300/A310A300/A31021-21-9898

A300/A310 Electrical and Electronic Equipment Ventilation System

GENERAL

Electrical and. electronic equipment as well as lavatories and galleys areventilated by an ambient/air conditioning mixed airflow which is, most ofthe time, blown by a fan upstream of the equipment and then extractedby either the cabin differential pressure or a fan.

ELECTRICAL AND ELECTRONIC EQUIPMENT VENTILATION

Avionics compartment ventilation is provided:

• For most of the main equipment racks, the radar transceiver, theIRS, the main instrument panels, the center pedestal and the overhead panel, by across or around the equipment, and extraction viaappropriate outlet.

• For the radar indicators and the FCU panel, by air only.

• For the circuit breaker panel and various components located underthe floor, by extraction of ambient air.

EXTRACTION CIRCUIT

The air extracted from the avionics compartment is entirely ductedthrough the ventilated zones towards either the three position overboardvalve or the inboard valve.

In normal use, the three-position overboard valve and the inboard valvefunction automatically:

VENTILATION OF OTHER UNDERFLOOR AREAS

Ventilation of other underfloor areas, such as the areas over the wingbox, and aft of the bulk cargo compartment is provided by exhaustedcabin air. There are no systems, as such, to force ventilate this area.

The aft cargo compartment has no forced ventilation or heating system.However, natural ventilation through flaps in the flexible wall betweenthis compartment and the bulk cargo compartment, is possible.


A300/A310A300/A31021-21-9999

Avionics Equipment Ventilation System - Airflow Diagram



A300/A310A300/A31021-21-100100

Electronic Equipment Ventilation System

Air is drawn through a filter and a check valve by a blower which thenforces the air through the ventilation ducting. The fan is normally runningat all times when power is available on the aircraft even in the case ofsmoke being detected or FLOW being indicated.

Should a low flow condition occur with the aircraft on the ground and theavionics ventilation system in operation, a horn located in the nose gearwheel well will sound to alert the ground crew of the fault.

COMPONENT DESCRIPTION

A. Sound Reducer

The sound reducer is installed at the inlet of the blowing system,upstream of the blowers. It prevents noise generated by the blowersfrom reaching the avionics compartment. Furthermore, it ensures afirst filtering of the air blown by means of a thin meshed grid.

B. Filter

The filter assembly consists of a filter cartridge contained in a lightalloy housing with access doors. Air is directed through the cartridgewhich removes dust and nicotine contained in the air supplying theblowing system.

C. Airflow Detectors

Two airflow detectors are installed, one downstream of the blowersand one upstream of the extract fan. Each detector is fitted with twothermistors, one to sense airflow in the duct and the other to sensethe ambient temperature. Two detection levels are available inrespect of the fan speed selected. In the absence of an airflow asdetected by an equaling of the thermistor measurements, thewarning system is activated.

D. Main Avionic Blower Fan/Extract Fan

The main blower ensures blowing of the air onto the electric andelectronic equipment on the ground and in flight. The blower is of theaxial type driven by a two-speed 115V AC electric motor; 7800 Rpm,low speed, 11600 Rpm, high speed.

Speed change-over is operated by engine start selector switch,engine low oil pressure switch or pack flow control valve. Theextraction fan is identical to the blower fan. On the ground withengines stationary, air is extracted with low speed and directedoverboard. With engines running, air is extracted with high speedand directed inboard. The speed change-over is operated by theengine low oil pressure switch. The extraction fan returns to lowspeed after take off controlled by landing gear relay.

If EXTRACT pushbutton switch is set to OVBD or OVBD VALVEpushbutton switch is set to OFF - extraction fan operates with lowspeed only. The blower is equipped with a protection system whichcauses the blower to stop in the event of overheat.


A300/A310A300/A31021-21-101101

Electronic Equipment Ventilation - Component Location



A300/A310A300/A31021-21-102102

Electronic Ventilation System - Overboard Extract Valve

This electrically operated, 3-position valve is installed downstream of theextract fan and allows for overboard dumping of the extracted air. Thevalve normally operates in the following manner:

• During flight, fully closed,

• On the ground, fully open,

• During flight, in the event of low flow fault or smoke warning, apartially open position can be selected.

These positions are obtained through microswitches within the valvemotor. In case of overboard valve failure, flight is permitted with the valvemanually set by the ground crew to the partially open position.

INBOARD EXTRACT VALVE

This valve is installed downstream of the extract fan and overboardextract valve, and when opened allows for the avionics equipmentextracted air to be distributed under the forward cargo compartment floor.The valve is of the butterfly type, electrically controlled by an actuator.

Two positions are available, fully open or fully closed. The valve positionsare sensed by two microswitches and indicated by a visual positionarrow.


A300/A310A300/A31021-21-103103

Electronic Ventilation System - Overboard Extraction Components


FWDFWD


A300/A310A300/A31021-21-104104

Electronic Ventilation System - Filter Cartridge Change Information

REMOVAL

• Remove clamps from flexible sleeve and slide flexible sleeve ontoduct to free filter.

• Remove clamp.

• Hold filter, open clamp securing filter to bracket; remove filter.

• Remove and discard O-ring.

• Cap open ends of ducts.

INSTALLATION

• Remove blanking plugs/caps and check for correct condition of ductflange flexible sleeve.

NOTE: Check for correct operation of air supply check valve; manuallyoperate flaps and check that they move freely without stickingat opening throughout travel range (no friction points) and seatcorrectly.

• Clean and inspect filter interface and/or adjacent area.

• Install O-ring in its groove in filter flange.

• Install filter in flexible sleeve and on bracket. Install clamp but do nottighten at this stage.

NOTE: Filter angular positioning is provided by means of a locationstud.

• Make certain that O-ring is correctly installed in its groove.

• Install and tighten clamp; TORQUE to the value given on clamp.

• Install flexible sleeve; install and tighten clamps.

• Tighten clamp; securing filter to bracket.

CLOSE-UP

• Make certain that working area is clean and clear of tools andmiscellaneous items of equipment.

• Close access door 121BL.


A300/A310A300/A31021-21-105105

Electronic Ventilation System - Filter Cartridge

AIR FLOW

AIR FLOW


A300/A310A300/A31021-21-106106

Electrical And Electronic Equipment Controls

1. BLOWER FAULT LIGHTS

• FAULT

The light is triggered by an airflow detector in the blowerventilation duct. The detector has two levels, which correspondto the two blower speeds.

The FAULT light comes on Amber when the airflow in the blowerduct is not sufficient for the actual demand.

Illumination of the FAULT light is accompanied by ECAMactivation and, on the ground, by an external horn.

2. EXTRACT PUSHBUTTON SWITCH

Controls the three-position overboard valve and inboard valveoperation according to:

- the ground or flight configuration of the aircraft,- the OVBD VALVE P/B switch position.

• Normal (P/B Switch Pressed-in)The extraction fan runs continuously and has two levels of speeddepending on the flight or ground configuration. The OVBDVALVE P/B switch is normally selected AUTO.

• On the ground (engines not running)The three position overboard valve is fully open. The inboardvalve is fully closed.

3. OVBD VALVE PUSHBUTTON SWITCH

The switch is operated to close the three position overboard valve ifrequired. In normal configuration, the switch is selected AUTO.

• AUTO (P/B Switch Pressed-in)The three position overboard valve position depends on theEXTRACT P/B switch position.

• OFF (P/B Switch Released-out)The three position overboard valve is closed. The OFF lightcomes on White.

• In flight (or on ground engines running) The three positionoverboard valve is fully closed.The inboard valve is fully open.

• OVBD (P/B Switch Released-out)The three position overboard valve is partially open.The OVBD light comes on White.The INBD valve is fully closed. The fan runs at low speed.

• FLOWThe light is triggered by an airflow detector in the extraction fanduct. The detector has two levels which correspond to the twofan speeds.

The FLOW light comes on Amber to indicate the airflow in thefan duct is not sufficient for the actual demand. Illumination of theFLOW light is accompanied by ECAM activation. The FLOW lightgoes off when the airflow is sufficient.


A300/A310A300/A31021-21-107107

FLIGHT COMPARTMENT OVERHEAD - VENT Panel 438 VU

3

2

1


A300/A310A300/A31021-21-108108

A300/A310 ELECTRONIC VENTILATION - OVERBOARD EXTRACTION -CONTROLS AND INDICATIONS

1. EXTRACT PUSHBUTTON SWITCH

Controls the three-position overboard valve and inboard valveoperation according to:

- the ground or flight configuration of the aircraft,- the OVBD VALVE P/B switch position.

• Normal (P/B Switch Pressed-in)The extraction fan runs continuously and has two levels of speeddepending on the flight or ground configuration. The OVBDVALVE P/B switch is normally selected AUTO.

• On the ground (engines not running)The three position overboard valve is fully open. The inboardvalve is fully closed.

2. OVBD VALVE PUSHBUTTON SWITCH

The switch is operated to close the three position overboard valve ifrequired. In normal configuration, the switch is selected AUTO.

• AUTO (P/B Switch Pressed-in)The three position overboard valve position depends on theEXTRACT P/B switch position.

• OFF (P/B Switch Released-out)The three position overboard valve is closed. The OFF lightcomes on White.

• In flight (or on ground engines running) The three positionoverboard valve is fully closed.The inboard valve is fully open.

• OVBD (P/B Switch Released-out)The three position overboard valve is partially open.The OVBD light comes on White.The INBD valve is fully closed. The fan runs at low speed.

• FLOWThe light is triggered by an airflow detector in the extraction fanduct. The detector has two levels which correspond to the twofan speeds.

The FLOW light comes on Amber to indicate the airflow in thefan duct is not sufficient for the actual demand. Illumination of theFLOW light is accompanied by ECAM activation. The FLOW lightgoes off when the airflow is sufficient.


A300/A310A300/A31021-21-109109

A300/A310 ELECTRONIC VENTILATION SYSTEM - RH ECAM INDICATIONS AND SYMBOLOGY

RH SYSTEM DISPLAY VENT OVBD Indication

VENTOVBD

WHITE

GREEN

OVBD Valve is

Fully Closed

VENTOVBD

WHITE

GREEN

OVBD Valve isPartially Open

VENTOVBD

WHITE onGround andAMBER in

Flight

Green onGround;

AMBER inFlight

OVBD Valve is

Fully Open


A300/A310A300/A31021-21-110110

Electric and Electronic Equipment VentilationECAM and Warning Logic

Below is depicted the various warnings displayed in the Flight Compartment in the event a fault shownoccurs in the Aircraft Overboard Vent System. Also shown graphically are the various Flight Phases at

which the warnings will or will not be displayed.


A300/A310A300/A31021-21-111111

A300/A310 Electronic Ventilation System - Warning Logic

- Some A310- Some A310

- Some A310- Some A310


A300/A310A300/A31021-21-112112


LEFT BLANK


A300/A310A300/A31021-21-113113

CABIN PRESSURIZATIONCABIN PRESSURIZATIONSYSTEMSYSTEM


A300/A310A300/A31021-21-114114

A300/Some A310 Pressurization System - General Description

Cabin pressure and rate of change control system is composed of:

- two independent automatic control systems.- one manual control system.

They control two electrical regulating valves (outflow valves). Twopneumatically operated safety valves are provided to avoid over or underpressure.

The two automatic systems will alternately operate. Changeover occursautomatically in case of failure of one system and before each flight.

AUTOMATIC CONTROLLER

Based upon information from the LANDING ELEVATION selector, theRATE LIMIT selector and the Captain or F/O altimeter setting, theautomatic controller generates signals for positioning of outflow valvesduring all phases of flight. The other parameters used for signalcomputation are cabin pressure, aircraft static pressure,- cabin pressurerate of change and static pressure rate of change.

OUTFLOW VALVES

One of them is located forward of the air conditioning bay. The other oneis located aft of the bulkhead cargo compartment.

Each valve is operated by three electric motors which are independentlycontrolled by one of the two automatic systems or the manual system.

Each outflow valve can be closed from the overhead panel, where itsposition is displayed.


A300/A310A300/A31021-21-115115

A300/Some A310 Pressurization Control System - Schematic

A300/Some A310sA300/Some A310s


A300/A310A300/A31021-21-116116

A300 Pressurization System - Pre-Pressurization/Inflight/Depressurization Modes

PRE-PRESSURIZATION

Before takeoff, in the following configuration:

• aircraft on the ground (landing gear shock absorbers compressed)• two engines running (oil pressure normal)• one throttle control lever beyond 22°.

The automatic system, operating the regulating valves ensure the cabinpressurization at a rate of -500 ft/min until the cabin Delta-P reaches 0.22PSI.

15 seconds after takeoff (shock absorbers extended), pre-pressurizationsignals are canceled, normal pressure control is started through theactive system.

INFLIGHT REGULATION

The cabin altitude is regulated towards the theoretical cabin pressurealtitude determined by the controller, or to the landing field elevation,whichever is the higher. The Delta-P increases with the increase ofpressure altitude up to the operating ceiling.

When the theoretical altitude is higher than the landing elevation, the rateof change is the lowest of the two following values:

• RATE theoretical• RATE limit (selected on the RATE LIMIT selector)

When the landing elevation is higher than the theoretical altitude the rateof change is the RATE limit.

In the particular case of:

• landing elevation selected before take-off is lower than T.O.elevation,

• and the rate of climb of the aircraft is lower than 750 ft./min for morethan 1 minute.

The cabin altitude starts decreasing in order to reach either the selectedlanding elevation or the theoretical cabin altitude (whichever is higher)with a rate of change of 500 ft/min.

DEPRESSURIZATION

After touchdown, when the depressurization signal--L/G shock absorberscompressed, both throttle levers at idle--is received by the controllers,the cabin is depressurized by the active system at a rate of 500 ft/min. 45seconds after touchdown both outflow valves will completely open for fulldepressurization.


A300/A310A300/A31021-21-117117

A300/Some A310 Pressurization Control System - Schematic



A300/A310A300/A31021-21-118118

A300/Some A310 Pressurization System - Pressurization Control Logic

The system is designed to ensure that during normal operation, thecabin altitude will not exceed 8,000 feet with the aircraft at maximumcruising altitude. If the pressurization control system fails, the maximumcabin altitude will not exceed 15,000 feet.

Cabin excess altitude, excess pressure and negative pressure areprevented by the automatic functions of two safety valves. In the event

of a failure of both automatic systems, pressure is controlled manuallyby a toggle switch located on the CABIN PRESS overhead panel.

The only crew action required in normal operation is to set the altitude ofthe destination landing field on the LANDING ELEVATION selector,located on the main instrument panel, before takeoff.


A300/A310A300/A31021-21-119119

A300/Some A310 Pressurization System - Pressurization Control Logic



A300/A310A300/A31021-21-120120

A300/Some A310 Pressurization System Components - Safety and Outflow Valves

A. SAFETY VALVES

Two Safety Valves are installed in the pressurized area at STA2559(FR39). They operate independently and perform the following safetyfunctions:- Overpressure safety (Positive differential pressure).- Negative pressure safety (Negative differential pressure).

Apart from these two essential safety functions, each of the valvescontains an electrical device to transmit value position indicationsignals to the RH ECAM System Display, to provide a positiveindication of differential pressure for flight safety operation.

The valves are installed below the aircraft flotation line (Water Line),they are fitted with a rack device to hold the flaps in the shut positionin the event of ditching.

B. OUTFLOW VALVES

Both of the automatic systems operate the Pressure Regulating(Outflow) Valves,-the function of which is to control cabin air flowevacuation.

Each butterfly type valve consists, of a light alloy case withconvergent intake. The operating principle of the valve is based uponthe application of a triple actuator system comprising:

• Aplanetary' type reduction gearbox with two irreversible drives,• A double-rotor, brushless DC motor powers one drive for the

Automatic Control Mode Systems 1 and 2,• A standard DC motor powers the other drive for the manual

emergency control mode.• The valve also features an electronic controller mounted on the

valve body. It is an autonomous unit capable of followingposition instructions given by a signal from the CabinPressurization System controller and performs the followingfunctions:- The locking in position by SYS 1(2) automatic system,- Producing a signal for valve position indication.


A300/A310A300/A31021-21-121121

A300/Some A310 Pressurization System - Component Valves - Location

A300/Some A310A300/Some A310


A300/A310A300/A31021-21-122122

A300/Some A310 Pressurization System - Automatic Pressure Controllers

The cabin pressure controllers, mounted on the RH main equipment rack90VU in the avionics compartment, are electronic devices intended tooptimize at any time the pressure build-up in the cabin while keeping thepressure fluctuation amplitudes to a level compatible withpassenger/crew comfort.

The system comprises a program whereby the true cabin altitude equalsor tends to equal the scheduled cabin altitude. The crew workload isreduced to a minimum on ground and in flight since no selection tasksare required during climb, cruise and descent cabin configurations.

The pressure controller automatically controls in flight and on the groundvalves so that variations of pressure prevailing in the cabin are incompliance with:• the physiological comfort requirements,• the aircraft environmental conditions during landing and ground

configurations.

The pressure controller elaborates signals sent to indicator lights,providing good operation, or Fault Indication throughout the pressurecontrol system.

The cabin pressure controller provides the three following mainfunctions:

1. the pressure control function2. the alarm function SCAM warning and caution display pages3. the self-monitoring function


A300/A310A300/A31021-21-123123

A300/Some A310 Pressurization System - Automatic Pressure Controllers



A300/A310A300/A31021-21-124124

A300/Some A310 Pressurization System - Controls and Indications

1. RATE LIMIT SelectorSelects the limiting rate of change in cabin altitude to any valuebetween MIN and MAX.• MIN Rate of change limits + 100 ft/min and - 70 ft/min.• NORM Rate of change limits + 500 ft/min and - 350 ft/min.• HI Rate of change limits + 666 ft/min and - 470 ft/min.• MAX Rate of change limits + 1670 ft/min and- 1170 ft/min.

2. RATE/LO DELTA-P Lights• RATE

The light illuminates Blue to indicate the AUTO PRESS/RATELIMIT selector is not in the NORM position.

• LO DELTA-PThe light illuminates Amber, when following conditions arereached.1. Differential pressure below 0.7 PSI, and2. Aircraft rate of descent above 2,000 ft/min, and3. CAB ALT greater than selected altitude plus 1,500 ft.

3. REG 1 (2) Pushbutton Switches

Operated to confirm the disconnection between the systemcontroller output and the associated outflow valve torque motor.

• Normal (P/B switch pressed-in)The system controller output 1 (or 2) is connected to the outflowvalve torque motors provided the Green triangle integrated intothe SYS 1 (or 2) P/B switch is on. The pressure control system 1(or 2) ensures pressure control.

• OFF (P/B switch released-out)The system 1 (or 2) is no longer operative. There is anautomatic transfer to the system 2 (or 1) and the triangleintegrated into the SYS 2 (or 1) P/B switch comes on Green.The OFF light illuminates White.

NOTE: When both regulators are OFF, the message "CABPRESS MAN CTL" is displayed on the MEMO page.

• FAULTThe light illuminates Amber in the event of:- outflow valve closure- or system 1 (or 2) control failure.

An automatic transfer to system 2 (or 1) is performed. Illuminationof the FAULT light is associated with ECAM activation. The lightextinguishes when the REG 1 (or 2) P/B switch is selected OFF.


A300/A310A300/A31021-21-125125

A300/Some A310 Pressurization System - Automatic Pressurization - CABIN PRESS Panel 433VU

1

2

3


A300/A310A300/A31021-21-126126


4. SYS 1 and SYS 2/PUSH TO SEL

Momentary Action Pushbutton Switches

If SYS 1 (SYS 2) P/B switch is momentarily pressed, this allows toselect manually the active system for pressurization control providedthe associated REG P/B switch is pressed-in (Normal) and theintegrated FAULT light is off.

The triangle integrated into the selected P/B switch illuminatesGreen to indicate that the associated system is operative. Theactivation of a system deactivates automatically the other.

The transfer from one system to the other is automatic:- after second engine start.- if the associated REG P/B switch is selected OFF.- if the associated REG FAULT light illuminates.

5. LANDING ELEVATION Counter

The setting of the landing elevation is displayed in hundreds,thousands and ten thousand feet.

6. ELV SET Knob

By rotation of the knob the elevation of the planned destinationairport is set before takeoff using the nearest hundred feet.

CABIN PRESS PANEL

OUTFLOW VALVES

7. OUTFLOW Pushbutton Switches (guarded)

The P/B switches are operated to close the related valves if required.When both P/B switches are selected OFF, (used for ditching), thetwo outflow valves, the two pack valves, the overboard extract valve,the ram air inlet, and the safety valves are controlled closed.• Normal (P/B switches released-out)

The valve is controlled by the operating system.• OFF (P/B switches pressed-in)

The OFF light comes on. The valve is closed.

8. OUTFLOW VALVE Position Indicators:

Indicate the outflow valve position.


A300/A310A300/A31021-21-127127


4

8

7

5

6

CABIN PRESS PANEL 433VUCONTROL PANEL FIN 104HM

FLIGHT DECKOVERHEAD PANEL

CENTER INSTRUMENT PANEL 4VU


A300/A310A300/A31021-21-128128

A300 Pressurization System - Manual Pressurization Controls and Indications

1. MAN PRESS Pushbutton Switch

The P/B switch selects the manual operation mode of the pressureregulating valves.

• ON (P/B switch pressed-in)The ON light illuminates White and the arrow comes on Amber toindicate that the V/S CTL switch is operative and controls themanual operation of the regulating valves by activating the motorin manual mode.

• Off (P/B switch released-out)The V/S CTL switch is inoperative as long as the arrow is not on.

• ArrowThe arrow illuminates Amber when:- Both OFF lights integrated into REG 1 and REG 2 P/B

switches are illuminated,- or the MAN PRESS P/B switch is selected ON. The V/S CTL

switch is operative.

NOTE: In this configuration, there is no cabin pressure warning and nocabin pressure indication on the ECAM display.

2. V/S CTL Switch

The switch controls the regulating valve position by activating themotors in manual mode when the. Amber arrow is on. The switch isspring loaded to neutral.- UP: The valves move toward open position.- DN: The valves move toward closed position.

3. Cabin DIFF PRESS Indicator

Indicates the differential pressure between cabin and staticpressure. From -2 to 1 and from 8 to 13 the scale is graduated inPSI for reading of limiting values.

4. Cabin V/S Indicator

Indicates the direction and the rate of change of cabin altitude inft/min.

5. Cabin Altimeter

Indicates the cabin pressure altitude based on a pressure of 29.92HG in.


A300/A310A300/A31021-21-129129


2

1 3

4

5

CABIN PRESS PANEL 433VU

Flight DeckFlight DeckOverhead PanelOverhead Panel


A300/A310A300/A31021-21-130130

A300/Some A310 Pressurization System - RH ECAM CABIN PRESSure System Page

1. Cabin Differential Pressure Indication

• Indication comes on Green. It flashes when Delta-P > 8.6 PSI.• Indication comes on Amber when Delta-P < -1 PSI or Delta-P >

10 PSI.

2. Cabin Vertical Speed Indication

• Indication comes on Green. It flashes when V/S > selected V/S+ 50%.

• Indication comes on Amber when V/S < -2000 ft/min or V/S >2000 ft/min.

3. Cabin Altitude Indication

• Indication comes on Green.• Indication comes on Red when cabin altitude is above 10,000

ft.

4. FWD (or AFT) Regulating Valve Position Indication

The indication is given in a percent. It flashes when the AFT (orFWD) regulating valve position differs from the FWD (or AFT)regulating valve position by more than 40%. It becomes Amberabove 95% (in flight only).

5. Safety Valve Position Indication

the two safety valves are not open.

at least one of the two safety valves is open.

6. SYS 1 (or 2) Indication:

The indication is- Green when the system is NOT FAULT and ACTIVE,- Amber when the system is FAULT or OFF,- suppressed when the system is ON and NOT FAULT but NOT

ACTIVE.

7. MAN Indication (White)

Displayed when the two automatic systems are FAULT or OFF.


A300/A310A300/A31021-21-131131

A300/Some A310 Pressurization System - CABIN PRESSure RH ECAM System Display


A300/A310A300/A31021-21-132132

A300/Some A310 Pressurization System - Warning Logic

WARNING LOGIC PRESSURIZATION SYSTEM

Depicted below are the various warnings displayed in the cockpit in the event a fault shownoccurs in the Aircraft Pressurization System. Also graphically shown are the various FlightPhases at which the warnings will or will not be shown.


A300/A310A300/A31021-21-133133



A300/A310A300/A31021-21-134134


WARNING LOGIC PRESSURIZATION SYSTEM

Depicted below are the various warnings displayed in the cockpit in the event a fault shownoccurs in the Aircraft Pressurization System. Also graphically shown are the various FlightPhases at which the warnings will or will not be shown.


A300/A310A300/A31021-21-135135

A310 Electronic Ventilation System - Warning Logic


A300/A310A300/A31021-21-136136

A300/Some A310 Air Conditioning System - Maintenance Panel Test Panels

1. AIR BLEED & COMPT TEMP Test Selector Switch

Connects the PTT P/B switch to the warning circuits for test ofoverheat warning and automatic closure of the hot air supply valve.

2. HOT AIR SUPPLY Memorized Fault Annunciator (MFA)

Comes on White, when the pressure in the hot air duct exceeds 12.5PSI for more than 3 seconds.

3. PTT Pushbutton Switch

• TEST: The light comes on White, when the test selector switch isnot in NORM position.

• Pressed and held: A simulated overheat signal is generated totest the selected overheat warning circuit. After test, systemsmust be reset.

4. SYS TEST Pushbutton Switch

The pressurization systems are tested one at a time as selected bythe SYS 1 or SYS 2/PUSH TO SEL P/B switch on the CABINPRESS panel.

When the P/B switch is pressed and held, the active system istested:- Respective OK light is blinking then comes on steady if:

• Electrical circuit integrity of controller, valves and aircraft issatisfactory.

• All warning (ECAM) are satisfactory.

5. SYS 1 / SYS 2 / OK Annunciator

The light of the active system comes on, when SYS TESTpushbutton switch is pressed, to indicate successful test.

6. SAFETY VALVE OVER PRESS Lights

The light comes on when the valve opens.

7. FANS MONITORS (MFAs):

The respective memorized fault annunciators (MFAs) come on incase of functional failure of the corresponding fan, i.e.: cabinrecirculation fans, lavatory and galley fan, and avionics blowers, bulkcargo and ground cooling fans.


A300/A310A300/A31021-21-137137

A300/Some A310 Air Conditioning System - Maintenance Panel Test Panels

7

3

1

2

5 46


A300/A310A300/A31021-21-138138

Air Conditioning Fairing - Pack Deflect Door Actuator - MEL Deactivation Procedure

A300/310MEL MAINTENANCE PROCEDURES

MxP 21-2APACK COOLING AIR FLOW SYSTEM

Pack Deflect Door Actuator Deactivation (Door Inoperative OPEN)

WARNING

BEFORE PROCEEDING WITH MAINTENANCE WORK ON AIR CONDITIONINGSYSTEM, MAKE CERTAIN THE PNEUMATIC SYSTEM IS DEPRESSURIZED.

• General

The two principle components for controlling the Pack Cooling Airflow System are the PackDeflect Door and the Modulation Flap /Turbine Bypass Valve Actuator. The MME. permits anaircraft to be released with the Pack Deflect Doors inoperative provided they are secured in OPEN(flight) position.

1. Set-up

a) Open the following circuit breakers:FIN# Panel# Row & Col. Nomenclature1HW 131VU H 56 AIR BLEED & COMP TEMP/PACK 1 /DEFLECT DOOR2HW 131 VU G 56 AIR BLEED & COMP TEMP/PACK 2 /DEFLECT DOOR

b) On COMPS TEMP Panel 437VU:- Ensure that PACK VALVE 1 and 2 Switches are OFF (released out position).- Display a warning notice prohibiting operation of system.

c) Open one Main Gear (Ref: 32 -12-11, page block 301).d) Position access platform.e) Open Access Door 147BZ.

2. Deactivation (Ref: FIG 21-2A) a) Rotate finger clip 60° clockwise over center of manual lock -out.Red dot will appear as warning of manual lock-out. b) Disconnect and cap and stow electricalconnector.

3. Close-upa) Ensure work area is clean and clear of tools and miscellaneous items of equipment.b) Close Access Door 147 BZ.c) Remove access platform.d) Close Main Gear Door (Ref: 32-12-11, page block 301).e) Close Circuit Breakers 1HW, 2HW.

CONTINUED

MxP 21.4 4 July 1994

MxP 21-2APACK COOLING AIR FLOW SYSTEM (Con't)

Pack Deflect Door Actuator Deactivation (Door Inoperative OPEN) (Con't)

3. Close-upf) On COMPT TEMP Panel 437VU:

- Re-position PACK VALVE 1 and 2 Switches to AUTO (pushed in position).- Remove warning notice prohibiting operation of system.

g) Place an INOP CTL Sticker adjacent to the PACK 1 and 2 MODE SEL Switches.h) Placard LOG 800K: 'MEL 21-2 (a): PACK 1 and 2 DEFLECT DOORS - INOP: DOORS

SECURED IN OPEN POSITION. OPERATE AFFECTED PACKS NORMALLY.'

4. Notify MOCC.

4 July 1994 MxP 21.5

ATA -21 AIR COND & PRESSURIZATION


A300/A310A300/A31021-21-139139

LH and RH Air Conditioning Fairing - Pack Deflect Door Actuators

FIG 21-2A


A300/A310A300/A31021-21-140140

Some A310s – Cabin Pressurization System – GeneralThe functionality and operation of the Cabin Pressurization System inboth the FedEx A300 and A310 fleets is virtually identical. However, onlya few A310s have components of that system which are identical tothose of the A300s.

In the majority of the FedEx A310 fleet, the Cabin Pressurization Systemuses four electro-pneumatically actuated cabin pressure outflow valvesto limit maximum positive and negative differential pressure.

Additionally, a jet pump provides air at a pressure lower than cabinpressure to each of the cabin pressure outflow valves. This enables theoutflow valves to ensure cabin pressure control or to open fully on theground or in flight. The air bleed system provides air for the jet pumps.

The jet pump check valves prevent bleed air from one engine fromflowing back to the other and allow supply to the second set of jet pumpswhen one of the engine air bleed systems is shut off.


A300/A310A300/A31021-21-141141

Some A310s - Pressurization System


A300/A310A300/A31021-21-142142

Some A310s - Electro-Pneumatic Pressurization System - Components


A300/A310A300/A31021-21-143143

Some A310s - Jet Pump and Check Valve - Schematic


A300/A310A300/A31021-21-144144

Some A310s - Manual Depressurization - Control and IndicationWith no packs operating depressurization valve can depressurize thecabin in approximately 3 minutes. With both packs operating this valvecan not depressurize the cabin.

The valve is located in the forward right fuselage skin and is controlledmechanically by the crank handle.The wheel is safetied in the normalCLOSED position.

An indicator at the base of the wheel shows valve position. Valveposition is also shown on the Manual Pressurization Valve PostionIndicator at the lower left of the CABIN PRESS panel 432V


A300/A310A300/A31021-21-145145

Some A310s - Manual Depressurization - Control and Indication

ManualManualDepressurizationDepressurization

Valve PositionValve PositionIndicatorIndicator


A300/A310A300/A31021-21-146146


LEFT BLANK

ATA 21 - END

COURSE CODE - M540000

Documents

Airbus 21 A300 A310 Air Conditioning