11/12 to 19.1
5 parts. Nose (11/12), fwd (13 [22-38]), centre (15/21 [38-74]), Aft (18 [74-95]), tail(19)
2000/6000/7000 and GLARE (glaringly obvious that’s on the fuselage!) but CFRP from Fr 95 to120. Before Fr22 is all 2xxx ally
Aluminium for main and CFRP for upper (aft of frame 26).
CFRP
GLARE, GRFP, CFRP, QFRP
Upper deck crossbeams, skin aft of section 95, centre wing box, Rear Px bulkhead
QFRP Quartz Fibre Reinforced Plastic
CFRP and Aluminium alloy for the tension strut
Titanium alloy
Fuselage skin fwd upper and shell FR22 to 38 (section13) , upper fwd from FR38 to 46 (section 15), aft upper skin FR 74 to 95 (section 18) (the rest is alloy except for CFRP FR95 to 120) <—— this isn’t what he said!!! so I might be wrong
No
Tailcone, Flap Track, Eng Exhaust and landing gear bogie beams.
Glass Laminate Aluminium Reinforced Epoxy - laminations of Glass Fibre and Aluminium
Sandwich and Monolithic
Titanium Alloy
A
3
EBAS PADS OHDS and optionally SCS
13/31/24/42
EBAS
32-48.5psi normal. (40psi nominal guarantee 30 at AGU inlet) 85psi is o/px
200degs
A window or door is open
IP8 and HP6
IP4 and HP9
Fire resistant Dual-flapper non return valve. Prevents HP air going to IP stage
Fire resistant pneumatic px regulating SOV (PRSOV!!) Elec solenoid cont Pneumatically operated
15psi upstream, 64psi downstream
PRSOV butterfly type. Pneumatically operated, elec controlled. Isolates eng from bleed sys and regulates the px to the A/C.
15psi upstream
CPOIM-B, CPCS App, OCSMs (ACP to EPP), Outflow Valves
Can be pneumatically controlled as backup
60psi+temp < 245 or 45psi and temp >245
Butterfly valve, fully pneumatic, to protect precooler. Spring loaded open. Closes > 85degs and reopens < 55degs
4 on a plate in pylon towards precooler. Pip (Intermediate Port x Trans [upstream of IP check valve so helps decide if HP or IP needed]). Pt (Bleed Transferred Px Trans [upstream of bleed vlv. Helps decide if HP or IP needed]). Pr (Bleed Regulated Px Trans [downstream of bleed vlv. Monitors OPV and px upstream of FCV]). P (Bleed diff px trans[Px across precooler. Helps know about reverse flow and bleed vlv pos])
Pnue ops, elec cont. Spring load closed butterfly valve
Dual sensor in Pylon
200degs normally but 150 on request of ACS
Precooler, FAV, Bleed Temp sensors and EBAS
EBAS, Bleed Valves and Diff Px (P) across precooler compared across engines\
FCV
Auto, and it splits L and R sides
Open
Open
All closed
Cross bleeds Open
ECB
On GND goes to open (ALL the isolation valves go to open on GND)
4 (L, C, R and APU)
It goes to the relay system
The transfer Px sensor and the pressure sensor…. WTF!!!
By a rod
2 units and 4 channels;
38. 2 more pre cargo bay if cargo heat is added to A/C at manufacture
2 loops of 19. Loop A (1) and Loop B(2)
218 total
No 2
EBAS
CPIOM-B, EBAS App
Regulated Pressure transducer (Pr). Also closes for over-temp/reverse flow
EBAS, uses Pre-cooler Differential Px Transducer to sense and closes Bleed Valve
OHDU. 1=Loop A, 2=Loop B
2 and 3 <—— page 226
Closed
TBV (and to support TCV)
Closed
The pack reset CB
1 (The other is Hot Stby)
Pack reset sw. (does AGS app at same time)
Door unlocked on GND with ENG on. Ditching, Pack sw off
Controls the VCM and heating and ventilation (p.416 412 402 386)
Open( no idea why or how) if one of the TAPRV is shut you only have air from one FCV so the two TASOV open to link the operating flow to the other 2 quadrants of the trim air manifold
Shut off function and also balance AGU flow between halves
Non Pressurised area (Only TASOV and TAV in pressurised area)
Stepper motor
Fwd Cargo L/H side (Triangle )
Just 1
OVERHEAT COND FANS RESET button
VCS via VCM
2 (3 for -900)
Normal from ACP(Automatic Control Partition) Backup from DPSM (Differential Pressure Sensor Module)
3 EPP. (The partitions are Automatic Control Partition (ACP), the Safety and Override Partition (SOP) and the Emergency Pressurization Partition (EPP) )
CPIOM-B, AGS App, calculates Flow Demand
Mixer Unit
Controls hot Bleed air to AGUs. 1st Ozone Conv then FSV (flow sensing Venturi) and then FCV.
Senses P, Delta P and T. Senses AGU HX clogging
4 HP fans, 8 HEPA Filters (+2 optional)
CPIOM-B, VCS App and VCM Fwd (left fans) and Aft (right fans)
2 RAI on belly if both AGUS fail. Air flows directly to mixer unit. P/B on AIR panel activates
1 motor per door, 2 doors per AGU. RAID (inlet) is 1 door, 2 motors
To prevent freezing of condenser and provides assistance to TCV if full open and mixer temp too low.
In each wing root 1 per AGU
They control their onside FCV (has switches). They have 2 channels 1 active 1 hot stby.
B1 and B3 for LH, B2 and B4 for RH
Open to provide Trim Air to the other 2 quadrants normally served by the closed TAPRV
Hot Air Valves. 2 of them
16. 8 on top (2 spare) and 5 on each side
Average Px for HP recirc system command
9
As son as air is dry enough at altitude
FCV 2 and 3, via TAPRVs
VCS in CPIOM-B talks to 2 VCMs via CAN Bus
B1+3 LH B2+4 RH
FWD LH, AFT RH
OVERHEAT COND FANS RESET P/B
Trim Air Drive Device (TADD) In Fwd Cargo, Left Triangle (sidewall)
CPOIM-B, VCS App, and VCM Fwd and Aft
VCM Aft (they are in the aft bulkhead)
CPOIM-B, CPCS App, OCSMs (ACP to EPP), Outflow Valves
ECAM SD “CAB PRESS” page
To supply cold air from the mixer unit to cool the Fwd Cargo
VCM Fwd
CPIOM-B, using VCS App, VCM Fwd and TCS App, TADD for trim Trim.
2. On the rear Px Bucket
Differential Px Sensor Mod. Backup on aft Bulkhead using ADIRS and SNS
Via an In-Line Duct Heater that heats LP Recirc Manifold Air, controlled by CPIOM-B, VCS App, VCM Aft Back-up.
The modulation of 5 bleed air valves and 3 ram air doors
2 TBV (bypasses 1st stage to prevent icing), TCV, AV( increase ventilation above 29000ft bypassing 1st stage)
9 1Pr HX, 2 Comp Out, 1 S HX, 2 Condenser, 2 ACM discharge, 1 mixer. (1 sensor = 2 elements, 2 sensors = 1 element)
Outflow valve (and Sensing) Modules.
ACS (auto control sys), ACP (auto control partition), SOP (Safety Overide Partition)
FWD and AFT Cargo door area.
OCSMs are 2 and 4 they have 2 ports extra sensor OCM are 1 and 3
VCM fwd was the answer maybe
CPIOM B VSC App
VCM AFT
LP air manifold.
(On ground, during static or low speed operation, an additional inlet flap in the bottom of the belly fairing and a fan assembly are needed to provide sufficient airflow to the condenser. The Ram Air Channel Actuator (RACA) opens this ground air inlet flap in the air channel and the fan assembly, consisting of two fans, draws the ambient air through each condenser.)
With Nitrogen. Individual charging of accumulators with service lines, vent line as well to remove px .
Galden. Own service fill line before pump
Controller behind accumulator in the belly fairing.
CPIOM A
Bulk Cargo Heater Switch ( B2 & B4 VCS app controls can bus via VCM AFT)
COOL G p/b sw on vent panel and SCS reset switches.
The overboard and inboard valves.
When Flow or Temp is low (CED sensor)
Pneumatic air
FDAC. 1 —> L. 2 —> R.
VCM AFT
p/b AV EXTRACT to OVRD.
AVS
Blowing(LH and RH. Each has a filter and a fan) and Extraction( a fan, overboard valve and inboard valve)
AVS in CPIOM B3+4
Optional. Uses 2 Ground Cooling units containing coolant from SCS (CPIOM-A)
Maint panel
AVS overboard vlv not open on ground.
4 EBAS OHDS SCS PADS!
CPIOM B (AGS)
4 HP fans total and 9 LP’s throughout U/D (he said 8 but 9 (with 10 as an option) is what I think too)
Open
in the FWD cargo
Bulk CC Extraction isolation valve, Bulk CC supply isolation valve and bulk CC and T shape Isolation Valve
VCM AFT
VCS reset 1 and 2
2 AFT CC Supply VLV’s (trim air) and you have the 1 shared extract bulk cargo fan isolation valve. And you have the 1 Bulk and ‘T’ shape isolation valve. So four valves all together I'm not counting the dedicated Bulk supply valve from HEATER. So 4 in total for the sys. 3 supply isolation valves if they want that ! and only 1 Bulk extraction valve that every fucker shares.
2 supply valve the post Heater supply/iso and the T shape supply/iso . plus the share Extract fan iso.
in upper avionics.
partially open
Removes heat and fumes from unpressurised area using external air. Uses piccolo tubes, a turbofan, a turbofan supply valve and 2 check valves. The belly is done by RAM air in flight
Bleed air
Through 7 outlets
both detectors go to AICU 1 and AICU 2
CHA, CHB and 115V Power board.
In ENG order 1/2/3/4 its AICU 2/1/2/1. Mon is B/B/A/A and Con is A/A/B/B
1A=outer valves CON, 2A=inner valves CON. 1B+2B MON inner/outer valves.
1B does capt windows wiper CON and MON, 2B does FO
A429
Outboard Engines, via both WAIV. Inboard Engines can be used as alternate via X-Bleed ducting
All 4 get signal for solenoid valve. The pressure (from inner or outer as is available) is regulated to 22.5psi
Solenoid activated, pneumatically operated pressure regulated shut off valves
The system is inhibited on GND but maybe tested for max 30s
28VDC for AICU, 115VAC for Heater elements
AICU’s
Outboard engines by outer antice valves. Alternate is 2 and 3 via inner antice valves
CYClone nozzle
AICU to vlv solenoid then HP3 muscle air to Close
regulate the air to 74 psi (Alliance Engine is 100 psi)
All of them do. 1st is taken for regulation then 2 if 1 fails. Then 3 if 2 fails
No1 windscreen=1, No2 and sliding is 3.
2 power levels on the windscreen(35W/70W) and 1 level for the sliding and fixed(20W).
Ice Protection Control Units/ Data units. IPCUs control, IPDUs have the config
32
Total 5 IPCU’s (ipdu’s are married) 3 for Water ice protect. And 2 for floor panel heating.
Via DEU Bs
it is SPDB 7 and 8 115vac and 28vdc.
7 and 8 in fwd and aft cargo others throughout MD.
Ant icing not Deicing
Where icing is likely. NOT on UD
1,2,4,5 have 1 panel 2 elements. The rest have 2 panels 1 element (Aligns with the side pack loactions)
Fwd and Aft Cargo door area
37-40degs. O/heat = 35-60. Locks to OFF if gets to 80
When power is off and temp below 50degs
Manually with valve on reservoir or electrically via remote depressurisation switch on ground service panel
5000 psi
Case Drain return line to the reservoir
HSMU, using Fan Isolation Valve
EDPs HYD panel, EMPs GND HYD panel
Only on Ground and only if engines are off on the EMP side
HSMU
EMP A green
Alternates A and B with flight number
1 on each circuit upstream of the HP belly fairing manifold
It is sent away for helium replenishment
They have electrical and mechanical indicators. The returns have bypass valves too.
GSP reservoir filling filter
Class 4. Generic alert triggered if it is over 700 Fh
Can be done individually on GND from ring pull. In air it is both EDPs for the button. Needs maint action to re engage the clutch
The HSMU fro Cargo doors or BLG steering
On SD HYD page. Green triangle above circuit. Amber if low px or fault
HP Belly fairing Manifold
SD HYD page or GSP
Below 2900. Below 200 is 0
50psi from HP stage, from bleed air, from GSP
RASC (reservoir air supply cooler) to less than 110degs to prevent fluid degradation
50PSi supplied from reservoir to booster stage. 220psi to main pump. 5080 to 2 manifold in each pylon then through filters and then to A/C
6010psi
115V 400HZ (NOT Freq wild!)
2900psi or 5080psi depending on demand
Auxiliary pump can be used to open the CARGO doors
Inner pylons
No 5 Flap track fairing on case drain lines
Hyd motor controlled by HSMU (has a leakage collection bottle too)
Anytime there is Hyd power but it is not energised off.(no power or HSMU fail etc etc) (Has a bypass to avoid over cooling)
A FUEL HYD HX. Uses feed tank fuel. Located in Outer pylon. Hyd always runs through this. Fuel only does when required.
Pressure Maintaining valve keeps px up and so prevents boiling or back flow.
Pitch Attitude Sensor (PAS) in upper AV bay sends signal to LDC
Mechanical Coding Pins, specific order to that location
Door Sill latches NOT in the UP position
It is powered from DC1 and/or 2 so always when A/C powered!!
3 with mechanical deadbolt
5s
De-arrest actuator
M1,2,4,5. All the rest have fuselage except Dr3 that are in the fairings
1 LDC (with fan), 3 actuators and 9 prox sensors.
3 short beeps
60kts to 24/29000 ft
A wake switch uses batteries in LDC
1 door open/close 8hrs
DSMCU
10s
Press the opposite button (up/down) within 5s
30s. Your trunk door is open
The lift is at its weight limit. 3 times and it becomes a jamming
Green lt on. Not used for 30s. All doors closed. Push ok for min 3s. It will return to normal if no maint ops for 10 mins
STOP button
The lift returns to main deck if no doors opened. 20s in cruise, 120s on GND. If a door is opened the timer starts after doors closed again
A gas generator, coolant reservoir(carbon dioxide and nitrogen) and a control valve
Closed circuit sensed by LDC is good the bottle is there and pressurised.
Has a primary gas bleed valve. It releases the pressure if slide extension not required.
Using its own DEPS (door emergency power supply)
29degs
During ditching. The buzzer and white light are inhibited too