Above 10,000ft
8,000ft
Forward RHS cargo bay
Upper avionics compartment (upper emergency electronic bay). 1-4 bottles
1850psi
Bottles (1850psi), Pressure Reducer/Transmitter(psi), distribution manifold(64-80psi), mask stowage boxes(psi) and the OSCU
OSCU and LP supply Vlv is DC ESS
A pressures switch operated by the oxygen in the distribution valve of the box
N gives altitude variable oxygen/air up to cabin alt of 35000ft where is 100%. 100% gives 99.9999999999% at all altitudes
Above 30000ft cab alt it can overpressure to force air in lungs
Forces Oxygen in times of Smoke or Fumes (uses over pressure vlv)
A small vent into mask to keep smoke and fumes out
Press the 100% and make sure no flow. Do the IN SITU TEST
Above 24% oxygen
Naturally ventilated using air flow from DADO panel to outflow valve
DOOR/OXYGEN page of the ECAM
B for CPCS, C for FWS (flight phase and warnings), G for LGERS
3 and 4. (Used as backup)
On valve. Senses fully open/not fully open to OSCU
It’s bottle pressure is not taken into consideration
2560 to 3085psi
50.5psi for crew (from either LP side or HP side or pressure reducing valve)
It’s on the bottle. Reduces px to distribution on LP side (64-80psi), sends px signal from HP side to OSCU, allows replenishment via a non-return valve on HP side, relief vlv on LP @125psi
A tube with a large surface area to dissipate heat during filling
Crew = fwd of fwd cargo door, Passenger = aft of fwd cargo door
ECAM is temperature compensated by a temperature transducer near the cylinders
Distribution manifold with test port, LP solenoid vlv with pos switch, s/s pipes and flex hoses, mask boxes
O/Head crew oxygen button on ICP 12211VM which elec signal to LP supply vlv using DC ESS
AMU to control mask mic ops
P1 is Dispatch px (all 4/5 members PIN programming knows how many and how many bottles etc), P2 is minimum px (2 occupants 15mins supply)
If PX is between P1 and P2 then amber half box with green digits(on GND no engines only). If PX is lower than P2 then digits and words in Amber and caution OXY CKPT BOTTLE PRESS LO on ECAM EWD
LP switch detects < 47psi or LP supply solenoid valve closed. Also REGUL PR LO on ECAM SD. On GND only. Signal via OSCU and IOM
Above 14000ft cab alt or manually from flight deck
131PSI. Over pressure is 170PSI
-15degs to 70degsC
200psi/min
2 oxygen regulators, Lo px switch, 2 test ports, 2 main distribution line, a bleed/vent vlv
They electrically regulate the pressure to 5psi @ 10,000 to 65psi @40,000ft
1 to open and 1 to close as I/P. Vlv fully open, Valve fully not open or valve fully closed O/P from 2 internal switches
Intermediate line between reducer/transmitter and regulators. Sends to OSCU and IOMs if below 98psi
1 in intermediate line and 1 in distribution line
1 Main Distribution Line on each deck connected fore and aft by Interconnection Lines. Regulators supply the fwd Interconnection Line
2 bleed vent valves. Prevents the oxygen doors opening if there is a leak in the regulator shut off valves and allows purging and lets seal on oxygen sys activation so that the doors will release
Manual, from CPCS or the altitude switch (in the Main Avionics Bay)
From the OXYGEN RESET switch if cab alt < 10,000ft.
Light stays ON until operation complete (4s)if all relay and all valves correct. If not correct ON remains and also FAULT lt
Uses AFDX to FWS(flight phase), FWS(warnings), CPCS(pressure signals), FMC(Passenger numbers), LGERS(GND/FLIGHT), CIDS(Pre-recorded announcements), IOMs for back-up
2 check Vlv’s, 2 shutoff valves, Riser line shutoff check valves, differential px switch.
Open for oxy fore to aft, close if aft to fore
If a rupture happens downstream it will close. Only opens with ground ambient conditions
Senses a difference between each MDL
The OSCU (by continuous BITE) has detected an Engine Burst Shut Off valve not Fully Open
10 mins
CDCCL, FAA(SFAR 88), DGAC
Fuel Airworthiness Limitations and it is added to the Airworthiness Limitation Section part 5
Ullage
Flash point (lowest temp but needs a thermal source or reach ignition point to continue), ignition point (can continue burning by itself) and Auto ignition (no ignition source needed)
Metallic strips attached to non metallic
Low power supply, connections via terminal block, gap to structure maintained, electrically isolated from structure.
Only essential and limited to sensing and monitoring with very low energy req. In-tank wiring and fuel calculators is separated from other a/c system.
Externally actuated dual bonded
If mounted on a tank boundary they are separated from the fuel by a diaphragm. Electrics are fully sealed and explosion proof
Vent with min 1 inlet and 1 outlet. Check with combustible gas indicator after 6 hours venting. Must be < 10% Lower Explosive Limit (LEL). Respirator req if > 5%. And pre tank entry check list completed
Overpressure protector has a white Cross outboard of NACA duct. between Ribs 47 and 48
< 10% fuel qty
Using manually operated leak monitor (x3) and the drain mast
2 primary upturned outlets and 2 secondary with float valves. A weir duct is installed between ribs 7 and 8 and a float valve inboard of rib 8
Back to feed tanks of 1 and 4 via jet pump. ( or over board via vent tank!!)
1000 litres. > causes refuelling to stop. WING OVERFLOW msg until level is < 800
2 FQDC, probes and sensors, IRP, 4 CPIOM-F with APPs
Mostly in CPOIM but also in FQDC
F1 and 3 are side 1 with FQDC 1, F2 and 4 are side 2 with FQDC 2 (odd and even). 1 and 2 are COM. 3 and 4 are MON
Measurement, Management, and CG measurement
Integrity, Monitor, BITE, CG measurement
Receive data from probes an sensors as well as feedback and IRP and sends to CPIOMs via ARINC 429
AGP x1 TSP A and B. There are 2
Monitor broken APU feed pipe
Primary (software in CPIOMs, Tank Signal Processors in FQDC) and Secondary (Alternate Gauging Processors and independent software and TSP in FQDC)
Group A and Group B. A are done TSP1A + 1B. B are done by TSP2A + 2B. Then data is sent to AGPs and CPIOMs
Comparing measured values with threshold values
CPIOM-F 1 and 2 broadcast via ARINC 429
Capacitance data from Probes (measure fuel height) , from PROBE Compensator Temp Units (PCTU) (measure fuel permittivity (or dielectric) and Temp) and Fuel Properties Measurements Units(FPMU) and temp sensors.
172 probes and 12 PCTUs
Probe is 2 metallic tubes with a gap, PCTU ha 3 metallic tubes and a temp sensor. If fully immersed it is a compensator.
Measure permittivity, density and temp of a fuel sample during refuelling only. They are in feed tanks 1, 2, 3. Each has a compensator, a densitometer, 2 temp sensors
Dual Temp Sensors (segregated from each other) in L and R outer tank, collector cells and trim tank
Main runs, and stay only if main low px or off. If both pressed in together then Main runs and after 3s stby runs for3s
Closed
Besides Eng 4 on ECAM fuel page. APU in white line in green means it is being fed (both APU isolation and APU LP valves open)
Fuel is being fed abnormally. (APU in AMBER alone means APU not being fed)
Push and hold the fuel-vent P/B sw. (Valves open APU pump starts if px low at APU inlet)
The FMS NOT the Active/fuel&load page
Fwd gallery for wing to wing, aft gallery for trim tank
On ground when primary accuracy 1 to 2 % of tank capacity. In air 2% to 4%
Fuel tank digits in green except last 2 are amber with a dashes, FOB and GW last 3 amber dashes, GWCG last digit amber dashes. Also on IRP (obvs all green) dashes on last 2 tank and FOB last 3
On ground when primary accuracy 2 to 10 % of feed tank 1. In air 4% to 10%
Fuel tank digits in green except last 2 are amber with a dashes, FOB and GW last 3 amber dashes, GWCG last digit amber dashes. Also on IRP (obvs all green) dashes on last 2 tank and FOB last 3
Yes… “FUEL FQI FAULT” if feed tank 1 inaccuracy > 10%. Everything becomes XXXX
Fuel in at least one tank is unusable
Fuel pumps (main and stby in collector cell) collect fuel from collector cells and jet pumps(2 also in each collector cell— 1 for fuel supply the other (smaller) for water scavenge ) to fill the collector cells
Bottom skin of wing
Front or rear spars. 1 for each pump High or low signal
115v freq wild converted to DC by and regulated by an electronic controller
115VAC SEPDC or relays Main 2 and STBY 3 pumps. The relays receive the px signal so know when to activate stby
Only the Main 2 and stby 3 pumps are supplied and controlled by aircraft wiring
GFI between the busbars (other pumps Gfi function is from SEPDC)
Brushless DC
A check valve in each canister
Bleeds off air and prevents over pressure of fuel between closed valves also
Front spar in respective fuel feed pipes in the fuel tank adjacent the engine pylon. They are a ball type valve driven by Twin Motor Actuators (TMA). They send a feedback signal. They live in a fireproof box
A clear window on the cover lets you see the driveshaft. White slot aligns with O or C
DC ESS motor 1 and DC2 for motor 2
By FQMS after last engine shutdown. Each motor full open close separately. Also crossfeed valves tested too
4 in the centre wing box in the feed lines to 1,2,3,4 respectively. It is a ball valve with TMA same as LP valve.
Manually or automatically.
Micro switches on the shaft (so the actuator NOT the valve)
Only a backup for hydraulic cooling if air/hyd fails. In the Lower skin of each wing enclosed by outer engine pylon
Fuel diffuser (outside collector cell) and fuel returned to below fuel surface
TMA yawn. On front spar
HSMUs request to FQMS who make decision
52degsC
DC 1 and DC ESS
DC ESS powers each Motor 1 closed
Every flight 120s after ‘On Ground’ recieved. This also prevents trapped fuel in exchanger
From ENG 4 fuel feed via Isolation Vlv and APU LP vlv using engine supply pump or APU pump
Rear Spar ribs 14+15 (mid tank area)
Thermal relief valve (part of bypass valve) releases over pressure to inner tank,
Ball valve SMA on rear spar of centre wing area
Ball valve TMA, to isolate feed pipe in case of fire etc. In the unpressurised area frame 112
Flight deck switch to ECB (or bleed sw fwd of APU fire bulkhead) send demand and valves open. If there is insufficient pressure from eng 4 feed line APU pump runs
Hold the Shut-off Test button for 5s
MODE STATUS DISPLAY and FAULT STATUS DISPLAY
IRP, via ACARS, FMS, OIS, OMS (5)
Sets off, auto, manual, defuel, Transfer
If there is > 1000litres of fuel in a surge tank
Electrically controlled fuel operated
199KB
6m up, 3m from each engine
40psi with max 55psi. Max 2degs
CG target using default values(272T 36.5%), or using specific values for ZFW and ZFCG via FMS, OIT, OMT, ACARS
High level shut off operates or preselect qty +-400kgs. The END light comes on in Flt deck and then refuel P/B pressed to off
3. Load Alleviation (to prevent structural stress on the ground and in flight), Main Transfer (to maintain fuel in feed tanks) and CG transfer
Load Alleviation and CG only. Not Main whilst Load Alleviation is running
Inner —> Outer, Mid —> Outer after T/O. Outer—>inner, Outer —> Mid, then to feed tanks, Trim —> inner, Trim —> Mid, Trim to Feed tanks before Landing
Only after Load Alleviation finishes —> Inner —> feed tanks, Mid —> feed tanks, Trim to feed tanks, Outer —> Feed Tanks
If the fuel temp drops to -35degsC and any feed tank has less than 18T (all other transfers are stopped)
Trim —> Inner, Trim —> Mid, Trim —> Feed Tanks
10. 1 outer, 2 mid, 2 inner per wing. 115VAC 3 phase rectified and regulated to DC. A DC brushless motor
Pressure switches on rear spar break contact between 5.5->65.psi an remake 4.5->5.5pis
Via fwd transfer gallery or aft if fwd u/s
SMA ball valves
Used a transfer defuel valve in the centre wing box to connect the crossfeed gallery with the refuel gallery
A TMA transfer valve and pipe at front spar of surge tank between outer and feed tank 1/4 to gravity feed fuel. Uses red guarded OUTR TK EMER XFR P/BSW
4 total. Aft transfer gallery between ribs 1,2 and ribs 34,35. Fwd transfer gallery ribs 5,6 and ribs 35,36. Its a spring loaded valve and discharges into the fuel tanks
2 on fwd spar L/R. 115vac 3 phase.with px sw
Via 2 transfer isolation valve to fwd and aft gallery. SMA ball valve
3 ways. FQMS auto, Cockpit and IRP manual
OPEN in the switch (which means NOT closed) and double green arrows with the word JETTISON. If active but valves closed its Amber
An anti corona device on flap track fairing 5. Valve is ball type TMA
Any FQI fail or Electrical Emergency Config
CPIOM-F, TSPs and probes. Secondary is the AGP software hosted in the FQDCs and talk to CDS via ARINC 429 via IOMs
PEPDC and SEPDC
Interacts with CPIOM-E for bus bar info incase emergency configuration is needed
HSMU for heat exchangers. LGERS for on ground (from L/G lever UP). ADIRS 1 and 3 is primary for air reference. ADIRS 2 is secondary. FADEC, APU, Auto Flight (for CofG etc), Flight control (CofG etc). NSS
3 zones and one pylon. Z1 = Fan 2 pairs of det. Z2 = intermediate compressor 1 pair of Det, Z3 = Core 1 pair of Det
The core (2 pairs of det in fan exhaust cowls) and each pylon.
1 FDU (Fire Protection Unit) for the engines, APU(1 pair of det) and MLG (R and L WLG, R and L BLG 1 pair each)
DC2 and DC HOT BUS
Electro-pneumatic. A sensing element (made of a hydrogen charged core surrounded by helium) and a responder assy.(made of s/s. Has 2 pressure switches (integrity and alarm) giving Normal Fault or Fire) Responder sends to FPU via conversion module. 2 loops A + B
Integrity closed if good. Alarm open if good.
Batteries only.
To extinguish the fire in the nacelles and to prevent fire extension by cutting it off
It is a High Rate Discharge system using Halon 1301.
In a pressurised area
2 continuous loops in parallel and use AND logic
Loop A to channel A (and B to B) of Conversion module. Engines to all 4 channels (Ch1=1+4,Ch2=2+1,Ch3=3+2,Ch4=4+3), APU to channel 1 + 2 of FDU. MLG to channel 3 +4. Uses Can bus
Temperature Compensated Pressures Switch (TCPS) on each fire bottle to each channel except APU channel A only
Main Avionic Bay. 4 Channels and a BITE card connected to each channel. LGERS, ICP TEST switches, The conversion modules
A+B fail within 5s
Rear of pylon secondary structure. I/b and o/b are different
CRC continues receptive chime
5. Avionics, Cargo Compartments, Toilets, Cabin sub compartments, additional electronics compartment
Arranged in pairs. Only toilet bins, cargo and LD crew rest have extinguishing built in. The others have portable bottles.
3 SDFs in CIDS. Uses CAN BUS (segregated into A B C D). CIDS talks to FWS and CMS via AFDX. Also talks to VCS via AFDX to shut off ventilation as appropriate
They are in FWD cargo. A flow metered bottle(2 the small one) (240mins) and a high rated bottle (1 the large one). Power supplies are DC 2 and DC ESS to squibs A + B. Have TCPS
CARGO overhead CARGO SMOKE panel, AVNCS p/b on VENT panel, IFEC p/b on ENTERTAINMENT panel
Main and emergency by 2 pairs, rear by 1 pair IFEC by 1 pair
4 pairs of detector fwd and aft, 1 pair in bulk
1 pair SMK DET each. Goes to FAP to show warning an alert can be reset. VCS stop ventilation if in vented area
Cargo Smoke panel in FD, 2 Fire Extinguishing Data Converters to monitor and fire squibs, 2 bottles of halon 1301, 4 nozzles fwd and 5 aft/bulk, Flow metering to keep going (240mins), diverter valve
Pairs of Duct type SMK DET in air extraction ducts
Buses C and D talk to Main avionics and Emergency Avionics (inclusion NSS bay) and IFEC. A + B do aft avionics
2 Bottles (1 discharge 1 metered) controlled from staircase housing FES panel. Fire Extinguishing Data Converter (FEDC) controls and monitors squibs. 3 nozzles in ceiling
Ambient type Smoke Detector in the air outlet cavity, DEU-B and CIDS SDF. DEU-B send to CIDS SDF if smoke detected. FAP and EWD display, DEU-A sounds cabin alarm
77degsC
Photoelectric cell comprising of thermal and hygrometry sensors.
COND on ECAM. EWD shows actions to take
Push button on cargo smoke panel. Tests all avionic bays. COND page shows and all isolation valves can be seen to close
2 G/b. APU load G/B = 2 GENs + oil pump, and Accessory G/B driven by starter + has eng oil pumps
Both systems share a single tank with a shared filler cap and vent and with a compartment each. The generator section fills first and then flows over to the main engine section. The Eng section has a long sight glass and the generator section has a bullseye
It is within the Load G/B. It is referred to as a Hot Tank Type
In the Accessory G/B and vented to exhaust duct
Total = 18.9 ltrs, Main = 13.7 ltrs, Gen = 5.1 ltrs
The Generator side fills first and then a float valve closes and the main side begins to fill until its float valve closes too.
APU P/B in FD, FIRE P/B in FD, NLG and IRP
The ECB
3 shock mounts, 2 FWD on top of Load G/B and 2 AFT on gas generator case aft of fuel manifold to a single mount by links
Air Cooled Oil Cooler (ACOC) in educator assy
At the beginning of each start cycle by monitoring bullseye sight-glass
Approx 60hrs above ADD, then another when ADD is reached which is 60hrs before minimum
ECB energise FCU sol vlv. Fuel Px opens FCU S/O vlv. Fuel flows thru FCU to flow divider. Fuel Px overcomes flow divider dump vlv spring. Fuel flows to primary nozzles. At some Px the flow divider allows flow to secondary nozzles.
ECB controls FCU torque motor.
14 primary, 14 secondary
The IGV actuator and the Surge Control Valve. Regulated by FCU
A dump valve to send vaporised fuel into the exhaust flow
Bleed vlv, Surge Control Vlv, IGVA, Load Compressor Delta px sensor and static px sensor and the APU eductor assy
Butterfly. Bleed has open/closed switches, Surge Control has LVDT and is adjusted by Load Compressor static and delta px.
CPIOM A for PADS to give the Bleed valve closed etc
Fuel on, Flap open. Starter on, IGV to 47%, SCV open. N2 = 8% fuel and ignitors. N2 = 40% starter and ignition off. N2 = 55% IGVs to min. N2 = 86%(at no load) N1 = 95% for 2s “APU AVAIL”
De energise the FCU shutdown solenoid
No cooldown cycle
In flight oil faults, EGT o/temp N! Underdspeed and surge faults are ignored