LIEBHERR-

AEROSPACE

LINDENBERG

A319/A320/A321
Environmental Control System

Familiarization Training

LIEBHERR-AEROSPACE 2004 Revised: 30 Jul 04

 Liebherr-Aerospace Lindenberg GmbH - Customer Services Dept.
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 AIRBUS A319/A320/A321 TRAINING MANUAL

TABLE OF CONTENTS (TOC)

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Table of Contents

Chapter Chapter
Section Section
Subject Subject Page Effectivity Subject Subject Page Effectivity

ENVIRONMENTAL COMPONENTS 21-00

CONTROL SYSTEM 21-00
FLOW CONTROL VALVE 40
INTRODUCTION 8
ANTI-ICE VALVE (AIV) 58
SYSTEM OUTLINE 10
3/2 WAY SOLENOID 62
AIR CONDITIONING PACK 12
TRIM AIR PRESSURE
PACK SCHEMATIC 14 REG. VALVE (TAPRV) 66
PACK OPERATION "SNAPSHOTS" 18 TRIM AIR VALVE 74
PACK RESPONSE 20 BYPASS VALVE 76
PACK INSTALLATION 22 ELECTRO-MECHANICAL
ACTUATOR 78
SYSTEM SCHEMATIC 24
AIR CYCLE MACHINE 80
DISTRIBUTION 28
WATER EXTRACTOR
OVERHEAD PANEL 30
/ INJECTOR (WE / WI) 90
ECS COMPONENT LISTING 32
ELECTRICAL
TEMPERATURE SENSORS 92
PNEUMATIC
TEMPERATURE SENSORS 94

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Chapter Chapter
Section Section
Subject Subject Page Effectivity Subject Subject Page Effectivity

PACK TEMPERATURE PACK FLOW CONTROL 138

SENSOR LOCATIONS 96
OVERHEAT PROTECTION 140
CABIN TEMPERATURE
PACK START SEQUENCE 142
SENSOR LOCATIONS 98
ZONE CONTROLLER (ZC) 144
DUCT/MIXER TEMPERATURE
SENSOR LOCATIONS 100 ZC - NORMAL OPERATION 146
PRESSURE SENSORS 102 ZC - NORMAL OPERATION /
HOT AIR OFF 148
RAM AIR DOOR ACTUATORS 106
ZC - BACKUP OPERATION 150
PLENUM 112
DUCT DEMAND 152
HEAT EXCHANGERS 116
FLOW DEMAND 154
CHECK VALVES 118
APU & FADEC DEMAND 156
TEMPERATURE SELECTOR 120
OVERHEAT PROTECTION 158
PACK CONTROLLER 122
PACK START SEQUENCE 160
PC - NORMAL OPERATION 124
PC - BACK-UP OPERATION 128
PACK
TEMPERATURE CONTROL 130
BPV CONTROL 132
RAD CONTROL 136

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ENVIRONMENTAL CONTROL
SYSTEM

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 AIRBUS A319/A320/A321 TRAINING MANUAL
INTRODUCTION

The Environmental Control System (ECS) maintains and

controls the temperature and ventilation rates required for
cabin safety and comfort.

To perform its functions, the ECS requires:

- source of bleed-air
- air conditioning packs
- mixing and distribution system
- electrical control equipment

Bleed-air may be supplied by the engines, the APU, or

external ground connections.

The two identical air conditioning packs cool bleed-air to

the "pack demand" temperature determined by the Zone
Controller.

In the mixing and distribution system, fresh air and

recirculated air are mixed, and the temperature is
corrected before discharging to the flight deck and cabin.

The ECS is controlled and monitored by a single Zone

Controller (ZC) and two Pack Controllers (PC), one for
each pack. System information, failures, and warnings are
output from the controllers to other aircraft systems
(SDAC, ECAM, CFDS).

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AIR CONDITIONING
PACKS

APU BLEED
ZONE & PACK AIR SUPPLY
CONTROLLERS

MIXING AND
DISTRIBUTION

ENGINE BLEED
AIR SUPPLY

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SYSTEM OUTLINE

Each air conditioning pack has its own PC, Air Cycle
Machine (ACM), and all necessary valves, heat
exchangers, and sensors to control the temperature of the
air discharged to the mixing unit.

In the mixing unit, recirculated air is mixed with fresh air

from the packs before being discharged to the cabin.
Zones demanding a higher temperature than that available
from the mixing unit will receive additional hot trim-air
added to the distribution ducts before the air is discharged
to the zone.

Normally, both packs operate with the same temperature

and flow demands, thus providing similar outputs.

The temperatures in the cabin and flight deck zones are

automatically controlled with a minimum of crew input. The
only crew activated controls are:
- On and off switches for packs 1 and 2
- A single flow selector
- Zone temperature selectors for the flight-deck,
forward, and aft cabin
- On and off switches for the trim air system
- Vernier panel (Optional - CIDS) to offset forward &
aft cabin temperature selections

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FLIGHT FORWARD AFT

DECK CABIN CABIN

TRIM AIR

PACK 1 PACK 2
FROM FROM
PACK 1 PACK 2

PACK 1 FROM FROM PACK 2

CONTROLLER RECIRC. (GROUND RECIRC. CONTROLLER
FAN 1 SUPPLY) FAN 2

ZONE
CONTROLLER OVERHEAD PANEL:
TEMP SELECTION
FLOW SELECTION
HOT AIR ON/OFF
PACKS ON/OFF

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AIR CONDITIONING PACK

Each pack is an independent operating unit responsible for

cooling the fresh bleed air before discharging it to the
mixing unit.

Ram air, used to cool the bleed air, passes through the
Main and Primary Heat Exchangers (MHX,PHX) before
being discharged outside the aircraft.

Bleed-air is cooled in the PHX, compressed by the ACM

compressor, cooled in the MHX, dehumidified in the
water-extraction-loop, and expanded in the ACM turbine
before being discharged to the mixing and distribution
system.

Some hot bleed air by-passes the ACM to provide pack

temperature modulation and anti-ice functions.

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RAM AIR
OUT

BLEED AIR
IN

RAM AIR
IN

PACK
DISCHARGE

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PACK SCHEMATIC (P/N 744A)

The following abbreviations are used in the pack

schematic:
ACM Air Cycle Machine PDS Pack Discharge Sensor
AIV Anti-Ice Valve PHX Prim. Heat Exchanger
BPV By-Pass Valve PIPS Pack In. [Link]
BTS Bleed Temp. Sensor PL Plenum
CDS Compressor Discharge Sensor PNTS Pneumatic Temp Sensor
COH Compressor O/H Sensor PTS Pack Temp. Sensor
COND Condenser RAI Ram Air Inlet Actuator
CPNOH Comp. Pneum. O/H Sensor RAO Ram Air Outlet Actuator
FA Flow Amplifier REH Reheater
FCV Flow Control Valve WE Water Extractor
MHX Main Heat Exchanger WI Water Injector
PCKV Pack Check Valve

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RAM AIR

TACV
RAI PACK
COMPONENTS

WI

CPNOH

MHX
FCV
COH
BTS
CDS
BLEED AIR PHX REH
PIPS

CABIN PRESSURE
COND

WE PDS PCKV
ACM
PL
RAO PNTS
BPV PTS TO
AIV MIXING
UNIT

FA

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PACK SCHEMATIC (P/N 1310A - A/C MSN 771)

The following abbreviations are used in the pack

schematic:
ACM Air Cycle Machine PCKV Pack Check Valve
AIV Anti-Ice Valve PDS Pack Discharge Sensor
BPV By-Pass Valve PHX Prim. Heat Exchanger
CDS Compressor Discharge Sensor PIPS Pack In. [Link]
COH Compressor O/H Sensor PL Plenum
COND Condenser PNTS Pneumatic Temp Sensor
CPNOH Comp. Pneum. O/H Sensor PTS Pack Temp. Sensor
DPS Flow Sensor RAI Ram Air Inlet Actuator
EH Reheater SOL 3/2 Way Solenoid*
FCV Flow Control Valve WE Water Extractor
MHX Main Heat Exchanger WI Water Injector

* 3/2 Way Solenoid introduced in 2002

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RAM AIR

TACV
RAI PACK
COMPONENTS

WI

CPNOH

MHX
FCV
COH

CDS
BLEED AIR PHX REH
PIPS

COND

WE PDS PCKV
ACM
PL
PNTS
BPV SOL PTS TO
AIV MIXING
UNIT

DPS

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PACK OPERATION "SNAPSHOTS"

Conditions Hot Cold Cold

Phase Ground Ground FL 250

T Ambient (C) 50 -23 -61

T Bleed (C) 205 120 190
FCV (% Nom.) 120 120 100
BPV (Open) 0 33 37
RAD (%Open) 100 04 13
ACM (RPM) 32400 24500 26700

Temperatures in C:
FCV out 205 120 190
COMP in 108 142 140
COMP out 156 172 178
REH in 47 19 -1
COND (HP) in 44 21 5
COND (HP) out 37 22 10
Turbine in 45 20 4
Cond (LP) in -2 28 -49
Cond (LP) out 9 25 18

MHX (ram side) in 38 -23 -35

PHX (ram side) out 145 109 156

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X psi
200C
(392F)

1.3X psi
150C
(302F)
BLEED AIR TEMPERATURE

100C
(212F)

50C
(122F)

0C
(32F)

-50C
(-58F)

FCV PHX COMP MHX REH COND WE REH TURB COND

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PACK RESPONSE

The PC, after receiving a pack temperature demand from

the ZC, modulates the Ram Air Doors and BPV in a
programmed sequence in order to drive the pack
temperature to the demanded level.

The feedback sensor used by the PC, the PTS, is located

downstream of the water extractor.

Long term pack response to changes in temperature

demand are made with ram air door modulation. The
optimum in-flight position is nearly closed, to reduce
aerodynamic drag.

Quick pack response to changes in temperature demand

are made with the by-pass valve. The optimum BPV
position, under normal conditions with 2 packs operating,
is approximately 21 open.

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-1.5

PDS
(C)

-15
28

PTS
(C)
18
19
RAD
(DEGREES
OPEN)
9
35.5
BPV
(DEGREES
OPEN)
20
28
PACK
DEMAND
(C)
18

0 60 120 180 240 300

ELAPSED TIME (SECONDS)

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PACK INSTALLATION

The two air conditioning packs are installed in the

unpressurized area of the belly fairing between frames 35
and 41.

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SYSTEM SCHEMATIC (P/N 779A)

In addition to those abbreviations used in the pack

schematic, the following are used in the system schematic:

CS Cabin Sensor
OH Over-heat
DOH1 Duct Over-heat Sensor
RED Reduced
DS Duct Sensor
TACV Trim-Air Check Valve
FD Flight Deck
TAPRV Trim-Air [Link]. Valve
FWD Forward Cabin
TAV Trim-Air Valve
MS Mixer Sensor
TSL Temperature Selector
O/C Open / Closed
TSW Trim-Air Switch

1Note:
DOH not used with: ZC 775A0000-08 / 775C0000-04 /
775D0000-01

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FLOW PACK 1 TEMP HOT AIR
FAULT FAULT

SELECTED FLOW OFF OFF

SELECTED TEMP.
ZONE TEMP.
TAV DRIVE
TAV LIMIT SWITCH
DUCT OVERHEAT F/D FWD AFT
ZONE CONTROLLER

MIXING UNIT TEMP. CS CS CS

TAV POSITION
DUCT TEMP.
MAIN TAPRV 50% PRESS. DOH
TRIM FAULT DS
TSW MONITOR

TAPRV CLOSE
TACV
SECD
TAPRV LIMIT SW.

TAV POSITION TAV

ZONE TEMP.
DUCT TEMP. TAPRV
TRIM OVER-PRESS. MS MS
MIXING UNIT TEMP.
TACV
TO PC 2
RH PACK OFF
RAI
COMP. DIS. TEMP.
FCV POSITION
FCV DRIVE
BLEED TEMP.
PACK 1 CONTROLLER

PACK INLET PRESS. COH

RAD POSITION
BPV POSITION PIP CDS
MAIN PACK TEMP.
PACK OH BTS
RAD DRIVE FA
AIV SOL
BPV DRIVE RAO
SECD PDS
COMP. OVERHEAT
FCV LIMIT SW. PTS
RAD LIMIT SW. BPV
RAD POSITION AIV
BPV POSITION
BPV LIMIT SWITCH
PACK FLOW
PACK TEMP.
PACK DISCH. TEMP.

EFFECTIVITY:

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SYSTEM SCHEMATIC (P/N 1299A - A/C MSN 880)

In addition to those abbreviations used in the pack

schematic, the following are used in the system schematic:

CS Cabin Sensor
OH Over-heat
RED Reduced
DS Duct Sensor
TACV Trim-Air Check Valve
FD Flight Deck
TAPRV Trim-Air [Link]. Valve
FWD Forward Cabin
TAV Trim-Air Valve
MS Mixer Sensor
TSL Temperature Selector
O/C Open / Closed
TSW Trim-Air Switch

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FLOW PACK 1 TEMP HOT AIR
FAULT FAULT

SELECTED FLOW OFF OFF

SELECTED TEMP.
ZONE TEMP.
TAV DRIVE
TAV LIMIT SWITCH
F/D FWD AFT
ZONE CONTROLLER

MIXING UNIT TEMP. CS CS CS

TAV POSITION
DUCT TEMP.
MAIN
TRIM FAULT DS
TSW MONITOR

TAPRV CLOSE
TACV
SECD
TAPRV LIMIT SW.

TAV POSITION TAV

ZONE TEMP.
DUCT TEMP. TAPRV
TRIM OVER-PRESS. MS MS
MIXING UNIT TEMP.
TACV
TO PC 2
RH PACK OFF
RAI
COMP. DIS. TEMP.
FCV POSITION
FCV DRIVE
PACK 1 CONTROLLER

PACK INLET PRESS. COH

RAI POSITION
BPV POSITION PIP CDS
MAIN PACK TEMP.
PACK OH
RAI DRIVE DPS

AIV SOL
BPV DRIVE
SECD PDS
COMP. OVERHEAT
FCV LIMIT SW. PTS
RAI LIMIT SW. BPV
RAI POSITION AIV
BPV POSITION
BPV LIMIT SWITCH
PACK FLOW
PACK TEMP.
PACK DISCH. TEMP.

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 AIRBUS A319/A320/A321 TRAINING MANUAL
DISTRIBUTION

The mixing unit is located to the rear of the forward cargo

compartment. Fresh conditioned air from packs 1 and 2 is
ducted into the mixer. Cabin air from the underfloor area is
drawn through two recirculation fans and filters. The
recirculated cabin air is mixed with fresh conditioned air
before passing to the ducts leading to the three cabin
zones.

Hot trim air may be added to the air flow in the distribution
ducts as required.

All trim air valves, duct or manifold temperature-sensors,

the trim air pressure regulating valve, and trim check
valves can be accessed from this area.

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 AIRBUS A319/A320/A321 TRAINING MANUAL

AFT
(VIEW LOOKING FORWARD)

FWD

FD

MIXING UNIT

DISTRIBUTION RECIRCULATION
DUCTS FILTER

TRIM AIR RECIRCULATION

MANIFOLD FAN

FROM PACK 2

FROM PACK 1 MIXING UNIT

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OVERHEAD PANEL

Pack Flow: Enables crew selection of 80%, 100%, or

120% of nominal flow for both packs. (120% selection not
available on A321)

Cockpit / Fwd-Cabin / Aft-Cabin: Individual temperature

selector for each zone. The selected temperature ranges
from 18 to 30 C.

Hot Air: Controls TAPRV solenoid valve. OFF closes

TAPRV. FAULT Indicates a trim system overheat or a trim
pressure regulating valve position fault has been detected.

Pack 1 / Pack 2: Controls FCV solenoid valve. OFF closes

FCV. FAULT Indicates a compressor/pack discharge
overheat or flow control valve position fault has been
detected.

Ram Air: Opens emergency ram air ducts in case both

packs fail to function.

Eng 1 Bleed / Eng 2 Bleed / APU Bleed: Allows crew

selection of bleed air source.

X Bleed: Provides automatic or manual control of the

bleed cross-flow valve.

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ECON FLOW
ECON FLOW SWITCH
O O (A321 ONLY)
ON

PACK FLOW
COCKPIT FWD CABIN AFT CABIN
NORM
HOT AIR
LO HI

FAULT

OFF

COLD HOT COLD HOT COLD HOT

FAULT PACK 1 X BLEED PACK 2 FAULT

OFF OFF

RAM AIR
AUTO
ENG 1 BLEED APU BLEED ENG 2 BLEED
SHUT OPEN
FAULT O O FAULT FAULT

OFF ON OFF OFF

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 AIRBUS A319/A320/A321 TRAINING MANUAL
ECS COMPONENT LISTING

The following tables show information concerning

Liebherr-Aerospace components used in the Airbus
A319/A320/A321 ECS:
- Liebherr part number
- code (abbreviation) used in this training manual
- QPA - quantity per aircraft
- description
- FIN - aircraft identification number
- remarks

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P/N Code QPA Description FIN Remarks

757A0000 ACM 2 AIR CYCLE MACHINE 10HM1, 11HM1

757C0000 ACM 2 AIR CYCLE MACHINE 10HM1, 11HM1 A321 ONLY

1263A0000 ACM 2 AIR CYCLE MACHINE 10HM1, 11HM1

748A0000 AIV 2 ANTI-ICE VALVE 17HH, 37HH

748B0000 AIV 2 ANTI-ICE VALVE 17HH, 37HH A321 ONLY

758A0000 BPV 2 BYPASS VALVE 10HH, 30HH

1312A0000 BPV 2 BYPASS VALVE 10HH, 30HH

1312B0000 BPV 2 BYPASS VALVE 10HH, 30HH NO POTENTIOMETER

763A0000 BTS 2 BLEED TEMPERATURE SENSOR 18HH, 38HH

763A0000 CDS 2 COMP DISCHARGE SENSOR 12HH, 32HH

763A0000 COH 2 COMPRESSOR O/H SENSOR 15HH, 35HH

756A0000 COND 2 CONDENSER 10HM2, 11HM2

766A0000 CPNOH 2 COMP PNEUMATIC O/H SENSOR 10HM9), 11HM9

773A0000 CS 3 CABIN SENSOR 21HK, 22HK, 23HK

772A0000 DOH 3 DUCT O/H SENSOR 18HK, 19HK, 20HK NOT USED WITH ZC 775A-08, 775C-04, 775D-01 OR ABOVE

9106A0005 DPS 2 DIFFERENTIAL PRESS SENSOR 9HB, 10HB

764A0000 DS 3 DUCT SENSOR 15HK, 16HK, 17HK

768A0000 FA 2 FLOW AMPLIFIER (SENSOR) 9HB, 10HB

9104A0003 FA 2 FLOW AMPLIFIER (SENSOR) 9HB, 10HB

EFFECTIVITY:

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ECS COMPONENT LISTING

(continued)

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P/N Code QPA Description FIN Remarks
9104A0007 FA 2 FLOW AMPLIFIER (SENSOR) 9HB, 10HB

751A0000 FCV 2 FLOW CONTROL VALVE 8HB, 11HB

751B0000 FCV 2 FLOW CONTROL VALVE 8HB, 11HB A321 ONLY

1303A0000 FCV 2 FLOW CONTROL VALVE 8HB, 11HB

754A0000 MHX 2 MAIN HEAT EXCHANGER 10HM7, 11HM7

754C0000 MHX 2 MAIN HEAT EXCHANGER 10HM7, 11HM7

736A0000 MS 2 MIXER SENSOR 24HK, 25HK

759A0000 PC 2 PACK CONTROLLER 7HH, 27HH

759C0000 PC 2 PACK CONTROLLER 7HH, 27HH

759D0000 PC 2 PACK CONTROLLER 7HH, 27HH

769A0000 PCKV 2 PACK CHECK VALVE 15HM, 16HM

769B0000 PCKV 2 PACK CHECK VALVE 15HM, 16HM

763A0000 PDS 2 PACK DISCHARGE SENSOR 13HH, 34HH

753A0000 PHX 2 PRIMARY HEAT EXCHANGER 10HM6, 11HM6

753C0000 PHX 2 PRIMARY HEAT EXCHANGER 10HM6, 11HM6

768A0000 PIPS 2 PACK INLET PRESS SENSOR 16HH, 36HH

9104A0008 PIPS 2 PACK INLET PRESS SENSOR 16HH, 36HH

9104A0006 PIPS 2 PACK INLET PRESS SENSOR 16HH, 36HH

749A0000 PL 2 PLENUM 10HM5, 11HM5

2056A0000 PL 2 PLENUM 10HM5, 11HM5 IMPROVED MATERIALS & PROTECTION

767A0000 PNTS 2 PNEUMATIC TEMP SENSOR 10HM10, 11HM10

EFFECTIVITY:

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ECS COMPONENT LISTING

(continued)

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P/N Code QPA Description FIN Remarks
764B0000 PTS 2 PACK TEMPERATURE SENSOR 11HH, 31HH

761A0000 RAI 2 RAM AIR INLET ACTUATOR 8HH, 28HH

761B0000 RAI 2 RAM AIR INLET ACTUATOR 8HH, 28HH

762A0000 RAO 2 RAM AIR OUTLET ACTUATOR 9HH, 29HH

755A0000 REH 2 REHEATER 10HM3, 11HM3

755C0000 REH 2 REHEATER 10HM3, 11HM3

733A0000 SOL 2 3/2 WAY SOLENOID Introduced with pack1310A0000-03 in 2002

750A0000 TAV 3 TRIM AIR VALVE 11HK, 12HK, 13HK

963A0000 TAV 3 TRIM AIR VALVE 11HK, 12HK, 13HK

1320A0000 TAV 3 TRIM AIR VALVE 11HK, 12HK, 13HK

745A0000 TACKV 2 TRIM AIR CHECK VALVE 18HM, 19HM

1298A0000 TACKV 2 TRIM AIR CHECK VALVE 18HM, 19HM

746A0000 TAPRV 2 TRIM AIR PRESS REG VALVE 14HK

777A0000 TSL 3 TEMPERATURE SELECTOR 27HK, 28HK, 29HK

747A0000 WE 2 WATER EXTRACTOR 10HM8, 11HM8

747B0000 WE 2 WATER EXTRACTOR 10HM8, 11HM8

1091A0000 WI 2 WATER INJECTOR 20HM, 21HM

775A0000 ZC 1 ZONE CONTROLLER 8HK

775C0000 ZC 1 ZONE CONTROLLER 8HK

775D0000 ZC 1 ZONE CONTROLLER 8HK

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL

Components

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
FLOW CONTROL VALVE (FCV P/N 751A/B)

The FCV is located in the bleed air supply line, upstream

of each pack. It is an electro-pneumatic butterfly valve with
the following main functions:
- Control of the mass flow of bleed air entering the
pack.
- Isolation of the pack from the bleed air supply (crew
selection, engine fire, ditching, or engine start).
- ACM overheat and low pressure start up protection

The FCV used on the A321 differs from that used on the
A319/A320 in the following areas:
- Regulated nominal flow values are increased.
- Mechanical back-up of the electrical flow setting unit
provided by a spring acting upon the cam.

EFFECTIVITY:

A319/A320/A321 21-00 Page 40

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

ALTIMETRIC PRESSURE
FLOW LIMITER REGULATOR

751B0000 - USED ON A321 ONLY

(PARTIAL VIEW) ACTUATOR

STEPPER MOTOR

SOLENOID

FLOW SENSOR

751A0000 - USED ON A319 & A320

EFFECTIVITY:

A319/A320/A321 21-00 Page 41

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
FLOW CONTROL VALVE (FCV P/N 751A/B) Actuator:
The actuator pens or closes the FCV butterfly valve
Electrical Flow Setting Unit depending upon the air pressure available in the pressure
chamber.
A needle valve positioned by a cam driven by a stepper
motor. (In case of no electrical power, back-up setting of
105% flow - A321 only) Flow Sensor
The flow sensor creates a pressure which is proportional to
Flow Detector the flow rate. The FA (flow amplifier - pressure sensor)
converts this pressure to a signal which is used by the PC
Acts on pressure chamber in actuator to maintain required
to generate cockpit indication of flow.
flow.

Calibrated Clapper
Pressure Regulator
The clapper prevents opening of the butterfly valve if bleed
Changes FCV flow relative to cabin pressure. (As cabin
pressure is below approximately 0.95 bar (14 PSI)
pressure decreases, flow decreases).

Solenoid energized:
FCV closed (actuator pressure vented)

Solenoid de-energized:
FCV regulating

Altimetric Flow Limiter

Stainless steel bellows expands to create a virtual cabin
pressure and FCV flow corresponding to 8000 ft. cabin
altitude in case of loss of cabin pressure.
EFFECTIVITY:

A319/A320/A321 21-00 Page 42

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

SOLENOID
ELECTRICAL
FLOW SETTING UNIT

PRESSURE
REGULATOR

FLOW DETECTOR

ACTUATOR
ALTIMETRIC
FLOW LIMITER

FLOW SENSOR

EFFECTIVITY:

A319/A320/A321 21-00 Page 43

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
FLOW CONTROL VALVE (FCV P/N 751A/B) ACM Overheat
A compressor overheat >230C (446F), will cause the
Operation actuator pressure to be vented through a pneumatic
overheat sensor (CPNOH). An overheat of 260C (500F)
The FCV butterfly valve is opened or closed by the action
will fully close the FCV.
of a pneumatic actuator, which is spring loaded in the
closed position. A "fully closed" or "not fully closed"
microswitch is used to provide a feedback signal to the PC.

Start-up
The butterfly valve actuator would begin to open with a
pressure of approximately 0.4 (6 psi) bar in the actuator
chamber. In order to delay opening of the butterfly until
sufficient pressure is available to safely start the ACM, an
upstream clapper is installed and calibrated to open at
approximately 0.95 bar (14 psi).

Normal regulation
The stepper motor in the flow setting device positions the
cam / needle valve in a position to regulate the flow to 80%,
100%, or 120% of nominal. The pressure regulator adjusts
FCV flow relative to actual cabin pressure. As cabin
pressure decreases, the flow through the valve also
decreases.
Actual flow is sensed by the flow sensor in the form of a
differential pressure (P1/P2). This pressure is sent to a
sensor which sends the value to the pack controller.

EFFECTIVITY:

A319/A320/A321 21-00 Page 44

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

CABIN
PRESSURE

G7

G11
TO CPNOH

FLOW P1 P2

EFFECTIVITY:

A319/A320/A321 21-00 Page 45

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
FLOW CONTROL VALVE (FCV P/N 1303A0000-01, -02)

The FCV is located in the bleed air supply line, upstream

of each pack. It is an electro-pneumatic butterfly valve with
the following main functions:
- Control of the mass flow of bleed air entering the
pack.
- Isolation of the pack from the bleed air supply (crew
selection, engine fire, ditching, or engine start).
- ACM overheat

The FCV 1303A0000 may be used on all A319/A320/A321

aircraft only if the following units are also installed:
- 759D0000 - PC
- 9104A0006 - PIPS
- 9106A0005 - DPS

EFFECTIVITY:

A319/A320/A321 21-00 Page 46

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

"DUMMY" CONNECTOR
FOR CABIN PRESSURE SENSE LINE

CONNECTIONS
TO PRESSURE SENSORS

ACTUATOR

TORQUE
MOTOR
PRESSURE REDUCER
SOLENOID

PRESSURE LIMITER

EFFECTIVITY:

A319/A320/A321 21-00 Page 47

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
FLOW CONTROL VALVE (FCV P/N 1303A0000-01, -02)

Solenoid energized:
- FCV closed (actuator pressure vented)
Solenoid de-energized:
- FCV regulating

Limiter: Regulates downstream pressure to a fixed value

in case of control failure.

Actuator: Opens or closes the FCV butterfly valve.

Microswitch: Provides FCV "fully closed" signal to the PC

Pressure Reducer: Provides a regulated pressure for

actuator operation

Pressure Sensors: Used by the PC to calculate the

required motor position.

Torque Motor and Quadrant: Commanded by the PC.

the motor changes the amount of leakage from the
actuator chamber, controlling the valve position.

EFFECTIVITY:

A319/A320/A321 21-00 Page 48

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

DOWNSTREAM PRESSURE LIMIITER

SOLENOID

TO
CPNOH
PRESSURE
REDUCER
PNEUMATIC
ACTUATOR

MOTOR AND MICROSWITCH

QUADRANT

DPS
PIPS PACK
CONTROLLER
PACK INLET AND DIFFERENTIAL
PRESSURE SENSORS

EFFECTIVITY:

A319/A320/A321 21-00 Page 49

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
FLOW CONTROL VALVE (FCV P/N 1303A0000-01, -02)

Operation
The FCV butterfly valve is opened or closed by the action
of a pneumatic actuator, which is spring loaded in the
closed position. A "fully closed" or "not fully closed"
microswitch is used to provide a feedback signal to the PC.

Start-up
At start-up, the motor is driven by the PC to the 100% flow
position (APU bleed air supply) or 80% (engine bleed air
supply) for 10 seconds.

Normal regulation
The actual flow will be calculated by the PC, and compared
to the flow demand from the ZC. The motor will be adjusted
as required to meet the demanded flow.

ACM Overheat
A compressor overheat >230C (446F), will cause the
actuator pressure to be vented through a pneumatic
overheat sensor (CPNOH). An overheat of 260C (500F)
will fully close the FCV.

EFFECTIVITY:

A319/A320/A321 21-00 Page 50

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

TO
CPNOH

FLOW
P2
P1

DPS
PIPS PACK
BLEED PRESS. CONTROLLER
ALTITUDE

EFFECTIVITY:

A319/A320/A321 21-00 Page 51

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
FLOW CONTROL VALVE (FCV P/N 1303A0000-03)

The FCV is located in the bleed air supply line, upstream

of each pack. It is an electro-pneumatic butterfly valve with
the following main functions:
- Control of the mass flow of bleed air entering the
pack.
- Isolation of the pack from the bleed air supply (crew
selection, engine fire, ditching, or engine start).
- ACM overheat

The FCV 1303A0000-03 may be used on all

A319/A320/A321 aircraft only if the aircraft modification to
remove the cabin pressure sense line has been performed
and the following units are also installed:
- 759D0000 - PC
- 9104A0006 - PIPS
- 9106A0005 - DPS

EFFECTIVITY:

A319/A320/A321 21-00 Page 52

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

CONNECTIONS
TO DPS
ACTUATOR

TORQUE
MOTOR

PRESSURE REDUCER
SOLENOID
PRESSURE LIMITER

EFFECTIVITY:

A319/A320/A321 21-00 Page 53

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
FLOW CONTROL VALVE (FCV P/N 1303A0000-03)

Solenoid energized:
- FCV closed (actuator pressure vented)
Solenoid de-energized:
- FCV regulating

Limiter: Regulates downstream pressure to a fixed value

in case of control failure.

Actuator: Opens or closes the FCV butterfly valve.

Microswitch: Provides FCV "fully closed" signal to the PC

Pressure Reducer: Provides a regulated pressure for

actuator operation

Pressure Sensors: Used by the PC to calculate the

required motor position.

Motor and Quadrant: Commanded by the PC. the motor

changes the amount of leakage from the actuator
chamber, controlling the valve position.

EFFECTIVITY:

A319/A320/A321 21-00 Page 54

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

SOLENOID DOWNSTREAM PRESSURE

LIMITER

TO
CPNOH
PRESSURE
REDUCER
PNEUMATIC
ACTUATOR

MOTOR AND MICROSWITCH

QUADRANT

DPS
PIPS PACK
CONTROLLER
PACK INLET AND DIFFERENTIAL
PRESSURE SENSORS

EFFECTIVITY:

A319/A320/A321 21-00 Page 55

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
FLOW CONTROL VALVE (FCV P/N 1303A0000-03)

Operation
The FCV butterfly valve is opened or closed by the action
of a pneumatic actuator, which is spring loaded in the
closed position. A "fully closed" or "not fully closed"
microswitch is used to provide a feedback signal to the PC.

Start-up
At start-up, the motor is driven by the PC to the 100% flow
position (APU bleed air supply) or 80% (engine bleed air
supply) for 10 seconds.

Normal regulation
The actual flow will be calculated by the PC, and compared
to the flow demand from the ZC. The motor will be adjusted
as required to meet the demanded flow.

ACM Overheat
A compressor overheat >230C (446F), will cause the
actuator pressure to be vented through a pneumatic
overheat sensor (CPNOH). An overheat of 260C (500F)
will fully close the FCV.

EFFECTIVITY:

A319/A320/A321 21-00 Page 56

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

TO
CPNOH

FLOW
P2
P1

DPS
BLEED PRESS. PIPS PACK
CONTROLLER
ALTITUDE

EFFECTIVITY:

A319/A320/A321 21-00 Page 57

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
ANTI-ICE VALVE (AIV) The valve opening and modulation are pneumatically
controlled.
The AIV has the following main functions:
If the solenoid valve is de-energized, the PNTS acts
- Remove ice build-up from components downstream directly upon the pressure in the actuator chamber to
of the turbine outlet: (condenser tubing, temperature modulate the position of the butterfly valve. This controls
sensors, check valves, mixing unit.) the pack outlet temperature to a fixed setting of 11C
(52F). The normal anti-ice function remains unaffected by
- Control pack-discharge temperature in case of pack
this action.
controller failure.

The AIV uses differential pressure (P) sensing valves to

detect ice build up either within, or downstream of, the
condenser. Following are the P values required to initiate
this function:
- low pressure side: 75 hPa (1.1 psi)
- high pressure side: 145 hPa (2.1 psi)
(P/N 748A0000 - A319/A320 only)
- high pressure side: 190 hPa (2.8 psi)
(P/N 748B0000 - A321 only)

EFFECTIVITY:

A319/A320/A321 21-00 Page 58

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

DIFFERENTIAL PRESSURE
REGULATOR
ACTUATOR

PRESSURE
REGULATOR

FILTER
SOLENOID

EFFECTIVITY:

A319/A320/A321 21-00 Page 59

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
ANTI-ICE VALVE (AIV)

Inlet air pressure enters the filter and flows to the pressure
regulator, which supplies a constant outlet pressure to the
P servos as well as the solenoid valve assembly.

During normal operation, the solenoid is energized and in

the venting position. No pressure is supplied to the
pneumatic actuator unless there is a high pressure or low
pressure DP value greater than the set values in the
respective regulators. (This occurs when ice has built up
enough in the condenser to restrict air flow.)

The opening of the butterfly valve will allow hot air to flow
through the condenser, thus reducing the ice build up.

When the solenoid valve is de-energized, the vent is

closed, allowing the remote thermostat (PNTS) to control
the pressure delivered to the pneumatic actuator to a fixed
value. As the temperature sensed by the PNTS increases,
more air is vented, thus reducing the butterfly valve
opening.

EFFECTIVITY:

A319/A320/A321 21-00 Page 60

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

OUTLET MIXING UNIT

CONDENSER HIGH CONDENSER LOW

PRESSURE SIDE PRESSURE SIDE

INLET INLET

PRESSURE
REGULATOR

TO ACTUATOR
PNTS

BLEED AIR

EFFECTIVITY:

A319/A320/A321 21-00 Page 61

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
3/2 WAY SOLENOID

The 3/2 way solenoid is made up of:

- an electrical solenoid
- a 3 port / 2 position pneumatic control valve
- a mounting bracket

The 3/2 way solenoid is mounted to the hot air supply pipe
of the AIV. The pneumatic connectors are attached in the
pressure sense line leading from the ACM turbine outlet to
the AIV differential pressure regulator (low pressure side).

The 3/2 way solenoid deactivates the low pressure

regulator of the AIV in pneumatic back-up mode operation

Reference:
- Liebherr SB 1310A-21-02
- Airbus SB A320-21-1135

EFFECTIVITY:

A319/A320/A321 21-00 Page 62

30 Jul 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

TO AIV

VENT FROM
ACM

SOLENOID

ELECTRICAL
CONNECTOR

EFFECTIVITY:

A319/A320/A321 21-00 Page 63

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
3/2 WAY SOLENOID

The solenoid is connected electrically to the AIV solenoid

circuit. It is used to fully vent the differential pressure
regulator (low pressure side) whenever the AIV is
operating in the back-up temperature control mode.

Energized
Under normal conditions, both the AIV solenoid and the 3/2
way solenoid remain energized by the PC. The AIV
operates in the anti-ice mode and the sense line between
the ACM turbine outlet and the AIV P servo is not vented
to ambient.

De-energized
If the pack is operating in the back-up temperature control
mode, then both the AIV solenoid and the 3/2 way solenoid
are de-energized by the PC. The sense line between the
ACM turbine outlet and the AIV P servo is vented to
ambient.

EFFECTIVITY:

A319/A320/A321 21-00 Page 64

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

VENT

3/2 WAY
FROM SOLENOID
ACM
TO
PNTS

BLEED AIR

EFFECTIVITY:

A319/A320/A321 21-00 Page 65

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
TRIM AIR PRESSURE REG. VALVE (TAPRV) The TAPRV solenoids are controlled by the ZC as follows:

The TAPRV is located in a pressurized area, mounted to Solenoid 1 de-energized:

the trim air manifold near the mixing unit, and has the
TAPRV closed
following functions:
- Regulate trim-air pressure to 0.28 bar (4 psi) above
Solenoid 1 energized:
cabin pressure.
TAPRV open (regulating)
- Isolate the trim-air manifold from the trim-air supply
when the Hot Air switch is in the off position.
Solenoid 2 de-energized:
- React to duct over-heat by either reducing the trim-air
pressure by 50%, or if this is ineffective, by isolating TAPRV regulating at 0.28 bar (4 psi) above cabin pressure
the trim-air system (as directed by the ZC).
Solenoid 2 energized:
Note:
50% regulation deleted from ZC 775A0000-08/ TAPRV (50%) regulating at 0.14 bar (2 psi) above cabin
775C0000-04 / 775D0000-01 pressure

Note:
Solenoid 2 always de-energized with ZC 775A0000-08/
775C0000-04 / 775D0000-01

EFFECTIVITY:

A319/A320/A321 21-00 Page 66

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

PNEUMATIC
ACTUATOR

MICROSWITCH

SOLENOID
VALVES PRESSURE
REGULATOR

EFFECTIVITY:

A319/A320/A321 21-00 Page 67

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
TRIM AIR PRESSURE REG. VALVE (TAPRV) Shut-Off Mode: When solenoid 1 is de-energized, the
vent orifice is opened, thus allowing the pressure in
chamber "A" to vent to ambient.
Regulating Mode: When solenoid 1 is energized, it closes
the venting orifice. The pressure in chamber "A" of the
The spring force on the actuator diaphragm will close the
pneumatic actuator is then controlled by the pressure
butterfly valve, thus shutting off the flow of trim air to the
regulator, which is influenced by the downstream pressure
system. The microswitch indicates the valve fully closed
acting upon the diaphragm in chamber "C".
position.
The position of the butterfly valve is determined by this
regulator pressure, the downstream pressure, and the
spring force acting on the diaphragm.

Early Overheat Mode1: If solenoid 2 is energized,

downstream pressure is allowed to enter chamber "B" and
will thus have the effect of reducing the regulated pressure
available to chamber "A" of the pneumatic actuator. This
will allow the butterfly valve to partially close, thus reducing
the trim air pressure.

Note:
Early overheat mode not valid with ZC 775A0000-08 /
775C0000-04/ 775D0000-01

EFFECTIVITY:

A319/A320/A321 21-00 Page 68

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

VENT

SOLENOID 1 BLEED AIR

(SHOWN ENERGIZED)

SOLENOID 2 DOWNSTREAM
(SHOWN DE- ENERGIZED) PRESSURE
C

PNEUMATIC
ACTUATOR
A

MICROSWITCH

TRIM AIR

EFFECTIVITY:

A319/A320/A321 21-00 Page 69

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
TRIM AIR PRESSURE REG. VALVE (TAPRV -06)

The TAPRV is located in a pressurized area, mounted to

the trim air manifold near the mixing unit, and has the
following functions:
- Regulate trim-air pressure to 0.28 bar (4 psi) above
cabin pressure.
- Isolate the trim-air manifold from the trim-air supply
when the Hot Air switch is in the off position.
- React to duct over-heat by isolating the trim-air
system (as directed by the ZC).

The TAPRV solenoid is controlled by the ZC as follows:

Solenoid 1de-energized:
TAPRV closed

Solenoid 1 energized:
TAPRV open (regulating)

(Starting with P/N 746A0000-06, a "dummy" solenoid

(resistor) is installed to allow compatibility with all
build-standards of ZC.)

EFFECTIVITY:

A319/A320/A321 21-00 Page 70

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

PNEUMATIC MICROSWITCH
ACTUATOR

SOLENOID
VALVE

DUMMY
SOLENOID
FILTER
PRESSURE
REGULATOR

EFFECTIVITY:

A319/A320/A321 21-00 Page 71

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
TRIM AIR PRESSURE REG. VALVE (TAPRV -06)

Regulating Mode: When solenoid 1 is energized, it closes

the venting orifice. The pressure in chamber "A" of the
pneumatic actuator is then controlled by the pressure
regulator, which is influenced by the downstream pressure
acting upon the diaphragm in chamber "B".

The position of the butterfly valve is determined by this

regulator pressure, the downstream pressure, and the
spring force acting on the diaphragm.

Shut-Off Mode: When solenoid 1 is de-energized, the

vent orifice is opened, thus allowing the pressure in
chamber "A" to vent to ambient.

The spring force on the actuator diaphragm will close the

butterfly valve, thus shutting off the flow of trim air to the
system. The microswitch indicates the valve fully closed
position.

EFFECTIVITY:

A319/A320/A321 21-00 Page 72

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

VENT

SOLENOID 1
(SHOWN ENERGIZED) BLEED AIR

RESISTOR DOWNSTREAM
B PRESSURE
A B C

PNEUMATIC
ACTUATOR
A

MICROSWITCH

TRIM AIR

EFFECTIVITY:

A319/A320/A321 21-00 Page 73

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
TRIM AIR VALVE P/Ns 750A0000 and 963A0000 each have the valve shaft
mounted at a right angle to the valve body. These TAV also
may have a wire wound potentiometer, a plastic layer
There are three trim air valves (TAV) located near the
potentiometer or no potentiometer, depending upon the
mixing manifold. They regulate the flow of hot trim-air into
modifications embodied.
the distribution ducts. Each TAV has an
electro-mechanical actuator mounted to a valve body. PN 1320A0000 has the valve shaft mounted at a 70 angle
to the valve body. This TAV has no potentiometer. The
The zone controller (ZC) monitors the TAV for faults and
differences in the potentiometers used in the various
determines the butterfly valve speed and direction of
valves are shown below:
movement. Depending upon the ZC build standard, the
valve position monitoring may be:
Wire Plastic
- analog: using a potentiometer, or No
TAV P/N Amdt Wound Layer
- digital: using software "step -counting" Pot.
Pot. Pot.
The position of each TAV is limited by the ZC to a range 750A0000-02 A,B,C
from 0% to 75% of the maximum open position (90) 750A0000-02 D
depending upon:
750B0000-01
- Duct demand temperature calculated by the ZC
- Actual duct temperature
- System status (pack start, duct overheat, etc.) 963A0000-02 A

963A0000-02 B
The TAV speed is directly related to the difference
between the demanded duct temperature and the actual 963B0000-01
duct temperature. As these become equal, the speed goes
to zero, and the valve remains stationary.
1320A0000-01
Several part numbers of TAV may be used on the aircraft:
- P/N 750A0000
- P/N 963A0000
- P/N 1320A0000

EFFECTIVITY:

A319/A320/A321 21-00 Page 74

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

ELECTROMECHANICAL
ACTUATOR

VALVE BODY

TAV 963A0000 TAV 1320A0000

(TAV 750A0000)

EFFECTIVITY:

A319/A320/A321 21-00 Page 75

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
BYPASS VALVE In case of loss of electrical power, dynamic air pressure
tends to close the BPV to its optimum position.
The bypass valve (BPV) is located in each pack and is P/N 758A0000 has the butterfly valve shaft mounted at a
made up of an electro-mechanical actuator mounted to a right angle to the valve body. This BPV also may have a
valve housing assembly, which contains a butterfly valve. wire wound potentiometer, a plastic layer potentiometer or
The BPV regulates the flow of hot bleed air which no potentiometer, depending upon the modifications
by-passes the air cycle machine, thereby affecting: embodied.
- pack discharge temperature
PN 1312A0000 has the valve shaft mounted at a 70 angle
- ACM speed
to the valve body. This BPV has a plastic layer
- pack resistance to overall flow
potentiometer.
The pack controller (PC) monitors the BPV for faults and
PN 1312B0000 has the valve shaft mounted at a 70 angle
determines the valve speed and direction of movement.
to the valve body. This BPV has no potentiometer.
Depending upon the PC installed in the aircraft, the valve
position monitoring may be: The differences in the potentiometers used in the various
- analog: using a potentiometer, or valves are shown below:
- digital: using software "step -counting"
Under normal conditions, the opening of the BPV is Wire Plastic
No
maintained as close as possible to the optimal position of TAV P/N Amdt Wound Layer
Pot.
21. This position is a result of a compromise between Pot. Pot.
ACM cooling efficiency and necessary air flow through the 758A0000-02 A,B,C
pack.
758A0000-02 D
The minimum open position of the BPV is software limited
depending on the number of packs in operation and the 1312A0000-01
bleed pressure. 1312B0000-01
The maximum open position of the BPV is PC software
limited as follows:
- 45 in flight
- 60 on ground

EFFECTIVITY:

A319/A320/A321 21-00 Page 76

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

ELECTROMECHANICAL
ACTUATOR

VALVE BODY

BPV 758A0000 BPV 1312A0000

1312B0000

EFFECTIVITY:

A319/A320/A321 21-00 Page 77

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
ELECTRO-MECHANICAL ACTUATOR Each DC pulse (or "step") will cause the motor to rotate
15. When the motor is not rotating, its position is
maintained by a holding current applied to only one phase
The TAV and BPV are very similar in construction and
of the windings.
operation. Both use an electro-mechanical actuator to
open and close the butterfly valve.
The output of the potentiometer provides position feedback
to the ZC or PC. This feedback is used by the controllers
The actuator contains.
as follows:
- a 3-phase DC stepper-motor
- ZC: TAV feedback is used for valve fault monitoring
- reduction gearing only
(with approximately 603:1 gear reduction ratio)
- PC: BPV feedback is used for valve fault monitoring
- end-position microswitches as well as positional control
- position sensing potentiometers
(in actuator P/Ns 9069A1001, 9069A1003, and Note:
9069A1018 only) The potentiometer feedback is ignored by ZCs and PCs
which are capable of "step counting":
The valve speed and position is controlled by one of the - ZC 775A0000-08 or later
ECS controllers:
- ZC 775C0000-04 or later
- the zone controller (ZC) controls the TAV
- ZC 775D0000-01 or later
- the pack controller (PC) controls the BPV
- PC 759D0000-01 or later
The appropriate controller sends DC electrical pulses in a
The end-position microswitches provide "fully closed (FC)"
particular form in order to drive the actuator motor. The
or "not fully closed (NFC)" signals to the controllers for
motor speed is determined by the frequency of the DC
monitoring purposes only.
pulses (0 - 300 Hz max).

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
POTENTIOMETER POTENTIOMETER
(9069A1018 ONLY)
DC
DC DC
MOTOR
MOTOR MOTOR

MICRO MICRO
SWITCHES MICRO
SWITCHES
SWITCH

ACTUATOR 9069A1001 ACTUATOR 9069B1001 ACTUATOR 9069A1018

ACTUATOR 9069A1003 ACTUATOR 9069B1003 ACTUATOR 9069B1018

ACTUATOR USED IN REMARKS

DC
9069A1001 TAV 750A0000 A,B,C,D WITH POTENTIOMETER AND MOTOR
9069A1003 BPV 758A0000 A,B,C,D 2 MICROSWITCHES (FC,NFC)

9069B1001 TAV 750B0000 A,B,C,D NO POTENTIOMETER,

9069B1003 BPV 758B0000 A,B,C,D 2 MICROSWITCHES (FC,NFC)

9069A1015 TAV 1320A0000 NO POTENTIOMETER,

1 MICROSWITCH (FC ONLY)

9069A1018 BPV1312A0000 WITH POTENTIOMETER AND

1 MICROSWITCH (FC ONLY) MICRO
SWITCH
9069B1018 BPV1312B0000 NO POTENTIOMETER,
1 MICROSWITCH (FC ONLY)

ACTUATOR 9069A1015

EFFECTIVITY:

A319/A320/A321 21-00 Page 79

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
AIR CYCLE MACHINE (ACM P/N 757A/B)

The ACM contains a turbine, compressor, and fan. These

all share a common shaft supported by air-bearings. The
ACM needs no oil for lubrication of moving components.
The functions of these three main components are as
follows:

Turbine
Drives both the compressor and the fan. In order to provide
shaft rotation, the turbine removes energy from the bleed
air. This provides a significant cooling of the bleed air.

Compressor
Acts upon the incoming bleed air to raise its pressure (and
temperature).

Fan
Provides a flow of outside (ambient) air to cool the bleed air
passing through the heat exchanger unit. The fan is only
effective on ground. In flight, the ram-air flow through the
heat exchangers is sufficient to cool the bleed air.

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

OUTLET HEATER
RETURN DUCT
FAN HOUSING

OUTLET HEATER
SUPPLY DUCT

TURBINE

TURBINE
OUTLET

FROM
BPV, AIV COMPRESSOR
INLET
TO BPV

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
AIR CYCLE MACHINE (ACM)

To prevent ice build up, and the damage it can cause to the
ACM, a turbine outlet heater is installed.

This heater takes hot air from the compressor outlet,

circulates it around the turbine outlet, and then returns it to
the compressor inlet. The heater air does not mix with the
conditioned turbine-outlet air in the pack-discharge flow.

Normal operating speed of the ACM is between 15,000

RPM and 40,000 RPM (42000 RPM for the A321),
depending on bleed pressure and flow. At least 10,000
RPM are necessary to provide proper air-bearing
operation.

The supply air pressure required to successfully start the

ACM (during shop testing) should be less than 20.3 psi.

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

COOLING
HEATER RETURN DUCT COMPRESSOR

HEATER
SUPPLY

TURBINE
OUTLET FAN
HEATER

TURBINE

THRUST JOURNAL COMPRESSOR JOURNAL

AIR BEARING AIR BEARING INLET AIR BEARING

EFFECTIVITY:

A319/A320/A321 21-00 Page 83

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
AIR CYCLE MACHINE (ACM) Bump-foil air bearings have been introduce by SB
757A-21-09 to reduce the pre-load of the foils on the
rotating shaft, thereby reducing the pressure required to
Air Bearings
start the ACM.
Supporting the rotating shaft of the ACM are three groups
Here is a comparison of frictional characteristics for the two
of air-bearings:
types of air bearing used in the ACM:
- two journal bearings between the fan, compressor - maximum shaft starting torque
and turbine wheels - 8-foil bearing: 33 lbf-in
- thrust bearings on either side of the stop-disc next to - bump foil bearing: 13 lbf-in
the turbine wheel - maximum ACM starting air pressure
- 8-foil bearing: 13 psig
The journal air bearing contains spring steel foils within a - bump foil bearing: 7 psig
sleeve. The foil surfaces are coated to reduce friction at
start-up and shut-down. If the ACM shaft is not rotating, the
foil pre-load force supports the shaft.

As the shaft rotation speed increases, a converging wedge

of air forms between the shaft and the foils which pushes
the foils away from the shaft, so that the shaft is fully
supported by aerodynamic pressure. The foils compensate
for changes in shaft diameter due to temperature increase
or centrifugal force.

The air bearings are cooled by air from the turbine scroll.
The cooling airflow is exhausted through openings in the
fan and turbine wheels. Post 757A0000-10 or
757C0000-01 ACMs use a vortex filter to remove
contamination from the cooling air flow before it is ducted
to the bearings.

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL

8-FOIL AIR BEARING BUMP-FOIL AIR BEARING

(POST SB 757A-21-09)

ROTATING ROTATING
SHAFT SHAFT

SLEEVE

FOIL ASSEMBLY

EFFECTIVITY:

A319/A320/A321 21-00 Page 85

30 Jul 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
AIR CYCLE MACHINE (ACM P/N 1263A)

The ACM contains a turbine, compressor, and fan. These

all share a common shaft supported by air-bearings. The
ACM needs no oil for lubrication of moving components.
The functions of these three main components are as
follows:

Turbine
Drives both the compressor and the fan. In order to provide
shaft rotation, the turbine removes energy from the bleed
air. This provides a significant cooling of the bleed air.

Compressor
Acts upon the incoming bleed air to raise its pressure (and
temperature).

Fan
Provides a flow of outside (ambient) air to cool the bleed air
passing through the heat exchanger unit. The fan is only
effective on ground. In flight, the ram-air flow through the
heat exchangers is sufficient to cool the bleed air.

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

FAN HOUSING
OUTLET HEATER
RETURN DUCT

OUTLET HEATER
SUPPLY DUCT

TURBINE
OUTLET COMPRESSOR

TURBINE

EFFECTIVITY:

A319/A320/A321 21-00 Page 87

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
AIR CYCLE MACHINE (ACM P/N 1263A)

To prevent ice build up, and the damage it can cause to the
ACM, a turbine outlet heater is installed.

This heater takes hot air from the compressor outlet,

circulates it around the turbine outlet, and then returns it to
the compressor inlet. The heater air does not mix with the
conditioned turbine-outlet air in the pack-discharge flow.

Normal operating speed of the ACM is between 15,000

RPM and 42,000 RPM, depending on bleed pressure and
flow. At least 10,000 RPM are necessary to provide proper
air-bearing operation.

The supply air pressure required to successfully start the

ACM (during shop testing) should be less than 7.25 psi.

EFFECTIVITY:

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30 Jul 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

HEATER RETURN COMPRESSOR

HEATER
SUPPLY

TURBINE
OUTLET FAN
HEATER

TURBINE

THRUST JOURNAL COMPRESSOR JOURNAL

AIR BEARING AIR BEARING INLET AIR BEARING

EFFECTIVITY:

A319/A320/A321 21-00 Page 89

30 Jul 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
WATER EXTRACTOR / INJECTOR (WE / WI)

The water extractor is located in the water-extraction-loop

of the cooling pack.

It removes liquid water from the high pressure air in the

pack by creating a vortex, forcing the water to collect on the
walls of the unit. The water then drains into a sump where
it is collected and injected into the ram-air inlet.

This water injection increases the cooling efficiency of the

heat exchanger unit.

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

SWIRL VANES

AIR IN

AIR OUT

SUMP

DRAIN

WATER
OUT WATER
INJECTOR

EFFECTIVITY:

A319/A320/A321 21-00 Page 91

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
ELECTRICAL TEMPERATURE SENSORS

The different electrical sensors located throughout the

pack and ECS provide feedback information to the pack
and zone controllers.

The valid sensing-ranges for these sensors are as follows:

Location Abbreviation Low (C) High (C)

Pack PTS -60 +145
Pack PDS -80 +150
Pack COH -50 +300
Pack BTS -100 +500
Pack CDS -50 +300

Cabin CS -55 +100

Duct DS -55 +100
Duct DOH -55 +100

Mixing Unit MS -55 +100

EFFECTIVITY:

A319/A320/A321 21-00 Page 92

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

736A - MS

763A - BTS
CDS
COH
PDS

772A - DOH

773A - CS

764B - PTS
764A - DS

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
PNEUMATIC TEMPERATURE SENSORS

There are two types of pneumatic temperature sensors.

Both are located in the cooling pack.

One, (type 766-CPNOH), is mounted in the compressor

outlet pipe, and is connected to the FCV. It protects the
pack in case of "compressor over-heat" (temp.>230C) by
modulating the FCV to reduce the bleed air flow. If the
over-heat is high enough, (temp.>260C), the FCV can be
completely closed through this action.

The other sensor, (type 767-PNTS), is mounted in the

condenser cold-air outlet. It modulates the AIV to control
the pack-discharge temperature to a fixed level
(temp=11C) in case of pack controller failure.

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

AIR OUTLET AIR OUTLET

AIR SUPPLY

VALVE SEAT

LIGHT ALLOY HOUSING

INVAR ROD

COMPRESSOR PNEUMATIC PNEUMATIC TEMPERATURE

OVERHEAT SENSOR (CPNOH) SENSOR (PNTS)

EFFECTIVITY:

A319/A320/A321 21-00 Page 95

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
PACK TEMPERATURE SENSOR LOCATIONS

The pneumatic and electrical temperature sensors used in

the pack are located as shown below:

EFFECTIVITY:

A319/A320/A321 21-00 Page 96

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

COMPRESSOR OVERHEAT (COH)

COMPRESSOR DISCHARGE (CDS)

PACK PNEUMATIC (PNTS)

PNEUMATIC OVERHEAT (CPNOH)

PACK DISCHARGE (PDS)

PACK TEMPERATURE (PTS)

EFFECTIVITY:

A319/A320/A321 21-00 Page 97

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
CABIN TEMPERATURE SENSOR LOCATIONS

The electrical cabin temperature sensors are mounted as

shown below:

The FWD and AFT cabin sensors are ventilated by the

toilet-and-galley fan, the F/D sensor is ventilated by the
avionics fan.

EFFECTIVITY:

A319/A320/A321 21-00 Page 98

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

AFT
CABIN SENSOR

FORWARD
CABIN SENSOR

FLIGHT DECK
SENSOR

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
DUCT / MIXER TEMPERATURE SENSOR LOCATIONS

The duct and mixing unit temperature sensors are located

as shown below:

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

DUCT SENSOR (DS) AND

DUCT OVERHEAT SENSOR (DOH)

FWD CABIN DUCT

FLIGHT DECK DUCT

AFT CABIN DUCT

MIXER SENSORS (MS)

MIXING UNIT

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
PRESSURE SENSORS

Pressure sensors are used in the following locations:

- Flow Amplifier (FA)
- Pack Inlet (PIPS)

The FA is connected to the FCV and is used to convert the

pressure related to the mass flow of air through the FCV
into an electrical signal. This signal is sent through the
pack controller for use in cockpit display only.

The FA signal is not used by the pack controller for flow

calculations or FCV modulation.

The PIPS converts bleed air pressure at the FCV inlet into
a signal which is used by the pack and zone controllers in
performing certain control functions.

The pressure sensor consists of:

- a cylindrical body with a bonded-foil strain gauge
- a stainless steel diaphragm
- a strain gauge beam
- a bridge circuit and DC amplifier

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

AIR PRESSURE INLET ELECTRICAL CONNECTOR

(POST LIEBHERR SB768a-21-01 ONLY)

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
PRESSURE SENSORS (DPS, PIPS) The PIPS is an absolute pressure sensor which converts
bleed air pressure at the FCV inlet into a signal which is
used by the pack and zone controllers in performing control
These two pressure sensors are used for flow control
functions.
together with the 1303A0000 FCV and 759D0000 Pack
Controller
Both pressure sensors consist of:
The Differential Pressure Sensor (DPS) is used in the - a cylindrical body with a silicon crystal strain gage
following location: - a stainless steel diaphragm
- Flow Control Valve, P/N 1303A0000 only) - microelectronic elements

The DPS is a "relative" pressure sensor connected to the

FCV and is used to convert the pressure related to the flow
of air through the FCV into an electrical signal. This signal
is used by the pack controller for control of FCV
1303A0000.

The Pack Inlet Pressure Sensor (PIPS) is used in the

following location:
- Pack Inlet, upstream of the FCV

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

DPS

PIPS

EFFECTIVITY:

A319/A320/A321 21-00 Page 105

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
RAM AIR DOOR ACTUATORS Each actuator contains the following:

- AC drive motor with integral electromagnetic brake

The Ram Air Inlet and Ram Air Outlet (RAI,RAO) door (power off = brake on)
actuators operate together to control the flow of ambient
ram-air through the heat exchanger units. The modulation - reduction gearing
of the ram air flow is used to: - ball-nut and screw
- control pack-discharge temperature - two end-of-travel limit switches
- prevent compressor overheat - a 2 channel potentiometer for position feedback

The RAI position is slaved to that of the RAO to maintain

the proper geometry of the ram air ducting, thus preventing
destructive pressure fluctuations. The RAI is (nearly)
closed upon take-off or landing to reduce contamination of
the heat exchanger units with debris.

(Note: the RAO actuator and door are deleted from system
1299A)

EFFECTIVITY:

A319/A320/A321 21-00 Page 106

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

AC MOTOR AC MOTOR
(AND BRAKE) (AND BRAKE)

POTENTIOMETER
&
LIMIT SWITCHES

REDUCTION GEARBOX

RAM AIR INLET ACTUATOR RAM AIR OUTLET ACTUATOR

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
RAM AIR INLET INSTALLATION

The ram air inlet actuator is mounted above the ram air
inlet duct and operates the inlet door through a mechanical
linkage.

When the actuator is extended, the inlet door will be

closed. When the actuator is retracted, the inlet door will be
opened.

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

PRE MOD A320-21-1091 POST MOD A320-21-1091

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
RAM AIR OUTLET INSTALLATION

The ram air outlet actuator is mounted above the ram air
outlet duct and operates the outlet door through a
mechanical linkage.

When the actuator is extended, the outlet door will be

opened. When the actuator is retracted, the outlet door will
be closed.

(Note: the RAO actuator and door are deleted from system
1299A)

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL

RAO ACTUATOR RAO ACTUATOR

AND DOOR INSTALLED AND DOOR DELETED

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
PLENUM

The plenum is a fiber reinforced plastic housing which

provides mounting points for the ACM, heat exchangers,
and ram air outlet ducting.

There are three plenum part numbers which may be used

on the aircraft:
- 749A0000 (pre Liebherr SB 1310A-21-04)
- 2056A0000 (post Liebherr SB 1310A-21-04)
- 2056B0000 (post Liebherr SIL 166)

In comparison to plenum 749A0000, plenum 2056A0000

has improvements in the following areas:
- new diffusor material, which is more resistant to the
effects of heat and abrasion
- new diffusor design
- internal surface protection with a polyurethane
coating

In comparison to plenum 2056A0000, plenum 2056B0000

has a two-piece outer housing with provisions for the
addition of sound insulating material. The housing material
has also been changed for increased reliability.

EFFECTIVITY:

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30 Jul 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

2056A0000 2056B0000

EFFECTIVITY:

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30 Jul 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
PLENUM

On the ground, or under conditions of low ram air effect,

ambient air is drawn through the heat exchangers by the
ACM fan and is discharged through the diffuser and jet
pump to the ram air outlet duct.

In flight, natural ram air flow is sufficient to cool the bleed

air. The opening in the diffuser prevent overloading of the
fan under high ram air flow conditions.

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL

PLENUM

ACM

FAN DIFFUSOR

RAM AIR FLOW

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
HEAT EXCHANGERS Condenser
The condenser cools the air flow in the water-extraction
There are 3 groups of heat exchangers installed in the loop to below its dewpoint, so that liquid water can be
pack: removed from the air with the water extractor.
- Heat Exchanger Unit Starting with condenser P/N 756A0000-05 Amdt A, a water
collector has been added to the hot air inlet.
- Condenser
- Reheater
Reheater
The reheater is used to raise the temperature of the air
Heat Exchanger Unit
leaving the water extraction loop before reaching the
The Heat Exchanger Unit is made up of three main turbine inlet. This serves two purposes:
components:
- It helps to vaporize any remaining liquid water to
- Main heat exchanger (MHX) prevent turbine damage.
- Primary heat exchanger (PHX) - It improves the ACM efficiency by minimizing the air
temperature difference between the heat exchanger
- Plenum
outlet and the turbine inlet.
Ambient ram-air is used in the PHX to cool the bleed air
coming from the FCV, and in the MHX to cool compressed
air coming from the ACM. The plenum provides a mounting
point for the fan side of the ACM, and directs the flow of
ram air towards the ram air outlet.

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL

HEAT EXCHANGER UNIT

CONDENSER

REHEATER

EFFECTIVITY:

A319/A320/A321 21-00 Page 117

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
CHECK VALVES

Trim Air Check Valve (TCKV)

Located in the trim air ducting between the trim air manifold
and the air conditioning pack, the TCKV prevents reverse
flow of hot trim air during single pack operation.

Pack Check Valve (PCKV)

Located between the pack discharge and the mixing unit,
the PCKV prevents loss of cabin pressure in case of
rupture of pack components.

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

TRIM AIR CHECK VALVE

PACK CHECK VALVE

EFFECTIVITY:

A319/A320/A321 21-00 Page 119

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
TEMPERATURE SELECTOR (TSL)

Three temperature selectors are located in the flight deck

overhead panel. One selector is used for the flight deck,
one for the forward cabin, and one for the aft cabin
temperature settings.

The TSL contains a rotary potentiometer, providing output

signals to both lanes of the ZC which vary according to the
input shaft position.

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

PACK FLOW
COCKPIT FWD CABIN AFT CABIN
NORM
HOT AIR
LO HI

FAULT

OFF

COLD HOT COLD HOT COLD HOT

FAULT PACK 1 X BLEED PACK 2 FAULT

OFF OFF

RAMAIR
AUTO
ENG 1 BLEED APU BLEED ENG 2 BLEED
SHUT OPEN
FAULT O O FAULT FAULT

OFF ON OFF OFF

INPUT SHAFT

POTENTIOMETER

EFFECTIVITY:

A319/A320/A321 21-00 Page 121

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
PACK CONTROLLER (PC)

The PC contains two electrically independent sections:

- PC Main
- PC Secondary

The PC Main controls the pack flow and temperature

based on ZC demands. The PC Secondary provides
limited pack control in case of PC Main failure.

Pack Controller functions:

FCV Control Main

BPV Control Main &Secondary
RAD Control (open & close) Main
RAD Control (open only) Secondary
Overheat Protection Main &Secondary
Fault Analysis and BITE Main &Secondary
Pack Starting Sequence Main &Secondary

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

FRONT PLATE REAR PLATE

EFFECTIVITY:

A319/A320/A321 21-00 Page 123

01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
PC - NORMAL OPERATION

The PC Main controls the pack temperature through

modulation of the By-Pass Valve and the Ram Air Doors
based upon a pack temperature demand signal received
from the Zone Controller.

The BPV and RAD positions are coordinated and

optimized to achieve the required temperature with the
minimum amount of ram air flow, as well as the necessary
pack permeability.

Flow Control - Stepper Motor FCV

The FCV flow stepper motor position is controlled by the
PC Main based upon a demand signal received from the
Zone Controller. The PC uses the stepper motor
potentiometer signal for feedback.

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL

PTS BPV

PACK DEMAND MULTI-

VARIABLE
PIP CONTROL
OPTIMIZED
FLIGHT / GRD BPV RAO
POSITION

RAI
POSITION RAI
DETERMINATION

OTHER PACK
OFF FCV STEPPER
MOTOR FCV
FLOW DEMAND COMMAND
STEPPER MOTOR
ACTUAL POSITION

AIV
AIV SOLENOID COMMAND SOL.

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
PC - NORMAL OPERATION

The PC Main controls the pack temperature through

modulation of the By-Pass Valve and the Ram Air Doors
based upon a pack temperature demand signal received
from the Zone Controller.

The BPV and RAD positions are coordinated and

optimized to achieve the required temperature with the
minimum amount of ram air flow, as well as the necessary
pack permeability.

Flow Control - Torque Motor FCV

The FCV flow is controlled by the PC Main based upon a
demand signal received from the Zone Controller. The PC
calculates the actual flow through the FCV for feedback.

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL

PTS BPV

PACK DEMAND MULTI-

VARIABLE
PIP CONTROL
OPTIMIZED
FLIGHT / GRD BPV RAO
POSITION

RAI
POSITION RAI
DETERMINATION

OTHER PACK
OFF FLOW
DEMAND FCV
FLOW DEMAND
FLOW

ACTUAL DPS
PIPS FLOW
ALTITUDE CALCULATION

AIV
AIV SOLENOID COMMAND SOL.

EFFECTIVITY:

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01 Mar 04
 AIRBUS A319/A320/A321 TRAINING MANUAL
PC - BACK-UP OPERATION

If the PC Main fails, the PC Secondary will control pack

operation to a limited level. In this case, the Ram Air Doors
are driven to a fixed open position and will no longer be
modulated.

This sacrifices a certain amount of aerodynamic efficiency

in return for a reduced chance of pack compressor
overheat.

The pack temperature demand from the Zone Controller

will still be met through modulation of the Bypass Valve,
with no regard for optimized positioning, as in the main
computer.

EFFECTIVITY:

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PTS

PACK DEMAND BPV

RAO

MAXIMUM
OPENING
POSITION

RAI

AIV
AIV SOLENOID COMMAND SOL.

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
PACK TEMPERATURE CONTROL

The PC controls pack temperature through modulation of

the BPV and ram air door (RAD) positions. These positions
will normally be optimized to provide the demanded pack
temperature with the least ram air drag and the desired
pack permeability.

The pack demand is normally supplied by the ZC main

computer, and is compared to the actual pack
temperature, measured at the PTS. The BPV and RADS
will then be modulated as required to meet the demand at
the PTS.

If the ZC main is failed, the pack demand will come from

the ZC secondary computer. If both are failed, a fixed value
of 10C (50F) and 20C (68F) is transmitted to the RH
and LH PC's respectively.

To prevent pack discharge icing in high humidity

conditions, the pack temperature demand is limited
depending upon aircraft altitude.

The pack demand low limit is:

- 5C (41F) under 20000 feet,
- 0C (32F) at 28000 feet
- -30C (-22F) over 31000 feet.

EFFECTIVITY:

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70(158)
PACK DEMAND LIMITATION in C (F)

5 (41)
0 (32)

-30 (-22)

20 28 31

ALTITUDE X 1000 ft

EFFECTIVITY:

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BPV CONTROL

The BPV provides a rapid response to changes in pack

temperature demand. The opening or closing speed is
determined by comparing the limited pack demand to the
actual pack temperature as measured by the PTS, located
near the water extractor. When these two values are equal,
the BPV speed goes to zero. The maximum rate of change
for the BPV is limited to 7.5 of movement per second.

The amount of BPV opening will directly affect the ACM

speed as well as the overall resistance to air flow through
the pack (permeability).

A BPV open position of 21 (during 2 pack operation), or

25 (during single pack operation) has been calculated to
be the best compromise for pack performance. The PC
attempts to maintain this preferred BPV position as long as
possible during normal pack operation.

The maximum and minimum opening positions of the BPV,

which are dependent upon such factors as A/C in flight or
on ground, number of packs running, and bleed air
pressure, are limited as shown in the diagram below:

EFFECTIVITY:

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60 Maximum (on ground)

50
BPV Position (Degrees Open)

Maximum (in flight)

40

30

21 Preferred (on ground) A320 - 2 Pack

Preferred (in flight)

10

0 A320 - 2 Pack
Minimum (in flight)

13 15 17 19 21 23 25 27 29 31 33

PACK INLET PRESSURE (PSIG)

EFFECTIVITY:

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BPV CONTROL

Software Anti Icing Sequence

(Valid for PC 759A only)

Under certain conditions, the PC will temporarily change

BPV position in order to prevent pack icing:

Required conditions:
- pack discharge temperature < 5C (41F), or
- BPV < 25 open position
(Deleted only for pack P/N 759A0000-11)

Pack Reactions:
- BPV set to max open; 45 (flight) or 60 (ground) for
40 to 60 seconds.
- Time between 1st and 2nd cycles
RH pack: 6 minutes; LH pack: 4 minutes
- Time between subsequent cycles
RH pack: 11 minutes; LH pack: 9 minutes

EFFECTIVITY:

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SOFTWARE ANTI ICING SEQUENCE

REQUIRED CONDITIONS:
- PDS < 5C (41F), or
- BPV <25 OPEN

PDS

BPV
AIV

EFFECTIVITY:

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RAD CONTROL

The flow of ram air through the heat exchanger unit can be
varied to control the pack temperature.

Under normal conditions, the Ram Air Doors (RADs) are

modulated to provide the desired pack temperature with
the lowest ram air drag penalty. Movement of the ram air
inlet (RAI) door is slaved to that of the ram air outlet (RAO)
door using the RAO speed and a correction factor for
determining RAI speed.

RAD speed is dependent upon compressor discharge

temperature, to help control compressor overheat
conditions.

The PC closes the ram air inlet door during take-off and
landing conditions, as determined from A/C speed, A/C on
ground signals, and throttle position. On take off, the RAID
will remain closed from start of take off run until the A/C is
in flight. On landing, the RAID will remain closed from the
time the A/C is on ground until 10 seconds after the speed
drops to below 70 knots.

When the pack is switched off, the RAOD will be set to

approximately 25% open; the RAID will be set to
approximately 25% open on ground, or fully closed in flight.

EFFECTIVITY:

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RAM AIR OUTLET ACTUATOR STROKE

0 3 4 69.6 72 99 102
mm mm mm mm mm mm mm

CLOSED OPEN
STOP STOP

CLOSED S/W S/W OPEN S/W

LIMIT CLOSED LIM. LIMIT FULL
SWITCH OPEN SWITCH OPEN
(FLT) (GRD)

RAM AIR INLET ACTUATOR STROKE

0 3 28.4 32.4 97 99 102

mm mm mm mm mm mm mm

OPEN CLOSED
STOP STOP
S/W OPEN S/W S/W CLOSED
FULL LIMIT LIM. CLOSED LIMIT
OPEN SWITCH OPEN SWITCH
(GRD) (FLT)

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
PACK FLOW CONTROL

For aircraft using FCV P/N 751A or 751B: Common:

The PC receives a pack flow demand from the Zone During pack start, the FCV will be set to 100% (APU
Controller (ZC). The position of the flow servo motor in the supplying bleed air) or 80% (engines supplying bleed air)
FCV is compared to the demand. If a difference exists, the for 10 seconds.
servo motor will be driven to cancel out this error.
During take off and landing, the FCV will be set to 80% until
The servo motor controls the positioning of a needle valve 20 seconds after the RAID open.
in the FCV, thus affecting the pneumatic control of the
valve position. If a single pack is operating, the FCV will be fixed at 120%
after 30 seconds. Should the other pack be started while
one pack is running, the flow for the running pack will be
For aircraft using FCV P/N 1303A:
reduced to 80% for 35 seconds.
The PC receives a pack flow demand from the Zone
Controller (ZC). The actual flow will be calculated by the If no flow demand is available from the ZC, the flow will be
PC using the following information: fixed at 100%.
- DPS
- PIPS
- Cabin altitude
The actual flow value is then compared to the flow demand
from the ZC. The torque motor and quadrant will be
adjusted as required to meet the demanded flow.

EFFECTIVITY:

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YES FCV DRIVE FAILED? NO

(MOTOR;COMMAND;ETC)

FCV POSITION NO
YES FEEDBACK FAILED?
FLOW SPEED = 0
PACK START NO
YES SEQUENCE RUNNING?
DRIVE FCV
TO 100%
LANDING OR
YES TAKE-OFF SEQUENCE? NO
*FLOW REF. = 80%
FLOW REF. = 100%
OTHER PACK
YES CLOSED? NO
FLOW REF. = 80%
AT RAPID SPEED
OTHER PACK ON
YES FOR < 35 SEC? NO
FLOW REF. = 120%
AFTER 30 SEC
FLOW DEMAND
YES OR ZC MAIN FAILED? NO
FLOW REF. = 80%
AT RAPID SPEED

FLOW REF. = 100% FLOW REF. = ZC DEMAND

FCV OUTPUT
(* ENGINE BLEED AIR)

EFFECTIVITY:

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OVERHEAT PROTECTION Compressor overheat conditions, as detected by the
CDS:
The PC monitors for, and reacts to, overheat conditions. Temperature System Reaction
The types of overheats which can be detected, along with
the system reactions to each, are shown below: 175C (347F) RAD control de-coupled from BPV
180 - 200C RAD closing speed is limited
Pack discharge overheat, as detected by the PDS: (356-363F)
Temperature System Reaction 220C (428F) RAD can no longer be closed
95C (203F) pack fault lamp illuminated; 220 - 223C RAD begin to open
Reset: 50C (122F) and pack
switched off. (428-433F)
223C (433F) RAD open at maximum speed
Compressor overheat, as detected by the CDS:
230C (446F) CPNOH begins to throttle the FCV
Temperature System Reaction
260C (500F) FCV should be fully closed by CPNOH
260C (500F) pack fault lamp illuminated;
Reset: 180C (356F) and pack
*Bleed Air Overheat conditions, as detected by the
switched off. BTS:
230C (446F)X4 pack fault lamp illuminated;
Temperature System Reaction
Reset: 180C (356F) and pack
switched off. 280C (536F) Bleed Air >280 ARINC flag set;
reset after BTS <270C (518F)
320C (608F) Bleed Air >320 ARINC flag set

(*Not valid for aircraft starting with MSN 880)

EFFECTIVITY:

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CDS PACK CONTROLLER REACTIONS

TEMPERATURE TO COMPRESSOR OVER-HEAT

FCV FULLY CLOSED BY CPNOH;

260C (500F) PACK FAULT LAMP ILLUMINATED;

230C (446F) CPNOH BEGINS TO CLOSE THE FCV

223C (433F) RAD COMMANDED TO OPEN AT MAXIMUM SPEED

180C (356F) RESET (IF PACK SWITCHED OFF)

175C (347F) RAD CONTROL DECOUPLED FROM BPV CONTROL

EFFECTIVITY:

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PACK START SEQUENCE

Specific pack starting sequences are used to minimize

bleed air pressure losses and to ensure a rapid start up of
the ACM.

Both the PC and the ZC perform specific pack starting

sequences.

During pack start, the following sequences are performed

by the PC:
- The pack BPV is closed. Its operating speed is then
limited over a period of 80 seconds (unless a
compressor overheat of at least 175C (347F) is
sensed by the CDS).
- The pack FCV flow servo is set to 100% (APU), or
80% (Engine); after 10 seconds the setting reverts to
normal flow demand.
- If running, the other pack FCV flow servo is set to
80% for 35 seconds
- The Ram Air Outlet door is driven to 25% open
- The Ram Air Inlet door is driven to 25% open if A/C is
on ground, or fully if A/C is in flight

EFFECTIVITY:

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10 s 30 s
120% 120%
100% (single pack) (other pack start) 100%
FCV 1 (selected) 80% (selected)
CLOSED 100%(APU) 35 s
80% (Eng)
10 s
120%
100%
FCV 2 (selected)
CLOSED
100%(APU)
80% (Eng)
80 s
OPEN (speed limited)

BPV 1
CLOSED
80 s
OPEN (speed limited)

BPV 2
CLOSED

OPEN
RAI 1
CLOSED

OPEN
RAI 2
CLOSED

OPEN
RAO 1
CLOSED

OPEN
RAO 2
CLOSED

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
ZONE CONTROLLER (ZC)

The ZC contains two electrically independent sections:

- ZC Main
- ZC Secondary

The ZC Main controls the ECS air flow and zone

temperature. The ZC Secondary provides limited control of
the system in case of ZC Main failure. The Zone Controller
functions are as follows

Controller functions:

Read Selected Temp. Main Pack Status Main

Zone Temp Control Main & Secondary T&G Fan Monitoring Main
Duct Temp Control Main Recirculation Fan Monitoring Main
Mixer Temp Control Main & Secondary Engine Bleed Air Valve Status Secondary
Pack Temp. Demand Main & Secondary Nacelle Anti Ice Valve Status Secondary
Pack Flow Demand Main WAI Valve Status/Fault Analysis Secondary
APU Flow Demand Main Mixer Flap Drive Fault Indication Secondary
FADEC Flow Demand Main & Secondary Pack Starting Sequence Main
Fault Analysis and BITE Main & Secondary
Duct Overheat Protection Main & Secondary

EFFECTIVITY:

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FRONT PLATE REAR PLATE

EFFECTIVITY:

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ZC - NORMAL OPERATION Under normal conditions, with the trim air system
operating, the pack temperature demands for both packs
are identical. The pack temperature demands are limited
The ZC Main controls the 3 cabin zone temperatures
based upon A/C altitude.
through modulation of the trim air valves and calculation of
the pack temperature, pack flow, APU and FADEC
Pack flow, APU, and FADEC demands are also calculated
demands. Normally, the ZC Secondary remains in active
by the ZC Main.
standby mode, performing duct overheat protection in
parallel with the ZC Main as well as acting as the master
unit concerning Built-In-Testing-Equipment (BITE), system
failure storage, and CFDS communication.

The selected zone temperatures may vary from 18C to

30C (64F to 86F), and are modified depending upon
flight altitude.
- Offset = 0.375 X (altitude/10000 ft.)

Optionally, the FWD and AFT cabin values may be

modified through the CIDS.

In the mixing unit, fresh air from the cooling packs is mixed
with recirculation air from the cabin. The mean
temperature measured by the two mixer sensors is
compared to the lowest limited-duct-demand (LDD) value.
This is used to calculate a pack temperature demand.

EFFECTIVITY:

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TEMP ZONE DUCT

SELECTOR ALT TEMPS. TEMPS.

CALC TAV
LIMIT F/D
F/D

CALC LIMIT TAV

FWD
FWD

CALC LIMIT TAV

AFT
AFT

MIN
DEMAND
MIXER TEMP SIGNALS:
F/D
MEAN

PACK
CALC LIMIT TEMP
CAB (P1 & P2)

CALC APU

CALC FADEC
FLOW
SELECTOR
CALC FLOW

APU BLEED
VALVE POSITION

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
ZC - NORMAL OPERATION / HOT AIR OFF Different pack temperature demands are therefore
calculated for both the left hand and right hand pack
controllers. Pack 1 (LH) will be commanded to deliver air
The trim air system may be turned off either automatically,
satisfying the flight deck zone temperature demand, while
due to specific fault detection, or manually, through
Pack 2 (RH) will satisfy the forward and aft cabin zone
deactivation of the "hot air" switch on the overhead control
temperature demand.
panel. The ZC Main will then change the way zone
temperatures are controlled.

Since all trim air valves are closed, the temperature in each
duct represents the mixing unit temperature. The
measurements from the mixer sensors will not be
used in the demand calculations. The Pack 1 (LH)
temperature demand will be calculated based upon the
comparison of the flight deck duct temperature and the
flight deck LDD.

The duct demand for the fwd and aft cabin zones will be
combined into a cabin duct demand, based on a
comparison of the mean reference temperatures and the
mean actual zone temperatures. This cabin LDD is then
compared to the mean value of the fwd and aft cabin duct
temperatures to calculate the Pack 2 (RH) temperature
demand.

EFFECTIVITY:

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TEMP ZONE DUCT

SELECTOR ALT TEMPS. TEMPS.

F/D
CALC LIMIT
FWD
F/D MEAN
AFT

FWD MEAN MEAN

CALC LIMIT

AFT
PACK (2)
CALC LIMIT TEMP
DEMAND

PACK (1)
CALC LIMIT TEMP
DEMAND

CALC APU

CALC FADEC
FLOW
SELECTOR
CALC FLOW

APU BLEED
VALVE POSITION

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
ZC - BACKUP OPERATION

In case of failure of the ZC Main, the ZC Secondary will

take over the zone temperature control functions in a
simplified manner. The selected temperature for the flight
deck (F/D) and cabin are set to a fixed value, and no
altitude correction is performed.

Since all trim air valves are closed, the temperature in each
duct represents the mixing unit temperature. The
measurements from the mixer sensors will not be
used in the demand calculations.

Different pack temperature demands will be calculated for

both the left hand and right hand pack controllers. Pack 1
(LH) will be commanded to deliver air satisfying the flight
deck zone temperature demands, while pack 2 (RH) will
satisfy the forward and aft cabin zone temperature
demands.

APU and pack flow demands will no longer be calculated

by the ZC. The pack flow demand remains at the previous
level.

EFFECTIVITY:

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TEMP ZONE DUCT

SELECTOR TEMPS TEMPS.
F/D F/D
FIXED CALC LIMIT
AT 24C
FWD
MEAN
AFT

MEAN
CABIN
FIXED CALC LIMIT
AT 24C

PACK (2)
CALC LIMIT TEMP
DEMAND

PACK (1)
CALC LIMIT TEMP
DEMAND

CALC FADEC

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
DUCT DEMAND

To control the temperatures in the cabin zones, the ZC

compares the actual cabin zone temperatures to the
reference temperature for each zone. (The reference
temperature is calculated by correcting the selected zone
temperature for aircraft altitude.)

A duct temperature demand is then calculated for each

zone. This is the temperature of air required to enter each
zone through the ducts to maintain the zone temperature
at the reference value. This "unlimited duct demand"
(UDD) is used in ZC calculations for pack flow and APU /
FADEC demands.

The duct demands are then limited to prevent extremely

hot or cold air from entering the cabin.

The limited duct demand (LDD) and the actual duct

temperatures are compared to generate a TAV drive signal
which positions each TAV as required to maintain the duct
temperature at the demanded value.

EFFECTIVITY:

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70(158)
DUCT DEMAND LIMITATION C (F)

50(122)

8(46)

2(36)

0(32)

18(64) 27(81)

CABIN TEMPERATURE C (F)

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
FLOW DEMAND

A reference flow value ("Low", "Normal", or "High") is

selected by the cockpit crew on the overhead panel with a
three position switch. The three positions correspond to
flow values of 80%, 100%, and 120% relative to nominal.
(Only two positions, "Low" and "Normal", are selectable in
the A321) The flow demand calculated by the ZC and sent
to the PC will depend on several factors:
- selected flow
- cooling demand
- APU bleed valve

The flow demand will be the same as the selector switch

position if the cooling demand can be satisfied and if the
APU bleed valve is closed.

If the selector switch is in the "low" (80%) setting and the

cooling demands cannot be met, as determined by the
unlimited duct demand values, the ZC will calculate a
variable flow demand between 80% and 100%, (80% at a
UDD of 12C (54F) or greater, 100% at a UDD of 6C
(43F) or less).

If the APU bleed valve is open, a flow demand of 120% will

be generated by the ZC.

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL

(APU BLEED VALVE OPEN)

120%
FLOW DEMAND (TO PC)

100%

COOLING
DEMAND NOT
SATISFIED
80%

LOW NORM HIGH

FLOW SELECTOR POSITION

EFFECTIVITY:

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APU & FADEC DEMAND FADEC Flow Demand
In order to satisfy cooling requirements during descent,
APU Flow Demand when engines are at idle and bleed pressure is low, a
pressure demand signal can be generated and transmitted
If the packs are being supplied with bleed air from the APU,
to the Full Authority Digital Engine Control (FADEC) to
a flow demand from 0% to 100% will be calculated. This
increase engine idle speed. This demand will be
demand is based upon the unlimited duct demand, and,
modulated depending upon bleed air pressure
starting with 775C0000-04 / 775D0000-01, the A/C
altitude. The greater of the two demand values will be
If the lowest Unlimited Duct Demand (UDD) reaches 5C
transmitted to the APU controller to help satisfy zone
(41F), the FADEC demand will start to increase from 0%
heating or cooling demands
up to 100% by the time the UDD reaches -1C (30F).
In case of single pack operation, the demand goes to 0%
after 5 sec. If the other pack is started within 5 sec. of the
first, the flow demand remains at 100% for 30 sec. (From
ZC 775A0000-08 / 775C0000-04 the 5 sec. limit is
deleted).

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL

100% 100%
APU DEMAND

OR

0% 0%

-7C 6C 47C 60C 4000 ft 10000ft

(19F) (43F) (117F) (140F)
(775C-04,775D-01)
UNLIMITED DUCT DEMAND ALTITUDE

100% 1
FADEC DEMAND

MULTIPLIER
0% 0

-1C 5C 23 26
(30F) (41F) PSIG PSIG
UNLIMITED DUCT DEMAND BLEED AIR PRESSURE

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
OVERHEAT PROTECTION Duct Overheat (DS - ZC secondary):
Temperature System Reaction
The ZC monitors for, and reacts to, duct overheat
conditions. The types of overheats which can be detected, 94C (201F) TAPRV commanded to close and all
along with the system reactions to each, are shown below: TAVs commanded to close at full
speed (by the ZC secondary);
Reset: <70C (158F) and Hot Air
Duct Early - Overheat (DOH or DS if DOH failed): switched off.
Temperature System Reaction
80C (176F) TAPRV reduce solenoid energized,
trim air pressure reduced by 50%;
Reset: <70C (158F)
Not valid with ZC 775A0000-08/775C0000-04/
775D0000-01 or with TAPRV build standard "-06" or later.

Duct Overheat (DOH or DS if DOH failed):

Temperature System Reaction
88C (190F) TAPRV and all TAVs commanded to
close;
Reset: <70C (158F) and Hot Air off.
80C (176F) 4X TAPRV commanded to close and all
TAVs commanded to close at full
speed;
Reset: <70C (158F) and Hot Air off.
Not valid with ZC 775A0000-08/775C0000-04/
775D0000-01.

EFFECTIVITY:

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DUCT ZONE CONTROLLER REACTIONS

TEMPERATURE TO DUCT OVER-HEAT

94C (201F) OVERHEAT: TAPRV CLOSED & ALL TAVs CLOSED (SECONDARY)

88C (190F) OVERHEAT: TAPRV CLOSED & ALL TAVs CLOSED

EARLY OVERHEAT:
80C (176F) TAPRV CONTROLS HOT AIR TO 50% NORMAL PRESSURE

70C (158F) RESET (IF HOT AIR IS SWITCHED OFF)

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL
PACK START SEQUENCE

Specific pack starting sequences are used to minimize

bleed air pressure losses and to ensure a rapid start up of
the ACM.

Both the PC and the ZC perform specific pack starting

sequences.

During pack start, the following sequences are performed

by the ZC:
- If the APU is supplying bleed air, and the other pack
is off, the APU flow demand is set to 100% for 5
seconds. If the other pack is started within 5 seconds
of the first, the APU flow demand remains at 100% for
30 seconds.

(*From ZC 775A0000-08 / 775C0000-04 the 5 sec.

limit is deleted)
- TAPRV closed for 30 Seconds
- All TAVs closed for 30 seconds

EFFECTIVITY:

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 AIRBUS A319/A320/A321 TRAINING MANUAL

ON
APU
OFF
APU demand calculated
5 s but not ouput to APU / ECB *30 s 30 s
100%
APU DMD
0%

10 s 30 s
120% 120% 120%
100% (APU) (other pack start) (APU) (other pack start)
FCV 1 (APU) 80% 80%
CLOSED
35 s 35 s
10 s 35 s
120% 120% 5 s max.
(APU)
FCV 2 80%
CLOSED (other pack start)

80 s
OPEN (speed limited)

BPV 1
CLOSED

OPEN
BPV 2
CLOSED

30 s 30 s 30 s
OPEN
TRIM AIR
CLOSED

EFFECTIVITY:

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EFFECTIVITY:

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