MRW=571T. MTOW=569T. MLW=391T, MZFW=366T, Max payload=84T
Inside RH Aft lab
5 legs 22 wheels
Fuselage station references in mm are from a point 7330mm forward of nose.
Station 8170
8 zones. 100 lower fuse, 200 upper fuse, 300 stabalisers, 400 engines/pylons, 500 left wing, 600 right wing, 700 Landing Gear, 800 doors
Bar codes. Used on LRUs, Safe life structual parts and parts that have a CMM
LIGHTS OUT philosophy or DARK COCKPIT concept. RED = fail and immediate attention needed by crew(SMOKE) , AMBER = FAILURE needing awareness but not immediate action (APU GEN A), WHITE = abnormal sw position or maint (APU GEN OFF). GREEN = backup sys available (EXT 1 AVAIL), BLUE = normal use of a backup system(EXT 1 ON)
Conventional VU (Mature Tech. non digital) and new VM (Less wiring and weight, more reliable, digital and non digital). VMs are known as ICPs (Integrated Control Panels)
For direct control items only
Integrated Modular Avionics. LRU functions are now Independent Apps.hosted in shared modules (CPIOMs). Reduces cost and maintenance due less computers
Has software and hardware and hosts independent apps and also supplies I/O interfaces to conventional avionics.
They increase the capability of the IMA by satisfying the high demand of the conventional avionics
They are LRMs. They talk via the ADCN using AFDX
Avionics Full DupleX Switched Ethernet. Developed from a non-aeronautical standard and adapted to aircraft constraints
The CPIOM integrates shared processing resources to execute its apps and processes I/O data for them. There are 7 types A-G 22(or23) total
Pneumatic and SCS. 4
Aircon. 4
Cockpit and flight Controls 2
Data Link 2
Energy 2
Fuel 4
Landing Gear 4
No but each type is but may requires software reconfig
Does not host avionics apps. converts non AFDX data from conventional LRUs into AFDX data for the ADCN and vice versa. there are 8
They are all type A and all interchangeable
An Avionics World and an Open World using and ADCN
There are 7 functional areas grouping LRMs and LRUs. 1 flight ctrl and AF, 2 Cockpit, 3 Eng ctrl, 4 Energy, 5 Pneumatic and Cabin, 6 Fuel and 7 Gear
1 Avionics Domain, 2 Flight Ops Domain, 3 Comms and Cabin Domain
2 firewalls.
CPIOM, IOM or LRUs with an AFDX interface
TO ADCN by the I/O of their subscribers
It is based on commercial Ethernet protocol. It gives secure and reliable Communications with 10 and 100 Mb/s flexibility for future developments and less wiring.
AFDX switches (which are electronic devices) and cables
Receive data from subscribers and route the traffic between subscribers and route it through cables.
It is a Full Duplex (meaning it can transmit and receive) physical link between a subscriber and an AFDx switch and between 2 AFDX switches.
a STAR QUAD cable composed of 4 wires uniformly twisted. 1 pair for trans and 1 pair for reception
As 2 networks A and B. 8 switches per network. They are in pairs on superposed switches for full redundancy
50 (+2 opt)
Operational Information System. It is made up of 3 NSS domains. Avionics Domain, Flt Ops Domain and the Comms and Cabin Domain. It allows better maintenance, flight and cabin ops.
The OIS part hosted here supplies tools for maint ops on Avionics World and Avionics Domain components and in the cabin. It has recording capability of a/c parameters and the electronic docs related to flight maint. It has a service tool for feeling
It gives Performance computation tools, Flight ops docs, Tools to support aircraft navigation, Comms management for AOC centre data exchange. Tools for maint on the flight ops domain
It supplies pax service like email and internet, Comms management for AOC centre data exchange. Tools for maint ops on Communication and cabin domain components
Onboard Servers, Routers and Laptops. It is divided into 3 sub-networks linked to 3 NSS domains
ANSU-OPS 1&2 (Aircraft Network server unit). These servers host the apps, docs and dbs. It has 2 redundant routers ARU-OPS (Aircraft Router Units). These routers manage the data exchange between Avionics World, NSS and HMIs. 1 SIRU (Secure Interface Router Unit) used to connect PMATS and FAPs as well as validating ACARS messages. 2 SCI (Secured Communication Interfaces). These give safe duplex comms between the apps and ACARS for AOC. 1 CDAM (Centralised Data Acquisition Module) for a/c parameters and avionic data for recording. 1 OWD (Open World Diode) . This only allows data out of the avionics domain not into it. One way communication from its Left to its Right
Through HMIs in the cockpit Cabin and other areas using OIT, Keyboards, ACD. OMT, PMATs. FAPS too
Printer 1 on the centre pedestal for maint use
1 ANSU-AFMR. This hosts the functions to configure the Flt Ops Domain network and manage comms with wireless ground network (WACS). 1 ARU-AFMR. This exchanges data with the 3 NSS domains Flt Ops Domain HMIs and WACS. P1 and P2 Laptop-AFMR in docking stations. These have hosted OIS apps and docs. 1 backup laptop-AFMR near P2 laptop.
OITs, Laptops.
Printer 2
Mainly CMS, DLCS, ACMS. Also E-log, PDCS (Power Distribution Control System) and Maint Docs
It is part of OMS and is hosted in the Avionics Domain of the NSS in the Open World.
From Avionics systems via the SCIs and directly from Open World systems.
By the CMS app (part of the Av Dom) and Right OMS apps hosted in Flt Ops Dom and Cabin Dom. The CMS app in the Open World Servers acquires 2 types of data (Maint (sys BITEs) and ops data (Warnings and Flight phase from FWS and advisories from CDS)) from Avionic World Systems via the SCIs. Page 163 for the pretty picture
OITs, OMTs, PMATs and Printer 1
OMS monitors and centralises failures of systems in Av World and Av domain only. The Right-OMS monitors and manages system failure on the right side of the OWD. Both can communicate with ground centres for maint data exchanges
It is part of the OMS. Composed of Data Loading, Repository Management, Config reporting, Software pin programming
Avionic Systems in Avionic World via SCIs and directly with Open World systems
4 VFGs, 2 APUs or 4 GPUs
From AC network via 3 TRUs and 3 main BATs used for NBPT
1 PEPDC, 2 SEPDC (with 8 SPDB), 1 Emergency distribution by EPC
Normal and emergency. Normal is Variable frequency (from VFGs and RAT) or fixed frequency (GPUs and APU GENs). Emergency is STAT INV
ENG VFGs are 150KVA, APU GENs 120KVA,GPUs are are 90KVA RAT is 70KVA,
28VDC. It is split around a normal DC generation (3 TRUs, 3 BATTS) and a specific APU generation (APU BAT and its own TRU). The normal DC generation is further split into DC main (2 TRUs) and DC ESS (1 TRU and 3 BATs).
The BATs are 50Ah. The TRUs are 300A
PEPDC (side 1 and 2) contains AC and DC management. It supplies heavy loads over 15A, the Secondary Distribution and Emergency distribution
2 SEPDCs (side 1 and 2) and 8 SPDBs for loads not more than 15A. Transfers power from PEPDC for technical loads. 6 SPDBs in cabin for commercial loads and 2 in lower deck for cabin and cargo loads.
1 Emergency Power Centre. It is for essential loads necessary to fly and land safely with out Main AC power
CBM and ELM apps in CPIOM-E1 and 2. The CBM monitors all protective devices except those in SPDBs. ELMs app takes care of LOAD shedding to make optimal use of available power
Power Distribution Maintenance Interface. Allows monitoring of protective device sts in PEPDC and SEPDC. Consist of 2 redundant PDMCs (Power Distribution Maintenance Computers) and 2 PDCS (Powers Distribution Control System) apps in OMS
There are 8 identical Smart Liquid Crystal DUs.(LCDUs) made up of 2 PFDs, 2 NDs, 1 EWD, 1SD, 2 MFD. It also includes EFIS (PFD,ND), ECAM (EWD, SD) (Electronic Centralised Aircraft Monitoring) and video functions
Used for many remote user function such as those previously done by MCDUs
Cursor controlled by KCCUs
1 for each pilot. has a CCD (cursor control device) and a keyboard
Displays info related to guidance and navigation. Uses PFD Main Zone (Short term flight) and ND (medium/long term). Gets info from ADCN with ARINC 429 as back up from ADIRUs
KCCUs, EFIS cont panels, CDS reconfig control panels (1313vu, 1314vu)
ATT, Air Speed, ALT, VS, Heading, Flight Modes, RA, Landing Sys data. Lower Zone is ECAM not EFIS
Main Zone contains A/C location in relation to flight plan and/or NAVAIDS, WXR, Surveillance. Lower Zone called Vertical Display (VD) Zone which include the profile, altitude, trajectory, terrain and weather. It also has an ND FM dialogue window.
2 FWS apps hosted in CPIOM-C1 and C2. Get data from LRMs, LRUs via ADCN or directly. Uses Loudspeakers, Visual Attention Getters, Warning and Caution on CDS
They use ECAM control panel (ECP) to get SD page and Checklist pages.
IOMs and a backup connection for some ops.
Alerts, Flight Phase and fault details to CMS
12 phases. 1 = preflight. 2 = taxi. 3/4/5 = T/O. 6/7 = climb. 8 = cruise. 9 = approach. 10 = landing. 11 = taxi in. 12 = post flight.
By CDS to compute the ECAM mode and to inhibit non critical alerts.
the ADR part of the ADIRU uses 4 types of sensor. 1 MFP (multi function probe) on R or L for AOA, TAT, Pt. 2 ISPs (Integrated Static Probes) on each side. 1 SSA probe. 2 OAT on NLG (1 to ADIRU 1 and 2 to 2&3). Apart from OAT they all have internal air data/digital converter and anti-icing (auto by ADIRU or manual with PROBE/WINDOW HEAT)
Aircraft Environment Surveillance System. WX, Pred windshear, Turbulence, TCAS, Terrain collision. Sends warning and escape manoeuvre if possible
1 FCU, 3 FMCs. A is for FMS1, B is for FMS 2 and C is stby to replace A or B. 2 CPIOM-Cs with WBBC( Weight and Balance Backup Computation ) , FCU backup and FCDC apps. 6 FCGUs for FE, FG, FC installed in pairs called PRIMs.
They are not a physical unit! 2 FCGUS operating in command/monitoring architecture. A controls, B monitors. (e.g. FCGU 1A and FCGU 1B). One PRIM will be master the other 2 will be stby.
Normal Laws for FCS.
Flight Control System, side sticks and rudder pedals, Navigation system, steering control, FADEC and thrust levers, FQMS, CDS, OMS, CMS, DLCS, TCAS, ACMS
2 HFDR, 3 VDR. VDR 3 is only one connected to Data
3 RMPs which are a part of RAIMS (radio and audio management system)
2 AMUs
They have nav backup if FMS can’t tune nav aids
4. 2 for each pilot with volume control.
RAIMS. Does Cockpit to Gnd too. Buzzer blah blah etc
It is an App in CPIOM D-1
FMS for position and flight plan, ADIRU for ALT heading speed and back up position. and AESS to confirm TCAS ops. It is also connected to the ACR (Avionics Communications Router) in CPIOM D-3
ATC COM on MFD (button on KCCU), ATC Mailbox on SD (button on KCCU) and Printer 1
ATC MSG attention getter (CYAN P/B) and audio ring tone
3 directors and DEU As (passenger related) and Bs (cabin and cabin crew (FAPs AIPs ACPs H/sets speakers etc))
3 ceiling strips on each side of o/h panel adjustable from centre pedestal
4 lights under the glareshield adjustable from centre pedestal
Ambient and Main Panel to full
1 reading lt in O/H panel and one under glareshield adjustable from centre pedestal
4 lights on base of each pilots seat and 1 light for briefcase stowage and 1 for lateral console. Adjustable from 3 pos Console&floor lt switch on main instrument panel.
Compass light and Pilot Eye reference. The 1 white (not the 2 red) illuminated by internal LED. Controlled by ICE IND indicator on O/H panel
Map, sliding table, reading, maintenance console. Adjusted by a pot.
INTEGral LighT pot on centre pedestal. Also 2 pots under glareshield for the glarehsield itself
ANN LT sw on O/H panel. DIM BRT TEST
Either via dimming control units for glareshield, main panel and pedestal or directly for the O/H lts
CIDS
General Illumination, Lav lights, Reading and work its, 3 types of stand alone signs (Lav occ, NS/FSB, RTS), spotlights,
Anti-collision beacon and strobe lights, Navigation and obstruction lights, Logo lights, Wing and engine scan lights, Runway turnoff lights, Taxiing aid camera lights, Landing lights and, Taxi and take-off lights.
EXT LT panel on O.H panel.
LED (navs and obstruction), HID (bright white illuminations) or Xenon (flash tubes)
Green and Yellow system at 5000psi.
EHA and EBHA for flt cont and LEHGS for brakes and steering
Main, Backup by electric and Auxiliary
Each circuit has…4 EDPs (2 per engine) @ 5000psi, 1 Hyd reservoir in outboard pylons, FSOV on each engine.
Primary and Secondary FLT cont, NWS, NLG, WLG and Brakes
Primary and Secondary FLT cont, BLG and brakes, BLGS
Electro-Hydraulic Generators. The RAT only supplies electric power.
2 EMPs per circuit in I/B pylons. On GND only if the 2 engines for the circuit are stopped.
One Green EMP runs for Cargo doors. One Yellow EMP for BLGS. Swaps each flt odd/even with flt number. A solenoid closes to isolate the rest of the hyd circuit.
By manually pump for dos or Ground connection.
Fire handle
Each EDP (A+B) x 2 per circuit can be controlled ON/OFF. Both per engine can be declutched. GND Maint s control each EMP
By one HMSU per circuit. Also gives indication to CDS
Into 3 sub systems. Normal, Free Fall and GDO
ECAM wheels page on SD and independent indication panel on the gear control panel1312VU
Electrically controlled and Hydraulically operated. Operated by L/G lever. Green does NLG and WLG, Yellow does BLG
Electrically controlled and operated. independent from IMA. Switch on the 1311VU panel operates. Door and Gear released from uplocks. the FFCM (free fall control module - a dual system) controls the sequence. Cut-out Valves (3 - 1 each per group NLG, WLG, BLG) isolate gear from main hydraulics. Vent Valves allow free flow between actuator ports - 1 each per gear (5).
On GND from 5 door opening handles adjacent to doors.
Auto brake, Brake pedals, Parking brake handle, L/G lever
Normal, Alternate, Emergency, Ultimate, Parking
3 groups. WLG (green) L and R BLG (green). All can operate independently in Normal, Alternate, Emergency,
High Pressure Accumulators and/or LEHGS through the alternate circuit
3. 1 for WLG 1 BLG (1 fro NWS!!)
BCS in CPIOM-G (gives indications and warnings too) and the EBCU (Emergency Brake Control Unit)
BLG only has parking brake. Ultimate braking works differently on WLG
WSCS app in CPIOM-G
Green Hyd
LEHGS (Local Electro-Hydraulic Generation System ) with HP accumulator
NWS from hand wheels, AF and rudder pedals. BWS from NWS position
As A/C increases commands decrease.
Primary (roll, pitch, yaw and some auxiliary) using 6 ailerons, 16 spoilers, 1 THS, 4 elevators, 2 rudders. Secondary (High Lift) has 4 droop noses (slat 1), 12 slats and 6 flaps
Control around roll axis. Used for roll and aux. 3 per wing. O/b 2 conv servo. M/b, O/b 1 conv,1 EHA. All ailerons Outer works in Active Inner damping for normal ops
Upper and Lower. Used for yaw and roll/yaw coordination and aux. 2 EBHA per rudder. Upper EBHAs in Active lower in damping during normal ops. Both can be active in cases of high deflection demands. Damping becomes Hyd Active if upper fails. Only becomes Elec Active if Hyd mode fails.
2 per side on THS. Control around pitch axis. Used for short term changes. One conv servo (outer) one EHA (inner) outer in Active, inner in damping in normal. Swaps for failure. High rate of change will switch both to Active.
Controls around pitch. Used for Long term actions. 2 Hyd, 1 elec motor. Only one at any time. Green active, Yellow stby, elec no power in normal ops. Auto mode has priority over manual and pitch trim switches are inhibited. Elec can be auto trim but if this fails pitch trim switches can be used. (Both together)
Control around roll axis (with ailerons). 3-8 for roll. All for speed brake. Some for aux. Each has 1 servo. All except 5 & 6 are conv servo. 5 & 6 are EBHA. Hydraulic active is normal mode for all. For failed spoiler become lost and retracts to 0. For EBHA however hydraulic failure switches it to electric active mode and it will operate slower.
Speedbrake (spoilers), lift dumping to slow and reduce lift on landing (spoilers and ailerons), Aileron droop for increased lift on approach, LAF to reduce bending fatigue (using ailerons and some spoilers)
PRIMs only.
Decrease A/C speed with an acceptable buffet for passenger comfort. Deflection controlled by speed brake lever position. It’s extension is automatically compensated in the pitch axis by other laws. Roll order has priority over speed brake.
2. 1 each
Composed of 2 drive units and a differential gearbox. Both are active in normal. If one fails its full torque but half speed. Each drive unit is connected to both SFCCs. Slat PCU is 1 elec and 1 green hyd. Flap is 1 yellow, 1 green. They all have POBs. Hydraulic is Pressure and Elec is Power. Needed to released brake. No power/pressure = brake ON
An FPPU on each PCU linked to both SFCC provide positional data. An APPU at the end of each wing for each of Flap and slat (4) lined to both SFCCs permanently compared for failure detection.
4 between I/B&M/B&O/B. They have prox sensors and tell SFCC of misalignment.
4 WTBs connected to both SFCCs. Ensure systems are locked in cases of critical failure. The are Pressure Off type. Slats are electric and flaps are hydraulic. Slats will therefore still operate with no hyd power.
QRFP = Nose cone. GLARE = Fuselage fwd and aft upper. CFRP = upper deck cross beams, NLG doors, aft pressure bucket, wing ribs, flap track sidewalls, belly fairing Engine cowls and inlet. GFRP = parts of fin. Thermoplastic = slats.
16 Fail-safe plug type “A”. All are emergency evacuation
M1, M2, M4, M5. U1, U2, U3 have fuselage mounted slides. M3 has belly fairing mounted slide
Handle to mechanically unlock and unlatch. When this is detected along with the open sw the green EMP runs. Stops the moment the open switch is let go. Each door has one hydraulic actuator.
Operates EMP and Cargo Door Control Valve.
A standard power tool cane used. If the Hydraulics have failed external lifting devices can be used.
Door and Slides Management System. Controls and monitors all doors and hatches as well as residual cabin pressure warnings from the ASPSU (Autonomous Stby Power Supply Unit). It also monitors door sill height for M1 slide extension
Local Door controllers (LDCs) which monitor pax doors and slides status and controls electromechanical actuators and slides. It also stores energy for emergency operation. The ASPSU detects px from Diff Press Sensors to turn on Red light in door. A DSMCU
It interfaces between A/C and doors/slides including all cargo, crew rest and electronic bay doors
CDS, FWS, OMS, CIDS, CPCS
Storage, Distribution, treatment, servicing, operation/control and indicating
6 (or 8).
283 Ltrs for a total of 1700 ltrs (or 2267)
2 compressors on LHS aft cargo to 35 - 41psi
Inhibition Module (water conditioner) and a heating device.
FAPs via CIDS and also on the PWIP in the PWSP
Waste storage, waste transport, servicing, Op/Control/indicating
4 sub systems. MD and galley = 675ltrs x 2 and UD and galley = 373 x 2.
Flush valves and cabin differential px. 4 vac generators below 16000ft and on ground.
FAPs via CIDS
Storage, Distribution and Control and Indication
Upper avionics in a cradle 1( or up to 4)
High pressure through reducer/transmitter. Low pressure through supply velvet distribution manifold to mask boxes.
It contains a full face quick donning mask
P/B on O/H panel controls low px supply vlv. It can be seen on the DOOR/OXY SD page and also status info regarding oxy supply pressure, cylinder px and high or low warnings
RHS fwd Cargo. 3 to 15 cylinders.
High Px through reducers/transmitters. Low Px to regulator to distribution line connected to masks
Auto if CPCS cabin alt above 14000ft using OSCU or by altitude px switch as backup or Manual Crew action
CPIOM-B.
SYS ON indicator light.
To safely store fuel for APU and Engines. It must be able to thermally expand safely. And regulate air pressure. It must also protect from fire and condensed water.
11. 1, 2, 3, 4 Feed tanks, LH & RH inner tanks, LH & RH mid tanks , LH & RH outer tanks and THS trim tank
A surge tank (between mid and outer tanks) and a vent tank (at the outer ends)
A vent/surge tank on the RHS
Temporary storage of fuel overflow and air venting.
For each part there are 2 fuel pumps in each feed tank collector cell. 1 stby 1 main. Each pump has a px sw. Usually controlled by P/B SWs.If Main goes Low Px stby automatically starts
4 and closed. Fuel panel manually or Auto in emergency
Fuel page of SD
O/B ENG 1&4. Only used if Air/Hyd heat x
1 pump and 2 valves (isolation valve and LP valve)
2 fwd and aft. Under an hour
Refuel/defuel to aft refuel gallery. Auxiliary refuel to fwd
Only ever manually started but manually or auto stopped by FQMS.
Transfer tanks only never feed tanks
A single FDU, detection loops and conversion modules
Zone 1 fan comp, zone2 Intermediate Compressor comp, zone 3 core comp, pylon
Core Comp (on fan exhaust cowls) and pylon
In parallel to conversion module then to FDU then to A/C systems
Duct type detectors installed on air extraction ducts. Main and Upper = 2 pairs, LH, RH. IFEC and Rear Av has 1 pair each.
Photoelectric
2 CAN buses to CIDS SDF (P.714)
Ambient air sensors in ceiling near air extraction point. Communicates to CIDS (P.716)
4 FWD, 4 AFT, 1 BULK. Connected to CIDS
Twin Shaft. (HP N2 and Load Shaft N1) Load GB with 2 Gens. Load Compressor for Bleed. HP comp drive AGB (with starter, oil pumps, fuel control)
Air cooler using compartment air
FCU
Primary an secondary
14 fed by primary or secondary as well
IGVs and SCV (Surge Control Valve)
Pylon box
Lower fairing
pneumatic (starter) and electrical connections.
Fuel and Hydraulics
Intermediate case
Tail Support
Intermediate case
3 rotor (LP IP HP) on 8 Bearings
24 blade FAN & 5T, 3 bearings RBR. Turns CCW
8C &1T, 3 bearings RBR. Turns CCW
6C & 1T 2 bearings BR. Turns CW
Uses Fan air to cool.
3 IP bleed valves 8th stage, 3 HP bleed valves 3rd stage. 1 stage IP VIGVs, 2 stages IP VSVs
Protect against surge and stall
pneumatic (starter and bleed air) and electrical connections.
fuel and hydraulics) and electrical connections (Variable Frequency Generator (VFG) feeder cables). On the pylon front secondary structure the electrical interfaces with the Full
FHF
Turbine Exhaust Case
FHF
It sets the ENGINE MARK and corresponding TO thrust
1/8.7
2.5 Bleed for LP 5th Stage. Start Bleed System for HP 7th stage. VIGV/VSV (CSVCS compressor stator vane control system)
SVA controlled by EEC to use fuel and muscle.
THR, N1, EGT on EWD
Ratio of Combustion chamber px to intake px corrected by their Temps
In the EEC and known as ACUTE (Airbus Cockpit Universal Thrust Emulator) and uses TPR (Turbofan Power Ratio)
Max avail thrust with BLEED off at TOGA
ETRAC, TRPU, PDU, PLS LH/RH, TLS
TLS from PRIMs, TRPU gets 115V from EIPM, ETRAC stow/deploy from EEC
4 ENG, APU, 3 HP GND connections (DISTRIBUTION!!!!!!)
3 L, C, R
C separates ENG 1 from 4 and therefore L wing from R wing. ENG 2 joins L side, ENG 3 joins R side
A single SW for CLOSE, AUTO (normal pos) and OPEN. A single sw for APU Bleed
LHS
CPIOM-A PADS does APU isolation vlv, ECB does APU bleed vlv
On the belly to LHS of manifold
4 engine bleed switches and the Engine Bleed Air System (Bleed creation!!)
HP Bleed Valve and IP Bleed Check Valve controlled and determined by EBAS
Bleed Vlv by EBAS and OverPressure Valve (OVP) for EBAS fail
FAV through bleed cooler
4, 2 per AGU, 1 per ACM
4 CPIOM-B AGS app and 2 FDACs
In the wing root
2 in wing root
ECAM BLEED Page
Cockpit and 7(8) UD and 8 MD
Rear of FWD cargo
Downstream of FCVs
2. They control the hot air px to be above cabin px. Also have shut off function
2 and 4. Make up 4 quadrants for trim air manifold
4 CPIOMs-B TSC app and a TADD
Compartment Air eXtraction. 1 in FWD, 1 in AFT bilge..each has an isolation vlv, a CAX fan
Blows near OFVs. Runs on GND and if not enough Cab Dif px. Also manual switch for smoke extraction
VCS app in CPIOM-Bs plus FWD and AFT VCMs
CAX fan can be turned on. 2 ORVDs ( overpressure relief valve dump) on aft bucket open to help if smoke is in UD
Aft VCM
ECAM COND Page
Slat 4 with hot air.
2 AICUs
HP3 via SOV and RAIV (regulating Anti Ice Valve)
Switch on Anti Ice panel --> AICU —> SOV
Pneumatically operated, Electrically controlled via solenoid. Spring loaded open
HP7 via NAIV (Nacelle Anti Ice Valve)
Switches on Anti Ice panel to AICU to EEC to NAIV
Energised closed (so normally open). Solenoid controlled pneumatically activated regulating and shut off valve
ECAM Ice indication
Trent has 2 valves SOV and RAIV. GP7200 has 1 NAIV. Trent AICU controls. GP7200 AICU asks EEC to control