Part 2 Out of 2 PDF
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G6B08031 - G11T4T0
TABLE OF CONTENTS
SYSTEM INTRODUCTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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The cabin doors are the passenger doors and emergency exit doors. They
are used as entrance and exit doors for the passengers and the crew. They
are of a fail-safe plug type construction and open out. They are parallel
to the fuselage. They can be operated from inside or outside of the aircraft.
The support arm supports the door load. Two guide arms maintain
the door parallel to the fuselage. To prevent the door from moving
when it is in the fully open position, the door stay mechanism locks
the door. It is released by a P/B installed on the support arm.
PASSENGER AND EMERGENCY DOORS - PASSENGER AND EMERGENCY DOORS STRUCTURE AND MECHANISMS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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PASSENGER AND EMERGENCY DOORS - PASSENGER AND EMERGENCY DOORS LOCKING SYSTEM
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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PASSENGER AND EMERGENCY DOORS - PASSENGER AND EMERGENCY DOORS EMERGENCY SYSTEM
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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The aircraft has three cargo compartment doors installed on the lower
right hand side of the fuselage. The three doors give access to the cargo
compartments:
- the FWD and aft doors are hydraulically operated,
- the bulk cargo door is manually operated.
CARGO DOORS
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The FWD and aft cargo doors open outwards and upwards from the
fuselage and are manually locked/unlocked and hydraulically operated.
The door system comprises:
- a cargo door selector to select the opening or closing of the door,
- a green indicator light to indicate that the door is fully open and
locked,
- a hydraulic actuator to open and close the door and to lock it
mechanically when the door is fully open,
- a locking handle to lock the door when the door is fully closed,
- a latching handle to control latching/unlatching of the door in the
fuselage,
- 10 indicator flags to indicate the correct locking of the door.
The bulk cargo door opens upwards and inwards and it is manually
operated from the inside or the outside of the aircraft.
The bulk cargo door has an inner and an outer handle, which operate
the locking mechanism. There is a barrel lock installed at each end of
the locking shaft to lock the door in the fuselage. A balance mechanism
reduces the force, which is necessary to open the door. There is a latch
assembly, which holds it in the fully open position. The locking system
operates also the latching hook. To lock the latching hook in the latch
arrester it is necessary to put the door control handles to the closed
position.
The avionics compartment has two doors, and one cockpit floor door:
- the avionics compartment door located at the FWD bottom of the
fuselage,
- the fixed partition door located between the FWD cargo compartment
and the avionics compartment,
- the cockpit floor door located between the cockpit and the avionics
compartment.
The cockpit floor door gives access to the avionics compartment from
the cockpit. It is located between the rear of the captain seat and the
cockpit door. It can be opened from both sides and an attached ladder
gives access to the users into the avionics compartment.
The cockpit door separates the cockpit from the cabin. It is an armored
and bulletproof door made to prevent a hijacking attempt and protect the
flight compartment against an intrusion. A Cockpit Door Locking System
(CDLS) controls its electrical release and prevents an unwanted access
into the cockpit. The door also has a door escape hatch with a
pneumatically operated decompression panel, which opens the hatch
when there is a rapid decompression between the cockpit and the cabin.
COCKPIT DOOR
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DOORS AND ESCAPE SLIDES CONTROL SYSTEM (DSCS) - PROXIMITY SWITCH CONTROL UNIT (PSCU)
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NOTE: The red unlocked indication will only be on when the handle
is moved a few degrees during opening and at the last
movement during closing. When the door is open there is
no indication.
Each door has ten indicator flags showing hooks unlocked. In the door
manual selector valve recess, a green light comes on when the door
is locked in the fully open position. If the green light is not available
for cargo loading procedure a safety sleeve has to be installed on the
actuator piston. A red light in the latching handle recess flashes when
there is residual pressure in the cabin.
The ECAM DOOR/OXY page monitors the status of all the doors
and the escape slide/slide raft.
The indications on the ECAM page are:
- green when the door is closed and locked,
- amber when the door is unlocked.
The white SLIDE indications on the DOOR/OXY page show that the
slides are armed. When the slide is disarmed on any door no indication
is displayed.
The DSCS can be tested via the MCDU SYSTEM REPORT/TEST pages.
The PSCU has a BITE. The BITE is used for the in-flight monitoring,
on ground trouble shooting and continuous self-testing. All fault data are
transmitted through ARINC 429 buses to the Central Maintenance
Computers (CMCs).
Their functions are to:
- find and indicate faults,
- identify defective electrical components which are Line Replaceable
Units (LRU) for maintenance and trouble-shooting,
- identify defective components that are Shop Replaceable Units (SRU).
The ASPSU also has a BITE used for system test and a battery capacity
test. For these tests, the ASPSU has a test panel with two P/Bs and a
Light Emitting Diode (LED) display.
MAINTENANCE/TEST FACILITIES
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SAFETY PRECAUTIONS
WARNING: WHEN YOU WORK ON THE A/C, MAKE SURE THAT
YOU OBEY ALL THE AMM SAFETY PROCEDURES.
THIS WILL PREVENT INJURY TO PERSONS AND/OR
DAMAGE TO THE A/C.
HERE IS AN OVERVIEW OF THE MAIN SAFETY
PRECAUTIONS ABOUT THE DOORS SYSTEM.
IF THE RED WARNING LIGHT IS FLASHING, DO NOT
OPERATE THE DOOR OPENING HANDLE.
Be careful before opening cabin doors or cargo doors. Make sure that the
red warning light does not flash. If it flashes, that means there is a residual
pressure in the cabin or in cargo compartment, and any door may suddenly
open. It could kill or cause serious injury and damage to the aircraft.
Make sure when you work on a cabin door that the emergency control
handle is in the disarmed position with the safety pin installed.
Check that the percussion lever of the door damper and emergency
operation cylinder is in the disarmed position with the safety pin installed.
Install a safety barrier or an access platform before opening any cabin
door to avoid a fall on the ground.
When opening or closing a cargo door, make sure that the access platform
is at the correct height to avoid damage.
Do not operate a cabin/cargo door if the wind speed is more than 40 kts,
you must close a cabin/cargo door before the wind speed is more than
60 kts to prevent damage to the door or to the aircraft.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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GENERAL
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COCKPIT
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The cockpit has four seats. A CAPT seat, a F/O seat, a third occupant
seat and a fourth occupant (folding type) seat. The CAPT and F/O
seats are symmetrical and have both electrical and mechanical controls
for position adjustment. The third occupant seat is identical in structure
and in shape to the F/O seat, but it is raised on a rotating "star" which
rotates, and the controls are mechanical. The fourth occupant seat is
a folding type seat and cannot be adjusted.
CAPT, F/O and third occupant electrical outlets are capable of meeting
both European standards:
- one standard for connecting 6-10 A (4mm diameter plugs),
- one standard for connecting 15 A (4.8mm diameter plugs).
Depending on the aircraft electrical configuration, these 115V 60 Hz
outlets can provide up to 100 VA or 150 VA.
PASSENGER COMPARTMENT
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The galley equipment is installed to store and prepare food and drinks
for the passengers and crew, and to store waste materials. The galley
can be wet or dry. The wet unit galley is used to store and prepare
food and drinks. It is provided with electrically operated equipment
and provisions for potable and wastewater. The dry unit galley is used
to store food, drinks and equipment. The number and the location of
the galleys depend on the aircraft configuration. The forward galleys
are installed in the forward cabin area, the middle galleys in the middle
cabin area and the aft galleys in the aft cabin area. The galley cooling
has an air chiller, which supplies cooled air to the galleys. The cooled
air keeps food and drinks cold, which are stored in the trolleys.
The lavatories are installed in the cabin for the comfort of the
passengers and the crew. Each lavatory also has a washroom function.
Lavatories can be fixed to the ground by a seat rail or with a hard
point. The number and the location of the lavatories depend on the
aircraft configuration. The forward lavatories are installed in the
forward passenger/crew door area. The middle lavatories are lateral
lavatories, which are installed between the forward and aft
passenger/crew doors areas. The center lavatories are installed where
the mid and aft passenger/crew door areas and the aisles cross. The
aft lavatories are lateral lavatories, which are installed in the aft
passenger/crew door area. A razor socket is installed in each lavatory
and in the crew rest room to supply power for an electrical razor.
The curtains and partitions are installed to divide the utility areas and
seating areas in the cabin.
The cabin interior has removable panels. The lining design allows
cabin customization. The lower sidewall (Dado) panels are mounted
between the cabin floor and the sidewall panels. They have rapid
decompression panels, which operate during decompression either in
the cabin or in the cargo compartment. The sidewall panels are
mounted on the side of the cabin. They include the window contour.
Inner window panels and sun visors are installed on to the window
frame. The closing cover panels cover the space between the ceiling
panels and the cover light panels. The cover light panels cover the
space between the sidewall panels and the overhead stowage
compartments. The overhead bins or cover plates are removable.
Removable ceiling panels are mounted in the cabin. They are installed
over the full length of the cabin and the utility areas. The cover plates
are installed where there is no overhead stowage compartment installed
along the top.
NOTE: The flight crew rest room is offered as an option to the airlines.
The Flight Crew Rest Compartment (FCRC) has bunks and coat stowage.
There are lower and upper rest bunks. The upper can be folded down to
use the lower bunks as seats. A folding table is installed. A folding door
or a single blade door (option) with a lock closes the compartment. This
door can be opened into the cabin.
LDMCR COMPARTMENT
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LDMCR COMPARTMENT
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The Bulk Crew Rest Compartment (BCRC) is installed in the bulk cargo
compartment. Its size and equipment can be laid out according to the
airline request. A staircase housing is located in the cabin above the
compartment and the exit hatch on the cabin aisle. Lower and upper rest
bunks are installed. Lower bunks without an upper bunk can be used as
seats. Stowage compartments are located in the staircase to store
emergency equipment.
BCRC
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If an emergency occurs, there are three possibilities for the cockpit crew
to leave the aircraft:
- evacuation through the cabin and then use the passenger door escape
slide facilities,
- evacuation through the sliding windows by using the escape rope,
- evacuation through the avionics compartment by using the access hatch
and the escape ladder.
The type "A" passenger doors can have escape slides or slide rafts. The
type "1" emergency exits have escape slides. They are used for quick
evacuation in case of emergency. Deployment of the slide/rafts is
automatic when the door is opened with the evacuation system in the
armed mode.
If the automatic slide inflation system fails, the slide/raft can be manually
inflated.
The aircraft has three lower deck cargo compartments in the lower part
of the fuselage. They are:
- the forward cargo compartment,
- the aft cargo compartment,
- the bulk cargo compartment.
The forward and aft cargo compartments have an independently operated
semi-automatic Cargo Loading System (CLS) and can accommodate
cargo in containers or on pallets. The bulk cargo compartment is designed
for transportation of bulk cargo, passenger luggage and live animals.
Access to the forward, aft and bulk cargo compartments is gained through
doors located on the right hand side of the fuselage. Two hydraulically
operated outwards opening doors give access to the forward and aft cargo
compartments. The bulk cargo has one manually operated door, which
opens inwards.
LOWER DECK CARGO COMPARTMENT - LOWER DECK CARGO COMPARTMENT INTERIOR AND LINING
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AVIONICS COMPARTMENT
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At most galley locations freon type chilled air systems are used to cool
the meal trolleys. The galley cooling system has several air chiller units
that operate independently. Several fixed air chiller positions have been
defined. There is a forward, middle or aft system, which can be installed
according to customers needs. The chilled areas are predefined to avoid
an excessive influence on temperature, humidity and noise. Not more
than 6 units should be installed in the aircraft. The air chiller is normally
installed underfloor. It is composed of:
- an air chiller unit,
- a water drain,
- a condenser discharge air duct,
- chilled air ducting,
- a customized part.
When you work on aircraft, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the
aircraft. Here is an overview of the main safety precautions relative to
the equipment & furnishings system. Use only the specified materials
and obey the instructions from the manufacturers. Other materials can
cause damage to the surface protection of the components and the related
area. Before you start working on the escape-slide, make sure that the
door is safetied. This prevents sudden movement of the door and
accidental deployment of the escape-slide, which can cause injury and/or
damage. Before opening the door or the emergency exit, make sure that
the escape-slide system is disarmed and safetied. This will prevent
inadvertent inflation of the slide pack-assembly. Use solvents/cleaning
agents, sealants and other special materials only with a good flow of air
through the work area. Those materials being poisonous, flammable and
skin irritant, put on protective clothing, rubber gloves, goggles and mask.
SAFETY PRECAUTIONS
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The oxygen system supplies crew and passengers with oxygen in case
of cabin depressurization. The oxygen system has three different
subsystems:
- the crew oxygen system,
- the passenger oxygen system,
- the portable oxygen system.
When you work on aircraft, you must obey all the safety procedures listed
in the AMM.
GENERAL
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The pilots oxygen masks are located in a storage box in both consoles
on the side. To use the mask the crew member squeezes the red grips
to pull the mask out of the box, and this action causes the mask harness
to inflate and to put the mask on. With the mask in position and the
red grips released, the oxygen mask will be supplied with oxygen. A
mask mounted regulator supplies a mixture of air and oxygen or pure
oxygen, or gives emergency pressure control. With the regulator set
to NORMAL, the user breathes a mixture of cabin air and oxygen up
to the cabin altitude at which the regulator supplies 100% oxygen on
demand. The user can select 100%, in that case the regulator supplies
pure oxygen at all cabin altitudes on demand. Depending on the
situation, the user can turn the EMERGENCY rotating knob to receive
pure oxygen under pressure. The emergency rotating knob will also
be used for a specific system test by pushing it. A microphone is
installed in the mask. A flow blinker indicates oxygen flow. The
PRESS TO TEST AND RESET button is used for the oxygen flow
test as well as to reset the oxygen mask test.
The portable oxygen equipment lets the user move freely in the aircraft
in case of fire or emission of smoke or noxious gas. The portable oxygen
equipment protects the eyes and the respiratory system in case of fire or
emission of smoke or noxious gas. It gives freedom of movement to
extinguish a fire or to supply emergency oxygen if the fixed oxygen
system does not work.
One smoke hood is located in the cockpit on the rear left lateral panel,
the others are located at the cabin attendant stations. Each hood is stored
under vacuum in a special container. It can be donned in less than 10
seconds and will supply oxygen to the person during 15 minutes.
The oxygen cylinders are located in the cockpit, at the cabin attendant
stations and in several locations in the cabin, immediately available to
the cabin attendants. They have continuous flow type masks and supply
first aid oxygen to the passengers and to supply oxygen to the cabin
attendants.
The OXYGEN control panel for crew and passengers, is located on the
cockpit overhead panel. The CREW SUPPLY P/B in OFF position shuts
off the supply from the oxygen cylinder to the crew masks. The MASK
MAN ON P/B electrically controls the opening of the oxygen container
doors. This will be indicated by the SYStem ON light. To reset the
passenger oxygen system the TMR RESET P/B on the maintenance panel
has to be pressed. The P/B also indicates a fault in the system, when the
FAULT light comes in amber.
The cockpit crew oxygen system is located in the FWD area of the
avionics compartment.
If installed, the optional gaseous oxygen system is composed of cylinders
installed behind the sidewall panels of the FWD cargo compartment, on
the RH side.
COMPONENT LOCATION
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COMPONENT LOCATION
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When you work on the oxygen system, you must obey all the AMM
safety procedures. This will prevent injury to persons and/or damage to
the aircraft. The main safety precautions relative to the oxygen system
are:
- keep all hydrocarbons (fuels, lubricants, etc) away from all oxygen
sources. Oxygen becomes explosive when in contact with hydrocarbons,
- clean the tools and make sure your hands are clean to prevent
contamination of the oxygen system. Be sure that no unwanted particles
go into the oxygen system as they can cause damage to the system,
- use gloves if you need to touch the oxygen generator. It stays hot for at
least two hours after it stops and can burn you,
- be sure to use or remove generator safety items before removal or
installation of a generator. If a component is not safe, the generators can
cause damage or will not operate,
- do not hold the MASK MAN ON P/B in for more than 5 seconds. This
can cause the relays to become too hot and cause damage,
- make sure that the oxygen masks are packed correctly. If not, it is
possible that they will not fall out correctly in an emergency.
SAFETY PRECAUTIONS
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SYSTEM INTRODUCTION
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GENERAL
Potable water is stored in water tanks. The water system supplies
galleys and lavatories. To fulfill sufficient supply of potable water in
all cabin locations, the system is air pressurized. The Vacuum System
Controller (VSC) manages the potable water system. The VSC
interfaces with one pre-selection unit for filling control and also with
the transmitter, which monitor the quantity of potable water in the
tanks and send the data to the VSC. The VSC then sends this data to:
- the Cabin Intercommunication Data System (CIDS) and the quantity
indicator at the Potable Water Service Panel (in option),
- and sends a signal to the Central Maintenance Computer (CMC) if
the system does not operate correctly.
The water quantity in the tanks is indicated on the Flight Attendant
Panel (FAP) and on the Potable Water Service Panel (PWSP). Potable
water is distributed to the lavatories and the galleys from any tank. In
the lavatories, a part of the water supplied to the faucets is heated in
water heaters. The potable water system can be serviced with or
without electrical power. With electrical power available all the
servicing (filling and draining) will be done from the PWSP and the
aft drain panel, using the control handles. For filling and draining
without electrical power, the related valves have to be manually
operated.
A third water tank can be installed in the bulk cargo compartment.
With three potable water tanks, the VSC interfaces with the two
pre-selection units for filling control and also with two transmitters,
which monitor the quantity of potable water in the tanks and send the
data to the VSC.
DRAIN MASTS
NOTE: Note: Those parts of the drain and flush lines as well as valves
and connections are heated.
The Potable Water Service Panel (PWSP) is installed on the rear side of
the fuselage. It is used to fill or drain the potable water system. If the
third water tank is installed, the PWSP is different.
The toilet service panel is located at the bottom centerline of the aircraft.
It is used to drain the waste holding tanks and to flush the reservoirs.
The aft water drain panel is installed in the aft lower fuselage. It is used
to fill and drain. The FWD water drain panel is installed on the FWD left
side lower fuselage. It is used to drain the FWD section.
The waste holding tanks are installed in the aft fuselage on the LH side.
The VSC is installed in the bulk cargo compartment on the RH side. The
potable water tanks are installed in the aft cargo compartment and RH
aft fuselage. The pre-selection unit is installed above the bulk cargo door.
If there are three potable water tanks installed, the third water tank is
located in the bulk cargo compartment and two pre-selection units are
installed.
COMPONENT LOCATION
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COMPONENT LOCATION
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NOTE: Note that the second tank does not have any transmitter as
it is connected to the forward tank.
On the FAP, when the Water/Waste P/B is pressed, the
WATER/WASTE page appears and displays the water quantity. The
water quantity pre-selection is available by selecting the
WATER/WASTE page before opening the water service panel door.
The memorized water quantity can be changed then by selecting the
Pre-Select prompts. Status and fault messages of the water and waste
systems are displayed in a dedicated window.
The VSC sends data faults from the toilet and the potable water systems
to the CMCs. Any system condition that requires special crew actions or
information messages will be displayed on the FAP.
MAINTENANCE/TEST FACILITIES
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When you work on the aircraft, make sure that you obey all the AMM
safety procedures. This will prevent injury to persons and/or damage to
the aircraft. Here is an overview of main safety precautions relative to
the water and waste system. Before you start a task make sure that the
warning notices are in position. When you complete the work procedure,
clean your hands with soap and water. This will prevent infection (toilet
waste is dangerous for health. Do not work on the waste system and the
portable water system at the same time. This will prevent contamination
of the potable water system. When you remove a component of the toilet
waste system, always put it in a plastic bag, then seal the bag. Do not put
documents into the plastic bag. Seal the bag first, then attach the document
to it. When you work on the potable water system make sure that the
equipment you use for the procedure is clean and approved for this system.
If not it can cause contamination. Do not touch the water heater until it
is sufficiently cool to prevent burns when you do the maintenance tasks.
SAFETY PRECAUTIONS
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ENVIRONMENTAL PRECAUTIONS
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GENERAL
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STORAGE
The fuel is stored in six tanks. In each wing, there are an outer and an
inner tanks divided into two parts: the forward inner tank, and the aft
inner tank. There also are a center tank, and a trim tank. Each inner tank
section has one closed area called the collector cell, which is a reservoir
for the booster pumps. A dedicated jet pump is only used to fill the
collector cell of the main booster pumps. A vent surge tank is installed
outboard of each outer tank in the wing and on the RH side of the trim
tank. They vent the fuel tanks and collect fuel split from the tanks. Each
tank has one or more water drain valves located at low points.
Two Fuel Control and Monitoring Computers (FCMCs) receive inputs
from the different probes and sensors installed in the fuel tanks. The
FCMCs transmit data to the ECAM and to the Refuel/Defuel panel. Each
FCMC does the data monitoring and the calculation simultaneously,
however one computer at a time achieves the control function (FCMC1
in normal condition).
Two high level sensors are installed in each tank. When high level is
sensed, the FCMC closes the related tank inlet valve. Low Level sensors
are installed in each tank except in the outer tanks. They are used to
control fuel operations and to trigger low-level warnings. One overflow
sensor is installed in each surge tank. If an overflow is sensed, the FCMC
closes all inlet valves and the refuel isolation valve.
In each fuel tank, the fuel quantities are measured from Fuel Quantity
Indication (FQI) probes, compensators and densitometers. Temperature
sensors are installed in each tank for fuel temperature monitoring and
ECAM display.
STORAGE
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STORAGE
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STORAGE
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Each wing tank and the trim tank are vented via dedicated vent pipes
connected to their related vent surge tanks. The center tank is vented
through the left wing vent surge tank. A NACA air intake is mounted on
an access panel on each vent surge tank.
TANK VENTING
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An independent fuel feed system supplies each engine. For each engine,
there are two main fuel pumps, and one stand-by pump. In the normal
configuration the main pumps are running and the stand-by pump is there
as a back up when a main pump has a too low output pressure. A LP
valve isolates its related engine from the fuel supply. The crossfeed system
lets any engine be fed from any tank. It is used to correct fuel imbalance
between tanks or during gravity feeding of the engines.
ENGINE FEED
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Fuel is supplied to the APU from the LH inner tank collector cell with
the forward APU pump through the trim transfer line. If a low pressure
is detected in the trim transfer line, the aft APU pump starts. The APU
fuel isolation valve controls the fuel flow from the FWD inner tank to
the trim transfer line. If an APU fire is detected, the APU LP valve closes.
The Fuel/Air separator, installed in the trim tank fuel transfer line, keeps
sufficient fuel for the APU operation if air enters the transfer line.
The main transfer system controls the fuel flow from the center tank and
the outer tanks to the two inner tanks for engine feeding. The two transfers
are usually controlled automatically by the FCMCs, but they can be
manually controlled if necessary. The trim transfer system controls the
A/C center of gravity by forward and aft transfers. Trim transfers are
controlled automatically by the FCMCs, but a manual forward transfer
can be initiated from the fuel panel if a failure occurs.
MAIN AND TRIM TRANSFERS - MAIN TRANSFERS FROM CENTER TANK TO INNER TANK
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MAIN AND TRIM TRANSFERS - MAIN TRANSFERS FROM OUTER TANK TO INNER TANK
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The trim transfer system controls the A/C CG position. For this
function, the system moves fuel to the trim tank (this is the aft
transfer), or from the trim tank (this is the forward transfer). When
an aft transfer is necessary:
- if the center tank is not empty, the center tank pumps move fuel from
the center tank to the trim tank,
- if the center tank is empty, the booster pumps move fuel from the
collector cells to the trim tank.
The system operates automatically via the FCMC. However, the crew
can manually set a forward transfer on the fuel panel.
You can transfer fuel between the center tank and the trim tank. The
transfer pumps fill the trim tank via the trim pipe isolation valve and
the trim tank inlet valves.
The aft transfer uses the main pumps to fill the trim tanks when the
center tank is empty. The system uses the aft transfer valves, the trim
pipe isolation valve and the trim tank inlet valve. The fuel is pumped
from the inner tanks.
When a forward transfer is necessary with the center tank not empty,
the trim tank transfer pump moves fuel from the trim tank to the center
tank. The fuel can be transferred to the center tank, by the trim transfer
pump, through the trim tank isolation valve and the auxiliary forward
transfer valve. The FCMC opens the auxiliary forward transfer valve.
During an automatic forward transfer when the center tank is empty,
a trim transfer pump moves fuel from the trim tank to the inner tanks.
The fuel can be transferred to the inner tanks by the trim transfer
pump, through the trim tank isolation valve, the trim pipe isolation
valve and the inner tank inlet valves. The FCMC opens the inner tank
inlet valves.
JETTISON (OPTIONAL)
When installed, the jettison system is used in flight to dump fuel
overboard, to decrease the A/C gross weight before landing. The jettison
system operation can only be manually initiated in the cockpit on the
jettison panel but the Fuel Control and Monitoring Computer (FCMC)
can manually or automatically stop the jettison system.
When the jettison system is set to ON:
- the two jettison valves open,
- the trim-pipe isolation valve opens and all the fuel tank inlet valves
close,
- the two transfer pumps supply fuel from the center tank,
- the two aft transfer valves open,
- the crossfeed valve opens,
- all the main and standby pumps supply fuel from the inner tank,
- trim tank FWD transfer is automatically initiated to the center tank even
if the center tank is empty,
- the fuel flows from the fuel tanks to the refuel gallery.
The system can be manually stopped by the crew, or automatically if the
FCMC stops the operation at a pre-set jettison final gross weight or when
inner tank low-level sensors become dry. When the total of the two inner
tanks fuel quantities is less than 10 tons the jettison system stops
automatically.
JETTISON (OPTIONAL)
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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JETTISON (OPTIONAL)
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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REFUEL/DEFUEL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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REFUEL/DEFUEL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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CONTROL PANELS
The FUEL control panel is located on the overhead panel. Each main
and stand-by pump has its related control P/BSW for each related
engine collector cell. The cross feed valves normally closed may be
controlled open automatically in case of electrical emergency
configuration or manually by their dedicated P/BSWs.
The LH and RH CTR TANK P/BSWs on the cockpit fuel panel,
control the related center tank fuel transfer pump. The CTR TK XFR
P/BSW is manually or automatically used to control the transfer from
the center tank to the inner tank.
An action on the LH or RH INR TK SPLIT P/BSW located on the
fuel emergency control panel is used for manual control of the
emergency isolation valves. The OUTER TK XFR P/BSW on the fuel
control panel, is used to manually or automatically control the outer
tank fuel transfer to the inner tanks. The T TANK MODE P/BSW on
the fuel control panel is used to manually or automatically control the
Trim Tank transfer.
The T TANK FEED control selector is used to ISOLAte, to OPEN,
and to AUTOmatically control the Trim tank fuel transfer. The Jettison
system is ARMed and ACTIVated by the related P/BSW located on
the fuel emergency control panel.
The LP valves are open or closed using their related ENG MASTER
switch on the pedestal panel. In case of fire an action on the engine
FIRE P/B on the overhead panel closes its related LP valve. The APU
MASTER SW on the overhead panel controls the APU fuel supply.
In case of APU fire, an action on the APU FIRE P/B on the overhead
panel closes the APU LP valve.
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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The engine feed status, the APU feed status, the transfer data status,
and the Jettison system status are all displayed on the ECAM FUEL
page.
COMPONENT LOCATION
This is a global view of the fuel system.
The wing fuel feed pumps are replaced from the wing lower surface by
removing the wing pump access fairing. The fuel pump element of the
fuel pump canister can be replaced when there is fuel in the collector
cell. The water drain valve lets remove water, which could collect a
quantity sufficient to cause malfunction to the engine.
The LH and RH Refuel/Defuel couplings are located beneath the LH and
RH wing leading edge. There is one refuel isolation valve per coupling.
Each refuel isolation valve has a Manual Button. When pressed, the
manual button holds the valve open, with the fuel pressure coming from
the fuel tanker event, with lack of electrical failure. The Manual Magnetic
level Indicators (MMIs) are used to calculate the tank fuel quantities
without electrical power on the aircraft.
The X-feed valve actuator is installed on the center tank bottom skin. It
controls the flow of fuel between Engine 1 and 2 feed lines.
The CTK inlet valve actuator is located on the CTK rear spar and controls
the flow of fuel from the refuel gallery into the CTK.
The inner tank inlet valves actuators are installed on the center tank rear
spar. They independently control the flow of fuel coming from the refuel
gallery to the inner tanks.
The FWD APU pump, APU isolation valve actuator and Trim pipe
isolation valve actuators are installed at the rear spar of the wing center
tank. The AFT APU pump and APU LP valve are located in the tail cone
section.
The TT inlet valve actuator is attached to the bottom skin of the TT, it
controls the flow of fuel into the trim tank.
The trim-tank isolation valve is installed on the trim transfer line below
the trim tank at Trimmable Horizontal Stabilizer RH. The actuator is
attached to the valve.
The aft transfer valves actuators are installed at the rear face of the wing
rear spar, they control the supply of fuel from the engine feed line to the
refuel gallery.
The emergency isolation valves actuators are installed below the center
tank, they control the flow of fuel between the AFT and the FWD inner
tanks.
COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
Each FCMC has a BITE. The BITE continuously monitors the FCMCs
and fuel system components for failures. It is connected to the Centralized
Maintenance Computers (CMCs) and can be interrogated from the MCDU
for fuel data reports or test function.
When you work on A/C, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the fuel
system. Kerosene is poisonous. Do not splash A/C fuel in your eyes,
mouth, nose, and ears or on your skin. Use the approved protective
clothing to prevent personal contamination and formation of static
electricity. Make sure that you have the proper fire fighting equipment
available. Make sure that the safety area is clear and clean. Respect the
safety precautions within the safety distances. Put the NO SMOKING
warning notices around the work area. Ground and bond the A/C.
In the Work area:
- do not use flames which do not have protection and do not use any
material/tool which may cause sparks,
- use only necessary and approved electrical/electronic equipment,
- make sure that the air flow is sufficient to work safely, otherwise use a
respirator,
- do not pull or move metal objects along the ground,
- immediately flush away or remove any fuel leakage.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
STORAGE
The fuel is stored in five tanks. In each wing, there are an outer, and an
inner tanks divided into two parts: the forward inner tank, and the aft
inner tank. There also is a trim tank. Each inner tank section has one
closed area called the collector cell, which is a reservoir for the booster
pumps. A dedicated jet pump is only used to fill the collector cell of the
main booster pumps. A vent surge tank is installed outboard of each outer
tank in the wing and on the RH side of the trim tank. They vent the fuel
tanks and collect fuel split from the tanks. Each tank has one or more
water drain valves located at low points.
Two Fuel Control and Monitoring Computers (FCMCs) receive inputs
from the different probes and sensors installed in the fuel tanks. The
FCMCs transmit data to the ECAM and to the Refuel/Defuel panel. Each
FCMC does the data monitoring and the calculation simultaneously,
however one computer at a time achieves the control function (FCMC 1
in normal condition).
Two high level sensors are installed in each tank. When high level is
sensed, the FCMC closes the related tank inlet valve. Low Level sensors
are installed in each tank except in the outer tanks. They are used to
control fuel operations and to trigger low-level warnings. One overflow
sensor is installed in each surge tank. If an overflow is sensed, the FCMC
closes all inlet valves and the refuel isolation valve.
In each fuel tank, the fuel quantities are measured from Fuel Quantity
Indication (FQI) probes, compensators and densitometers. Temperature
sensors are installed in each tank for fuel temperature monitoring and
ECAM display.
STORAGE
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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STORAGE
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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STORAGE
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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Each wing tank and the trim tank are vented via dedicated vent pipes
connected to their related vent surge tanks. A NACA air intake is mounted
on an access panel on each vent surge tank.
TANK VENTING
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
An independent fuel feed system supplies each engine. For each engine,
there are two main fuel pumps, and one stand-by pump. In the normal
configuration the main pumps are running and the stand-by pump is there
as a back up when a main pump has a too low output pressure. A LP
valve isolates its related engine from the fuel supply. The crossfeed system
lets any engine be fed from any tank. It is used to correct fuel imbalance
between tanks or during gravity feeding of the engines.
ENGINE FEED
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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Fuel is supplied to the APU from the LH inner tank collector cell with
the forward APU pump through the trim transfer line. If a low pressure
is detected in the trim transfer line, the aft APU pump stars. The APU
fuel isolation valve controls the fuel flow from the FWD inner tank to
the trim transfer line. If an APU fire is detected, the APU LP valve closes.
The Fuel/Air separator, installed in the trim tank fuel transfer line, keeps
sufficient fuel for the APU operation if air enters the transfer line.
The main transfer system controls the fuel flow from the outer tanks to
the two inner tanks for engine feeding. The transfers are usually controlled
automatically by the FCMCs, but they can be manually controlled if
necessary. The trim transfer system controls the A/C center of gravity
by forward and aft transfers. Trim transfers are controlled automatically
by the FCMCs, but a manual forward transfer can be initiated from the
fuel panel if a failure occurs.
MAIN AND TRIM TRANSFERS - MAIN TRANSFERS FROM OUTER TANK TO INNER TANK
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The trim transfer system controls the A/C CG position. For this
function, the system moves fuel to the trim tank (this is the aft
transfer), or from the trim tank (this is the forward transfer). When
an aft transfer is required the booster pumps move fuel from the
collector cells to the trim tank. The system operates automatically via
the FCMC. However, the crew can manually set a forward transfer
on the fuel panel.
The aft transfer uses the main pumps to fill the trim tanks. The system
uses the aft transfer valves, the trim pipe isolation valve and the trim
tank inlet valve. The fuel is pumped from the inner tanks.
REFUEL/DEFUEL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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REFUEL/DEFUEL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
CONTROL PANELS
The FUEL control panel is located on the overhead panel. Each main
and stand-by pump has its related control P/BSW for each related
engine collector cell. The cross feed valves normally closed may be
controlled open automatically in case of electrical emergency
configuration or manually by their dedicated P/BSWs.
An action on the LH or RH INR TK SPLIT P/BSW located on the
fuel emergency control panel is used for manual control of the
emergency isolation valves. The OUTER TK XFR P/BSW on the fuel
control panel, is used to manually or automatically control the outer
tank fuel transfer to the inner tanks. The T TANK MODE P/BSW on
the fuel control panel is used to manually or automatically control the
Trim Tank transfer. The T TANK FEED control selector is used to
ISOLAte, to OPEN, and to AUTOmatically control the Trim tank fuel
transfer.
The LP valves are open or closed using their related ENG MASTER
switch on the pedestal panel. In case of fire an action on the engine
FIRE P/B on the overhead panel closes its related LP valve. The APU
MASTER SW on the overhead panel controls the APU fuel supply.
In case of APU fire, an action on the APU FIRE P/B on the overhead
panel closes the APU LP valve.
The engine feed status and the APU feed status, transfer data status
are displayed on the ECAM FUEL page.
COMPONENT LOCATION
This is a global view of the fuel system.
The wing fuel feed pumps are replaced from the wing lower surface by
removing the wing pump access fairing. The fuel pump canister can
replace the fuel pump element when there is fuel in the collector cell.
The water drain valve let you remove water, which could collect in
quantities sufficient to cause malfunction to the engine.
The RH refuel/defuel coupling is located beneath the RH wing leading
edge. There is one refuel isolation valve on the coupling. The refuel
isolation valve has a Manual Button. When pressed, the manual button
holds the valve open, with the fuel pressure coming from the fuel tanker
event, with a lack of electrical failure. The Manual Magnetic level
Indicators (MMIs) are used to calculate the tank fuel quantities without
electrical power on the aircraft.
The X-feed valve actuator is installed on the center tank rear spar. It
controls the flow of fuel between Engine 1 and 2 feed lines.
The inner tank inlet valves actuators are installed on the center tank rear
spar. They independently control the flow of fuel coming from the refuel
gallery to the inner tanks.
The FWD APU pump, APU isolation valve actuator and Trim pipe
isolation valve actuators are installed at the rear spar of the wing center
tank. The AFT APU pump and APU LP valve are located in the tail cone
section.
The TT inlet valve actuator is attached to the bottom skin of the TT, it
controls the flow of fuel into the trim tank.
The trim-tank isolation valve is installed on the trim transfer line below
the trim tank at Trimmable Horizontal Stabilizer RH. The actuator is
attached to the valve.
The aft transfer valves actuators are installed at the rear face of the wing
rear spar, they control the supply of fuel from the engine feed line to the
refuel gallery.
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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The emergency isolation valves actuators are installed below the center
tank, they control the flow of fuel between the AFT and the FWD inner
tanks.
COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
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COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
Each FCMC has a BITE. The BITE continuously monitors the FCMCs
and fuel system components for failures. It is connected to the Centralized
Maintenance Computers (CMC) and can be interrogated from the MCDU
for fuel data reports or test functions.
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on A/C, make sure that you obey to all the AMM safety
procedures. This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the fuel
system. Kerosene is poisonous. Do not splash A/C fuel in your eyes,
mouth, nose and ears or on your skin. Use the approved protective clothing
to prevent personal contamination and formation of static electricity.
Make sure that you have the proper fire fighting equipment available.
Make sure that the safety area is clear and clean. Respect the safety
precautions within the safety distances. Put the NO SMOKING warning
notices around the work area. Ground and bond the A/C.
In the Work area:
- do not use flames which do not have protection and do not use any
material/tool which may cause sparks,
- use only necessary and approved electrical/electronic equipment,
- make sure that the air flow is sufficient to work safely, otherwise use a
respirator,
- do not pull or move metal objects along the ground,
- immediately flush away or remove any fuel leakage.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The engine fire protection is fulfilled by two systems: the fire detection
system and the fire extinguishing system. The engine Fire Detection Unit
(FDU) monitors two engine detector loops. Each loop has detector
elements located in critical engine areas and connected in parallel.
Warnings are generated according to an AND logic (both loops detect a
FIRE). There are two fire bottles located in the engine pylon for engine
FIRE extinguishing. The engine fire protection system gives aural and
visual indications in FIRE and FAULT conditions.
The overhead ENGine FIRE control panel is used for detection and
extinguishing functions. In addition to these indications on the FIRE
panel, there is the ENG MASTER panel located on the pedestal
including a red FIRE indicator light for each engine.
The APU fire protection is done by two systems: the fire detection system
and the fire extinguishing system. The APU Fire Detection Unit (FDU)
monitors two detector loops. Each loop has a detector element located
in the APU compartment. Warnings are generated according to an AND
logic (both loops detect a FIRE). There is one fire bottle installed in the
aft fuselage for the APU FIRE extinguishing. The APU fire can be
manually or automatically extinguished.
The APU fire protection system gives aural and visual indications for
FIRE and FAULT conditions. In case of a FIRE when the A/C is on the
ground, the Automatic Fire Extinguishing Control Unit (AFECU) initiates
an auto shutdown of the APU and discharges the extinguishing bottle.
The two smoke detectors are located in the FWD cargo compartment
in the ventilation extraction duct.
The lavatory smoke detection system and the waste bin fire extinguishing
system fulfill the lavatory fire protection. The system is monitored by
the SDCU, which sends signals to the FWC, and to the Cabin
Intercommunication and Data System (CIDS). The SDCU, the FWC,
and the CIDS give aural and visual warning indications in the cockpit
and in the cabin in SMOKE and FAULT conditions.
Each lavatory has a single smoke detector located in the air extraction
duct in the lavatory ceiling. A fire extinguisher bottle is installed above
the waste bin in each lavatory. If a fire starts in the waste bin the fire
extinguisher discharges automatically. Portable fire extinguishers are
located throughout the cabin and cockpit.
There are some options, which may be selected by operators and which
require fire protection:
- the Flight Crew Rest Compartment (FCRC), installed behind the cockpit,
- the Lower Deck Mobile Crew Rest (LD-MCR) and its associated
staircase housing.
OPTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The fire extinguishing system in the LD-MCR has one fire extinguisher
bottle. The bottle is installed below the stairs in the LD-MCR. The
LD-MCR fire-extinguishing system operates manually. A fire
extinguisher panel is also installed in the LD-MCR. It has four
indication LEDs. Two green indicator and two red warning LEDs,
which show the condition of the cartridge and the pressure in the
bottle. The FES switch controls the fire-extinguishing of the LD-MCR.
Each fire protection system computer has a BITE that tests, manages and
records failures to help maintenance operations.
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on the A/C, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the fire
protection system. Make sure that there is good airflow through the
working area: fumes from a discharged fire extinguisher bottle can cause
injury to persons. Install or remove the fire detector elements carefully.
You can easily cause damage to them. Move a filled fire extinguisher
bottle carefully: A heavy shock or damage to the frangible disc can cause
unwanted discharge and seriously injure persons who are in the proximity.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The engine fire protection is fulfilled by two systems: the fire detection
system and the fire extinguishing system. The engine Fire Detection Unit
(FDU) monitors two engine detector loops. Each loop has detector
elements located in critical engine areas and connected in parallel.
Warnings are generated according to an AND logic (both loops detect a
FIRE). There are two fire bottles located in the engine pylon for engine
FIRE extinguishing. The engine fire protection system gives aural and
visual indications in FIRE and FAULT conditions.
The overhead ENGine FIRE control panel is used for detection and
extinguishing functions. In addition to these indications on the FIRE
panel, there is the ENG MASTER panel located on the pedestal
including a red FIRE indicator light for each engine.
The APU fire protection is done by two systems: the fire detection system
and the fire extinguishing system. The APU Fire Detection Unit (FDU)
monitors two detector loops. Each loop has a detector element located
in the APU compartment. Warnings are generated according to an AND
logic (both loops detect a FIRE). There is one fire bottle installed in the
aft fuselage for the APU FIRE extinguishing. The APU fire can be
manually or automatically extinguished.
The APU fire protection system gives aural and visual indications for
FIRE and FAULT conditions. In case of a FIRE when the A/C is on the
ground, the Automatic Fire Extinguishing Control Unit (AFECU) initiates
an auto shutdown of the APU and discharges the extinguishing bottle.
The two smoke detectors are located in the FWD cargo compartment
in the ventilation extraction duct.
The lavatory smoke detection system and the waste bin fire extinguishing
system fulfill the lavatory fire protection. The system is monitored by
the SDCU, which sends signals to the FWC, and to the Cabin
Intercommunication and Data System (CIDS). The SDCU, the FWC,
and the CIDS give aural and visual warning indications in the cockpit
and in the cabin in SMOKE and FAULT conditions. One detector and
extinguisher in each lavatory
Each lavatory has a single smoke detector located in the air extraction
duct in the lavatory ceiling. A fire extinguisher bottle is installed above
the waste bin in each lavatory. If a fire starts in the waste bin the fire
extinguisher discharges automatically. Portable fire extinguishers are
located throughout the cabin and cockpit.
There are some options, which may be selected by operators and which
require fire protection:
- the Flight Crew Rest Compartment (FCRC), installed behind the cockpit,
- the Lower Deck Mobile Crew Rest (LD-MCR) and its associated
staircase housing.
OPTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The fire extinguishing system in the LD-MCR has one fire extinguisher
bottle. The bottle is installed below the stairs in the LD-MCR. The
LD-MCR fire-extinguishing system operates manually. A fire
extinguisher panel is also installed in the LD-MCR. It has four
indication LEDs. Two green indicator and two red warning LEDs,
which show the condition of the cartridge and the pressure in the
bottle. The FES switch controls the fire-extinguishing of the LD-MCR.
Each fire protection system computer has a BITE that tests, manages and
records failures to help maintenance operations.
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on the A/C, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the fire
protection system. Make sure that there is good airflow through the
working area: fumes from a discharged fire extinguisher bottle can cause
injury to persons. Install or remove the fire detector elements carefully.
You can easily cause damage to them. Move a filled fire extinguisher
bottle carefully: A heavy shock or damage to the frangible disc can cause
unwanted discharge and seriously injure persons who are in the proximity.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The engine fire protection is fulfilled by two systems: the fire detection
system and the fire extinguishing system. The engine Fire Detection Unit
(FDU) monitors two engine detector loops. Each loop has detector
elements located in critical engine areas and connected in parallel.
Warnings are generated according to an AND logic (both loops detect a
FIRE). There are two fire bottles located in the engine pylon for engine
FIRE extinguishing. The engine fire protection system gives aural and
visual indications in FIRE and FAULT conditions.
The overhead ENGine FIRE control panel is used for detection and
extinguishing functions. In addition to the indications on the FIRE
panel, there is the ENG MASTER panel located on the pedestal
including a red FIRE indicator light for each engine.
The APU fire protection is done by two systems: the fire detection system
and the fire extinguishing system. The APU Fire Detection Unit (FDU)
monitors two detector loops. Each loop has a detector element located
in the APU compartment. Warnings are generated according to an AND
logic (both loops detect a FIRE). There is one fire bottle installed in the
aft fuselage for the APU FIRE extinguishing. The APU fire can be
manually or automatically extinguished.
The APU fire protection system gives aural and visual indications for
FIRE and FAULT conditions. In case of a FIRE when the A/C is on the
ground, the Automatic Fire Extinguishing Control Unit (AFECU) initiates
an auto shutdown of the APU and discharges the extinguishing bottle.
The two smoke detectors are located in the FWD cargo compartment
in the ventilation extraction duct.
The lavatory smoke detection system and the waste bin fire extinguishing
system fulfill the lavatory fire protection. The system is monitored by
the SDCU, which sends signals to the FWC, and to the Cabin
Intercommunication and Data System (CIDS). The SDCU, the FWC,
and the CIDS give aural and visual warning indications in the cockpit
and in the cabin in SMOKE and FAULT conditions.
Each lavatory has a single smoke detector located in the air extraction
duct in the lavatory ceiling. A fire extinguisher bottle is installed above
the waste bin in each lavatory. If a fire starts in the waste bin the fire
extinguisher discharges automatically. Portable fire extinguishers are
located throughout the cabin and cockpit.
There are some options, which may be selected by operators and which
require fire protection:
- the Flight Crew Rest Compartment (FCRC), installed behind the cockpit,
- the Lower Deck Mobile Crew Rest (LD-MCR) and its associated
staircase housing.
OPTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The fire extinguishing system in the LD-MCR has one fire extinguisher
bottle. The bottle is installed below the stairs in the LD-MCR. The
LD-MCR fire-extinguishing system operates manually. A fire
extinguisher panel is also installed in the LD-MCR. It has four
indication LEDs. Two green indicator and two red warning LEDs,
which show the condition of the cartridge and the pressure in the
bottle. The FES switch controls the fire-extinguishing of the LD-MCR.
Each fire protection system computer has a BITE that tests, manages and
records failures to help maintenance operations.
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on the A/C, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the fire
protection system. Make sure that there is good airflow through the
working area: fumes from a discharged fire extinguisher bottle can cause
injury to persons. Install or remove the fire detector elements carefully.
You can easily cause damage to them. Move a filled fire extinguisher
bottle carefully: A heavy shock or damage to the frangible disc can cause
unwanted discharge and seriously injure persons who are in the proximity.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
GENERAL - USERS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
INSTALLATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
ENGINE
The APU is a constant speed, single shaft gas turbine engine that delivers
mechanical shaft power to drive an accessory gearbox and a load
compressor. The main components of the accessory gearbox are:
- the starter motor,
- the lubrication module, which drives the Fuel Control Unit (FCU),
- the AC generator.
The APU operation is controlled and monitored by the Electronic Control
Box (ECB). The ECB has full authority over the following APU functions:
- starting,
- acceleration,
- speed governing,
- indication,
- fault monitoring,
- interface with A/C systems.
The air intake flap lets external air supply the APU inlet plenum. It cuts
off the air supply when the APU does not operate. The APU bleed air
system includes a bleed valve, a flow regulation with the Inlet Guide
Vane (IGV) and surge protection by a surge control valve. The ECB
fulfills the control and monitoring of these components. During starting,
the electrical starter motor drives the APU and the initial combustion is
initiated by the ignition system.
ENGINE
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
CONTROL PANELS
APU parameters are displayed on the ECAM APU page. The APU
generator parameters are duplicated on the ECAM ELEC page and
the APU pneumatic parameters are duplicated on the ECAM BLEED
page.
ENGINE VIEW
The left and right hand sides of the APU are shown.
The FCU is the main component of the APU fuel system. It supplies
fuel from the APU fuel feed line to the power section (combustion
chamber). Fuel pressure is also used as muscle pressure to operate
two APU components:
- the load compressor IGV,
- the surge control valve for air regulation,
- the ECB computes the fuel/air ratio, related to the APU load, and
meters the fuel flow accordingly.
The main role of the APU air system is to supply pressurized air to
the A/C pneumatic system. This is achieved by the APU load
compressor. The ECB controls and operates the bleed valve for air
supply. The ECB also controls and operates the IGVs for flow
regulation, and the surge control valve for surge protection.
The APU start sequence is initiated from the cockpit and is controlled
by the ECB. During starting, the electrical starter motor drives the
APU and the initial combustion is initiated by the ignition system.
The ECB is in the bulk cargo compartment on the Right Hand side.
A Data Memory Module (DMM) is installed on the Left Hand side
of the APU.
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on A/C, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the APU
system. Make sure that you use the correct personal protection when you
work on the APU, as fuel and oil are poisonous.
Do not touch the APU until it is sufficiently cool. If you operate the APU
with the APU access doors open or removed, make sure that you have
the correct fire fighting equipment available. The onboard APU fire
extinguishing system is not sufficient when these doors are not closed.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
ENVIRONMENTAL PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
POWERPLANT INTRODUCTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The powerplant installation includes the engine inlet, the engine assembly,
the exhaust common nozzle assembly, the fan cowls and thrust reverser
assemblies. The FORWARD and AFT engine mounts attach the engine
to the aircraft pylon and support the weight of the engine and transmit
thrust loads to the aircraft structure.
POWERPLANT INSTALLATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The LP rotor has the forward fan and the LP shaft, all driven by the
4-stage LP turbine. The speed of the LP rotor is indicated on ECAM
as N1. The forward fan supplies most of the engine thrust. The air
produced by the fan is known as secondary airflow or bypass airflow.
The air, which goes through the engine core for combustion is the
primary airflow. The LP (fan) compressor case features a Kevlar
containment band designed to protect the fuselage by helping to
prevent any fan blade damage within the nacelle.
The LP Turbine Case is the location for the rear engine mount. The
LP rotor is supported by 2 ball and 2 roller bearings, which are
lubricated and cooled.
FADEC
In order to increase engine reliability and efficiency, the Full Authority
Digital Engine Control (FADEC) gives full range of engine control to
achieve steady state and transient engine performances when operated
in combination with aircraft subsystems.
An EEC and a dual channel computer installed on the engine fan case on
the left hand side, control each engine. The EEC controls the engine
during start and all operations. The EEC manages engine thrust and
protects against overspeed and overtemperature by controlling the engine
sub-systems. The EEC also monitors all engine subsystems and sensors
for failure. A The gearbox drives a dual-output EEC Dedicated alternator,
which supplies power to the FADEC when the engine is running. The
FADEC system has the dual channel EEC and the following peripherals:
- Fuel Metering Unit (FMU),
- EEC Dedicated Alternator,
- compressor control systems (Variable Stator Valve (VSV), IP / HP
Bleed Valves),
- turbine Impingement Cooling system (TIC),
- start system (starter shutoff valve, ignition exciters),
- thrust Reverser system,
- engine sensors,
- electrical harnesses.
FADEC
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The primary function of the oil system is to supply sufficient oil at the
correct temperature and pressure to the engine internal drives, gears and
bearings for lubrication, to decrease temperature and keep wear to a
minimum. The oil system is also designed to heat the fuel to prevent fuel
icing.
OIL SYSTEM
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The engine is externally cooled with fan air and internally cooled with
air supplied from the engine compressors.
Pressurized air is also used to seal the engine bearing chambers to prevent
oil leakage.
External cooling is done through the Turbine Case Cooling system (TCC)
using air from the LP compressor (fan air). This system cools the IP and
LP turbine cases and reduces the IP turbine blade tip clearance in order
to improve the turbine efficiency.
The EEC electrically controls the TCC system via a solenoid valve. It is
pneumatically operated using HP3 air by means of an actuator controlling
the fan airflow delivered to the turbine cases.
The nacelle cooling is divided into three zones:
- zone 1, related to the fan case compartment, is cooled by external air,
- zone 2, related to the intermediate case compartment, is cooled by the
fan air,
- zone 3, related to the core engine compartment, is cooled by the fan air.
The Air from the fan inlet internally cools the electronic unit protection
box, installed in zone 1 and containing the Engine Electronic Controller
(EEC), the Overspeed Protection Unit (OPU) and the Power Control Unit
(PCU).
Seven bleed valves are installed around the IP and HP compressor. Four
IP bleed valves are installed on and around the compressor intermediate
case and aligned with stage 8 of the IP compressor. Three HP bleed valves
are installed at the front of the combustion outer case and aligned with
stage 3 of the HP compressor. Two HP bleed valves, HP3.3 and HP3.2,
are installed at the top right and bottom right of the case. The third one,
HP3.1, is installed at the bottom left of the case.
These valves are operated by servo (muscle) air pressure from the HP
compressor third stage (HP3). The servo pressure to operate each bleed
valve is controlled through the bleed valve solenoid unit based upon
signals from the EEC.
The Engine Electronic Controller (EEC) controls the engine thrust. The
engine thrust can be set:
- Manually by the throttle control lever or,
- Automatically by the Auto Flight System (AFS).
The main thrust control parameter is the Engine Pressure Ratio (EPR).
The EPR is replaced by N1 (LP rotor) in reverse thrust or in backup mode.
The EEC calculates the EPR as a function of the total pressure at the
engine inlet P20 and the total pressure at the core engine outlet P50. It is
expressed as a ratio: EPR = P50/P20.
The EEC is installed on the fan case, on the left hand side. The EEC
dedicated alternator is installed in the front face of the external
gearbox.
Two ignition exciter units are installed on the fan case, on the left
hand side. The starter air valve is found on the fan case, on the left
hand side. The starter is attached to the front face of the external
gearbox and also on the left hand side.
The main components of the fuel system are installed on the RH side
of the engine. The fuel pump is attached to the aft face of the external
gearbox on the lower right hand side of the engine. The Fuel Metering
Unit (FMU) is attached to the bottom of the fuel pump. The EEC
controls the FMU and supplies fuel to nozzles and engine sub-systems.
The LP fuel filter is installed on the fuel/oil heat exchanger set up on
the right hand side of the fan case.
The main functions of the engine air systems are compressor control,
and turbine clearance control. The EEC controls both systems.
The VSV system and the IP/HP Compressor Bleed Valves are the
primary compressor control systems. These systems let the engine
operate efficiently during starting, acceleration and deceleration:
- 2 fuel-powered actuators operate the VSV system installed on either
side of the compressor case which move the variable inlet guide vanes
and the first 2 rows of the intermediate pressure compressor stator
vanes.
- the solenoids control and operate with high air pressure the IP and
HP Bleed valves . There are four IP8 (intermediate compressor stage
8) and three HP3 (high pressure compressor stage 3) bleed valves
found on the engine.
The Turbine Impingement Cooling (TIC) system increases engine
efficiency by controlling turbine blade tip clearances. The TIC valve
is operated by high-pressure air and controls the supply of fan air to
the IP and LP turbine case manifolds to keep the case temperatures
within limits and to control the IP turbine blade tip clearances.
The oil tank and scavenge filter are installed on the right fan case.
The pressure filter is included in the oil pump assembly, which is
installed on the aft face of the external gearbox at the 6 o'clock
position.
The Isolation Control Unit is installed on the pylon and the Direction
Control Unit is installed in the front face of the RH side thrust reverser
half.
The thrust reverser operating components for each side are installed
in the front face of each thrust reverser half.
On the maintenance panel, the ENG FADEC GND PWR is used to supply
the FADEC system for maintenance tasks, when the engines are not
running. The MCDU is used to get access to the CMS f tests and for
troubleshooting monitored components (computers, sensors, actuators).
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the AMM safety
procedures. This will prevent injury to personnel and/or damage to the
aircraft. Here is an overview of the main safety precautions related to the
engines:
- make sure that all engine danger areas are as clear as possible to prevent
damage to the engine, the aircraft or personnel in the area,
- make sure that you have fire-fighting equipment available,
- do not try to stop the fan from turning by hand,
- after engine shutdown, let the oil tank pressure bleed off a minimum of
5 minutes before you remove the tank filler cap. If you do not, pressurized
oil can spray out of the tank and cause dangerous burns,
- the engine ignition system is an electrical system with high energy. Do
not do maintenance on the ignition system while operating the engine.
There is a danger of serious electrical shock. Make sure that the engine
shutdown occurred a minimum of 5 minutes before you proceed,
- make sure that the thrust reverser is deactivated during maintenance. If
not, the thrust reverser can operate accidentally and cause injury to
personnel and/or damage to the reverser.
When opening the engine cowls:
- respect the wind limitations and the opening/closing sequence,
- always secure cowls with the hold-open rods,
- make sure that the slats are retracted and install a warning notice to
prevent slat operation.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
ENVIRONMENTAL PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
POWERPLANT INTRODUCTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The powerplant installation includes the engine inlet, the engine assembly,
the exhaust, fan cowls and thrust reverser assemblies. The engine is
attached to the aircraft pylon by the FWD and AFT engine mounts, which
support the weight of the engine and transmit thrust loads to the aircraft
structure.
POWERPLANT INSTALLATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
MODULAR CONCEPT
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The LP rotor has the forward fan, the booster compressor and the LP
shaft, all driven by the LP turbine The LP rotor is supported by roller
and ball bearings, which are lubricated and cooled. The 5-stage LP
turbine drives the forward fan and the booster compressor. It is
supported by the Turbine Rear Frame (TRF), which is also the location
for the rear engine mount. The speed of the LP rotor is indicated on
the ECAM as N1. The N1 speed indication is given by the N1 speed
sensor fitted inside the fan frame, and connected to the Electronic
Control Unit (ECU)
The forward fan gives most of the engine thrust. The air produced by
the fan is known as secondary airflow or bypass airflow. The 4-stage
booster compressor supplies air to the engine core. This is primary
airflow. The fan and LP compressor are supported by the fan frame,
which is also the location for the forward engine mount.
The fan case features a kevlar containment ring. The kevlar is designed
to protect the fuselage by containing any fan blade damage within the
nacelle.
FADEC
In order to increase engine reliability and efficiency, the FADEC gives
full range of engine control to achieve steady state and transient engine
performances when operated in combination with aircraft subsystems.
An Engine Control Unit (ECU), which is a dual channel computer located
on the engine fan case, on the left hand side controls each engine. The
ECU controls the engine during start and all operations. The ECU
manages engine thrust and protects against overspeed and overtemperature
by controlling the engine sub-systems. The ECU also monitors all engine
subsystems and sensors for failure. When the engine is running, a
dual-output FADEC permanent magnet alternator (PMA) driven by the
gearbox supplies power for FADEC operation.
The FADEC system has the dual channel ECU and the following
peripherals:
- HMU,
- dedicated PMA,
- compressor control systems (Variable Bleed Valve (VSV), Variable
Stator Vane (VBV)),
- Turbine Active Clearance Control systems (HPTACC, LPTACC),
- start system (starter shutoff valve, ignition exciters),
- thrust reverser system,
- IDG cooling system,
- Bore cooling/Core Compartment cooling,
- engine sensors,
- electrical harnesses.
FADEC
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The engine fuel system is designed to give metered fuel in the combustion
chamber following the requested engine power.
The fuel system is also used to cool the engine and IDG oil and supply
servo pressure to operate valves and actuators.
The Engine Electronic Controller (EEC) controls the operation of the
engine fuel system. The EEC also monitors the system for normal
operation and ECAM fuel flow indication.
OIL SYSTEM
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The air system covers primary, secondary (bypass) and parasitic (cooling
and pressurizing) airflows and the systems used to control airflow. It is
composed of two major sections: engine and nacelle.
The airstream flowing through the engine feeds two major systems: the
internal and external systems.
The ignition and starting system is used to start the engine on ground or
in flight, to keep the engine running during hard flight conditions and to
crank the engine.
The ignition system consist of two igniter plugs receiving high energy,
high voltage pulses from two ignition exciters controlled by the ECU
and electrically supplied from the aircraft electrical network.
The engine pneumatic starting system supplies the power necessary to
turn the HP rotor to start the engine. A starter valve controlled by the
ECU permits to deliver air pressure to a pneumatic starter connected to
the gearbox that will give initial rotation to the HP rotor.
The ignition and starting parameters are displayed on ECAM during
engine start sequence only.
The engines are controlled by throttle control levers, which are located
on the center pedestal. They can only be manually moved. To select
reverse thrust operation, each throttle control lever includes a reverse
thrust control lever. This lever is also used to increase engine power
in reverse.
Autothrust mode is the most efficient mode of operation in flight.
When active, the autothrust can be disconnected using the two
instinctive disconnect pushbuttons. These 2 red buttons are located
on the outside of each throttle control lever. This lets the engines be
controlled in manual thrust mode.
The controls for engine starting and shut down are located on the
center pedestal just behind the throttle control levers. The engine
MAN START switches are located on the overhead panel. These
switches are used to initiate an engine manual start procedure. They
are also used to initiate an engine dry or wet motoring procedure.
The ECU is located on the fan case, on the left hand side. The FADEC
PMA is located in the front face of the accessory gearbox.
Two ignition exciter units are located on the fan case, on the left hand
side. The air starter and starter air valve are located on the gearbox
aft face.
The main components of the fuel system are located on the RH side
of the core compartment. The fuel pump is driven by the accessory
gearbox and supplies fuel to the HMU. The HMU is also mounted on
and driven by the gearbox. The main fuel filter is installed on the
pump.
The oil tank is located on the RH side of the fan case. The main
scavenge filter is located on the fan case below the oil tank. The Lube
and Scavenge Pump assembly is attached to the front face of the
accessory gearbox.
The thrust reverser operating components for each side are located in
the front face of the left and right thrust reverser cowl structure:
- CDU,
- upper and lower ball-screw actuators,
- Thrust Reverser Pressurizing Valve (TRPV),
- Thrust Reverser Directional Valve (TRDV),
- disk brake.
On the maintenance panel, the ENG FADEC GND PWR is used to supply
the FADEC system for maintenance tasks, when the engines are not
running. The MCDU is used for the access to the CMS to make the tests
and for troubleshooting monitored components (computers, sensors,
actuators).
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the AMM safety
procedures. This will prevent injury to personnel and/or damage to the
aircraft. Here is an overview of the main safety precautions related to the
engines:
- make sure that all engine danger areas are as clear as possible to prevent
damage to the engine, the aircraft or personnel in the area,
- make sure that you have fire-fighting equipment available,
- do not try to stop the fan from turning by hand,
- after engine shutdown, let the oil tank pressure bleed off a minimum of
5 minutes before you remove the tank filler cap. If you do not, pressurized
oil can spray out of the tank and cause dangerous burns,
- the engine ignition system is an electrical system with high energy. Do
not do maintenance on the ignition system while operating the engine.
There is a danger of serious electrical shock. Make sure that the engine
shutdown occurred a minimum of 5 minutes before you proceed:
- make sure that the thrust reverser is deactivated during maintenance. If
not, the thrust reverser can operate accidentally and cause injury to
personnel and/or damage to the reverser.
When opening the engine cowls:
- respect the wind limitations and the opening/closing sequence,
- always secure cowls with the hold-open rods.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
ENVIRONMENTAL PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The PW-4168 series engine is an axial flow, dual spool, high bypass-ratio,
and turbo fan engine. The PW-4168 powers the A330 aircraft and
produces approximately 68.000 lbs of thrust.
POWERPLANT INTRODUCTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The powerplant installation includes the engine inlet, the engine assembly,
the exhaust, fan cowls and thrust reverser assemblies. The engine is
attached to the aircraft pylon by the FWD and AFT engine mounts, which
support the weight of the engine and transmit thrust loads to the aircraft
structure.
POWERPLANT INSTALLATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The Low Pressure (LP) rotor consists of the FWD fan, the booster
compressor and the LP shaft, all driven by the LPT. The speed of the
LP rotor is indicated on the ECAM as N1. The forward fan provides
most of the engine thrust.
The air produced by the fan is known as secondary airflow or bypass
airflow. The 5-stage booster compressor supplies air to the engine
core. This is primary airflow.
The intermediate case, attached to the fan case, is the location for the
forward engine mount. The fan case features a kevlar containment
ring. The kevlar is designed to protect the fuselage by containing any
fan blade damage within the nacelle. The 5-stage LP turbine drives
the forward fan and the booster compressor. The Turbine Exhaust
Case (TEC) is the location for the rear engine mount. The LP rotor is
supported by 1 ball and 2 roller bearings, which are lubricated and
cooled.
The main gearbox is located at the bottom of the HPC case and is
driven by the HP rotor through the angle gearbox. The fuel pump/Fuel
Metering Unit (FMU), lubrication and scavenge oil pump, hydraulic
pumps, Integrated Drive Generator (IDG) and the Permanent Magnet
Alternator (PMA) are all attached to and driven by the accessory
gearbox. The starter is also attached to it. During engine starting, the
starter rotates the HPC through both gearboxes.
FADEC
In order to increase engine reliability and efficiency, the Full Authority
Digital Engine Control (FADEC) system provides full range of engine
control to achieve steady state and transient engine performances when
operated in combination with aircraft subsystems. Each engine is
controlled by an Electronic Engine Control (EEC), which is a dual channel
computer located on the engine fan case. The EEC controls the engine
during start and all operations. It manages engine thrust and protects
against over speed and over temperature by controlling the engine
subsystems. The EEC also monitors all engine subsystems and sensors
for failure. When the engine is running, power for FADEC operation is
provided by a dual-output FADEC PMA.
The FADEC system consists of the EEC and the following peripherals:
- FMU,
- FADEC PMA,
- compressor control systems (Variable Bleed Valve (VBV), Variable
Stator Vane (VSV), 2.9 Bleed),
- Turbine Case Cooling system (TCC),
- Start system (starter shutoff valve, ignition exciters),
- thrust reverser system,
- IDG cooling system,
- engine sensors,
- electrical harnesses.
FADEC
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
EIVMU
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The fuel distribution system supplies fuel at the pressure and flow rates
necessary to meet all engine operating requirements. It is designed to
supply metered fuel to the fuel injectors for combustion throughout the
flight envelope.
The fuel is also used to cool engine and Integrated Drive Generator (IDG)
oil and to operate servos.
The engine oil system has three sub-systems: the engine oil distribution
system, the engine oil scavenge system and the engine breather
system.The self-contained oil system lubricates, cleans and cools the
engine gears, bearings and accessories. It removes air from the system
and vents it overboard.
OIL SYSTEM
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
All engine air goes through the fan to be compressed and divided into
two flows: primary flow and secondary flow.
The primary airflow is then sent to the LP compressor and the
secondary flow to the fan nozzle. The engine air system supplies the
necessary cooling airflow to keep the temperature of the engine
compartments and components within limits.
The engine bearing cooling system is used to remove excess heat from
the number 3 bearing compartment.
The Turbine Case Cooling (TCC) System controls and distributes fan
air to externally cool the High Pressure Turbine (HPT) and Low
Pressure Turbine (LPT) cases. It increases case life and reduces turbine
blade tip clearance during takeoff, climb and cruise operation for
better fuel efficiency.
The Electronic Engine Control (EEC), controls the TCC system
opening or closing, energizing the actuator to allow fan air flow to
cool the turbine case.
The ignition system supplies high energy sparks to ignite the fuel/air
mixture in the combustor.
The pneumatic starting system drives the High Pressure (HP) rotor at a
rather high speed for a start to occur on ground or in the air.
The engines are controlled by throttle control levers, which are located
on the center pedestal. They can only be moved manually. To select
reverse thrust operation, each throttle control lever incorporates a
reverse thrust control lever. This lever is also used to increase engine
power in reverse. A/THR mode is the most efficient mode of operation
in flight. When active, the A/THR mode can be disconnected using
the two instinctive disconnect P/Bs. These 2 red P/Bs are located on
the outside of each throttle control lever. This allows the engines to
be controlled in manual thrust mode. The controls for engine starting
and shut down are located on the center pedestal just behind the throttle
control levers. The engine MAN START switches are located on the
overhead panel. These switches are used to initiate an engine manual
start procedure. They are also used to initiate an engine dry or wet
motoring procedure. The N1 mode switches are used to switch the
engine control parameter to N1 if the normal Engine Pressure Ratio
(EPR) control fails.
The EEC is located on the fan case, on the left hand side. The FADEC
PMA is located on the front face of the accessory gearbox.
Two ignition exciter units are located on the HPC case, on the right
hand side. The air starter and starter air valve are located on the
gearbox aft face, on the right hand side.
The main components of the fuel system are located on the RH side
of the engine core compartment. The fuel pump is driven by the
accessory gearbox and supplies the Fuel Metering Unit (FMU). The
FMU is controlled by the EEC and supplies fuel to the nozzles and
engine subsystems. The main fuel filter is fitted on the pump.
The main functions of the engine air systems are compressor control,
and Turbine Case Cooling (TCC) (clearance control).
The VBV system and the VSV system are the primary compressor
control systems. The VBV system is operated by a fuel-powered
actuator located on the left hand side of the compressor case. The
actuator opens and closes the annular bleed valve located around the
fan case. The VSV system is operated by 2 fuel-powered actuators
located on either side of the compressor case, which move the variable
inlet guide vanes and the first 3 rows of HP stator vanes. The left and
right Start/Stability 2.9 Bleed valves are open during engine start and
during engine transient conditions. The 2.5 bleed system is used to
control LPC discharge airflow.
The TCC system increases engine efficiency by controlling turbine
blade tip clearances. The fuel-powered TCC actuator controls the low
pressure and HPT valves to fan air to cool the cases.
The 2.5 bleed valve actuator is located on the LH compressor case.
The oil tank is located in the engine LH area. The main filter is also
located on the left engine core area near the oil tank. The Lubrication
and scavenge oil pump is attached to the front face of the accessory
gearbox at the 6 o'clock position.
With the exception of the isolation valve located in the pylon, the
thrust reverser operating components for each side are located on the
front face of the left and right thrust reverser cowl structure. The
Directional valve is located on the RH side.
On the maintenance panel, the ENG FADEC GND PWR is used to supply
the FADEC system for maintenance purposes, when the engines are not
running. The MCDU is used to access the CMS to perform tests and for
troubleshooting monitored components (computers, sensors, actuators).
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the Aircraft
Maintenance Manual (AMM) safety procedures. This will prevent injury
to personnel and/or damage to the aircraft. Here is an overview of the
main safety precautions related to the engines:
- make sure that all engine danger areas are as clear as possible to prevent
damage to the engine, the aircraft or personnel in the area,
- make sure that you have fire-fighting equipment available,
- do not try to stop the fan from turning by hand,
- after engine shutdown, let the oil tank pressure bleed off a minimum of
5 minutes before you remove the tank filler cap. If you do not, pressurized
oil can spray out of the tank and cause dangerous burns,
- the engine ignition system is an electrical system with high energy. Do
not do maintenance on the ignition system while operating the engine.
There is a danger of serious electrical shock. Make sure that the engine
shutdown occurred a minimum of 5 minutes before you proceed,
- make sure that the thrust reverser is deactivated during maintenance. If
not, the thrust reverser can operate accidentally and cause injury to
personnel and/or damage to the reverser.
When opening the engine cowls:
- respect the wind limitations and the opening/closing sequence,
- always secure cowls with the hold-open rods.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
ENVIRONMENTAL PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The pneumatic system is used to supply air to various A/C systems. This
module describes:
- the system sources and users,
- the engine, APU and HP Ground Unit bleed air management system,
- the leak detection system,
- the control and indicating,
- the maintenance and test facilities.
When you work on A/C, you must obey all the safety procedures listed
in the AMM.
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
ENGINE BLEED
The engine bleed air is pressure and temperature regulated prior to
supplying the pneumatic system. Air is bled from the Intermediate
Pressure Compressor (IPC) stage or the High Pressure Compressor
(HPC) stage.
The HP bleed is only used when the engines are at low power. Once
the IP bleed is sufficient, the High Pressure Valve (HPV) closes.
All the engine bleed air is supplied to the pneumatic system through
the main engine BLEED valve (or Pressure Regulating Valve (PRV)),
which acts as a shut off and overall system pressure regulating valve.
Each BMC monitors system pressure and will shut down the engine
bleed in case of excessive pressure. In addition, an overpressure valve
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
SOURCES AND USERS - ENGINE BLEED & APU BLEED/HP GROUND UNIT BLEED
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
Leak detection loops are installed along the hot air supply ducts of the
pneumatic system. The loops are made of multiple sensing elements
connected in series. A dual loop detection system is installed in the wings,
the mid fuselage above the air conditioning packs area and on the APU
bleed duct. Two loops A and B are routed in parallel along the air ducts.
An "AND" logic ensures the interconnection of the loops in the BMCs
to prevent spurious warnings. In each engine pylon, a single detection
loop ensures the leak detection.
The leak detection loops are connected to the BMCs. If a leak is detected,
a signal is sent to the BMC one, or two, which automatically isolates the
affected area, triggers a warning signal to the ECAM system through the
System Data Acquisition Concentrator (SDAC) and sends a fault message
to the Central Maintenance Computer (CMC).
LEAK DETECTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
CONTROL PANEL
Controls for the pneumatic system are part of the AIR COND panel,
located on the overhead panel.
The IPC, the High Pressure Valve (HPV), the PRV, the FAV are
located on the engine. The OPV and the precooler are located in the
pylon.
The CMCs let the maintenance crew read the failure data in the BMCs
BITE via the MCDUs.
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on A/C, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the
pneumatic system.
Make sure that the pneumatic system is depressurized before starting the
work as pressurized air can cause unwanted pressurization of the A/C,
and injury to personnel.
Parts can be hot for 1 hour after engine shutdown. Do not touch them
until they are sufficiently cool.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The pneumatic system is used to supply air to various A/C systems. This
module describes:
- the system sources and users,
- the engine, APU and HP Ground Unit bleed air management system,
- the leak detection system,
- the control and indicating,
- the maintenance and test facilities.
When you work on A/C, you must obey all the safety procedures listed
in the AMM.
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The pneumatic system may be supplied with High Pressure (HP) bleed
air from 3 types of sources:
- ground cart,
- APU,
- engines.
The bleed air is distributed to the different users via a distribution and
supply ducting network. These users are:
- the water system pressurization,
- the hydraulic reservoir pressurization,
- the wing anti-icing system,
- the engines starting systems,
- the packs bay ventilation system,
- the air conditioning packs,
- the thrust reverser system.
The pneumatic system operates pneumatically and is monitored by two
Bleed Monitoring Computers (BMCs) one, two.
There is one BMC for each engine bleed system. Both BMCs exchange
data. If one BMC fails, the other BMC takes over most of its monitoring
functions.
ENGINE BLEED
The engine bleed air is pressure and temperature regulated prior to
supplying the pneumatic system. Air is bled from two engine High
Pressure Compressor (HPC) stages, the Intermediate Pressure (IP)
stage and the HP stage.
The HP bleed is only used when the engines are at low power. Once
the IP bleed is sufficient, the High Pressure Valve (HPV) closes.
All the engine bleed air is supplied to the pneumatic system through
the main engine BLEED valve (or Pressure Regulating Valve (PRV)),
which acts as a shut off and overall system pressure regulating valve.
Each BMC monitors system pressure and will shut down the engine
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
SOURCES AND USERS - ENGINE BLEED & APU BLEED/HP GROUND UNIT BLEED
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
Leak detection loops are installed along the hot air supply ducts of the
pneumatic system. The loops are made of multiple sensing elements
connected in series. A dual loop detection system is installed in the wings,
the mid fuselage above the air conditioning packs area and on the APU
bleed duct. Two loops A and B are routed in parallel along the air ducts.
An "AND" logic ensures the interconnection of the loops in the BMCs
to prevent spurious warnings. In each engine pylon, a single detection
loop ensures the leak detection.
The leak detection loops are connected to the BMCs. If a leak is detected,
a signal is sent to the BMC one, or two, which automatically isolates the
affected area, triggers a warning signal to the ECAM system through the
System Data Acquisition Concentrator (SDAC) and sends a fault message
to the Central Maintenance Computer (CMC).
LEAK DETECTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
CONTROL PANEL
Controls for the pneumatic system are part of the AIR COND panel,
located on the overhead panel.
The IPC, the High Pressure Valve (HPV), the PRV, the FAV are
located on the engine. The OPV and the precooler are located in the
pylon.
The CMCs let the maintenance crew read the failure data in the BMCs
BITE via the MCDUs.
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on A/C, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the
pneumatic system.
Make sure that the pneumatic system is depressurized before starting the
work as pressurized air can cause unwanted pressurization of the A/C,
and injury to personnel.
Parts can be hot for 1 hour after engine shutdown. Do not touch them
until they are sufficiently cool.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The pneumatic system is used to supply air to various A/C systems. This
module describes:
- the system sources and users,
- the engine, APU and HP Ground Unit bleed air management system,
- the leak detection system,
- the control and indicating,
- the maintenance and test facilities.
When you work on A/C, you must obey all the safety procedures listed
in the AMM.
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
ENGINE BLEED
The engine bleed air is pressure and temperature regulated prior to
supplying the pneumatic system. Air is bled from two engine High
Pressure Compressor (HPC) stages, the Intermediate Pressure (IP)
stage and the High Pressure (HP) stage.
The HP bleed is only used when the engines are at low power. Once
the IP bleed is sufficient, the High Pressure Valve (HPV) closes.
All the engine bleed air is supplied to the pneumatic system through
the main engine BLEED valve (or Pressure Regulating Valve (PRV)),
which acts as a shut off and overall system pressure regulating valve.
Each BMC monitors system pressure and will shut down the engine
bleed in case of excessive pressure. In addition, an overpressure valve
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
SOURCES AND USERS - ENGINE BLEED & APU BLEED/HP GROUND UNIT BLEED
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
Leak detection loops are installed along the hot air supply ducts of the
pneumatic system. The loops are made of multiple sensing elements
connected in series. A dual loop detection system is installed in the wings,
the mid fuselage above the air conditioning packs area and on the APU
bleed duct. Two loops A and B are routed in parallel along the air ducts.
An "AND" logic ensures the interconnection of the loops in the BMCs
to prevent spurious warnings. In each engine pylon, a single detection
loop ensures the leak detection.
The leak detection loops are connected to the BMCs. If a leak is detected,
a signal is sent to the BMC one, or two, which automatically isolates the
affected area, triggers a warning signal to the ECAM system through the
System Data Acquisition Concentrator (SDAC) and sends a fault message
to the Central Maintenance Computer (CMC).
LEAK DETECTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
CONTROL PANEL
Controls for the pneumatic system are part of the AIR COND panel,
located on the overhead panel.
The IPC, the High Pressure Valve (HPV), the PRV, the FAV are
located on the engine. The OPV and the precooler are located in the
pylon.
The CMCs let the maintenance crew read the failure data in the BMCs
BITE via the MCDUs.
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on A/C, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the
pneumatic system.
Make sure that the pneumatic system is depressurized before starting the
work as pressurized air can cause unwanted pressurization of the A/C,
and injury to personnel.
Parts can be hot for 1 hour after engine shutdown. Do not touch them
until they are sufficiently cool.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The air conditioning system maintains the air in the pressurized fuselage
areas at the correct level of pressure, temperature and freshness. The
pressurized areas are:
- the cockpit,
- the 6 zones of the passenger cabin,
- the lavatories and galleys areas,
- the crew rest compartments, when installed,
- the avionics compartment,
- the FWD, AFT and BULK cargo compartments.
The air conditioning system also carries out the ventilation of the air
conditioning bay, which is a non-pressurized area
Air supply comes from the pneumatic system. Then, air is regulated in
temperature by the temperature regulation sub-system. Correct level of
air freshness in the pressurized areas and proper ventilation of the avionics
equipment are done by the ventilation sub-system. The pressurization
sub-system makes sure that the cabin altitude complies with crew and
passengers comfort.
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
Air coming from the mixer unit is supplied to six passenger cabins
zones and to the cockpit.
Part of cabin air that is not re-circulated is discharged overboard
through the outflow valves of the pressurization system.
AIR DISTRIBUTION AND VENTILATION - COCKPIT SIDE WINDOWS AIR OUTLET ELECTRICAL HEATING (OPTIONAL)
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The lavatory and galley ventilation air is ducted from the main cabin
air distribution supply. The air is then extracted and discharged
overboard by differential pressure during flight, or by an extraction
fan when aircraft is on ground. The extraction fan is controlled and
monitored by the VC.
The two re-circulation fans used for cabin air re-circulation are also
used as blower fans for the avionics equipment ventilation. The system
carries out proper ventilation of the rack equipment and various panels
in order to avoid any overheat condition. It operates continuously
whenever aircraft electrical power is available. An extract fan extracts
the air from the avionics equipment ventilation. Air is discharged
either overboard through the overboard valve or under the cargo floor
through the underfloor valve. When the overboard valve is open, the
underfloor valve is closed and vice versa. The Avionics Equipment
Ventilation Computer (AEVC) controls and monitors the avionics
ventilation system. A manual override is possible from the
VENTILATION panel.
AIR DISTRIBUTION AND VENTILATION - AVIONICS COMPT GROUND REFRIGERATION UNIT (OPTIONAL)
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The Video Control Center (VCC) ventilation system uses cabin air,
which is then extracted through the lavatory and galley air extraction
system.
The In Flight Entertainment Compartment (IFEC) ventilation system
uses avionics compartment air, which is then extracted by an extract
fan. The IFEC ventilation system is controlled and monitored by the
VC.
The pressurization system makes sure that cabin altitude is safe and
compatible with crew and passenger comfort. The cabin pressurization
is done by controlling the amount of cabin air discharged overboard
through two outflow valves located on the lower part of the aircraft
fuselage. The system is controlled automatically by the Cabin Pressure
Controllers (CPCs), or manually from the CABIN PRESS panel.
When the aircraft is on ground, the Residual Pressure Control Unit
(RPCU) forces both outflow valves to move to the fully open position,
overriding the automatic control from CPCs and the manual control as
well. This is to prevent any violent door opening in case of residual cabin
pressure.
Three safety valves are installed at the rear pressure bulkhead to prevent
excessive positive or negative differential pressure. Due to the large
volume of the fuselage, one negative-pressure relief valve helps the safety
valves to prevent negative differential pressure.
PRESSURIZATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The FWD cargo compartment has ventilation, heating and cooling systems
to make the transportation of livestock and perishables possible. The
FWD cargo compartment ventilation system is based on an extraction
system using cabin air with an extract fan related to isolation valves. The
FWD cargo compartment heating is based on hot air coming from the
hot air 1 manifold and controlled through a trim air valve. The FWD
cargo compartment cooling is based on cold air coming from the Pack 2
and controlled through a cold air valve. The FWD cargo compartment
ventilation, heating and cooling systems are controlled and monitored
by the VC.
Conditioned air coming from the mixer unit ventilates the Flight Crew
Rest Compartment (FCRC). The FCRC is also heated by its own
heating system. The heating system has an electrical heater, a
temperature controller, a temperature sensor and a temperature selector.
The temperature sensor and the temperature selector are installed on
the service panel.
According to the customer choice, the heater and the temperature
controller can be either located between the frame 23 and 24 for the
option 1 or just in the ceiling of the FCRC for the option 2.
CREW REST COMPARTMENT (OPTIONAL) - FLIGHT CREW REST COMPT VENTILATION AND HEATING
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The pilot uses the AIR COND on the overhead panel to control the
air conditioning system. This panel contains the PACK switches, the
zone temperature selectors, the PACK FLOW control, the HOT AIR
control switches, and the RAM AIR control switch. On the overhead,
the VENTILATION panel contains the CAB FANS pushbutton switch.
The switch is used to select the re-circulation fans OFF.
At the purser station, the Flight Attendant Panel (FAP) is used to
modify the temperature selected in the cockpit by +/- 3 Celsius for
each cabin zone.
In option, and according to customer demand, an additional CREW
HEATER temperature selector can be installed on the AIR COND
panel. As well as, Additional Attendant Panels (AAPs) can be installed
in the passenger cabin.
The left and right packs are located in the air conditioning bay. The
air conditioning bay is located in the un-pressurized belly fairing
forward of the wheel well on the lower fuselage. The belly fairing has
inlet for pack and compartment cooling.
The packs supply air to the mixer unit. The mixer unit is installed at
the rear of the FWD cargo compartment. It mixes air from the packs
and re-circulated air from the cabin prior to distribution to each zone.
The cabin air is distributed through cabin air outlets located above
the hatracks and through individual fresh-air outlet panel.
The cabin air is then distributed in the cargo compartment at DADO
panels floor level. The isolation valves, extract fan and fan heater of
the bulk cargo compartment ventilation and heating systems are located
behind the compartment sidewall panels. Grills protect the air inlets
and outlets.
COMPONENT LOCATION - CABIN AIR DISTRIBUTION AND BULK CARGO COMPT COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
COMPONENT LOCATION - AVIONICS EQUIPMENT VENT AND AIR COND COMPT VENTILATION COMPONENT LOCATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The isolation valves and extract fans of the FWD and AFT cargo
compartment ventilation systems are located behind the compartment
sidewall panels. Grills protect the inlets and outlets.
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on the air conditioning system, make sure that you obey
all the Aircraft Maintenance Manual (AMM) safety procedures. This will
prevent injury to persons and/or damage to the aircraft. Here is an
overview of the main safety procedures relative to the air conditioning
system.
Do not touch A/C components until they are sufficiently cool to prevent
burns.
Keep away from the moving parts of the outflow valves, and the ram air
inlet and outlet flaps when you operate or test the valves and the flaps to
avoid injury to persons.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The Ice and Rain Protection System lets the aircraft operate without
restriction in icing conditions or heavy rain. Hot air or electrical heating
protects critical areas of the aircraft. The different sub systems of the Ice
and Rain Protection System are:
- wing ice protection,
- engine air intake ice protection,
- probe ice protection,
- windshield anti-icing, defogging and rain protection,
- potable and waste water ice protection,
- escape slide locking mechanism ice protection,
- ice detection,
- maintenance/test facilities.
When you work on aircraft, you must obey all the safety procedures listed
in the AMM.
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The control for he WAI system is located on the overhead ANTI ICE
panel. A MEMO appears on the EWD when the WAI is selected. WAI
valve position indication is available on the BLEED page when the
system is selected.
The inner and outer wing anti-ice valves are installed on the stable
leading edges of the wings.
Engine air intake ice protection system ensures safe engine operation in
icing or snowy conditions. Hot air bled from HP compressor is used to
heat the engine air intake lip in order to prevent ice accretion. Hot air is
supplied through an engine air intake anti-ice valve.
The engine air intake ice protection system interfaces with the SDAC for
system status display on the ECAM and warning generation. The engine
air intake ice protection system also interfaces with the ZC for air bleed
demand computation to be sent to the Full Authority Digital Engine
Control (FADEC) via the Engine Interface and Vibration Monitoring
Unit (EIVMU).
The controls for the engine anti-ice system are located on the overhead
panel. Each engine anti-ice valve is controlled manually by a dedicated
P/BSW on the ANTI ICE panel. A MEMO appears on the EWD when
the engine anti-ice is selected. In case of abnormal operation, the
FAULT light comes on, on the related P/BSW.
The engine anti-ice valve is installed on the lower left hand side of
the engine.
The static ports, Angle Of Attack (AOA), pitot and Total Air Temperature
(TAT) probes are electrically heated to prevent ice formation. The
Captain, the First Officer and standby probe heating systems are
independent. Each one has one Probe Heat Computer (PHC), which
controls probe and static port heating. The standby system has no TAT
probe. The PROBE/WINDOW HEAT P/BSW overrides the automatic
operation. On ground, pitot heating is reduced and TAT heating is cut
off.
The CAPT and STBY probes and sensors are located on the LH side
of the FWD fuselage. The F/O probes and sensors are located on the
RH side of the FWD fuselage. The PHCs are installed on the LH and
RH side of the avionics compartment.
WINDSHIELD ANTI-ICING
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
RAIN PROTECTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
ICE DETECTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The WHCs, the PHCs, the ice detector system, and the ZC are connected
to the CMCs for maintenance tasks. The IPCUs are also connected to the
CMCs but via the Cabin Intercommunication Data System (CIDS).
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on the ice and rain protection system, make sure that
you obey all the AMM safety procedures. This will prevent injury to
persons and/or damage to the aircraft. Here is an overview of the main
safety precautions relative to the ice and rain protection system.
Remove the probes protective covers before activating the probe ice
protection system. Do not touch the probes during or immediately after
operation. The probes are hot and can burn a person.
Do not touch the anti-ice ducts, slats and engine air intake lips until they
are cool. Those items stay hot for some time after the engine stops and
can burn a person.
Use solvents/cleaning agents, sealants and other special materials only
with a good flow of air through the work area. Put on protective clothing,
rubber gloves, goggles and mask.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The Ice and Rain Protection System lets the aircraft operate without
restriction in icing conditions or heavy rain. Hot air or electrical heating
protects critical areas of the aircraft. The different sub systems of the Ice
and Rain Protection System are:
- wing ice protection,
- engine air intake ice protection,
- probe ice protection,
- windshield anti-icing, defogging and rain protection,
- potable and waste water ice protection,
- escape slide locking mechanism ice protection,
- ice detection,
- maintenance/test facilities.
When you work on aircraft, you must obey all the safety procedures listed
in the AMM.
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The control for the WAI system is located on the overhead ANTI ICE
panel. A MEMO appears on the EWD when the WAI is selected. The
FAULT light comes on in case of abnormal operation. The WAI
system operates in flight only, but the system can be tested on ground.
The WAI valve position indication is available on the BLEED page
when the system is selected.
The inner and outer wing anti-ice valves are installed on the stable
leading edges of the wings.
Engine air intake ice protection system ensures safe engine operation in
icing or snowy conditions. Hot air bled from HP compressor is used to
heat the engine air intake lip in order to prevent ice accretion. Hot air is
supplied through an engine air intake anti-ice valve.
The engine air intake ice protection system interfaces with the SDAC for
system status display on the ECAM and warning generation. The engine
air intake ice protection system also interfaces with the ZC for air bleed
demand computation to be sent to the Full Authority Digital Engine
Control (FADEC) via the Engine Interface and Vibration Monitoring
Unit (EIVMU).
The controls for the engine anti-ice system are located on the overhead
panel. Each engine anti-ice valve is controlled manually by a dedicated
P/BSW on the ANTI ICE panel. A MEMO appears on the EWD when
the engine anti-ice is selected. In case of abnormal operation, the
FAULT light comes on, on the related P/BSW.
The engine anti-ice valve is installed on the higher left hand side of
the engine.
The static probes, Angle Of Attack (AOA), pitot and Total Air
Temperature (TAT) sensors are electrically heated to prevent ice
formation. The Captain, the First Officer and standby probe heating
systems are independent. Each one has one Probe Heat Computer (PHC),
which controls probe and static port heating. The standby system has no
TAT probe. The PROBE/WINDOW HEAT P/BSW overrides the
automatic operation. On ground, pitot heating is reduced and TAT heating
is cut off.
WINDSHIELD ANTI-ICING
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
RAIN PROTECTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
ICE DETECTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The WHCs, the PHCs, the ice detector system, and the ZC are connected
to the CMCs for maintenance tasks. The IPCUs are also connected to the
CMCs but via the Cabin Intercommunication Data System (CIDS).
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on the ice and rain protection system, make sure that
you obey all the AMM safety procedures. This will prevent injury to
persons and/or damage to the aircraft. Here is an overview of the main
safety precautions relative to the ice and rain protection system.
Remove the probes protective covers before activating the probe ice
protection system. Do not touch the probes during or immediately after
operation. The probes are hot and can burn a person.
Do not touch the anti-ice ducts, slats and engine air intake lips until they
are cool. Those items stay hot for some time after the engine stops and
can burn a person.
Use solvents/cleaning agents, sealants and other special materials only
with a good flow of air through the work area. Put on protective clothing,
rubber gloves, goggles and mask.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The Ice and Rain Protection System lets the aircraft operate without
restriction in icing conditions or heavy rain. Hot air or electrical heating
protect critical areas of the aircraft. The different sub systems of the Ice
and Rain Protection System are:
- wing ice protection,
- engine air intake ice protection,
- probe ice protection,
- windshield anti-icing, defogging and rain protection,
- potable and waste water ice protection,
- escape slide locking mechanism ice protection,
- ice detection,
When you work on aircraft, you must obey all the safety procedures listed
in the AMM.
GENERAL
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The control for he WAI system is located on the overhead ANTI ICE
panel. A MEMO appears on the EWD when the WAI is selected. WAI
valve position indication is available on the BLEED page when the
system is selected.
The inner and outer wing anti-ice valves are installed on the stable
leading edges of the wings.
Engine air intake ice protection system ensures safe engine operation in
icing or snowy conditions. Hot air bled from HP compressor is used to
heat the engine air intake lip in order to prevent ice accretion. Hot air is
supplied through an engine air intake anti-ice valve.
The engine air intake ice protection system interfaces with the SDAC for
system status display on the ECAM and warning generation. The engine
air intake ice protection system also interfaces with the ZC for air bleed
demand computation to be sent to the Full Authority Digital Engine
Control (FADEC) via the Engine Interface and Vibration Monitoring
Unit (EIVMU).
The controls for the engine anti-ice system are located on the overhead
panel. Each engine anti-ice valve is controlled manually by a dedicated
P/BSW on the ANTI ICE panel. A MEMO appears on the EWD when
the engine anti-ice is selected. In case of abnormal operation, the
FAULT light comes on, on the related P/BSW.
The engine anti-ice valve is installed on the left hand side of the
engine.
The static ports, Angle Of Attack (AOA), pitot and Total Air Temperature
(TAT) probes are electrically heated to prevent ice formation. The
Captain, the First Officer and standby probe heating systems are
independent. Each one has one Probe Heat Computer (PHC), which
controls probe and static port heating. The standby system has no TAT
probe. The PROBE/WINDOW HEAT P/BSW overrides the automatic
operation. On ground, pitot heating is reduced and TAT heating is cut
off.
The CAPT and STBY probes and sensors are located on the LH side
of the FWD fuselage. The F/O probes and sensors are located on the
RH side of the FWD fuselage. The PHCs are installed on the LH and
RH side of the avionics compartment.
WINDSHIELD ANTI-ICING
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
RAIN PROTECTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
ICE DETECTION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
The WHCs, the PHCs, the ice detector system, and the ZC are connected
to the CMCs for maintenance tasks. The IPCUs are also connected to the
CMCs but via the Cabin Intercommunication Data System (CIDS)
MAINTENANCE/TEST FACILITIES
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
When you work on the ice and rain protection system, make sure that
you obey all the AMM safety procedures. This will prevent injury to
persons and/or damage to the aircraft. Here is an overview of the main
safety precautions relative to the ice and rain protection system.
Remove the probes protective covers before activating the probe ice
protection system. Do not touch the probes during or immediately after
operation. The probes are hot and can burn a person.
Do not touch the anti-ice ducts, slats and engine air intake lips until they
are cool. Those items stay hot for some time after the engine stops and
can burn a person.
Use solvents/cleaning agents, sealants and other special materials only
with a good flow of air through the work area. Put on protective clothing,
rubber gloves, goggles and mask.
SAFETY PRECAUTIONS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
FIN PRESENTATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
FIN PRESENTATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
FIN PRESENTATION
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
Connectors which are part of an item have the same FIN number as
the item, with the addition of a letter after the suffix characters.
PLACARDS
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
SCHEDULED / UNSCHEDULED MAINTENANCE CHECKS IN THE AMM / MPD - SCHEDULED MAINTENANCE TASKS & CHECKS IN MPD & UN-SCHEDULED MAINTENANCE - IN AMM SECTION 05-50-00
GENERAL FAMILIARIZATION COURSE - T4 (ALL ENGINES)
PART 2 OUT OF 2
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE G6B08031
JANUARY 2008
PRINTED IN FRANCE
AIRBUS S.A.S. 2008
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY
WITH BAE SYSTEMS