Description

Recurrent "AIR BLEED LEAK" ECAM Warnings have been reported by Operators
this phenomenon being emphasized in high OAT conditions.
Different loop scenarios could be considered at the origin of the BLEED LEAK
failure; these scenarios are summarized as follows:
I- In Single Loop:
* On SA: APU and Pylon
* On A330 aircrafts: Pylon and APU if MOD 52260 (SB 36-3032 or SB 36-3037)
is not embodied (second APU Loop)
* On A340-200/-300: Pylon and APU if MOD 52260 (SB 36-4030 or SB 36-4033)
is not embodied (second APU Loop)
* On A340-500/-600: Pylon only

II- In Dual Loop:

 * On SA: Wing and fuselage
* On A330 aircrafts: Wing, mid fuselage and APU if MOD 52260 (SB 36-3032
or SB 36-3037) is embodied (second APU Loop)
* On A340-200/-300: Wing, mid fuselage and and APU if MOD 52260 (SB 36-
4030 or SB 36-4033) is embodied (second APU Loop)
* On A340-500/-600: Wing, mid fuselage (X-Bleed and air conditioning pack)
and APU

Airbus would like to highlight that recurrent "AIR BLEED LEAK" warnings
reported during high OAT is a known scenario. This is reflected per SIL 36-047
(SA) and SIL 36-049 (LR) and an exhaustive set of recommendations allows
mitigating it efficiently.
To sum up, Airbus recommends the following troubleshooting actions:
1) Electrical check:
- Impedance of the loop; in case of incorrect value, please consider
dichotomy method to identify the faulty sensing element.
- wiring continuity check
2) Installation check: make sure that each Sensing Element of the loop is
properly installed along the bleed duct.
3) In case of Wing Leak: further monitoring of the affected bleed duct shall be
considered by installating temperature template at each clamp of the loop.
Meanwhile and in order to avoid triggering Wing Leak warnings on ground
under high OAT, a FCOM procedure has been developed by extending the slats
in position 1, after landing in hot weather conditions (above 30C).
This preventive action aims at increasing the venting of the wing leading edge
and thus at decreasing ambient temperature in the monitored areas. This
contributes to increase margin against Wing Leak warnings on ground.
Solution
I- As preventive maintenance and in particular before summer period, Airbus
recommends to perform a preventive OHDS check campaign in order to ensure
best conditions of the OverHeat Detection System, described per SIL 36-047
(SA) and SIL 36-049 (LR).
Indeed, a minimum distance of 12.7 mm (0.5 in) is required between the
Sensing Element and the bleed air ducting. This would prevent overheat
detection triggered by the Sensing Element due to thermal conductance from
the ducting.

II- In case of repetitive AIR BLEED LEAK, we recommend to perform TSM task
associated to Leak ECAM Warning + Fault Message, or to Maintenance Status +
Fault Message.
Indeed, these TSM tasks lead to identify the root cause of the ECAM Warning,
as ducts, unions, sensing elements, wiring, etc. and finally BMC.
If there is no finding, we suggest Operators to install temperature strips in the
suspected area, in order to monitor the temperature after future flights.
III- In case of OAT above 30 DegC, we recommend to consider the following
practices:
III-a- Follow the FCOM procedure after Landing and extend the Slats in position
1 during transit:
* on SA fleet: FCOM PRO-NOR-SOP-21-x-xxxxxxxx.xxxxxxx 'After Landing'
* on LR fleet: FCOM PRO-NOR-SOP-23-x-xxxxxxxx.xxxxxxx 'After Landing'
III-b- Use a sub-freezing ground cart in high OAT conditions (instead of using
APU bleed air and air conditioning packs) in order to pull-down cabin
temperature (FAST magazine #52 refers)
Indeed, the sub-freezing ground cart allows aircraft pre-conditioning with
aircraft packs kept OFF, hence preventing situation for temperature in pack bay
increase and margins reduction against AIR BLEED LEAK messages (for
additional information, please refer to the Wise article EngOps-15802).
Finally, in the cases that above recommendations do not solve the "AIR BLEED
LEAK" failure, Airbus would be grateful to be provided with Previous/Last Leg
Report and Post Flight Report for further troubleshooting recommendations.
Additional Note
On A340-500/-600, please refer to the leaflet Ref.SEE23/94F.0457/05 Rev1.
On A320, please refer to the leaflet Ref.SEEE4-2014-1011176.
Troubleshooting guidelines and best practices:
Information in this step has been implemented based on in-service experience.
Table included here below shows several examples of findings on OHDS
installation leading to LEAK detection:

In addition, to ease airlines performing troubleshooting when LEAK failure is

triggered, troubleshooting guidelines has been issued for A320, A330/A340 and
A340-500/600: