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A319/A320/A321 TECHNICAL TRAINING MANUAL MECHANICS / ELECTRICS & AVIONICS COURSE 36 PNEUMATIC SYSTEM
This document must be used for training purpose only
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It will not be updated.
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A319/A320/A321 TECHNICAL TRAINING MANUAL _ MECHANICS / ELECTRICS & AVIONICS COURSE 36 PNEUMATIC SYSTEM
36 PNEUMATIC SYSTEM
UC64200 TABLE OF CONTENTS Page
System Presentation (1) .......................... 1 System Controls Presentation (1) ................. 7 ECAM Page Presentation (1) ...................... 11 ** Engine Bleed System Description (3) ......... 15 Pneumatic System Warnings (3) ................... 23 APU Bleed Air SPLY/X-Bleed System (3) .......... 27 ** BMC Interfaces (3)............................ 31 ** Pneumatic Leak Detection System D/O (3) ..... 37 Engine Bleed Air Supply Components (3) ......... 47 ** APU Bleed & X-Bleed Components (3) .......... 61 Leak Detection Components (3) ................... 71
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36 - PNEUMATIC 36-00-00 SYSTEM PRESENTATION

CONTENTS: Sources Engine Bleed Air Supply Engine Bleed Valve Overpressure Valve Precooler APU Bleed Ground Air Supply Cross Bleed Valve Leak detection Monitoring Users Self Examination
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SOURCES The Bleed Air system can be supplied by four different sources: the engines, the APU and ground cart. APU bleed air supply has priority over engine bleed air supply. On ground, the system may be supplied by a ground cart. ENGINE BLEED AIR SUPPLY The engine bleed air system is supplied by one of the two different engine compressor stages: the Intermediate Pressure stage or the High Pressure stage. The Intermediate Pressure (IP) stage is normally used. When the IP pressure is too low (low engine speed), the HP valve pneumatically opens and regulates at 36 psi. The valve is used to connect the HP stage to the engine bleed air system. Note: This valve is springloaded closed in the absence of upstream pressure. ENGINE BLEED VALVE The HP or IP air passes through the engine bleed valve which operates as a pressure regulating and shut-off valve. The Engine Bleed Valve operates pneumatically and regulates the downstream pressure to 44 psi. It is springloaded closed in the absence of upstream pressure. Note: The closure of the Engine Bleed Valve causes the HP valve to close. The precooler is a heat exchanger downstream of the engine bleed valve, used to cool the bleed air. A fan air valve regulates the cold air flow to the precooler for bleed air temperature control. The Fan Air Valve allows the bleed air temperature to be maintained at 200C. It is springloaded closed in the absence of air pressure. APU BLEED The APU bleed air passes through the APU bleed valve which is pneumatically operated and electrically controlled (GARRET) or fuel operated and electrically controlled (APIC). When open, the APU bleed valve has priority over the engine bleed valves, which are automatically controlled to close. Note: The APU valve is springloaded closed in the absence of air pressure (GARRET) or fuel pressure (APIC). GROUND AIR SUPPLY The bleed air system can be supplied by the ground cart. OVERPRESSURE VALVE The overpressure valve is positioned downstream of the engine bleed valve to protect the system. The Overpressure valve is pneumatically operated and springloaded open. PRECOOLER
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CROSS BLEED VALVE The cross bleed valve, installed in the cross feed line, allows the left and right bleed systems to be interconnected or isolated. The cross bleed valve is electrically controlled by two independent electrical motors. In auto mode, it is controlled to the same position as the APU bleed valve. In manual mode, it is controlled independently of APU bleed valve. LEAK DETECTION USERS A leak detection system is provided to detect overheat in the vicinity of hot air ducts, in the pylons, wings and fuselage. The leak detection system monitors the following zones: - Wing and packs: ensured by a double loop of sensing elements. The left loops also monitor bleed ducts up to cross bleed valve and APU check valve. The right loops also monitor bleed ducts up to cross bleed valve. - Pylons: ensured by a single loop with one sensing element. - APU bleed duct (from APU bleed valve to check valve): ensured by a single loop of sensing elements. The pneumatic system supplies pressurized air to different users. The users are: - the engine start system, - the wing ant-ice system, - the air conditioning pack, - the water tank and hydraulic reservoir pressurization, - the AFT cargo heating (Optional), - the nacelle anti-ice valve (CFM only). MONITORING Engine bleed pressure, temperature and leak detection are monitored by two bleed monitoring computers: - In normal configuration, computer 1 monitors the left bleed system and computer 2 the right bleed system. - If one Bleed Monitoring Computer fails, the remaining BMC is able to monitor both bleed systems (except for Pylon leak and APU leak detection).
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SELF EXAMINATION Does the APU bleed valve opening have priority over the engine bleed valves opening ? A - YES. B - NO.
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36 - PNEUMATIC 36-00-00 SYSTEM CONTROLS PRESENTATION

CONTENTS: Engine Bleed Valve Pushbutton APU Bleed Valve Pushbutton Cross Bleed Valve Selector
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SYSTEM CONTROLS PRESENTATION

ENGINE BLEED VALVE PUSHBUTTON When pressed in, the related engine bleed valve opens, provided the engine is running, the APU bleed not ON and no fault is detected (by its Bleed Monitoring Computer). When released out, the related bleed valve and HP valve are closed. The HP valve opens if the bleed pressure is less than 36 psi. APU BLEED VALVE PUSHBUTTON When pressed in, the APU bleed valve opens provided the APU is running and no leak is detected by BMC1. When released out, the APU bleed valve is closed. NOTE: When the APU bleed valve is open, the X bleed valve is open and both engine bleed valves are closed, provided X bleed valve selector at AUTO. CROSS BLEED VALVE SELECTOR In AUTO, the cross bleed valve takes configuration as the APU bleed valve (closed When OPEN is selected, the cross bleed controlled to open. When SHUT is selected, the cross bleed controlled to close. the same or open). valve is valve is
NOTE: If SHUT is selected and the APU bleed valve is open, only engine 2 bleed valve is open.
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36 - PNEUMATIC 36-20-00 ECAM PAGE PRESENTATION

CONTENTS: Sources Engine and APU Bleed Valves Engine HP Valve Cross Bleed Valve Ducts Bleed Air Parameters
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ECAM PAGE PRESENTATION

SOURCES Engine symbol 1 or 2 is amber when the corresponding engine is stopped. It becomes white when engine is running. The green ground symbol and the white GND indication are displayed when the aircraft is on ground, independently of ground cart connection. The white HP, IP and APU indications are always displayed. ENGINE AND APU BLEED VALVES Green is used when the engine bleed valve position corresponds to the required position, and amber in case of disagreement. The APU bleed valve is green in line when open, and green cross line when closed. The engine bleed valve symbol is replaced by XX when information is not valid. The APU bleed valve is displayed when APU is running; it is not displayed when APU MASTER SW is set to OFF. ENGINE HP VALVE The engine HP VALVE is displayed cross line when closed, and in line when open. Green is used when HP valve position corresponds to the required position, and amber in case of disagreement. The engine HP valve symbol is replaced by XX when HP valve information is not valid CROSS BLEED VALVE The cross-bleed valve is displayed in line when open, and cross line when closed. DUCTS The ducts are represented by green lines when corresponding valves are open, and become amber or are not displayed when the valves are closed. BLEED AIR PARAMETERS Bleed temperature and pressure are shown in the shaded boxes; they are green when normal, amber when out of limits. Bleed pressure parameter becomes amber if lower than 4 psi or in case of overpressure detected by BMC (above 57 psi). Temperature parameter becomes amber in case of overheat detection by BMC. Overheat is detected if temperature exceeds: - 290C for more than 5 sec or, - 270C for more than 15 sec or, - 257C for more than 55 sec.
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36 - PNEUMATIC 36-10-00 ENGINE BLEED SYSTEM DESCRIPTION

CONTENTS: General HPV IPC PRV/CTS OPV Pr Pt FAV/CT Precooler Heat Exchanger Outlet Temperature Sensor (T) Self Examination
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ENGINE BLEED SYSTEM DESCRIPTION

GENERAL The engine air bleed pressure is pneumatically regulated by the High Pressure Valve (HPV) when air is supplied by the HP stage or by the Pressure Regulating Valve (PRV) when the air is supplied by the IP stage. The pressure regulation system is monitored by two BMCs. HPV The switching between Intermediate Pressure (IP) and High Pressure (HP) is achieved pneumatically when the IP stage pressure is not sufficient. The HPV pneumatically regulates the air supply between 8 to 36 psi. The HPV is forced closed when the PRV is closed via the PRV/HPV sense line. In flight, the EEC (Engine Electronic Controller) maintains the HPV closed. It vents the HPV-PRV sense line when : - engine is above idle (PS3 > 110 PSI) - Wing Anti-Ice OFF - Altitude over 15000 ft - Normal pack configuration. When one of the four conditions is no longer met, the solenoid is de-energized and the opening of the HPV is no longer inhibited. IPC The Intermediate Pressure Check Valve protects the IP stage from reverse flow when the High Pressure Valve is open.
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PRV/CTS The PRV pneumatically regulates the bleed pressure around 44 psi. A thermal fuse causes the valve to close in case of engine fire (450C). The PRV is pneumatically controlled by an external servo-control, the Bleed Pressure Regulated Valve Control Solenoid (CTS), located downstream from the precooler. The CTS operates in two modes, pneumatically and electrically, causing a partial or complete closure of the PRV. Pneumatic mode: - Temperature limitation downstream of the precooler by means of the CTS thermostat. When the temperature increases and reaches 235C, the PRV downstream pressure is progressively reduced up to 17,5 psi when the temperature gets higher than 245C. Reverse flow protection by closing the PRV when a P between the precooler outlet and the PRV inlet is detected. Electrical mode: (PRV shut-off function through the CTS solenoid energization) - Eng. Bleed P/B selected "OFF". - Eng. Fire P/B selected on. The solenoid is automatically energized by the BMC in the following cases: - Overtemperature downstream of the precooler (the heat exchanger outlet temperature sensor T senses a temperature above 257C. - Overpressure downstream of the PRV (the pressure regulated transducer Pt senses a pressure greater than 57 psi). - Leak detection in pylon/wing/fuselage ducts surrounding areas. - APU bleed valve not closed. - Corresponding starter valve not closed.
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OPV The OverPressure Valve (OPV), normally open, pneumatically closes. The OPV starts to close at 75 psi. It is fully closed at 85 psi and opens again at 35 psi. Pr A transducer, connected to the Bleed Monitoring Computer, reads the regulated pressure downstream from the PRV. This pressure is indicated on the ECAM. Pt A transducer, connected to the Bleed Monitoring Computer, reads the transferred pressure downstream from the HPV. This pressure is used to monitor PRV and HPV. FAV/CT The Fan Air Valve (FAV) pneumatically regulates the fan air flow to the precooler for bleed air temperature regulation (200C). The FAV is pneumatically controlled by an external servo-control: the Fan Air Valve Control Thermostat (CT), located downstream from the precooler. A thermal fuse installed in the valve body closes the valve if a temperature of 450C is reached. PRECOOLER The precooler is an air to air heat exchanger. HEAT EXCHANGER OUTLET TEMPERATURE SENSOR (T) The Heat Exchanger Outlet Temperature Sensor, connected to the Bleed Monitoring Computer, reads the regulated temperature downstream from the precooler. This temperature is indicated on the ECAM and used to monitor the system.
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SELF EXAMINATION What is the purpose of IP/HP switching ? A - To regulate the output pressure, depending on Fan Air Valve position. B - To keep air bleed at a sufficient pressure at low engine speed. C - To regulate the output temperature, depending on the configuration of users. What is the purpose of the CTS ? A - To send a pneumatic signal to the OPV, in case of overpressure. B - To send a pneumatic signal to regulate or shut-off the PRV. What is the purpose of the CT ? A - To send a pneumatic signal to control the FAV. B - To send a pneumatic signal to the OPV in case of overpressure. C - To send a pneumatic signal to control the PRV.
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36 - PNEUMATIC 36-20-00 PNEUMATIC SYSTEM WARNINGS

CONTENTS: Engine 1 (2) Bleed Abnormal Pressure Engine 1 (2) Bleed Low Temperature X Bleed Fault Engine 1 (2) HP Valve Fault Bleed Monitoring Fault Left (Right) Wing Leak Detection Fault Eng 1 (2) Bleed Fault Left (Right) Wing Leak Engine 1 (2) Bleed Leak Engine 1 (2) Bleed not closed Bleed 1 (2) OFF APU Bleed Fault APU Bleed Leak.
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36 - PNEUMATIC SYSTEM 36-12-00 APU BLEED AIR SUPPLY / X-BLEED SYSTEM

CONTENTS: APU Bleed X-Bleed System HP Ground Connection Self Examination
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APU BLEED AIR SUPPLY / X-BLEED SYSTEM

APU BLEED The pneumatic system can be supplied by APU bleed air through the APU bleed valve provided the APU is running. The APU bleed valve (GARRET) is electrically controlled and pneumatically operated by a Solenoid. It is springloaded closed in absence of air pressure. NOTE: This valve is of the ON/OFF type. The APU bleed valve (APIC) is electrically controlled and fuel operated by a ServoValve. The ECB monitors the fuel muscle pressure which closes or opens the APU bleed valve. X-BLEED SYSTEM The X-BLEED valve permits the isolation or the interconnection of the left and right bleed air systems. OPEN Manual control is used for: - cross supply of the packs, - engine crossbleed start (on ground only), - engine bleed air failure in icing conditions for wing anti-ice supply, - ENG2 start from ground cart supply. SHUT Manual control is used for closure of the valve. The X-Bleed valve is an electrically controlled shut-off valve. The position of the valve is controlled by the X-BLEED selector (SHUT or OPEN) on the overhead panel. It is operated by two electrical motors: - the primary motor is used for AUTO mode, - the position of the valve is controlled by the BMC according to APU bleed configuration, - the secondary motor is used to override the AUTO mode. HP GROUND CONNECTION The pneumatic system may be supplied by a ground cart. The supply duct is located to the left of the cross bleed valve. Only the left-hand bleed system is supplied. When the X-BLEED selector is in the OPEN position, the ground air supply will be available to start ENG2.
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SELF EXAMINATION With the X-BLEED selector at AUTO and air supplied by ENG1 ONLY, the X-BLEED valve : A - Does not receive any order. B - Is automatically controlled to open. C - Is controlled to close. How does the GARRET APU Bleed valve operate ? A - As a regulating valve. B - As an ON/OFF valve. C - A and B. How does the APIC APU Bleed valve operate ? A - Pneumatically. B - Fuel operated
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36 - PNEUMATIC 36-11-34 BMC INTERFACES

CONTENTS: Inputs Outputs
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BMC INTERFACES
INPUTS Each Bleed Monitoring Computer has three types of inputs: - DIGITAL INPUTS via ARINC 429 buses, from opposite BMC, corresponding EIU and CFDIU. - ANALOG INPUTS from the bleed sensors. - DISCRETE INPUTS from valve position switches, BMC and overhead panel. 28 Volts Direct Current power is supplied for energization of the Bleed Pressure Regulated Valve Control Solenoid (CTS).
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OUTPUTS Each Bleed Monitoring Computer has two types of outputs: - DIGITAL OUTPUTS via ARINC 429 buses to the SDACs (for ECAM warnings and indications), the CFDIUs (for maintenance purposes), and the opposite BMC (for bleed monitoring purposes). - DISCRETE OUTPUTS to APU Electronic Control Box for APU availability, to overhead panel for bleed faults, to Cross Bleed Valve, CTS and Zone Controller. NOTE: In case of BMC failure, the monitoring of main parameters (HPV and PRV, Heat Exchanger Outlet Temperature Sensor, Pr) is kept, but the automatic control of the PRV is lost.
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36 - LEAK DETECTION 36-22-00 LEAK DETECTION

CONTENTS: Routing Warning Logic Fault Logic Leak Consequence Self Examination
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LEAK DETECTION
ROUTING The leak detection system is used to detect leaks in the vicinity of the packs, wings, pylons and APU hot air ducts. Each wing is monitored by a double loop. The pylon and APU hot air ducts are monitored by a single loop. A continuous monitoring system detects ambient overheat in the vicinity of the hot air ducts. Protected areas: Double loop for: - RH wing and pack 2 - LH wing, pack 1 and mid fuselage APU duct. Single loop for: - LH and RH pylons - Aft fuselage APU duct NOTE: Each loop consists of sensing elements connected in series.
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LEAK DETECTION
WARNING LOGIC Both Bleed Monitoring Computers receive signals from the leak detection loops. They exchange data via ARINC bus for the wing double loop detection. NOTE: The wing loops A are connected to Bleed Monitoring Computer 1 (BMC 1) and wing loops B to BMC 2. The crosstalk bus allows wing leak warnings to be activated through an AND logic. The APU loop is connected to BMC 1 only. The pylon loop is connected to the related BMC.
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LEAK DETECTION
FAULT LOGIC The engine bleed fault light comes on when a leak is detected by the wing loops A and B or by the pylon loop. The APU bleed fault light comes on when an APU duct leak is detected. If one BMC is failed, the adjacent BMC takes over monitoring of the bleed system and ensures the following ECAM warnings: - overpress - overtemp - wing leak Nevertheless the associated FAULT light on the AIR COND panel is lost, and the associated BLEED VALVE does not close automatically. ENG BLEED LEAK warning is lost for the associated engine as well as APU BLEED LEAK warning if BMC 1 is failed.
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LEAK DETECTION
LEAK CONSEQUENCE A detected leak will close associated valves, as shown on this table. These valves are automatically controlled to close if they were open. NOTE: APU and X Bleed valves do not close during Main Engine Start.
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SELF EXAMINATION Which of the following are maintained by a double loop detection system ? A - The LH and RH wing ducts, packs and mid fuselage APU duct. B - The pylon. C - A and B. What happens in case of BMC 1 failure ? A - BMC 2 ensures the complete leak detection. B - BMC 2 ensures its wing leak detection. C - The leak detection is completely lost.
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36 - PNEUMATIC SYSTEM 36-11-00 ENGINE BLEED AIR SUPPLY COMPONENTS

CONTENTS: High Pressure Valve (HPV) HPV Closure Control Solenoid Pressure Regulating Valve (PRV) Bleed Pressure Regulated Valve Control Solenoid (CTS) Precooler Fan air Valve (FAV) Fan Air Valve Control Thermostat (CT) Intermediate Pressure Check Valve (IPC) Overpressure Valve (OPV) Regulated Pressure (Pr) Transferred Pressure (Pt) Heat Exchanger Outlet Temperature Sensor (T) Bleed Monitoring Computer (BMC)
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HIGH PRESSURE VALVE (HPV) IDENTIFICATION FIN: 4000HA1, 4000HA2 LOCATION ZONE: 450, 460 COMPONENT DESCRIPTION The valve is spring loaded closed. HIGH CLOSURE CONTROL SOLENOID IDENTIFICATION FIN: 4029KS LOCATION ZONE: 438, 448 COMPONENT DESCRIPTION It controls the HPV to close upon EEC command.
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PRESSURE REGULATING VALVE (PRV) IDENTIFICATION FIN: 4001HA1, 4001HA2 LOCATION ZONE: 450, 460 COMPONENT DESCRIPTION The valve is spring loaded closed. BLEED PRESSURE REGULATED VALVE CONTROL SOLENOID (CTS) IDENTIFICATION FIN: 10HA1, 10HA2 LOCATION ZONE: 413, 423 COMPONENT DESCRIPTION Three functions: - PRV electrical shut off (Solenoid) - Temperature Limitation - Reverse flow inhibition
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PRECOOLER IDENTIFICATION FIN: 7150HM1, 7150HM2 LOCATION ZONE: 410, 420 COMPONENT DESCRIPTION Single cross pass heat exchanger. FAN AIR VALVE (FAV) IDENTIFICATION FIN: 9HA1, 9HA2 LOCATION ZONE: 453, 463 COMPONENT DESCRIPTION The valve is spring loaded closed. FAN AIR VALVE CONTROL THERMOSTAT (CT) IDENTIFICATION FIN: 7170HM1, 7170HM2 LOCATION ZONE: 410, 420 COMPONENT DESCRIPTION It is pneumatically coupled to the Fan Air Valve to control it open if the temperature downstream of the precooler exceeds 200C ( 392F ).
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INTERMEDIATE PRESSURE CHECK VALVE (IPC) IDENTIFICATION FIN: 7110HM1, 7110HM2 LOCATION ZONE: 450, 460 OVERPRESSURE VALVE (OPV) IDENTIFICATION FIN: 5HA1, 5HA2 LOCATION ZONE: 453, 563 COMPONENT DESCRIPTION The valve is spring loaded open.
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REGULATED PRESSURE (Pr) IDENTIFICATION FIN: 8HA1, 8HA2 LOCATION ZONE: 415, 425 COMPONENT DESCRIPTION It is connected to the SDAC, for pressure indication and FAULT logic, and to the CFDIU via the BMC. It is also connected by a sense line to the duct downstream of the PRV. TRANSFERRED PRESSURE (Pt) IDENTIFICATION FIN: 7HA1, 7HA2 LOCATION ZONE: 415, 425 COMPONENT DESCRIPTION It is connected to the CFDIU via the BMC for faulty component identification in case of failure, and to the duct downstream of the HP bleed valve with a sense line. It gives the transferred relative static pressure. HEAT EXCHANGER OUTLET TEMPERATURE SENSOR (T) IDENTIFICATION FIN: 6HA1, 6HA2 LOCATION ZONE: 413, 423 COMPONENT DESCRIPTION It is connected to the BMC for temperature indication (ECAM) and FAULT logic. It also monitors the temperature downstream of the precooler.
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BLEED MONITORING COMPUTER (BMC) IDENTIFICATION FIN: 1HA1, 1HA2 LOCATION ZONE: 121, 122 COMPONENT DESCRIPTION It monitors and controls the engine bleed system. At each power-up, a test of the BMC and of the leak detection system is done.
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36 - PNEUMATIC SYSTEM 36-12-00 APU BLEED AND X BLEED COMPONENTS

CONTENTS: APU Bleed Valve (GTCP 36-300) APU Bleed Valve (APIC) APU Bleed Valve (GTCP 131-9A) X Bleed Valve
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APU BLEED VALVE (GTCP 36-300) IDENTIFICATION FIN: 4005KM LOCATION ZONE: 310 COMPONENT DESCRIPTION Spring loaded closed
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APU BLEED VALVE (APIC) IDENTIFICATION FIN: 110KD LOCATION ZONE: 316 COMPONENT DESCRIPTION The Bleed Control Valve is located on the right lower part of the APU at the scroll outlet. It delivers air to the aircraft while avoiding load compressor surge.
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APU BLEED VALVE (GTCP 131-9A) IDENTIFICATION FIN: TBD LOCATION ZONE: 316 COMPONENT DESCRIPTION Spring loaded closed.
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X BLEED VALVE IDENTIFICATION FIN: 6HV LOCATION ZONE: 192 COMPONENT DESCRIPTION For safety reasons, the valve is equipped with two electric motors which can both actuate the butterfly in opening or closing directions. A brake system locks the valve in position when electrical power is cut off.
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36 - PNEUMATIC SYSTEM 36-22-00 PNEUMATIC LEAK DETECTION COMPONENTS

CONTENTS: Wing Leak Detection Element Pylon Detection Element APU Detection Element
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PNEUMATIC LEAK DETECTION COMPONENTS

WING LEAK DETECTION ELEMENT IDENTIFICATION FIN: 21HF 79HF LOCATION ZONE: COMPONENT DESCRIPTION Installed in each wing along the forward face of the front spar and in the mid fuselage along the hot air ducts. Triggering signal: Temperature > 124C. Sensing elements mounted in series with connecting cables where necessary. At the alarm temperature, the impedance between the solid nickle conductor and the outer tubing decreases suddenly, the center conductor grounds and gives an alarm signal to the BMC.
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PNEUMATIC LEAK DETECTION COMPONENTS - WING LEAK DETECTION ELEMENT
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PYLON DETECTION ELEMENT IDENTIFICATION FIN: 1HF1, 1HF2 LOCATION ZONE: 410, 420 COMPONENT DESCRIPTION Located at the outlet of the pylon ventilation duct. Triggering signal: Temperature > 204C. Only one sensing element. At the alarm temperature, the impedance between the solid nickle conductor and the outer tubing decreases suddenly, the center conductor grounds and gives an alarm signal to the BMC.
UC64200
36-22-00
UC64200
PNEUMATIC LEAK DETECTION COMPONENTS - PYLON DETECTION ELEMENT
36-22-00

APU DETECTION ELEMENT IDENTIFICATION FIN: 11HF 20 HF LOCATION ZONE: APU duct COMPONENT DESCRIPTION Installed between check valve and APU compartment Triggering signal: Temperature > 124C. Sensing elements mounted in series. At the alarm temperature, the impedance between the solid nickle conductor and the outer tubing decreases suddenly, the center conductor grounds and gives an alarm signal to the BMC.
UC64200
36-22-00
UC64200
PNEUMATIC LEAK DETECTION COMPONENTS - APU DETECTION ELEMENT
36-22-00
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UC64200
TMUPNEK01 LEVEL 3
36-22-00

Uc 64236 Z

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A319/A320/A321 TECHNICAL TRAINING MANUAL MECHANICS / ELECTRICS & AVIONICS COURSE 36 PNEUMATIC SYSTEM

This document must be used for training purpose only

Under no circumstances should this document be used as a reference.

It will not be updated.

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36 - PNEUMATIC 36-00-00 SYSTEM PRESENTATION

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A319/A320/A321 TECHNICAL TRAINING MANUAL _ MECHANICS / ELECTRICS & AVIONICS COURSE

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36 - PNEUMATIC 36-00-00 SYSTEM CONTROLS PRESENTATION

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SYSTEM CONTROLS PRESENTATION

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SYSTEM CONTROL PRESENTATION

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36 - PNEUMATIC 36-20-00 ECAM PAGE PRESENTATION

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ECAM PAGE PRESENTATION

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36 - PNEUMATIC 36-10-00 ENGINE BLEED SYSTEM DESCRIPTION

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ENGINE BLEED SYSTEM DESCRIPTION

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ENGINE BLEED SYSTEM DESCRIPTION

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ENGINE BLEED SYSTEM DESCRIPTION

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ENGINE BLEED SYSTEM DESCRIPTION

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A319/A320/A321 TECHNICAL TRAINING MANUAL _ MECHANICS / ELECTRICS & AVIONICS COURSE