Ata 36

29 September 2022 1
A330
TECHNICAL TRAINING MANUAL
A330 All Engines to A330 RR Trent 7000 COURSE ‐
T1+T2
36‐PNEUMATIC
This document must be used for training purposes only.
Under no circumstances should this document be used as a reference.
lt will not be updated.
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36 Pneumatic System Presentation (RR7000) .......... ........... ... 2
Pneumatic Air Distribution System (PADS) D/O ................. ... 24
Engine Bleed Air System (EBAS) Presentation ...... ... .. .. ... ... 32
Engine Bleed Air System Pressure Control 0 /0 ............. ..... .. 56
Engine Bleed Air System Temperature Control 0 /0 ........ ...... 66
Pneumatic System Monitoring O/O ... .......... ... .. ........ ... ... . 76
Overheat Detection System (OHOS) D/O ... ... .. .... ... . ..... .... 88
Pneumatic System Component Location (RR TRENT7000) ... 104
Pneumatic System Line Maintenance ........... ... ........... ........ 114
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PNEUMATIC SYSTEM PRESENTATION
GENERAL
the system sources and users:
‐ the Engine Bleed Air System (EBAS).
‐ the APU and HP Ground Unit bleed air
management system,
‐ the leak detection which is the Over
Heat Detection System.
‐ the control and indicating.
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SOURCES AND USERS
The pneumatic system maybe supplied
with High Pressure (HP) bleed air from
3 types or sources:
‐ 1 or 2 Ground carts,
‐ APU.
‐ Engines.
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These users are:
‐ The water system pressurization.
‐ The hydraulic reservoir pressurization.
‐ The wing anti‐icing system.
‐ The engines starting systems.
‐ The packs bay ventilation system,
‐ The air conditioning packs.
‐The Conditioned Service Air System
(CSAS) for the Fuel Tank lnerting System
(FTIS).
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The pneumatic system operates
pneumatically and is electronically
controlled by 2 Bleed Monitoring
Computers (BMCs).
There is one BMC for each Engine Bleed
Air System.
Both BMCs exchange data. If one BMC
fails, the other BMC can control the
other side.
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ENGINE BLEED AIR SYSTEM (EBAS)
The Engine Bleed Air System (EBAS)
supplies pressure and temperature
regulated airflow from each engine to
the air users.
Air is bled from the engine Compressor
by the Intermediate Pressure (IP) port
via a Check Valve
or by the High Pressure (HP) port via
the High Pressure Valve (HPV).
The HP bleed is only used when the
engine is at low power
NOTE: This transfer is monitored and
commanded by the BMC.
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Then the engine bleed air is supplied to
the pneumatic system through the
(PRV)
which acts as a shut off and overall
system pressure regulating valve.
(OPV) installed downstream the
precooler protects the system in case
of overpressure
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The hot bleed air goes through an air‐
to‐air heat exchanger called the
precooler (PCE).
Fan discharge air modulated by the Fan
Air Valve (FAV),
blows across the precooler to maintain
the discharge temperature at 200°C
maximum
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PADS, APU BLEED / HP GROUND UNIT
The Pneumatic Air Distribution System
(PADS) distributes the air from the air
sources (engines. APU, ground carts) to
the air system users.
The PADS control software provides
automatic control of the crossbleed
and APU Bleed vaIves
The APU can be used for bleed air
supply.
This is usually done on the ground for
air conditioning and for engine start.
However, APU BLEED air could also be
used in flight, depending on altitude.
The APU bleed supply is connected to
the left side of the crossbleed duct.
On the ground, up to two HP ground
power units can be connected to the
left side pneumatic system.
The right side may be supplied by
opening the Crossbleed valve.
LEAK AND OVERHEAT DETECTION
SYSTEM (OHDS)
The Over Heat Detection System (loops
A and B) for each monitored zone in
case of hot air leak.
Each loop is made of multiple sensing
elements connected in series to one
BMC.
For each zone, the two loops A and B
are routed in parallel along the air
ducts.
Each BMC receives its own loops
feedback directly
and the opposite BMC loops feedback
via the Cross‐Talk Data Bus. An "AND“
logic avoid spurious warnings.
If a leak is detected, a signal is sent to
the BMC 1 and 2 which automatically
isolate the affected area,
trigger a warning signal to the ECAM
system through the (SDAC) and send a
fault message to the (CMC).
CONTROL AND INDICATING
CONTROL PANEL
Controls for the pneumatic system are
part of the AIR COND panel on the
overhead panel.
ECAM INDICATION
The pneumatic system indications are
displayed on the lower part of the
ECAM BLEED page.
MAINTENANCE TEST FACILITIES
The CMCs enable the maintenance
crew to interrogate the 2 identical
controllers: BMC 1/BMC 2 via the
MCDU.
The BMCs Built‐In Test Equipment
(BITE) is standard type 1
GENERAL
The Pneumatic Air Distribution System
(PADS) provides bleed air sources from
the Engines, APU or High Pressure
ground carts.
Both on ground and in flight the APU
can perform/assist Main Engine Start.
A ground cart connected to the High
Pressure (HP) ground connectors can
supply air to the LH pneumatic
manifold
and through the Crossbleed valve to
the RH pneumatic manifold.
HP AIR GROUND SUPPLY
The ground air source supplies air
through the two HP ground connectors
installed at the bottom left of the belly
fairing.
the ground cart delivered pressure can
be checked on the ECAM BLEED page.
This pressure indication is given
through the engine bleed system.
CAUTION: All A/C bleed systems must
be switched off before the crossbleed
manifold is pressurized by the ground
cart.
APU BLEED AND CHECK VALVES
The APU bleed valve is an ON/OFF
butterfly valve, spring loaded closed,
with a visual position indicator
installed.
It is electrically controlled by a solenoid
and pneumatically operated. Its muscle
pressure comes from the APU first
compressor stage.
A Fully Closed (FC)/NOT FC micro switch
is installed on the valve for indicating
and monitoring purposes.
The check valve protects the APU from
reverse flow when another source
supplies bleed air at a higher pressure.
APU BLEED VALVE CONTROL
Once the APU BLEED P/B is set to ON, a
ground signal is sent to both BMCs.
Then the BMCs digital control channel
sends an opening command to the
(ECB) if the following conditions are
met:
‐The APU master switch is ON,
‐The APU BLEED P/B is ON.
‐No leak is detected on the APU bleed
duct.
‐And no leak is detected on the LH
pneumatic manifold.
Note: that these two leak conditions
are not active during Main Engine
Start (MES)
Once the ECB receives the opening
command, it energizes the bleed
valve solenoid only if:
‐ The APU runs at more than 95% of
speed,
‐ No APU shutdown is carried out,
‐ And the altitude is not higher than
22500 feet (6860 meters).
As a consequence. the APU bleed valve
opens then the HPV, PRV and FAV of
the two engines are commanded close.
The Crossbleed valve is also
commanded open to supply the left
and right pneumatic manifolds and
their related users.
APU bleed valve position and bleed
pressure are indicated on the ECAM
BLEED page (the pressure value is given
by the engine bleed system).
Note: ln case of both BMCs loss, the
APU Bleed valve can be activated
directly by the APU BLEED P/B through
a relay logic.
CROSSBLEED SYSTEM
The crossbleed valve is an electrically
controlled butterfly shut‐off valve.
Two electrical motors, which work
independently, are used for manual or
automatic operation
Either automatic or manual control can
be selected using the crossbleed valve
selector of the AIR panel.
AUTOMATIC CONTROL
When the crossbleed valve selector is
in the AUTO position, the crossbleed
valve control is carried out by the
BMCs, through the primary valve
motor.
As soon as:
‐ the APU BLEED P/B is ON,
‐ the APU bleed valve is not FC,
‐ and there is no leak detected,
When the APU BLEED is deselected, the
APU bleed valve closes and, in turn, the
crossbleed valve closes.
MANUAL CONTROL
The manual opening control can be
used in the subsequent cases:
‐ cross supply by a ground cart,
‐ crossbleed engine start,
‐ or when an engine bleed system fails.
As soon as a manual control is selected,
the crossbleed valve primary motor
power supply is cut out.
When the crossbleed valve selector
switch is set to OPEN or CLOSE,it
directly supplies the secondary
crossbleed valve motor
INCORRECT OPERATION
If a disagreement between the valve
position and command occurs,
the BMCs trigger an ECAM message
and the BLEED page comes up
automatically.
EBAS FUNCTIONS
Pressure Control including:
‐ IP/HP port selection from the engines,
‐ Pressure regulation of the engine
bleed air.
‐ Engine reverse flow protection,
‐ Engine Bleed Air System (EBAS) over‐
pressure monitoring and protection.
‐ Bleed Air Low Pressure Supply
Monitoring.
Temperature Control including:
‐ Temperature regulation of the engine
bleed air,
‐ EBAS over‐temperature monitoring
and protection,
‐ EBAS under‐temperature monitoring
during WAIS operation.
Control and Monitoring including:
‐ System monitoring and indicating,
‐ EBAS isolation functions.
EBAS COMPONENTS
The main EBAS components are:
‐ Bleed Monitoring Computer (BMC)
Each BMC comprises two channels.

Channel A is a full digital channel and
performs all the control and monitoring
functions.
Channel B has a fully hardware
architecture dedicated to the
independent over temperature
protection .
‐ lntermediate Pressure Check Valve
(IPCV) to prevent from HP offtake
reverse flow into the core engine.
the IPCV lets air to be bled from the
engine Intermediate Pressure
Compressor stage 8.
‐ High Pressure Valve (HPV)
The HPV lets air to be bled from the
engine High Pressure Compressor stage
6th
‐ Pressure Regulating Valve (PRV)
the PRV is a butterfly pressure
regulating and shut‐off valve it is
pneumatically actuated and electrically
controlled by a Torque Motor (TM) for
settings modulation
‐ Over Pressure Valve (OPV)
it protects the EBAS downstream users
against potential overpressure
‐ Fan Air Valve (FAV)
it is pneumatically actuated and
electrically controlled by a Torque
Motor.
The FAV modulates the fan airflow
through the precooler
‐ Pre Cooler Exchanger (PCE)
The PCE cools down bleed air from
engine compressor
The cooling air is fan air from engine
by‐pass stream, which is modulated by
the FAV and exhausted in the engine
core.
‐ Bleed Monitoring and Pressure
Sensor (BMPS)
the BMPS is solid state pressure sensor.
linked by a pneumatic sense line to a
pressure tapping downstream the HPV.
The BMPS is used to perform bleed
port switching function.
It is also used to estimate the position
of the HPV and to monitor the HPV and
PRV.
‐ Bleed Pressure Sensor (BPS):

the BPS is solid state pressure sensor.
linked by a pneumatic sense line to a
pressure tapping between the PRV and
the OPV.
The BPS is used for bleed pressure
control and monitoring and also for
OPV position monitoring.
‐ Differential Pressure Sensor (DPS)
the DPS is solid state pressure sensor,
linked by two pneumatic sense lines to
a pressure tapping upstream and down
stream of the PCE.
It also provides an indication of the PRV
and OPV positions.
‐ Bleed Temperature Sensor (BTS)

the BTS is a dual element sensor filled
downstream of the OPV before the
Wing Anti ice (WAI) branch.
The BTS is used for the EBAS
temperature control and protection
monitoring.
PRESSURE CONTROL
IP/HP port selection
The BMC controls the bleed port
switching by means of electrical
command to the HPV
The command logic also includes
the A/C altitude,
the EBAS and WAI configuration
the HPC pressure
and temperature.
An intermediate Pressure Check Valve

(IPCV) is preventing reverse flow to the
engine IP port when the HP bleed port
is supplying.
Pressure regulation
When the air is bled from the IP port,
the pressure regulation is performed by
the PRV
When the air is bled from the HP port.

the pressure reduction is achieved by
HPV and the regulation by PRV
NOTE: A pneumatic back‐up mode

internal to the PRV is available for bleed
pressure regulation in case of
automatic control lost.
Engine reverse flow protection
The BMC activates the reverse flow
protection when
the DPS detects a low delta pressure
when another pneumatic source is
supplying the same network. (opposite
EBAS. APU or HPGC)
Consequently, The PRV is controlled

closed and is latched until the condition
disappears or ENG BLEED is selected
OFF
EBAS over‐pressure monitoring and
protection
The BMC includes an over pressure
monitoring using the BPS feedback.
Depending on the over pressure value,
the BMC will generate ECAM message
or warning
if the over‐pressure continues,
the OPV will close thanks to its purely
pneumatic back‐up protection.
Bleed air low pressure Supply
monitoring
a low pressure supply monitoring using
the BPS and the Pack Inlet Pressure
Sensor (PIPS) feedbacks.
When a low pressure is detected.
the BMC will generate an ECAM
message provided the PRV is
commanded open.
TEMPERATURE CONTROL
Temperature regulation
By comparing the temperature
measured at the BTS with the users
demand,
the BMC controls the FAV to modulate
the cold airflow through the PreCooler
Exchanger (PCE).
EBAS under‐temperature monitoring
a low temperature supply monitoring,
in flight when the Wing Anti Ice (WAI)
system is ON.
When the BTS detects a low
temperature,
the BMC will generate an ECAM
warning for flight crew action and
monitoring.
CONTROL AND INDICATING
Each BMC monitors its own bleed
system and the opposite engine bleed
in parallel.
Each BMC receives feedbacks directly
from its own sensors and from the
opposite sensors.
The two BMCs also exchange data via
the digital cross talk buses.
Each BMC controls the valves from its
own side
and can take over the control of the
opposite side valves if the opposite
BMC fails.
Each BMC reports to the SDAC for
indicating and to the FWC and CMC for
faulty components or misbehavior.
The BMC will isolate the bleed system
and will control to close the PRV, HPV
and FAV in the following cases:
‐ When the ENG BLEED P/B is set to OFF,
‐ When the ENG FlRE Handle is released,
‐ In case of absence of air consumers.
‐ During engine start sequence,
‐ When the APU is supplying,
‐ ln case of hot air leak detection (Pylon,
Wing),
‐ In case of reverse flow protection,
‐ ln case HPV is detected failed open for
isolation.
‐ When engine not running or in shut off
sequence,
‐ When a failure is detected by the system
(Overtemp, Overpress, equipment failure)
‐ In case of BTS total failure.
‐ In case of engine starter duct burst
detected.
IP/HP PORT SELECTION
The (BMC) Channel A controls the
bleed port switching by means of an
electrical command to the High
Pressure Valve (HPV) solenoid.
When the HPV is energized, the valve is
regulating bleed pressure at 63 Psi and
the IPCV closes
PRESSURE REGULATION
The BMC Channel A controls the
opening /closing of the (PRV) and the
regulating by modulating the electrical
supply to the PRV Torque Motor (TM).
the reference pressure is sent to the
BMC by the (BPS).
The two regulating set points
(measured at the BPS) are:
‐ 40 Psi when two engine bleeds (2B)
are available or one engine bleed (IB) is
available and the wing anti ice (WAI) is
off.
‐ 45 Psi when one engine bleed is
available and the WAI is on.
In case of BPS measurement failure
(invalid signal or out of range),
the BMC will fully supply the PRV TM to
engage the pneumatic back up mode.
In that case, the PRV will self‐ regulate
the immediate downstream pressure to
53 Psi
With no electrical power to the TM (or
no pressure in the valve body),
the PRV will be fully closed (failed safe
position).
PRV CONTROL AND PROTECTION
The BMC Channel A controls the PRV to
close if:
‐ There is an over‐temperature
downstream of the PCE (BTS > 257 deg.
C for 55 seconds).
‐ There is an overpressure downstream
of the PRV (BPS > 60 Psi for 15
seconds)
‐ There is a bleed leak around
pylon/wing/fuselage ducts,
‐ The APU bleed valve is not closed
(depending on X‐Bleed Valve position
for RHS).
‐ The related Start Air Valve is not
closed,
‐ There are no bleed consumers.
‐ There is a duct burst in the starter
duct,
‐There is a risk of reverse flow to the
engine (DPS below 0.18 Psid with
another bleed source supplying).
OVERPRESSURE MONITORING AND
PROTECTION
The BMC Channel A monitors the bleed
delivery for overpressure using the BPS
feedback.
lt generates the following ECAM
‐ Class 2 maintenance message when
BPS is greater than 52 Psi for more than
30 seconds
‐ PRV closure and "AIR ENG X BLEED
FAULT" when BPS is greater than 60 Psi
for more than 15 seconds
the (OPV) provides a purely pneumatic
back‐up protection.
The valve is designed to close
automatically when the upstream
pressure reaches 85 Psi,
When the upstream pressure drops
back below 59 Psi. the OPV shall re‐
open.
LOW PRESSURE SUPPLY MONITORING
delivery using the BPS feedback and
the Pack Inlet Pressure (PIP) Signal,
lt generates the ECAM message "AIR

ENG X BLEED FAULT" when one of the
following conditions is detected:
‐ PIP is lower than 17 Psi for more than
15 seconds or.
‐ BPS is lower than 25 Psi for more than
15 seconds.
TEMPERATURE REGULATION
OPERATION
Each BMC regulates its own (EBAS)
discharge temperature by modulating
the Fan Air Valve (FAV) position.
The BMC Channel A supplies the FAV
Torque Motor (TM) with an electrical
current
The normal regulation setting point is
200°C,
The second regulation setting point at
150°C only if requested by the Zone
Controller (ZC).
The FAV is supplied with pneumatic
pressure tapped downstream of (PCE)
via a sense Iine
the FAV is spring loaded closed.
When the Engine BLEED is selected OFF

or the Fire Handle is released.
the FAV is commanded to close by the
BMC.
in case the BTS fails

or a leak is detected,
both associated with the PRV failed
open,
the BMC will command the FAV to the
fully open position in order to reduce
the bleed temperature.
FAULT STRATEGY
The two BMCs exchange information
via analog inputs / outputs and digital
cross talk buses.
Each BTS is a dual sensor directly
connected to its dedicated BMC.
The sensor A is connected to the BMC
Channel A for control, monitoring and
isolation.
The sensor B is connected to the BMC
Channel B as a back‐up measurement
for control, monitoring and isolation.
If the BMC 1 Channel A fails
(indicated by the ECAM warning "AIR
BMC 1 FAULT"),
the BMC 2 Channel A is able to take
control on the FAV positioning.
Additionally, the BMC shall isolate the

bleed system (PRV closure) in case of
sensors A and B failed,
until the Engine BLEED P/B is selected
OFF.
EBAS OVER‐TEMPERATURE
MONITORING AND PROTECTION
The BMC:
‐ Monitors the bleed discharge for an
intermediate over‐temperature
(only when WAI is OFF)
and generates an ECAM message (Class
2 maintenance message) when:
‐ BTS > 245°C for more than 55 s (by
Channel A).
‐ Isolates the EBAS
generates an ECAM warning "AIR ENG
X BLEED FAULT" if one of the conditions
occurs:
Channel A or B or opposite Channel A),
Channel A),
Channel A).
BLEED PROTECTION FUNCTION
The Bleed Protection Function (BPF) is
implemented in each Pack Controller
(PC) to prevent the EBAS from over‐
temperature due to insufficient
Precooler Exchanger performance.
This over‐temperature could lead to

the loss of the bleed air supply to ECS
if it reaches the protection threshold.
For the BPF, the Pack Controller (PC)

uses the BTS feedback to temporarily
reduce the pack flow in case of high
bleed air temperature:
‐ BTS > 240°C for more than 20 S.
76% (A330‐900) or 85% (A330‐800) in
2‐packs operation,
112% in one pack operation.
EBAS UNDER‐TEMPERATURE
MONITORING
discharge at the BTS for low
temperature value.
It will generate an ECAM warning "AIR
BLEED LO TEMP" when all following
conditions are gathered during 60 s:
‐ BTS < 150°C,
‐ WAI P/B is selected ON.
‐ A/C is in Flight,
‐ PRV is Open.
BMC ARCHITECTURE
Each BMC is made of two electronic
boards:
The Channel A hosts a microprocessor
and soft‐ware.
It processes the system information
and commands the valves accordingly.
The Channel B is an electrical back‐up
with full hardware Electrical Protection
Functions (EPF).
Each BMC:
‐ Controls (PRV),(HPV), (FAV), [ (APU)
bleed valve and the automatic mode of
the X bleed valve,
‐ Receives information from pressure
and temperature sensors.
‐ Monitors the temperature at the
precooler outlet, the regulated
pressures and the position of the
valves.
‐ Monitors overheat in pylons. wings.
fuselage and APU line through the
OHDS.
‐ Transmits data through (SDAC) to the
ECAM
INTERFACE
POWER SUPPLY
Each BMC channel is supplied by a
segregated 28 VDC bus bar.
EBAS
Each BMC receives:
‐ Directly all the sensors feedbacks from
its own side and the opposite pressure
signal.
‐ The opposite BTS signal from Channel
B via an analog signal.
Each BMC sends:
‐The valves command to the Torque
Motors (PRVs. FAVs) and solenoids
(HPVs).
PADS
Each BMC receives:
‐ Directly the X‐Bleed Valve and APU
Bleed Valve position through micro
switches.
Each BMC sends:
‐ The valves command to the X‐ Bleed
Valve relay
and to the (ECB) for the APU Bleed
Valve
OHDS
Each BMC receives directly half of the
OHDS loops and the other half from the
opposite BMC via the cross‐talk data
bus.
COCKPIT
Each BMC receive for EBAS control:
‐ The related ENGine BLEED pushbutton
position.
‐ The WAI pushbutton position (via
EIVMU).
‐ The PACK pushbuttons position,
‐ PACK FLOW selector position.
‐ ENGine Master Switches position,
‐ ENGine Mode selector position.
‐ ENGine FIRE pushbuttons position.
APU / ECB
‐APU to BMC: The APU Bleed Valve
sends its position to the BMCs in order
to command the PRV to close when
APU BLEED P/B is ON.
NOTE: In case of dual BMC failure, the
APU BLEED P/B can command directly
the APU Bleed Valve.
ZONE CONTROLLER
Each BMC sends to the Air Conditioning
Zone Controller (ZC)
FADEC
The BMCs receives from the (EEC) via
the (EIVMU) the following signals:
PS25, PS30, T30 to determine the
position of the HPV and to perform
bleed port switching
SDAC
The BMCs 1 and 2 transmit ARINC
signals to the (SDACs) for monitoring,
fault indication, warning and data
recording purposes by the (FWCs),
(DMCs) and (DFDRS).
CMC
The (CMCs) are connected to the BITE
of the BMCs to centralize the
pneumatic system data for
(MCDUs),printer and (ACARS).
DLRB
For data loading purposes, the BMC 1
Channel A is connected to Data Loading
Routing Box (DLRB).
The BMC 2 Channel A will be uploaded
through the cross‐talk buses from the
BMC 1 once the BMC 1 has been fully
uploaded from the data loader.
ACMS
The BMCs send various data to the
(ACMS) for condition monitoring and
troubleshooting purpose in order to
support aircraft maintenance, to
perform trend and exceedance
monitoring and to support flight
operations.
OVERHEAT DETECTION SYSTEM (OHDS)
SYSTEM INSTALLATION
The system provides dual loop coverage
A and B along the Bleed Air network.
The system is made up of sensing
elements connected in series
(detection loops) connected to the two
BMCs.
DETECTION ELEMENTS
Any duct failure (leak or rupture) lead
to over‐temperature and over‐
pressure conditions in the zone where
the failure occurs.
For any temperature higher than a
preset value and applied to a small
length of the element, the resistance or
the eutectic mixture rapidly decreases
The center conductor is grounded: this
result in an overheat detection .
TEMPERATURE THRESHOLD
Here are the preset temperature values
which trigger the warnings.
BMC LOOP MONITORING
Each Bleed Monitoring Computer
(BMC) channel A monitors five zones:
‐ One on its side engine pylon.
‐ One on opposite engine pylon.
‐ One in the LH wing and above the LH
pack.
‐ One in the RH wing and above the RH
pack.
‐ One along the APU bleed duct.
The two BMCs exchange loop status via
X‐talk data buses.
If one loop of one zone does not
operate (loop A or B), the remaining
loop is enough to maintain the
detection for this zone.
If one BMC fails, the other BMC takes
over the monitoring and control for all
the zones.
ENGINE BLEED LEAK
When an overheat is detected in the
pylon area:
‐ The BMC automatic closure of the
(HPV) and (PRV) to isolate
corresponding Engine Bleed Air System
(EBAS).
‐ The "AIR ENG X BLEED LEAK" ECAM
warning is displayed on the EWD.
‐The amber FAULT legend of the Engine
BLEED P/B Switch stays on while the
hot air leak continues.
‐ The Crossbleed Valve automatically
closes if its selector is in AUTO position.
‐ The APU Bleed Valve automatically
closes if the APU BLEED P/B switch is
set to ON and the leak is on the left
side (ENG 1 leak).
WING LEAK
When a leak is detected :
‐ The related EBAS is automatically
isolated,
‐ For a LH Wing Leak, the APU Bleed
Valve automatically closes if the APU
BLEED P/B switch is set to ON (except
during engine start sequence),
closes.
‐ The related Pack FIow Control Valve
automatically closes.
‐The "AIR X WING LEAK" ECAM warning
is displayed on the EWD.
‐The amber FAULT legend of related
Engine BLEED P/B switch comes on.
APU BLEED LEAK
When a leak is detected :
‐ The APU Bleed Valve automatically
closes (if APU BLEED P/B switch is set to
ON)
closes (if its selector is in the AUTO
position and engine starting sequence
is not initiated)
‐ The "AIR APU BLEED LEAK" ECAM
warning is displayed on the EWD.
‐ The FAULT legend of APU BLEED P/B
switch comes on.
An "APU LEAK FED BY ENG" ECAM
warning can be triggered if an APU duct
leak is detected and the bleed source is
the engine bleed air.
FAILURE WARNINGS
The loss of Leak Detection i.e. both
loops in an area will trigger the
following ECAM warnings:
‐ AIR ENG 1(2) LEAK DET FAULT,
‐ AIR L(R) WING LEAK DET FAULT,
‐ AIR APU BLEED LEAK DET FAULT.
This will lead to the auto closure of the
concerned valves.
An over‐temperature detection is
considered as a hot air duct leakage.
the ECAM warning "ENG X BURST
DUCT"
by the OHDS: the related EBAS is
isolated,
APU bleed is isolated (only if ENG 1
burst), XBLEED valve closes.
PNEUMATIC SYSTEM COMPONENT
LOCATION
CONTROL & MONITORING
The two Bleed Monitoring Computers
(BMCs) are in the avionics bay
PNEUMATIC SYSTEM COMPONENT
LOCATION
DISTRIBUTION AND SUPPLY (PADS)
The APU check valve and the
Crossbleed valve are located in the
center fuselage.
The APU bleed valve is installed on the
APU RH bleed duct outlet.
Below the fuselage, two HP ground
connections permit to connect the
ground cart unit.
ENGINE BLEED AIR SYSTEM (EBAS)
The (IP) Check Valve is installed on the
IP8
The (HPV) is installed in the engine rear
core and lets air bled from the HP 6th
stage.
The Precooler is installed in the engine
Core area downstream of the PRV and
attached to the pylon
In front is the Fan Air Valve (FAV).
ln the pylon area we find the:
‐ Over Pressure Valve (OPV),
‐ Engine Bleed Air System sensors:
Bleed Monitoring Pressure Sensor
(BMPS).
Differential Pressure Sensor (DPS)
Bleed Pressure Sensor (BPS) upstream
of the OPV,
And the Bleed Temperature Sensor
(BTS) further downstream at the wing
part.
LEAK DETECTION (OHDS)
The Overheat Detection System
consists of dual loop coverage all along
the air ducts.
PNEUMATIC SYSTEM LINE
MAINTENANCE
MEL/DEACTIVATION
The aircraft may be dispatched with
one of the engine bleed valves (PRV)
deactivated, referring to the MEL.
The conditions for dispatch require the
valve to be locked in the closed position
Procedure to lock the valve closed:
‐ Open the fan cowls.
‐ Make the thrust reverser
unserviceable and open the thrust
reverser cowl doors.
‐ Remove the upper splitter fairing‐
panel,
‐ On the PRV, remove the venting screw
from its stowage
‐ With the manual override, put the
valve is in the CLOSED position and
install the venting screw to secure the
valve closed.
The aircraft may also be dispatched
with one of the engine (HPV)
deactivated, referring to the MEL.
valve to be locked in the closed
position.
‐ Open the fan cowls,
unserviceable and open the thrust
reverser cowl doors,
‐ On the HPV, remove the venting screw
from its stowage.
‐ With the manual override, put the
valve in the CLOSED position and install
the venting screw to secure the valve
closed.
The aircraft may be dispatched with
one of the engine (OPV) deactivated,
referring to the MEL
valve to be locked in the open position
Procedure to lock the valve open:

unserviceable,
‐ Remove the panel 452DL (462DL),
‐ On the OPV, remove the venting
screw from its stowage.
‐With the manual override, put the
valve in the OPEN position and install
the venting screw to secure the valve
open.
The aircraft may also be dispatched
with one of the engine Fan Air Valve
(FAV) deactivated, referring to the MEL
valve to be locked in the closed
position.

‐ Open the fan cowls,
unserviceable and open the LH thrust
reverser cowl door,
‐ On the FAV remove the venting screw
from its stowage.
‐ On the manual override, make sure
that the valve is in the CLOSED position
and install the venting screw to secure
the valve closed.
MAINTENANCE TIPS
Troubleshooting Note:
The condition of an overheat detection
loop is checked by measurement of its
Insulation Resistance (I/R),
‐ For the wings and APU loops, the I/R
must be above 6 K
‐ For engines pylon loops, the I/R must
be above 25 K
NOTE: I/R measurement must be done
using an Alternate Current (AC) loop
controller (Example: 9240SI).
The use of Direct Current (DC) loop
controller will impact the electrical
characteristics of the sensing element.
A test set is available to help in
troubleshooting of the pneumatic
system.
It is used to do an on‐wing operational
test of the HPV, PRV, FAV, OPV and
pressure transducers.
If the ENG BLEED LEAK warning is
displayed on the ECAM, there is the
possibility of a high‐pressure air leak on
the engine pneumatic ducts.
The leak may be found by using the
(aluminum) foil‐wrapping procedure to
locate the source

on the BLEED page when the aircraft is
on the ground to indicate that the
external pneumatic supply will be
connected directly to the left hand side
of the system

During a ground air start, the
crossbleed valve must be manually
operated.
For safety, it is recommended to use
the ground air supply to start the first
engine.
Then disconnect the ground air supply
and make a crossbleed start for
subsequent starts.

The installation of PTFE (Teflon) seals
on the bleed air duct is done in two
steps.
First the installation of the filler ring
inside the bleed duct groove

and then the installation of the seal
with its green face visible from outside.

NOTE: No lubricant has to be applied
prior and/or during installation of PTFE
seal.

TERIMAKASIH

Ata 36

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29 September 2022 1

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

lt will not be updated.

Each BMC comprises two channels.

‐ Bleed Pressure Sensor (BPS):

‐ Bleed Temperature Sensor (BTS)

An intermediate Pressure Check Valve

When the air is bled from the HP port.

NOTE: A pneumatic back‐up mode

Consequently, The PRV is controlled

lt generates the ECAM message "AIR

When the Engine BLEED is selected OFF

in case the BTS fails

Additionally, the BMC shall isolate the

This over‐temperature could lead to

For the BPF, the Pack Controller (PC)

Procedure to lock the valve open:

Procedure to lock the valve closed:

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