ATA 21.pdf

MTT M540000/R3.41 17AUG01
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For Training Purposes Only
For Training Purposes Only ATA 21
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ATA 21
ATA 21
Air Conditioning
Air Conditioning
and
and
Pressurization
Pressurization

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AIR CONDITIONING SYSTEM
AIR CONDITIONING SYSTEM
GENERAL
GENERAL

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General
The air conditioning and pressurization systems maintain the air in the
pressurized compartments at the desired level of pressure, temperature
and freshness.
Bleed air is cooled, conditioned and distributed to the individual
compartments (flight compartment and cargo compartments) and then
discharged overboard through outflow valves (pressure regulating
valves) and fixed vent holes. A part of the cabin air is recirculated.
The required bleed air for the system is supplied either by engine
compressors or APU or a high pressure ground air supply unit.
Conditioned air can also be supplied directly to the cabin air/distribution
system by a low pressure ground connection.
A ram air inlet is also provided for fresh air ventilation, in flight when the
air conditioning systems are not operating.
Pressure and pressure variations in the pressurized compartments are
controlled automatically by adjusting the outflow valves. Two
pneumatically operated safety valves are also provided in the pressure
control system.
The underfloor air is used for ventilation of the electronics racks, in the
cargo compartment heating and ventilation systems, and for general
ventilation of other underfloor areas inside the pressurized fuselage.

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A300 General System Layout

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A310 Air Conditioning and Pressurization System - General Layout and Differences
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Flight Compartment and Cabin Temperature Control System
The flight compartment and the three cabin zones are each provided with
an independent temperature control system, capable of automatic or
manual operation.
In automatic control, the compartment temperature controller receives
inputs from the zone inlet and zone ambient temperature control
sensors, signals from the APU and pack temperature demand controller
and from the COMPT TEMP selectors.
The controller modulates the trim air valve, which mixes hot air with cold
air to obtain the required air temperature.
The hot air comes from the LH and RH hot air manifolds through a single
hot air supply valve, regulated at 4 PSI above the cabin pressure.
The compartment temperature controller limits the maximum duct inlet
temperature to 165°F with an overheat protection rated at 190°F causing
the hot air supply valve to close.
In case of automatic control failure, the zone temperatures may be
manually controlled by direct operation of the trim air valves and manual
adjustment of the pack discharge temperatures, using controls provided
on the overhead panel.
A. COMPARTMENT TEMPERATURE SELECTORS
Selects temperature for automatic control or provides manual
control of temperature.
AUTO-Associated compartment temperature is controlled relative to
selector position. Full range is from 65° to 85°F. Mid position is
75°F.
MAN-Associated compartment temperature is manually controlled
by positioning the zone trim air valve. Selector is spring loaded to
center position.
B. HOT AIR SUPPLY VALVE SWITCH
Opens or closes the hot air supply valve. When valve is open, hot
air is provided to the hot air manifold. When switch is pressed in,
valve opens.
C. COMPARTMENT TEMPERATURE INDICATOR
Indicates cabin temperature in degrees Fahrenheit.
D. DUCT TEMPERATURE INDICATOR
Indicates duct temperature in degrees F to selected compartment.
E. COMPARTMENT/DUCT TEMP. SELECTOR
Selects the zone or cargo compartment for which temperature
readings are desired. When selector is set to CRT, all compartment
and duct temperatures are indicated on ECAM. When selected to a
position other than CRT, temperatures are indicated on the
temperature indicator, and ECAM displays XX for that
compartment/duct.

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A300 Air Conditioning Temperature Control
A
B
C
D
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AIR CONDITIONING
AIR CONDITIONING
PACK UNITS
PACK UNITS
NUMBER 1 AND 2
NUMBER 1 AND 2

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Location of Air Conditioning Packs
Both air conditioning packs on this aircraft are located below the main
passenger compartment floor and forward of the main gear wheel wells.
Access to the packs is through panel 147BZ located on the forward wall
of the main gear wheel well.

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Pack Location
F
W
D
F
W
D

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Pack Component Locations
1. The Air Cycle Machine (AVM) comprises:
• A Cooling Turbine Assembly including a Compressor, Turbine and Fan
• A Anti Ice Valve and associated system provided to bypass the Cooling
Turbine Assembly
• A Compressor Bypass Check Valve
• A Fusible Plug and Thermostat at the Compressor Outlet
• A Fusible Plug and Thermostat at the Turbine Inlet
2. The Cooling Turbine is a Rotating Assembly including a Turbine,
Compressor and Fan mounted on a common shaft. The shaft is supported
by two Air Bearings. The Cooling Turbine provides cool air for the Aircraft
Air Conditioning System; when Ram Air is not available (In Flight at low
speed or during ground conditions). The Cooling Turbine circulates air from
the Heat Exchanger.
3. The Compressor Discharge Check Valve enables air to bypass the
Compressor which reduces the drag load on the shaft. When the
Compressor rotates at low speed with the Inlet Pressure higher than the
Outlet Pressure. The valve is composed of two semi-circular flap type.
4. The Anti Ice Valve modulates the hot air flow attheTurbine Outlet to
prevent the Water Separator and the Turbine Outlet from icing up, and to
maintain temperature around Dew Point. The valve is equipped with a
visual indicator. It is pneumatically actuated and spring loaded CLOSED.
In the event of ice formation on the Anti Ice Screen at the Turbine Outlet, the
differential pressure across the Anti Ice Screen and the Water Separator
causes the valve to OPEN.
5. The Pack Flow Control Valves control bleed airflow. The valves limit the
airflow through the Refrigeration Unit Packs so that a virtually constant
volumetric airflow is maintained to supply the pressurized compartments.
6. The Water Separation System removes moisture from the Turbine
Discharge Air and injects the moisture into the ram airstream upstream
of the Heat Exchanger. The System consists of a Water Separator,
Water Injectors and an Anti Ice Screen.
Water Injector
Water collected at the base of the Cooling Turbine and Water Separator
drained and sprayed into the Heat Exchanger Inlet by two Water Injectors.
Sprayed water evaporates and provides additional cooling effectiveness by
the Heat Exchanger.

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Pack Component Location

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Ozone Reducing System
GENERAL
The purpose of the Ozone Reducing System is to avoid ozone
concentration in the Flight Compartment, Courier Area and Cabin.
DESCRIPTION
The Ozone Reducer Unit is installed at the air inlet of each Pack Flow
Control Valve, upstream of the Refrigeration Unit Pack Number 1 and 2.
It is a honeycomb monolithic catalyst.
FIN NUMBERS
LH OZONE REDUCER / FIN 21A013
RH OZONE REDUCER / FIN 21BO13
LOCATION
Both units are located in the Air Conditioning Bay are identical in
appearance.
INSTALLATION FEATURES
The Ozone Reducer Unit is installed between the OUTLET of the LH and
RH Bleed Air System Ducts and the INLET of the LH and RH Pack Flow
Control Valve Inlet Flange areas.
Two clamps at each end of the unit secure the Ozone Reducer Unit.
Observe proper installation and torque clamps as per Torque Value given
on the clamp.
During installation of the units, ensure that air flow direction arrow is
pointing AFT to the Pack Flow Control Valve air INLET flange area.
EFFECTIVITY
FedEx A310-200 Series Aircraft Registration: N416FE thru N422FE.

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Ozone Reducing System - Component Locations

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Air Conditioning Packs
A part of the unconditioned hot air is tapped upstream of the two packs,
just downstream of the pack valve and directly fed to a hot air manifold,
through a single hot air supply valve.
The air supplied to the pressurized compartments is temperature
controlled by mixing, for each compartment, cold air with hot air from the
two manifolds.
Each pack includes:
• A pack valve which is a pneumatically operated, electrically
controlled butterfly valve, delivers air to the pack, and in normal
operation, regulates an approximately constant volumetric airflow.
Two flow controls are possible: Normal or Economic. The selection of the
economic flow in cruise reduces the quantity of bleed air required; thus
resulting in a small fuel saving. Economic flow is not available on ground
or in case of single pack operation.
NOTE: The information "ECON FLOW SELECTED" is displayed on the
ECAM MEMO page.
In the absence of air pressure, and independently from any electrical
supply, the pack valve is spring-loaded closed. It remain s open in the
absence of electrical supply, provided it is pneumatically supplied.
• A refrigeration unit, consisting of a compressor, a turbine and a fan
mounted on a common shaft, and an air to air heat exchanger
located between the compressor and turbine The energy provided by
the expansion of the air in the turbine is used mainly to cool the air
already cooled in the heat exchanger, and to drive the compressor
and fan.
Fusible plugs and thermostats at the compressor outlet and turbine inlet,
protect the system in case of excessive temperature.
• A turbine bypass valve which admits more or less flow through the
turbine.
• A water separator collecting small droplets of water, after
separation from the air by inertia in a coalescer: this water is then
sprayed through an injector at the inlet of the air to air heat
exchanger to aid in cooling the air through the heat exchanger.
• A cooling airflow system to modulate the precooled flow of the
conditioning air in the heat exchanger. The cooling air inlet is closed
by a deflect door during the takeoff and landing phases, and is open
during flight and on the ground. The cooling air outlet is equipped
with a modulation flap which is linked to the turbine by pass valve by
means of a teleflex cable and modulates the flow of cooling air as
required.
• An emergency ram air inlet located forward of the air conditioning
pack #1 cooling air inlet, provides for ventilation of the pressurized
fuselage with ram air. The opening of the ram air inlet is only
authorized in flight when the cabin differential pressure is less than 1
PSI.

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Air Cooling - Airflow Diagram

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Pack Flow Control Valve
The two flow control valves control the total air quantity passed through
the two air conditioning groups into the pressurized areas of the
fuselage.
These valves may be switched manually for "normal" operation, or for
"economic" operation, or closed for pack isolation. They also incorporate
an attenuating characteristic to alleviate pressure transients in the packs
during pack starting, supply switching, etc.
Pack valve solenoids “A” and “B” when de-energized provide or attain
normal (100%) flow through the pack valve assembly.
Solenoid “A” (shown): The solenoid valve assembly is provided to select
either the low flow or high flow setting.
For operation on decreased flow (68%), solenoid “A” is energized.
Solenoid “B” (shown): The solenoid valve assembly is provided for
operation of the shutoff control for the pack valve irrespective of the
position of solenoid “A.”
Closure of the pack valve for shutoff operation is accomplished by
energizing solenoid “B.”
Manual override cam: The cam is rotated manually to vent supply
pressure and close butterfly for maintenance and/or MEL requirement.

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Pack Flow Control Valve

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Pack Compressor Bypass Check Valve
This valve consists primarily of a body and two semicircular flapper
assemblies hinged about a center post. With the flapper assemblies in
the closed position, a differential pressure of one inch of water is
required to crack open the flappers.
With the flapper assemblies open, air is permitted to flow in the direction
of the arrow on the body assembly. A reverse flow of 15 lb/min. at
standard sea level density will close the flapper assemblies and initiate
check. This valve is designed to provide the pneumatic system with one
way air flow only.

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Pack Compressor Bypass Check Valve
DOWN

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Fan Bypass Check Valve
The fan bypass check valve is a rectangular, single flapper configuration
made of a high temperature resistant fiberglass material. A metal hinge
is molded into the fiberglass. It is mounted in the ram air plenum
assembly by means of supporting brackets. The brackets may be
removed allowing removal of the valve. The face of the flapper bears an
elastomeric sealing surface. The valve seal or mating surface is an
integral part of the ram air plenum.
The valve will open during all operating conditions when ram air exceeds
the fan capacity. Conversely, the valve will check when ram is
insufficient to maintain positive pressure upstream of the fan and
prevents recirculating airflow from fan outlet to fan inlet. Slots in either
end of the hinge pins provide a means of visually determining valve
position and freedom of movement.

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Fan Bypass Check Valve Location

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Ram/Turbine Bypass Valve Actuator
A ram/turbine bypass valve actuator is located at each ram air exit
enclosed within the air conditioning bay external fairings. The actuator is
a 115 V AC operated linear actuator, with longitudinal movement
achieved by a multi-stage worm gear. The ram air outlet flap is actuated
by a lever connected to a push rod assembly. A teleflex cable is
connected between the lever assembly and the turbine bypass valve.
The actuator operates on a receiving signal from the pack temperature
controller or the PACK MODE SEL switch when in the manual position.
Limit switches located in the switch housing of the actuator transmit the
end positions to the pack controller. These switches are actuated by a
cam mounted on the gear. The actuator stops operating when an
overheat switch opens 347°F (175°C) but operates again when the
switch closes 266°F (130°C).

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Ram/Turbine Bypass Actuator and Turbine Bypass Valve (TBV)

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Pack Anti-ice Valve
The anti.-ice valve is located in a duct between the compressor inlet and
the turbine outlet muff of each air-cycle machine.
The anti-ice valve functions to bypass hot air across the air cycle
machine to prevent the water separator and turbine outlet muff from
freezing. The valve consists of inlet and outlet ports, a poppet, an
actuator spring, damping orifice, and an actuator. The actuator consists
of two chambers, separated by a diaphragm.
One chamber (A) contains the actuator control pressure port connected
by a sense line to a point downstream of the water separator.
The second chamber (B) is opposite the first and contains a sensing port
which is open to the upstream side of the water separator and anti-ice
screen. The anti-ice valve is controlled by differential pressure across the
anti-ice screen and water separator.
The pressure is sensed between chamber A and chamber B of the
anti-ice valve. When the screen is not iced, the poppet is springloaded
closed and a normal Delta P pressure exists across the screen and
water separator. If ice begins to form, the upstream pressure begins to
build up in chamber B relative to downstream pressure in chamber A. At
a predetermined Delta P pressure, chamber B begins forcing the poppet
off the seat. As the poppet opens, hot air from the compressor inlet is
admitted into a muff on the turbine outlet and mixes with the turbine
discharge flow, thereby raising the temperature and melting the ice. To
prevent the pack from shutting down in the event of flash freezing of the
water separator, a line branching off the anti-ice valve outlet duct
bypasses a small amount of hot air into the turbine discharge air
between the anti-ice screen and water separator.

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Pack Anti-Ice Valve
FWD
FWD

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A. Compressor Discharge Pneumatic Thermostat and Turbine Inlet
Pneumatic Thermostat
The compressor discharge and turbine inlet pneumatic thermostats are
differential pressure thermostats which supply overheat protection for the
air-cycle machine. The compressor discharge thermostat is located in
the compressor discharge duct adjacent to the fusible plug. The turbine
inlet thermostat is located in the turbine inlet duct adjacent to the fusible
plug. A pressure sense line from the flow control valve is connected to
the thermostats.
B. Compressor Discharge overtemp Fusible Plug and Turbine Inlet
Overtemp Fusible Plug
A sense line from the flow control valve is connected to the primary
(thermostat) overtemperature protection device and the secondary
fusible plug. If the primary overheat protection is disabled and the outlet
temperature is between 610°F (321°C) and 650°F (343°C) for the turbine
inlet, the fusible element melts (indicator pops up for turbine inlet) and
vents pneumatic pressure from the flow control valve actuator chamber.
The fuse plug is non-resettable and incorrect installation is prevented by
the mounting boss being of different sizes.
Both pneumatic thermostats are physically identical except for the
position of the triangularly-shaped mounting flange. The difference in
mounting hole position ensures installation of thermostat into the correct
duct. If the duct air approaches the actuation temperature, the
temperature sensing elements begin to respond with increasing
temperature, a guide in the control valve follows the reaction of the
sensing elements and allows a check ball to move off its seat. The
opening created causes the pressure in the chamber of the flow control
valve to decrease, causing the valve to go to a closed position reducing
the inflow of pneumatic bleed air into the air-cycle machine. After a cool
down period, the thermostat will close, allowing re-opening of the valve.
Air Cycle Machine (ACM) Overheat Protection Devices

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ACM Overheat Protection Devices

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Pack Temperature Control
Each pack outlet temperature is controlled by a pack temperature
controller associated with the pack outlet temperature sensor and tem-
perature demand signal from the APU/pack temperature demand
controller. The temperature is adjusted according to a predetermined
sequence of opening and closing the turbine bypass valve and the flap
for modulating the heat exchanger cooling air.

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A300/A310 Pack Temperature Control - Component Location

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Pack Deflect Door Actuator
During the takeoff and landing phases, the external cooling air inlet to the
heat exchanger is blanked off by a deflect door operated by a
pneumatically actuated and electrically controlled actuator. This blanking
off of the inlet prevents foreign objects from entering the air inlet and
protects the heat exchangers from damage. Cooling air is then extracted
from the air conditioning compartment. The deflect door is extended
(inlet blanked off) under the following conditions:
• Takeoff: during the pre-pressurization phase, i.e. both engines
running and at least one throttle advanced beyond the 22° position.
The deflect door remains extended until the main gear wheel speed
drops below 70 knots or at the end of the pre-pressurization phase
(15 seconds after takeoff).
• Landing- upon compression of the main gear shock absorber. The
deflect door remains extended as long as the main gear wheel speed
is above 70. knots plus a ten second delay.
The deflect door retracts (inlet open) under the following conditions:
• On the ground with throttle reduced,
• On the ground with wheel speed less than 70 knots,
• In flight.

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Pack Deflect Door Actuator

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Moisture Protection Devices
A. WATER SEPARATOR
The water separators are located in the air conditioning compartment
downstream of the air-cycle machine. The water separator removes
moisture by coalescing the minute water droplets and separating the
droplets from the turbine outlet airstream by centrifugal action., The
water separator comprises a conical coalescer, a coalescer support
cone, a collector section, an access cover with a bypass valve, and
water drain. Removal and installation of the coalescer and differential
pressure indicator may be accomplished without removing the water
separator.
B. ANTI-ICE SCREEN
The anti-ice screen is located in the turbine discharge duct upstream of
the water separator. The anti-ice screen functions to prevent an icing
condition from developing in the turbine discharge area and the water
separator. If ice accumulates on the screen, pressure builds up in the
turbine outlet duct and the anti-ice screen senses an increase in
differential pressure across the screen and water separator, the anti ice
valve then opens to bypass hot air into the turbine muff, increasing air
temperature from the turbine outlet to reduce freezing on the screen and
prevent freezing of the water separator.
C. WATER INJECTOR
The water injectors are located in the heat exchanger ram air inlet duct of
each air conditioning pack. The injector is a nonclogging jet pump with
the riser connected to the water separator and the straight-through port
connected to the heat exchanger outlet manifold. Water is pumped into
the ram airstream by action of the high-velocity airstream flowing through
the straight-through port. The water is sprayed and evaporates in the
airstream, providing additional cooling effectiveness by the heat
exchange.

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Moisture Protection Components

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A300/A310 Air Cooling System - Water Separator Operation - General
GENERAL
The Air Conditioning Water Separation System removes moisture
from the Turbine Discharge Air and injects the moisture into the ram
airstream upstream of the Heat Exchanger. The system consists of
a Water Separator, Water Injectors and Anti Ice Screen.
OPERATION
WATER SEPARATOR
The Water Separator operates by inertia and removes moisture from
the Cold Turbine Discharge Air.
Cold Turbine Discharge Air enters the Water Separator and
encounters the Coalescer which coalesces the water particles into
large droplets which are projected under centrifugal action onto the
perforated Collector Ring.
Water is discharged through a Drain Port at the bottom of the
Separator. If the Coalescer is clogged or iced up, pressure at the
Separator Inlet builds up, the Bypass Valve opens which causes the
excess air to flow through the unit.
Before entering the Water Separator A015 (B015), the Cold Turbine
Discharge Air is mixed with the Turbine Bypass Air (Air Mixing
controlled by the Pack Temperature Control System (Reference:
ATA 21-61-00). The air enters the Water Separator where
condensed water is removed and sprayed into the Cooling Air Inlet
Duct upstream of the Heat Exchanger through Water Injectors FIN
A031 and B031 (FIN C031 and D031).
WATER INJECTORS
Water collected at the base of the Cooling Turbine and Water
Separator is drained, and sprayed into the Heat Exchanger Inlet by
two Water Injectors. Sprayed water evaporates and provides cooling
effectiveness by the Heat Exchanger.
In the event of ice formation, Anti Ice Screen A029 (B029) installed
upstream of the Water Separator causes the Anti Ice Valve to OPEN
in order to regulate the hot airflow at the Turbine Outlet.
The Cold Air discharged from the Water Separator flows through
Check Valve A016 (B016) before being collected in the Cold Air
Manifold (CAM) which is common to Pack Number 1 and 2 prior to
distribution to the Flight Compartment, Courier Area, and Main Deck
Cargo Compartment (MDCC) Zones.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-41
41
A300/A310 Air Cooling System - Water Separator - Installation and Decals

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-42
42
A300/A310 Water Separator - Servicing Coalescer Bag
1. Reason for the Job
A. Replacement or cleaning of water separator coalescer.
2. Equipment and Materials
-------------------------------------------------------------------------------
ITEM DESIGNATION
-------------------------------------------------------------------------------
A. Access Platform 2.6 m (8 ft. 7 in.)
B. Warning Notice
C. Mild Detergent
Referenced Procedure
- 32-12-11, P. Block 301 Main Gear Main Door - (Ground Door(s) Opening)
3. Procedure
A. Job Set-Up
(1)On COMPT TEMP panel 437VU
- Make certain that PACK VALVE 1 and 2 pushbutton switches are released
(out).
(2)Display warning notices prohibiting pressurization of pneumatic system.
(3)Open main landing gear door (Ref. 32-12-11, P. Block 301 ).
(4)Position access platform.
(5)Remove air conditioning compartment access door 147BZ.
B. Removal
(Ref. Fig. 301 )
NOTE : Instructions for removal/installation are written on water separator
cover.
(1)Remove cover (4).
(2)Remove coalescer assy from housing (1).
(3)Untie cords at each end of coalescer bag (3) ; remove coalescer bag (3)
from coalescer (2).
C. Check/Cleaning
(1)Check coalescer bag for evidence of damage or contamination.
- Replace coalescer bag if damaged
- wash coalescer bag if contaminated.
NOTE : Do not rub or stretch coalescer.
D. Installation
(1)Install coalescer bag (3) on coalescer (2) and tie cords.
(2)Install coalescer assy large end first in housing (1).
(3)Make sure that seal (6) is correctly installed.
(4)Install cover (4).
NOTE : Make sure that the coalescer (2) is correctly installed in
order not to damage the cross wire (5) with the cover (4).
E. Close-Up
(1)Make certain that working area is clean and clear of tools and
miscellaneous items of equipment.
Reference:
A300/A310 AMM
21-51-16-3 Servicing

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-43
43
A300/A310 Water Separator and Coalescer Bag
A300
A300
A310
A310

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-44
44
LEFT BLANK

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-45
45
AIR CONDITIONING EMERGENCY RAM AIR
AIR CONDITIONING EMERGENCY RAM AIR
VENTILATION SYSTEM
VENTILATION SYSTEM

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-46
46
Emergency Ram Air Inlet
In case of failure of both packs, pressurized fuselage ventilation may be
assured by a dynamic airflow provided by the emergency ram air inlet.
This auxiliary air inlet is operated by an electric screwjack, which is
controlled by the RAM AIR pushbutton switch located under a safety
cover on the Overhead COMPT TEMP Panel, 437VU (A300/A310).
The emergency ram air inlet is located on the forward part of the
left-hand heat exchanger inlet blister.
Ducting from the auxiliary air inlet joins the air conditioning distribution
circuit at the cold air manifold. A check valve is installed to prevent
reverse air flow when the ram air is not used for emergency purposes.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-47
47
Emergency Ram Air
AIR
AIR
INLET
INLET

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-48
48
LEFT BLANK

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-49
49
AIR CONDITIONING PACK
AIR CONDITIONING PACK
AND COMPARTMENT
AND COMPARTMENT
TEMPERATURE CONTROL
TEMPERATURE CONTROL

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-50
50
Pack Temperature Control System
Each pack discharge temperature is controlled by a Pack Temperature
Controller associated with the Pack Outlet Temperature Transmitter and
a demand signal from the APU and Pack Temperature Demand
Controller. The pack discharge temperature is adjusted according to a
predetermined sequence to open or close the Turbine Bypass Valve and
the associated flap modulating the Heat Exchanger cooling air.
In automatic mode, the Pack Temperature Controller:
• limits the pack discharge temperature.
• modulates the pack discharge temperature according to, the zone
ambient temperature demands.
In case of failure of the automatic control, manual control can be
selected by means of the PACK MODE SEL pushbutton switch, on
the PACK TEMP overhead panel.
Maximum cooling is obtained by fully closing the Turbine Bypass
Valve and fully opening the heat exchanger cooling air modulation
flap.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-51
51
APU/Pack Temperature Demand Controller & Pack Temperature Controller Locations
Location: Electronic
Location: Electronic
Rack 90VU - Shelf 91VU
Rack 90VU - Shelf 91VU

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-52
52
APU/Pack Demand Controller BITE Function
PACK SUBSYSTEM ZONE SUBSYSTEM
BITE
SWITCH
POSITION INDICATES
FAULT IN
TEST METHOD INDICATES
FAULT IN
TEST METHOD
1. Temp demand
controller
Inject signal into
discriminator and
check sum of
outputs of pack
scaling amplifiers.
Temp
demand
controller
Inject signal into
discriminator
and check sum
of outputs of
pack scaling
amplifiers.
2. Temp demand
controller
Inject signal into
discriminator and
check APU speed
demand signal for
maximum cooling.
Temp
demand
controller
Inject signal into
discriminator
and check APU
speed demand
signal for
maximum
cooling.
3. Temp demand
controller
inject signal into
discriminator and
check APU speed
demand signal for
maximum hearing.
Temp
demand
controller
Inject signal into
discriminator
and check APU
speed demand
signal for
maximum
hearing.
4. Pack temp
controller
Check bridge
power supply
output
Zone temp
controller
Check bridge
power supply
output
5. No test Zone temp
controller
Inject signal into
duct amplifier
end check
amplifier output
PACK SUBSYSTEM ZONE SUBSYSTEM
BITE
SWITCH
POSITION INDICATES
FAULT IN
TEST METHOD INDICATES
FAULT IN
TEST METHOD
6. No test DM actuator in
more heat
direction.
No test Drive actuator in
more heat
direction.
7. Pack temp
controller
Override bridge
output with signal
to produce
maximum cooling
output
Zone temp
controller
Override bridge
output with
signal to
produce
maximum
cooling output
8. Pack temp
controller
Override bridge
output with signal
to produce
maximum heating
output
Zone temp
controller
Override bridge
output with
signal to
produce
maximum
heating output
9. Pack temp
controller
Override bridge
output to produce
a nulled output
Zone temp
controller
Override bridge
output to
produce a nulled
output
10. Pack/Zone
temp control
sensor
Check output of
bridge
zone inlet
(duct)
sensor
Check output of
bridge
11. No test Zone
(Compt)
sensor
Check output of
bridge.
12 No test Zone selector Check selector
output signal.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-53
53
APU and Pack Temperature Demand Controller/FIN 37HK

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-54
54
A300/A310 Temperature Control Panel 437VU - Components and Locations

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-55
55
A300/A310 Flight Compartment and Cabin Temperature Control - Component Location in Cabin
Zone Inlet Temperature Control Sensor
Zone Inlet Temperature Control Sensor
29HK, 30HK, 31 HK, 32HK
29HK, 30HK, 31 HK, 32HK
Zone Ambient Temperature Control Sensor
Zone Ambient Temperature Control Sensor
33HK, 34HK, 35 HK, 36HK
33HK, 34HK, 35 HK, 36HK
Ambient Temperature Sensor
Ambient Temperature Sensor
62HK, 64HK, 65 HK, 66HK
62HK, 64HK, 65 HK, 66HK

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-56
56
Pack Valve Controls and Indicators
1. PACK VALVE Indicator
Flowbar on: valve is open.
Flowbar off: valve is closed.
2. PACK VALVE 1 (2) Pushbutton Switches
Controls automatic operation or manual closure of the respective
pack valve.
• Auto (P/B switch pressed - in):
Valve is pneumatically controlled.
The valve is electrically closed when:
• the ENG FIRE handle is pulled.
• CABIN PRESS VALVES OUTFLOW P/B switches are selected
OFF
• the ENG START selector is on CRANK or START A or START B
position
• the ENG START selector is on CONT RELIGHT position and
one of the two START valve is controlled open.
The valve is pneumatically closed when overheat occurs at
compressor outlet or turbine inlet exceeding the limits of the
thermostats or fusible plugs. The valve is closed by spring force, if it
is not supplied with pneumatic pressure.
• OFF (P/B switch released-out):
The valve is electrically closed. The OFF light illuminates White.
• FAULT:
Illuminates Amber, when the position of the pack valve disagrees
with the selected position. If the FAULT light remains on for more
than 60 sec. the ECAM system is activated. Momentary
illumination occurs when valve is in transit.
3. RAM AIR Pushbutton Switch (guarded)
Controls the ram air inlet which supplies ambient air to the cold air
manifold, if required.
• ON (P/B switch depressed-in)
ON light comes on Amber.
The ram air inlet will open, provided CABIN PRESS/VALVES/
OUTFLOW 1 and 2 P/B switches are not selected OFF.
• OPEN
The FWD and AFT outflow valves will open simultaneously to
permit unrestricted ventilation . Will come on Green, when the
ram air inlet is fully open.
• OFF (P/B switch released-out)
The ram air inlet closes. The FWD and AFT outflow valves return
to normal regulation.
4. ECON FLOW Pushbutton Switch (Inoperative on ground; operative
in flight)
• ON (P/B switch pressed-in)
ON light comes on Blue.
In flight, pack valves are controlled automatically to give 68% of
normal flow (economic flow).
NOTE: The indication "ECON FLOW SELECTED" is displayed on the
MEMO page.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-57
57
Pack Valve Controls and Indicators
2
1
3
4

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-58
58
Pack Controls and Indicators
(1) Pack Valve Position Indication
Green Pack valve is open
Amber Pack valve is closed
(2) Pack Flow Indication
Index comes on green in normal operation. It comes on amber when P <
0.5 PSI.
(3) Pack Symbol Indication
In normal operation, pack symbols come on white. They come on amber
when pack valve is closed, and engine START is not selected.
(4) Turbine Inlet Temperature Indication Turbine inlet temperature indication
comes on green in normal operation. Indication flashes when T°> 95°C <
120°C and becomes amber when T°> 120°C.
(5) Turbine by pass Control Valve Position Indication
Indication comes on green. C = cold, valve closed and H = hot, valve fully
open.
(6) Pack Discharge Temperature Indication
Indication comes on green; it comes on amber when T°S 18°C.
(7) Ram Air Inlet Valve Indication
Green Ram air inlet is open
Green Ram air inlet is closed
(8) Cold Air Duct Supply Indication
Indication comes on green; it comes on amber when no cold air is
supplied.
(9) PACK 1 (PACK 2) MODE SEL Pushbutton Switch
Pack temperature control mode (operation of turbine by pass temperature
control valve and cooling air modulation flap) is selected by P/B switch
operation
AUTO (P/B switch pressed - in)
Pack discharge temperature is automatically controlled between
19.5° F and 145° F, according to the compartment demands as
processed by the APU and pack temperature demand controller.
MAN (P/B switch released - out)
MAN light comes on white, pack discharge temperature is manually
controlled by adjustment of the turbine by pass valve through the
pack discharge COLD/HOT selector.
(10) Pack Discharge COLD/HOT Selector
When the respective PACK MODE SEL P/B switch is selected MAN,
turbine by pass valve is adjusted by selector operation. The switch is
spring-loaded to neutral.
COLD
Turbine by pass valve closes, pack discharge temperature decreases.
HOT
Turbine by pass valve opens, pack discharge temperature increases.
MAX COOL Pushbutton Switch
(11) ON (P/B switch pressed - in)
ON light comes on blue.
Pack discharge temperature lower limit is decreased from 39° F to 19.5°F.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-59
59
Pack Controls and Indicators
1
2
3
4
5
6
7
8
10 9
11

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-60
60
Cabin Distribution
GENERAL
Each of three MDCC Temperature Zones (MID 1, MID 2, AFT) is supplied with
conditioned air from Distribution Ducts branching out from the Hot and Cold Air
Manifolds. Two Riser Ducts pass between the fuselage skin and the Main Deck
Cargo Compartment (MDCC) interior sidewall panels. In the area above the ceiling
panel’s connections to the AFT and MID Zones supply ducts are connected. In their
respective zone the supply ducts have holes as air outlets.
A third duct passes between FWD Cargo Ceiling and Main Deck Cargo Floor and is
divided into two riser ducts. Two supply ducts, connected to the Riser
Duct; supply the FWD Zone (Courier Area) with Door Heating and Individual
Air.
MDCC Components
----------------------------------------------------------------------------------------------------
FIN FUNCTIONAL DESIGNATION PANEL ZONE ACCESS DOOR
----------------------------------------------------------------------------------------------------
22HG PBsw-MAIN DECK CARGO VALVES 438VU 212
23HG RELAY-SMOKE AUTO CLOSE 103VU 120 121BL
25HG RELAY-VALVE BYPASS F.O. SIGNAL 103VU 120 121BL
26HG RELAY-VALVE BYPASS F.C. SIGNAL 103VU 120 121BL
27HG RELAY-VALVE RH F.C. SIGNAL 103VU 120 121BL
28HG RELAY-VALVE LH F.C. SIGNAL 103VU 120 121BL
29HG RELAY-VALVE RH F.O. SIGNAL 103VU 120 121BL
30HG RELAY-VALVE LH F.O. SIGNAL 103VU 120 121BL
101HG VALVE-BYPASS 130 ATA 21-22-31
102HG VALVE-ISOLATION LH 130 ATA 21-22-31
103HG VALVE-ISOLATION RH 130 ATA 21-22-31
22HG P/BSW-MDCC VALVES 438VU 212
23HG RELAY-SMOKE AUTO CLOSE 103VU 120 121BL
25HG RELAY-VALVE BYPASS F.O. SIGNAL 103VU 120 121BL
26HG RELAY-VALVE BYPASS F.C. SIGNAL 103VU 120 121BL
27HG RELAY-VALVE RH F.C. SIGNAL 103VU 120 121BL
28HG RELAY-VALVE LH F.C. SIGNAL 103VU 120 121BL
29HG RELAY-VALVE RH F.O. SIGNAL 103VU 120 121BL
30HG RELAY-VALVE LH F.O. SIGNAL 103VU 120 121BL
101HG VALVE-BYPASS 130 ATA 21-22-31
102HG VALVE-ISOLATION LH 130 ATA 21-22-31
103HG VALVE-ISOLATION RH 130 ATA 21-22-31
SYSTEM DESCRIPTION
Distribution Ducting
The distribution ducting in the MID 2 and AFT Zone is similar, in that each
zone is equipped with a riser duct and a supply duct. The ducting in the MID 1
Zone is additionally equipped with Crew Door Outlets and tapping points for
Individual Air to the Courier Seats.
All fresh air ducts are manufactured from resin and glass fiber laminate with
metal sleeves bonded at each end for duct interconnection. These ducts are
covered by insulation shells manufactured from either polyethylene foam or
glass wool covered with Hypalon material. The ducts are attached to fuselage
structural brackets by means of clamps. To allow for expansion and contraction,
the duct are interconnected by bellows manufactured from
silicone laminate reinforced with glass fiber.
COMPONENT DESCRIPTION
BYPASS VALVE 101HG
• Valve Assembly
The valve assembly, of which the primary material is aluminum alloy, is a
spindle operated butterfly valve unit. The aluminum alloy butterfly plate is
held in the valve body by stainless steel top and bottom spindles. Bearings
assembled to the valve body and the butterfly plate give smooth wear
resistant surfaces for operation of the spindles. O-Rings Seals assembled to
the spindles and under the top bearing to prevent external leakage.
• MANUAL OVERRIDE
The isolation valve can be operated manually by a manual override,
assembled between the actuator and the valve assembly. The manual
override is a spindle operated unit. The drive spindle is assembled inside
the output drive with a machined slot, which engages into the actuator
output shaft. A Connecting Shaft Assembly inside the handle turns the
output drive and the drive spindle. A retainer and a circle lip hold the output
drive in the housing. A lanyard with a clip, assembled by a screw to the
housing, is used to lock the connecting shaft in position.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-61
61
A300/A310 Main Deck Cargo Compartment (MDCC) - Distribution and General Layout
ISOLATION/BYPASS
VALVE
MID 1
ZONE
MID 2
ZONE
AFT
ZONE

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-62
62
A300/A310 Main Deck Cargo Compartment Air Distribution - Controls and Indicators
• ACTUATOR
The actuator contains cast aluminum alloy gearbox housing, a DC
Permanent Magnet Motor and a Suppression Module. The Gearbox
Housing contains a train of gears that operate a combined output shaft
(Quadrant Gear) and a Microswitch Circuit Breaker. The Gear Train
includes a Worm and Spur Gear, a Wormwheel with Spur Gear.
The DC permanent motor and the suppression modules are wired to
two combined position Control and Remote Indication Microswitches. The
microswitches are assembled to a microswitch plate in the base of
the Gearbox Housing.
ISOLATION VALVES 102HG, 103HG
The two Isolation Valves and the Bypass Valve are identical.
CONTROLS AND INDICATORS
Main Deck Cargo Valves P/BSW 22HG
• The MDCC Valve PBsw, located on the Overhead Panel in the Flight
Compartment on VENT Panel 438VU, is the only manual control for the
Bypass and two Isolation Valves.
• PBsw pressed and Latched-In (NORMAL Position).
• OFF and FAULT Legends are extinguished.
• The two Isolation Valves are OPEN and air is supplied to the
MID and AFT MDCC Temperature Zone.
• The Bypass Valve is CLOSED.
• PBsw Released-Out (Fire Shut Off Condition).
• OFF legend is illuminated.
• Legend is illuminated during Bypass Valve and Isolation Valve flap
movement or in fire case until valve position is confirmed by flight
crew (PBsw Valve position Disagreement Function).
• The two Isolation Valves are CLOSED.
• The Bypass Valve is OPEN and air is directed in direction of the
FWD Outflow Valve to prevent excessive overpressure in the Cold
Air Manifold.
• A ground signal is given to the Systems Interface Relay FIN
100WU.
ECAM SYSTEM
• Position of the two Isolation Valves is indicated on the AIR COND Page,
Reference: ECAM Data Book.
FIRE SHUT OFF PROCEDURE
The Fire Shut Off Procedure can be released by the smoke signal from the
Smoke Detection System or by Releasing-Out the MAIN DECK CARGO
VALVES PBsw.
When the MAIN DECK CARGO VALVE PBsw is released out or a smoke signal
is activated from the MDCC Smoke Detection System, System Interface Relay
100WU is actuated, causing the following:
• Bypass Valve 101HG OPENS
• Closing of Flow Control Valve Number 2 (If Pack 1 and 2 are running)
• Flow Control Valve Number 1 is set to 100 %
• CLOSING of the Hot Air Supply Manifold Pressure Regulating Shutoff Valve
(PRSOV)
• CLOSING of the Bulk Cargo Isolation Valve
When the Bypass Valve is FULLY OPEN the Isolation Valves FIN 102HG and
103HG CLOSE. The flight crew confirms the Automatic Action by releasing the
associated illuminated PBsw(s):
• Releasing-Out the MAIN DECK CARGO VALVES PBsw (if Fire Shutoff is
initiated by the MDCC Smoke Detection System)
• Confirmation of Air Conditioning Pack Shutdown
• Confirmation of Bulk Cargo Isolation Valve CLOSED
• Confirmation of Hot Air Supply Manifold PRSOV CLOSED
Accessibility to the two Isolation Valves and Bypass Valve are through the
following Access Door(s):
• Two Isolation Valves under the Forward Cargo Bay flooring panels:
• For Isolation Valve FIN 102HG / Remove Floor Panel FIN 131PG
• For Isolation Valve FIN 103HG / Remove Floor Panel FIN 131QG.
For Bypass Valve FIN 101HG / Open Access Door 136AR on the Lower
Fuselage Area forward of Fuselage Frame (FR) 39.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-63
63
A300/A310 Main Deck Cargo Compartment Air Distribution - Controls and Indicators
P/BSW 22HG (438VU)
P/BSW 22HG (438VU)
A

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-64
64
A300/A310 Distribution Isolation and Bypass Valves - Deactivation and Reactivation
ISOLATION VALVES FIN 101HG, 102HG, 103HG – DEACTIVATION /
REACTIVATION
2. Equipment and Materials
--------------------------------------------------------------------------------
ITEM DESIGNATION
--------------------------------------------------------------------------------
A. Access Platform, 10 Feet (Three Meter)
B. Blanking Plugs / Caps
C. Circuit Breaker Safety Clips
D. Warning Notice
E. Tape
Referenced Procedure
- AMM 52-30-00, Page Block 301 FWD and AFT Cargo Compartment Doors
3. Procedure
(Reference: Figure 901 )
A. Job Set-Up
(1) Open, safety and tag the following Circuit Breaker:
----------------------------------------------------------------------------------------------
PANEL SERVICE IDENT. LOCATION
----------------------------------------------------------------------------------------------
131VU MAIN DECK CARGO VALVE 21HG G62
(2) On Flight Deck Overhead Panel VENT Panel 438VU:
(a) Make certain that MAIN DECK CARGO VALVE PBsw switch
is Released-Out OFF, and display Warning Notice prohibiting
operation.
(3) On Flight Deck Overhead Panel COMPT TEMP Panel 437VU:
(a) Release HOT AIR SUPPLY pushbutton switch and display
Warning Notice prohibiting operation.
(4) Position Access Platform Equipment
(5) For bypass valve 101HG open access door 136AR.
(6) For Isolation Valves FIN 102HG and 103HG, open FWD Cargo
Compartment Door FIN 811 and secure with safety lock
(Reference. 52-30-00, Page Block 301).
(7) In FWD Cargo Compartment:
(a) For Isolation Valve FIN 102HG, remove Floor Panel FIN
131PG.
(b) For isolation valve 103HG, remove Floor Panel
FIN131QG.
B. DEACTIVATION
(1) Disconnect electrical connector (1) FIN 101HG-A (102HG-A, 103HG-A).
(2) Cap electrical connector and secure to adjacent structure with tape.
(3) Operate Valve(s) by Manual Override to the following positions:
- Bypass valve 101HG to open position.
- Isolation Valve LH FIN 102HG to CLOSED position.
- Isolation Valve RH FIN 103HG to CLOSED position.
NOTE : Manual Override is operated as follows:
- Remove clip lanyard from handle.
- Pull connecting shaft out of handle to travel limit and replace clip.
- Turn handle to OPEN or CLOSED position, as required.
C. REACTIVATION
(1) Remove clip from handle.
(2) Turn handle back to normal position.
(3) Engage connecting shaft and replace clip.
(4) Remove blanking caps from electrical connector.
(5) Connect electrical connector.
(6) Carry out trouble shooting.
D. CLOSE-UP
(1) Make certain that working area is clean, and clear of tools and
Miscellaneous Items of Equipment.
(2) In FWD Cargo Compartment:
(a) For isolation valve Fin 102HG, install Floor Panel FIN 131PG.
(b) For Isolation Valve FIN 103HG, install Floor Panel FIN 131QG.
(3) Remove safety lock and close FWD Cargo Compartment Door FIN 811.
(4) Close Access Door 136AR.
(5) Remove Access Platform Equipment.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-65
65
A300/A310 Distribution Isolation and Bypass Valves - Deactivation and Reactivation
RH Isolation Valve FIN
RH Isolation Valve FIN
102HG
102HG
Aft Temp Zone
Aft Temp Zone
Riser Duct
Riser Duct
A300 Shown
A300 Shown
Mid Temp Zone
Mid Temp Zone
Riser Duct
Riser Duct
LH Isolation Valve
LH Isolation Valve
FIN 103HG
FIN 103HG
Access Door 136AR
Access Door 136AR
Bypass Valve
Bypass Valve
FIN 101HG
FIN 101HG

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-66
66
Flight Compartment and Cabin Temperature Control System
HOT AIR SUPPLY VALVE
The valve consists of an actuator body assembly, regulator servo valve,
actuator assembly, solenoid valve assembly, manual override and
position indicator, servo relief valve, and filter assembly.
TRIM AIR CONTROL
Hot bleed air is tapped downstream of each pack flow control valve. This
air flows through two check valves to the hot air supply valve which
regulates the pressure of the hot air entering the hot air manifold. Hot air
from the manifold is directed through compartment trim air valves to the
appropriate supply duct. The trim air valves are controlled according to
the desired compartment temperature.
TRIM AIR MONITORING
The pressure of the air within the hot air manifold is monitored by the
manifold pressure switch in conjunction with the HOT AIR SUPPLY/HI
PRESS Memorized Fault Annunciator (MFA) located on the maintenance
panel 471VU in the flight compartment.
The air temperature in each compartment supply duct is monitored by an
overtemperature switch located downstream of the hot air entry point.
Activation of anyone of these switches causes closure of the hot air
supply valve and activation of warnings in the flight compartment.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-67
67
A300/A310 Air Conditioning - Trim Air Components - Controls and Monitoring

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-68
68
Cabin Temperature Controls
1. COMPT/DUCT/Temp Selector
Selects the zone or cargo compartment for which temperature
readings are desired. When selector is set to CRT, all compartment
and duct temperatures are indicated on ECAM. When selected to a
position other than CRT, temperatures are indicated on the
temperature indicator, and ECAM displays XX for that
compartment/duct.
2. DUCT Indicator
DUCT TEMPERATURE INDICATOR - Indicates duct temperature in
degrees F to selected compartment.
3. COMPT Indicator
Indicates cabin temperature in degrees F of selected compartment.
4. COMPT TEMP Selectors
Selects temperature for automatic control or provides manual control
of temperature.
AUTO-Associated compartment temperature is controlled relative to
selector position. Full range is from 65° to 85°F. Mid position is 75°F.
MAN-Associated compartment temperature is manually controlled by
positioning the zone trim air valve. Selector is spring loaded to center
position.
5. HOT AIR SUPPLY Pushbutton Switch
Opens or closes the hot air supply valve. When valve is open, hot air
is provided to the hot air manifold. When switch is pressed in, valve
opens.
OFF-Switch released out. White OFF light indicates hot air valve is
closed.
OVHT-Amber light comes on if overheat is detected in one of the
zone distribution ducts. Hot air valve closes. Appropriate ECAM
message is displayed.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-69
69
COMPT TEMP Panel 437 VU
1
2
3
5
4

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-70
70
Air Conditioning ECAM System Display
(1) Hot Air Supply Valve Position Indication
Green Hot air supply valve is open
Amber Hot air supply valve is closed
(2) Trim Air Valve Position Indication
Indication comes on green.
H = hot, valve 100% open.
C = cold, valve fully closed.
Indication comes on amber when hot air supply valve is closed.
(3) Cabin/Cargo Duct Temperature Indication
Indication comes on green; it comes on amber when duct T ° >
190 ° F.
(4) Zone Indication
AFT, MID, FWD, and CKPT indications come on white. They come
on amber when duct temperature of concerned zone is > 190 °F.
Note:Same indication is given on the CRUISE page.
(5) Zone Ambient Air Temperature Indication
Indication comes on green for each zone.
Note:Same indication is given on the CRUISE page.
(6) Cargo Compartment Trim Air Valve Indication
H = hot, valve 100% open.
C = cold, valve fully closed.
Indication comes on amber when cargo air valve is closed.
(7) Cargo Compartment Ambient Air Temperature Indication
(8) Isolation Valve Indication
Green Isolation valve is open
Amber Isolation valve is closed

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-71
71
AIR COND/CRUISE Pages - RH ECAM System Display

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-72
72
PACK VALVE CONTROL LOGIC
This graphic depicts the various shutdowns available through the pack
valve control logic:
• Actuation of either of the engine fire handles
• Actuation of either of the cabin pressure outflow valves
• Actuation of either of the pack valve switches
• Actuation of the econ flow switch will supply 68% of normal flow
• An engine start on the ground or in the air will also cause a closure
signal to be sent to the pack valve
• Also an overheat in the pack will cause the thermostat or fusible plug
to send a closure signal to the pack valve.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-73
73
Pack Valve Control Logic

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-74
74
A300 Air Conditioning Warning Logic
WARNING LOGIC
Shown below are various warnings displayed in the cockpit in the event the fault shown occurs
within the Air Conditioning System. Also graphically shown is the Flight Phases at which the
warnings will or will not be displayed.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-75
75

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-76
76
WARNING LOGIC
Shown below are various warnings displayed in the cockpit in the event the fault shown occurs
within the Air Conditioning System. Also graphically shown is the Flight Phases at which the
warnings will or will not be displayed.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-77
77

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-78
78
LEFT BLANK

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-79
79
CARGO COMPARTMENT
CARGO COMPARTMENT
TEMPERATURE CONTROL
TEMPERATURE CONTROL
AND DISTRIBUTION SYSTEM
AND DISTRIBUTION SYSTEM

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-80
80
A300 Cargo Compartment Air Distribution
SYSTEM DESCRIPTION
Air is supplied to the cargo compartments through a duct along the lower
LH side of the compartment. The air is ambient cabin air drawn through
orifices in the cabin floor, reheated by additional hot air from the hot air
manifold. The hot air supply is controlled by a trim air valve, which
regulates the cargo compartment temperature. Temperature control is
achieved in a similar manner to that of the cabin zones, using inputs from
the cockpit pre-selector, the cargo compartment air temperature sensor
and air duct supply sensor to control the trim air valve.
The air is extracted from the cargo compartment through vents near the
ceiling on the RH side by an electric fan. The extracted air from the
BULK cargo compartment is passed under the compartment floor to
provide heating, while the extracted air from the FWD cargo
compartment is vented overboard by the forward outflow valve,
underfloor heating being provided by air extracted from the avionics
compartment.
The maximum temperature of air entering the cargo compartments' is
limited to 190°F, sensed by an overtemperature switch located in the
cargo compartment supply ducts. Should the air temperature exceed this
limit, the trim air pressure control valve will automatically close. A smoke
detection system is also installed in the cargo compartments. In case of
fire, the system will stop cargo compartment ventilation by automatically
closing the extraction duct isolation valve, trim air valve and deactivating
the extraction fan operation.
The cargo compartment, FWD and BULK, temperature control system
comprises:
• distribution/extraction system
• temperature control system
• control and indicating system.
CARGO TEMP CONTROL COMPONENTS
(A) Trim Air Valve
(B) Air Extraction Fan
(C) Isolation Valve

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-81
81
A300 Bulk Compartment - Air Distribution and Components
NOTE: The BULK (AFT) Cargo Compartment has hot air but
NOTE: The BULK (AFT) Cargo Compartment has hot air but
no cold air.
no cold air.
The FWD compartment has no hot air and no cold air
The FWD compartment has no hot air and no cold air
sources.
sources.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-82
82
A310 Forward (FWD) Compartment - Air Distribution and Components (some A310s)
NOTE: FWD Cargo
NOTE: FWD Cargo
with cold air and hot
air
air
Also: BULK (AFT)
Also: BULK (AFT)
Cargo - same air
Cargo - same air
sources
sources
Temp Control and
Indicator Sensors
63HN, 66HN

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-83
83
A310 Forward (FWD) Compartment - Air Distribution and Components (some A310s)
NOTE: FWD Cargo
NOTE: FWD Cargo
air
air
Also: BULK (AFT)
Also: BULK (AFT)
Cargo - same air
Cargo - same air
sources
sources
Temp Control and
Indicator Sensors
63HN, 66HN

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-84
84
A310 AFT and BULK Cargo Compartments - Air Distribution and Components (some A310s)
NOTE: BULK (AFT)
NOTE: BULK (AFT)
Cargo with cold air
Cargo with cold air
and hot air
and hot air
Also: FWD Cargo -
Also: FWD Cargo -
with cold and hot air
with cold and hot air

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-85
85
A310 FWD Cargo Compartment - Air Distribution and Components (some A310s)
NOTE: FWD Cargo
NOTE: FWD Cargo
with hot air but no
with hot air but no
cold air
cold air
Also: BULK (AFT)
Also: BULK (AFT)
Cargo - hot air, no
Cargo - hot air, no
cold air
cold air

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-86
86
A310 AFT and BULK Cargo Compartments - Air Distribution and Components (some A310s)
NOTE: BULK (AFT)
NOTE: BULK (AFT)
Cargo with hot air but
Cargo with hot air but
no cold air
no cold air
Also: FWD Cargo - no
Also: FWD Cargo - no
cold and hot air
cold and hot air
sources
sources

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-87
87
LEFT BLANK

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-88
88
FWD and BULK Cargo Compartments Air Conditioning and Heating
The cargo compartment temperature control uses airflow from the cabin
for ventilating the cargo compartment. The heating system includes:
• The ventilation system.
• The temperature control system.
In the ventilation system, the mixed air enters the compartment at floor
level, on the LH side, and is equally distributed over the full compartment
length. On the opposite side, and in the aircraft centerline, the air is
extracted, near the compartment ceiling, by an electrical fan. It is then
exhausted under the compartment itself, thus providing temperature
control of the compartment floor and also the compartment sidewall
panels using a part of the air evacuated from the cabin.
In the event of a smoke warning, the cargo compartment is automatically
isolated by closure of the isolation valve.
The compartment temperature control system includes for each cargo
compartment, a temperature controller, a trim air valve, a zone inlet
temperature sensor, a zone temperature control sensor, and an overheat
thermal switch in the compartment inlet duct.
In automatic control, the controller, associated with the sensors and the
selector regulates the compartment temperature to the selected level by
modulating the hot air supply through the trim air valve, with limitation of
the maximum temperature of the blown air by closing the hot air valve in
the event of overheat.
In case of automatic control failure, manual control can be achieved by
acting directly on the trim air valve.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-89
89
Bulk Cargo Compartment Heating
A300
A300
A310
A310

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-90
90
Cargo Compartment Temperature Control Components
A. Trim Air Valves
Each valve consists of a body assembly, actuator position
transmitter, and an actuator motor. The assemblies are bolted
together and interconnected internally.
The body assembly contains a plate assembly positioned by a
bearing-mounted butterfly shaft, which extends through the body
assembly for connection to the secondary worm gear shaft in the
actuator. The body serves as a mounting base for the position
transmitter and actuator. Extensions from the body have flanges for
connection to the ducting system.
The actuator consists of a housing containing a primary worm gear,
slip clutch, secondary worm gear, cam shaft with two cams, and two
limit switches. The housing serves as a mounting base for the
actuator motor and an electrical connector.
B. Extraction Fan
The extraction fan provides flow of air to aid circulation and stabilize
required ambient temperature under normal conditions. The
extraction fan is a 115V AC, 3-phase type, with heat detectors to
interrupt power supply to the extraction fan in the event of a
malfunction via a three second delay fan fault detect relay. With the
delay fan fault detect relay energized, the appropriate cargo
compartment FANS MONITOR MFA is activated on maintenance
panel 472VU.
C. Isolation Valve
The isolation valve, a butterfly type controlled by an actuator, under
normal conditions is open to facilitate circulation of air in the cargo
compartment. In the event of smoke being detected by the smoke
detector, isolation valve will be driven to fully closed position to
prevent the spread of contamination, in addition to SMOKE warning
display on CARGO COMPT SMOKE DET panel 433VU. On
completion of closing-circuit, the isolation valve control relay is
energized to activate the appropriate FANS MONITOR MFA on
maintenance panel 472VU.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-91
91
Cargo Compartment Temperature Control Components

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-92
92
Cargo Compartment Temperature Control Components - Continued
D. Overtemperature Switch
An overheat condition in the cargo compartment inlet duct is
detected by the overtemp switch and a signal is transmitted to the
trim air pressure control valve, and the OVHT legend of the HOT
AIR/SUPPLY pushbutton switch on COMPT TEMP panel 437VU
with the ECAM system indicates the overheat location. Over temp
switch comprises a bimetallic element enclosed in a steel probe and,
mounted at the switch end of the fitting, electrical connections in a
hermetically sealed connector.
E. Duct (Inlet) Temperature Control Sensor
The temperature control sensor monitors air temperature flowing
through the corresponding distribution duct, transmits and produces
an imbalance in the applicable zone/compartment temperature
controller bridge circuit. One sensor is located in each
zone/compartment distribution ducting.
F. Duct Temperature Indicator Sensor
The duct temperature indicator sensor monitors the air temperature
flowing through the, corresponding distribution duct. The temperature
is indicated on the
DUCT segment of the COMPT/DUCT temperature gage, located on
the COMPT TEMP panel when the applicable zone/compartment is
selected or on the ECAM system display, when CRT is selected.
One sensor is located in each zone/compartment distribution duct.
G. Zone/Compartment Temperature Indicator Sensor
The zone/compartment temperature indicator sensor monitors the
zone/compartment ambient temperature and indicates the
temperature on the COMPT segment of the COMPT/DUCT
temperature gauge located on the COMPT TEMP panel when the
applicable zone/compartment is selected or on the ECAM system
display when CRT is selected. One sensor is located in each zone/
compartment.
H. Zone/Compartment Temperature Control Sensor
The zone/comp. temp. control sensor monitors air temperature in the
zone/ compartment, transmits to and produces an imbalance in the
zone/compartment temperature controller. One sensor is located in
each of the zones/compartments and ambient air is drawn over each
sensor by a positive extraction system.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-93
93
BULK Cargo Compartment Temperature Control Sensors/Switches

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-94
94
CARGO TEMPERATURE CONTROL PANEL
1. ISOL VALVE Pushbutton Switch
Operates the isolation valve and the fan for the air extraction from
the cargo compartment.
• ON (P/B switch pressed - in)
The valve is open and the fan runs. If smoke is detected in the
cargo compartment, the isolation valve and the trim air valve will
automatically close.
• OFF/R (P/B switch released - out)
The isolation valve closes, the fan stops operating and the trim
air valve closes. OFF/R lights comes on White. Smoke detection
circuit is reset.
• FAULT
The light comes on Amber when disagreement between P/B
switch selection and isolation valve position exists.
2. FWD AND BULK CARGO Temperature Selector
The cargo compartment air is automatically heated to a level relative
to the selector position., The heating can be manually controlled by
direct operation of the trim air valve through the selector.
• AUTO
Automatic heating relative to selector position from COLD 5°C
(41°F) up to HOT 25°C (77°) approximately.
• MAN
When the selector is turned to the bottom quadrant, it is
spring-loaded to the center MAN position. Heating control is
manual.
COLD - Trim air valve closes.
HOT - Trim air valve opens.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-95
95
COMPT TEMP Panel - Cargo Compartment Temperature Control
1
2

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-96
96
LEFT BLANK

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-97
97
ELECTRICAL AND ELECTRONIC
ELECTRICAL AND ELECTRONIC
EQUIPMENT VENTILATION SYSTEM
EQUIPMENT VENTILATION SYSTEM

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-98
98
A300/A310 Electrical and Electronic Equipment Ventilation System
GENERAL
Electrical and. electronic equipment as well as lavatories and galleys are
ventilated by an ambient/air conditioning mixed airflow which is, most of
the time, blown by a fan upstream of the equipment and then extracted
by either the cabin differential pressure or a fan.
ELECTRICAL AND ELECTRONIC EQUIPMENT VENTILATION
Avionics compartment ventilation is provided:
• For most of the main equipment racks, the radar transceiver, the
IRS, the main instrument panels, the center pedestal and the over
head panel, by across or around the equipment, and extraction via
appropriate outlet.
• For the radar indicators and the FCU panel, by air only.
• For the circuit breaker panel and various components located under
the floor, by extraction of ambient air.
EXTRACTION CIRCUIT
The air extracted from the avionics compartment is entirely ducted
through the ventilated zones towards either the three position overboard
valve or the inboard valve.
In normal use, the three-position overboard valve and the inboard valve
function automatically:
VENTILATION OF OTHER UNDERFLOOR AREAS
Ventilation of other underfloor areas, such as the areas over the wing
box, and aft of the bulk cargo compartment is provided by exhausted
cabin air. There are no systems, as such, to force ventilate this area.
The aft cargo compartment has no forced ventilation or heating system.
However, natural ventilation through flaps in the flexible wall between
this compartment and the bulk cargo compartment, is possible.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-99
99
Avionics Equipment Ventilation System - Airflow Diagram
A300 Shown
A300 Shown

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-100
100
Electronic Equipment Ventilation System
Air is drawn through a filter and a check valve by a blower which then
forces the air through the ventilation ducting. The fan is normally running
at all times when power is available on the aircraft even in the case of
smoke being detected or FLOW being indicated.
Should a low flow condition occur with the aircraft on the ground and the
avionics ventilation system in operation, a horn located in the nose gear
wheel well will sound to alert the ground crew of the fault.
COMPONENT DESCRIPTION
A. Sound Reducer
The sound reducer is installed at the inlet of the blowing system,
upstream of the blowers. It prevents noise generated by the blowers
from reaching the avionics compartment. Furthermore, it ensures a
first filtering of the air blown by means of a thin meshed grid.
B. Filter
The filter assembly consists of a filter cartridge contained in a light
alloy housing with access doors. Air is directed through the cartridge
which removes dust and nicotine contained in the air supplying the
blowing system.
C. Airflow Detectors
Two airflow detectors are installed, one downstream of the blowers
and one upstream of the extract fan. Each detector is fitted with two
thermistors, one to sense airflow in the duct and the other to sense
the ambient temperature. Two detection levels are available in
respect of the fan speed selected. In the absence of an airflow as
detected by an equaling of the thermistor measurements, the
warning system is activated.
D. Main Avionic Blower Fan/Extract Fan
The main blower ensures blowing of the air onto the electric and
electronic equipment on the ground and in flight. The blower is of the
axial type driven by a two-speed 115V AC electric motor; 7800 Rpm,
low speed, 11600 Rpm, high speed.
Speed change-over is operated by engine start selector switch,
engine low oil pressure switch or pack flow control valve. The
extraction fan is identical to the blower fan. On the ground with
engines stationary, air is extracted with low speed and directed
overboard. With engines running, air is extracted with high speed
and directed inboard. The speed change-over is operated by the
engine low oil pressure switch. The extraction fan returns to low
speed after take off controlled by landing gear relay.
If EXTRACT pushbutton switch is set to OVBD or OVBD VALVE
pushbutton switch is set to OFF - extraction fan operates with low
speed only. The blower is equipped with a protection system which
causes the blower to stop in the event of overheat.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-101
101
Electronic Equipment Ventilation - Component Location
A300 Shown
A300 Shown

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-102
102
Electronic Ventilation System - Overboard Extract Valve
This electrically operated, 3-position valve is installed downstream of the
extract fan and allows for overboard dumping of the extracted air. The
valve normally operates in the following manner:
• During flight, fully closed,
• On the ground, fully open,
• During flight, in the event of low flow fault or smoke warning, a
partially open position can be selected.
These positions are obtained through microswitches within the valve
motor. In case of overboard valve failure, flight is permitted with the valve
manually set by the ground crew to the partially open position.
INBOARD EXTRACT VALVE
This valve is installed downstream of the extract fan and overboard
extract valve, and when opened allows for the avionics equipment
extracted air to be distributed under the forward cargo compartment floor.
The valve is of the butterfly type, electrically controlled by an actuator.
Two positions are available, fully open or fully closed. The valve positions
are sensed by two microswitches and indicated by a visual position
arrow.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-103
103
Electronic Ventilation System - Overboard Extraction Components
A300 Shown
A300 Shown
FWD
FWD

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-104
104
Electronic Ventilation System - Filter Cartridge Change Information
REMOVAL
• Remove clamps from flexible sleeve and slide flexible sleeve onto
duct to free filter.
• Remove clamp.
• Hold filter, open clamp securing filter to bracket; remove filter.
• Remove and discard O-ring.
• Cap open ends of ducts.
INSTALLATION
• Remove blanking plugs/caps and check for correct condition of duct
flange flexible sleeve.
NOTE: Check for correct operation of air supply check valve; manually
operate flaps and check that they move freely without sticking
at opening throughout travel range (no friction points) and seat
correctly.
• Clean and inspect filter interface and/or adjacent area.
• Install O-ring in its groove in filter flange.
• Install filter in flexible sleeve and on bracket. Install clamp but do not
tighten at this stage.
NOTE: Filter angular positioning is provided by means of a location
stud.
• Make certain that O-ring is correctly installed in its groove.
• Install and tighten clamp; TORQUE to the value given on clamp.
• Install flexible sleeve; install and tighten clamps.
• Tighten clamp; securing filter to bracket.
CLOSE-UP
• Make certain that working area is clean and clear of tools and
miscellaneous items of equipment.
• Close access door 121BL.

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105
Electronic Ventilation System - Filter Cartridge
AIR FLOW
AIR FLOW

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Electrical And Electronic Equipment Controls
1. BLOWER FAULT LIGHTS
• FAULT
The light is triggered by an airflow detector in the blower
ventilation duct. The detector has two levels, which correspond
to the two blower speeds.
The FAULT light comes on Amber when the airflow in the blower
duct is not sufficient for the actual demand.
Illumination of the FAULT light is accompanied by ECAM
activation and, on the ground, by an external horn.
2. EXTRACT PUSHBUTTON SWITCH
Controls the three-position overboard valve and inboard valve
operation according to:
- the ground or flight configuration of the aircraft,
- the OVBD VALVE P/B switch position.
• Normal (P/B Switch Pressed-in)
The extraction fan runs continuously and has two levels of speed
depending on the flight or ground configuration. The OVBD
VALVE P/B switch is normally selected AUTO.
• On the ground (engines not running)
The three position overboard valve is fully open. The inboard
valve is fully closed.
3. OVBD VALVE PUSHBUTTON SWITCH
The switch is operated to close the three position overboard valve if
required. In normal configuration, the switch is selected AUTO.
• AUTO (P/B Switch Pressed-in)
The three position overboard valve position depends on the
EXTRACT P/B switch position.
• OFF (P/B Switch Released-out)
The three position overboard valve is closed. The OFF light
comes on White.
• In flight (or on ground engines running) The three position
overboard valve is fully closed.
The inboard valve is fully open.
• OVBD (P/B Switch Released-out)
The three position overboard valve is partially open.
The OVBD light comes on White.
The INBD valve is fully closed. The fan runs at low speed.
• FLOW
The light is triggered by an airflow detector in the extraction fan
duct. The detector has two levels which correspond to the two
fan speeds.
The FLOW light comes on Amber to indicate the airflow in the
fan duct is not sufficient for the actual demand. Illumination of the
FLOW light is accompanied by ECAM activation. The FLOW light
goes off when the airflow is sufficient.

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107
FLIGHT COMPARTMENT OVERHEAD - VENT Panel 438 VU
3
2
1

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A300/A310 ELECTRONIC VENTILATION - OVERBOARD EXTRACTION -
CONTROLS AND INDICATIONS
1. EXTRACT PUSHBUTTON SWITCH
Controls the three-position overboard valve and inboard valve
operation according to:
- the ground or flight configuration of the aircraft,
- the OVBD VALVE P/B switch position.
• Normal (P/B Switch Pressed-in)
The extraction fan runs continuously and has two levels of speed
depending on the flight or ground configuration. The OVBD
VALVE P/B switch is normally selected AUTO.
• On the ground (engines not running)
The three position overboard valve is fully open. The inboard
valve is fully closed.
2. OVBD VALVE PUSHBUTTON SWITCH
The switch is operated to close the three position overboard valve if
required. In normal configuration, the switch is selected AUTO.
• AUTO (P/B Switch Pressed-in)
The three position overboard valve position depends on the
EXTRACT P/B switch position.
• OFF (P/B Switch Released-out)
The three position overboard valve is closed. The OFF light
comes on White.
• In flight (or on ground engines running) The three position
overboard valve is fully closed.
The inboard valve is fully open.
• OVBD (P/B Switch Released-out)
The three position overboard valve is partially open.
The OVBD light comes on White.
The INBD valve is fully closed. The fan runs at low speed.
• FLOW
The light is triggered by an airflow detector in the extraction fan
duct. The detector has two levels which correspond to the two
fan speeds.
The FLOW light comes on Amber to indicate the airflow in the
fan duct is not sufficient for the actual demand. Illumination of the
FLOW light is accompanied by ECAM activation. The FLOW light
goes off when the airflow is sufficient.

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A300/A310 ELECTRONIC VENTILATION SYSTEM - RH ECAM INDICATIONS AND SYMBOLOGY
RH SYSTEM DISPLAY VENT OVBD Indication
VENT
OVBD
WHITE
GREEN
OVBD Valve is
Fully Closed
VENT
OVBD
WHITE
GREEN
OVBD Valve is
Partially Open
VENT
OVBD
WHITE on
Ground and
AMBER in
Flight
Green on
Ground;
AMBER in
Flight
OVBD Valve is
Fully Open

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110
Electric and Electronic Equipment Ventilation
ECAM and Warning Logic
Below is depicted the various warnings displayed in the Flight Compartment in the event a fault shown
occurs in the Aircraft Overboard Vent System. Also shown graphically are the various Flight Phases at
which the warnings will or will not be displayed.

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111
A300/A310 Electronic Ventilation System - Warning Logic
- Some A310
- Some A310
- Some A310
- Some A310

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112
LEFT BLANK

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113
CABIN PRESSURIZATION
CABIN PRESSURIZATION
SYSTEM
SYSTEM

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A300/Some A310 Pressurization System - General Description
Cabin pressure and rate of change control system is composed of:
- two independent automatic control systems.
- one manual control system.
They control two electrical regulating valves (outflow valves). Two
pneumatically operated safety valves are provided to avoid over or under
pressure.
The two automatic systems will alternately operate. Changeover occurs
automatically in case of failure of one system and before each flight.
AUTOMATIC CONTROLLER
Based upon information from the LANDING ELEVATION selector, the
RATE LIMIT selector and the Captain or F/O altimeter setting, the
automatic controller generates signals for positioning of outflow valves
during all phases of flight. The other parameters used for signal
computation are cabin pressure, aircraft static pressure,- cabin pressure
rate of change and static pressure rate of change.
OUTFLOW VALVES
One of them is located forward of the air conditioning bay. The other one
is located aft of the bulkhead cargo compartment.
Each valve is operated by three electric motors which are independently
controlled by one of the two automatic systems or the manual system.
Each outflow valve can be closed from the overhead panel, where its
position is displayed.

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A300/Some A310 Pressurization Control System - Schematic
A300/Some A310s
A300/Some A310s

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A300 Pressurization System - Pre-Pressurization/Inflight/Depressurization Modes
PRE-PRESSURIZATION
Before takeoff, in the following configuration:
• aircraft on the ground (landing gear shock absorbers compressed)
• two engines running (oil pressure normal)
• one throttle control lever beyond 22°.
The automatic system, operating the regulating valves ensure the cabin
pressurization at a rate of -500 ft/min until the cabin Delta-P reaches 0.22
PSI.
15 seconds after takeoff (shock absorbers extended), pre-pressurization
signals are canceled, normal pressure control is started through the
active system.
INFLIGHT REGULATION
The cabin altitude is regulated towards the theoretical cabin pressure
altitude determined by the controller, or to the landing field elevation,
whichever is the higher. The Delta-P increases with the increase of
pressure altitude up to the operating ceiling.
When the theoretical altitude is higher than the landing elevation, the rate
of change is the lowest of the two following values:
• RATE theoretical
• RATE limit (selected on the RATE LIMIT selector)
When the landing elevation is higher than the theoretical altitude the rate
of change is the RATE limit.
In the particular case of:
• landing elevation selected before take-off is lower than T.O.
elevation,
• and the rate of climb of the aircraft is lower than 750 ft./min for more
than 1 minute.
The cabin altitude starts decreasing in order to reach either the selected
landing elevation or the theoretical cabin altitude (whichever is higher)
with a rate of change of 500 ft/min.
DEPRESSURIZATION
After touchdown, when the depressurization signal--L/G shock absorbers
compressed, both throttle levers at idle--is received by the controllers,
the cabin is depressurized by the active system at a rate of 500 ft/min. 45
seconds after touchdown both outflow valves will completely open for full
depressurization.

MTT M540000/R3.41 17AUG01
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117
A300/Some A310 Pressurization Control System - Schematic
A300/Some A310s
A300/Some A310s

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118
A300/Some A310 Pressurization System - Pressurization Control Logic
The system is designed to ensure that during normal operation, the
cabin altitude will not exceed 8,000 feet with the aircraft at maximum
cruising altitude. If the pressurization control system fails, the maximum
cabin altitude will not exceed 15,000 feet.
Cabin excess altitude, excess pressure and negative pressure are
prevented by the automatic functions of two safety valves. In the event
of a failure of both automatic systems, pressure is controlled manually
by a toggle switch located on the CABIN PRESS overhead panel.
The only crew action required in normal operation is to set the altitude of
the destination landing field on the LANDING ELEVATION selector,
located on the main instrument panel, before takeoff.

MTT M540000/R3.41 17AUG01
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119
A300/Some A310 Pressurization System - Pressurization Control Logic
A300/Some A310s
A300/Some A310s

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A300/Some A310 Pressurization System Components - Safety and Outflow Valves
A. SAFETY VALVES
Two Safety Valves are installed in the pressurized area at STA2559
(FR39). They operate independently and perform the following safety
functions:
- Overpressure safety (Positive differential pressure).
- Negative pressure safety (Negative differential pressure).
Apart from these two essential safety functions, each of the valves
contains an electrical device to transmit value position indication
signals to the RH ECAM System Display, to provide a positive
indication of differential pressure for flight safety operation.
The valves are installed below the aircraft flotation line (Water Line),
they are fitted with a rack device to hold the flaps in the shut position
in the event of ditching.
B. OUTFLOW VALVES
Both of the automatic systems operate the Pressure Regulating
(Outflow) Valves,-the function of which is to control cabin air flow
evacuation.
Each butterfly type valve consists, of a light alloy case with
convergent intake. The operating principle of the valve is based upon
the application of a triple actuator system comprising:
• Aplanetary' type reduction gearbox with two irreversible drives,
• A double-rotor, brushless DC motor powers one drive for the
Automatic Control Mode Systems 1 and 2,
• A standard DC motor powers the other drive for the manual
emergency control mode.
• The valve also features an electronic controller mounted on the
valve body. It is an autonomous unit capable of following
position instructions given by a signal from the Cabin
Pressurization System controller and performs the following
functions:
- The locking in position by SYS 1(2) automatic system,
- Producing a signal for valve position indication.

MTT M540000/R3.41 17AUG01
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121
A300/Some A310 Pressurization System - Component Valves - Location
A300/Some A310
A300/Some A310

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A300/Some A310 Pressurization System - Automatic Pressure Controllers
The cabin pressure controllers, mounted on the RH main equipment rack
90VU in the avionics compartment, are electronic devices intended to
optimize at any time the pressure build-up in the cabin while keeping the
pressure fluctuation amplitudes to a level compatible with
passenger/crew comfort.
The system comprises a program whereby the true cabin altitude equals
or tends to equal the scheduled cabin altitude. The crew workload is
reduced to a minimum on ground and in flight since no selection tasks
are required during climb, cruise and descent cabin configurations.
The pressure controller automatically controls in flight and on the ground
valves so that variations of pressure prevailing in the cabin are in
compliance with:
• the physiological comfort requirements,
• the aircraft environmental conditions during landing and ground
configurations.
The pressure controller elaborates signals sent to indicator lights,
providing good operation, or Fault Indication throughout the pressure
control system.
The cabin pressure controller provides the three following main
functions:
1. the pressure control function
2. the alarm function SCAM warning and caution display pages
3. the self-monitoring function

MTT M540000/R3.41 17AUG01
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123
A300/Some A310 Pressurization System - Automatic Pressure Controllers
A300/Some A310s
A300/Some A310s

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A300/Some A310 Pressurization System - Controls and Indications
1. RATE LIMIT Selector
Selects the limiting rate of change in cabin altitude to any value
between MIN and MAX.
• MIN Rate of change limits + 100 ft/min and - 70 ft/min.
• NORM Rate of change limits + 500 ft/min and - 350 ft/min.
• HI Rate of change limits + 666 ft/min and - 470 ft/min.
• MAX Rate of change limits + 1670 ft/min and- 1170 ft/min.
2. RATE/LO DELTA-P Lights
• RATE
The light illuminates Blue to indicate the AUTO PRESS/RATE
LIMIT selector is not in the NORM position.
• LO DELTA-P
The light illuminates Amber, when following conditions are
reached.
1. Differential pressure below 0.7 PSI, and
2. Aircraft rate of descent above 2,000 ft/min, and
3. CAB ALT greater than selected altitude plus 1,500 ft.
3. REG 1 (2) Pushbutton Switches
Operated to confirm the disconnection between the system
controller output and the associated outflow valve torque motor.
• Normal (P/B switch pressed-in)
The system controller output 1 (or 2) is connected to the outflow
valve torque motors provided the Green triangle integrated into
the SYS 1 (or 2) P/B switch is on. The pressure control system 1
(or 2) ensures pressure control.
• OFF (P/B switch released-out)
The system 1 (or 2) is no longer operative. There is an
automatic transfer to the system 2 (or 1) and the triangle
integrated into the SYS 2 (or 1) P/B switch comes on Green.
The OFF light illuminates White.
NOTE: When both regulators are OFF, the message "CAB
PRESS MAN CTL" is displayed on the MEMO page.
• FAULT
The light illuminates Amber in the event of:
- outflow valve closure
- or system 1 (or 2) control failure.
An automatic transfer to system 2 (or 1) is performed. Illumination
of the FAULT light is associated with ECAM activation. The light
extinguishes when the REG 1 (or 2) P/B switch is selected OFF.

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A300/Some A310 Pressurization System - Automatic Pressurization
- CABIN PRESS Panel 433VU
1
2
3

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4. SYS 1 and SYS 2/PUSH TO SEL
Momentary Action Pushbutton Switches
If SYS 1 (SYS 2) P/B switch is momentarily pressed, this allows to
select manually the active system for pressurization control provided
the associated REG P/B switch is pressed-in (Normal) and the
integrated FAULT light is off.
The triangle integrated into the selected P/B switch illuminates
Green to indicate that the associated system is operative. The
activation of a system deactivates automatically the other.
The transfer from one system to the other is automatic:
- after second engine start.
- if the associated REG P/B switch is selected OFF.
- if the associated REG FAULT light illuminates.
5. LANDING ELEVATION Counter
The setting of the landing elevation is displayed in hundreds,
thousands and ten thousand feet.
6. ELV SET Knob
By rotation of the knob the elevation of the planned destination
airport is set before takeoff using the nearest hundred feet.
CABIN PRESS PANEL
OUTFLOW VALVES
7. OUTFLOW Pushbutton Switches (guarded)
The P/B switches are operated to close the related valves if required.
When both P/B switches are selected OFF, (used for ditching), the
two outflow valves, the two pack valves, the overboard extract valve,
the ram air inlet, and the safety valves are controlled closed.
• Normal (P/B switches released-out)
The valve is controlled by the operating system.
• OFF (P/B switches pressed-in)
The OFF light comes on. The valve is closed.
8. OUTFLOW VALVE Position Indicators:
Indicate the outflow valve position.

MTT M540000/R3.41 17AUG01
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4
8
7
5
6
CABIN PRESS PANEL 433VU
CONTROL PANEL FIN 104HM
FLIGHT DECK
OVERHEAD PANEL
CENTER INSTRUMENT PANEL 4VU

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A300 Pressurization System - Manual Pressurization Controls and Indications
1. MAN PRESS Pushbutton Switch
The P/B switch selects the manual operation mode of the pressure
regulating valves.
• ON (P/B switch pressed-in)
The ON light illuminates White and the arrow comes on Amber to
indicate that the V/S CTL switch is operative and controls the
manual operation of the regulating valves by activating the motor
in manual mode.
• Off (P/B switch released-out)
The V/S CTL switch is inoperative as long as the arrow is not on.
• Arrow
The arrow illuminates Amber when:
- Both OFF lights integrated into REG 1 and REG 2 P/B
switches are illuminated,
- or the MAN PRESS P/B switch is selected ON. The V/S CTL
switch is operative.
NOTE: In this configuration, there is no cabin pressure warning and no
cabin pressure indication on the ECAM display.
2. V/S CTL Switch
The switch controls the regulating valve position by activating the
motors in manual mode when the. Amber arrow is on. The switch is
spring loaded to neutral.
- UP: The valves move toward open position.
- DN: The valves move toward closed position.
3. Cabin DIFF PRESS Indicator
Indicates the differential pressure between cabin and static
pressure. From -2 to 1 and from 8 to 13 the scale is graduated in
PSI for reading of limiting values.
4. Cabin V/S Indicator
Indicates the direction and the rate of change of cabin altitude in
ft/min.
5. Cabin Altimeter
Indicates the cabin pressure altitude based on a pressure of 29.92
HG in.

MTT M540000/R3.41 17AUG01
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2
1 3
4
5
CABIN PRESS PANEL 433VU
Flight Deck
Flight Deck
Overhead Panel
Overhead Panel

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A300/Some A310 Pressurization System - RH ECAM CABIN PRESSure System Page
1. Cabin Differential Pressure Indication
• Indication comes on Green. It flashes when Delta-P > 8.6 PSI.
• Indication comes on Amber when Delta-P < -1 PSI or Delta-P >
10 PSI.
2. Cabin Vertical Speed Indication
• Indication comes on Green. It flashes when V/S > selected V/S
+ 50%.
• Indication comes on Amber when V/S < -2000 ft/min or V/S >
2000 ft/min.
3. Cabin Altitude Indication
• Indication comes on Green.
• Indication comes on Red when cabin altitude is above 10,000
ft.
4. FWD (or AFT) Regulating Valve Position Indication
The indication is given in a percent. It flashes when the AFT (or
FWD) regulating valve position differs from the FWD (or AFT)
regulating valve position by more than 40%. It becomes Amber
above 95% (in flight only).
5. Safety Valve Position Indication
the two safety valves are not open.
at least one of the two safety valves is open.
6. SYS 1 (or 2) Indication:
The indication is
- Green when the system is NOT FAULT and ACTIVE,
- Amber when the system is FAULT or OFF,
- suppressed when the system is ON and NOT FAULT but NOT
ACTIVE.
7. MAN Indication (White)
Displayed when the two automatic systems are FAULT or OFF.

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A300/Some A310 Pressurization System - CABIN PRESSure RH ECAM System Display

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A300/Some A310 Pressurization System - Warning Logic
WARNING LOGIC PRESSURIZATION SYSTEM
Depicted below are the various warnings displayed in the cockpit in the event a fault shown
occurs in the Aircraft Pressurization System. Also graphically shown are the various Flight
Phases at which the warnings will or will not be shown.

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133

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134
WARNING LOGIC PRESSURIZATION SYSTEM
Depicted below are the various warnings displayed in the cockpit in the event a fault shown
occurs in the Aircraft Pressurization System. Also graphically shown are the various Flight
Phases at which the warnings will or will not be shown.

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A310 Electronic Ventilation System - Warning Logic

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A300/Some A310 Air Conditioning System - Maintenance Panel Test Panels
1. AIR BLEED & COMPT TEMP Test Selector Switch
Connects the PTT P/B switch to the warning circuits for test of
overheat warning and automatic closure of the hot air supply valve.
2. HOT AIR SUPPLY Memorized Fault Annunciator (MFA)
Comes on White, when the pressure in the hot air duct exceeds 12.5
PSI for more than 3 seconds.
3. PTT Pushbutton Switch
• TEST: The light comes on White, when the test selector switch is
not in NORM position.
• Pressed and held: A simulated overheat signal is generated to
test the selected overheat warning circuit. After test, systems
must be reset.
4. SYS TEST Pushbutton Switch
The pressurization systems are tested one at a time as selected by
the SYS 1 or SYS 2/PUSH TO SEL P/B switch on the CABIN
PRESS panel.
When the P/B switch is pressed and held, the active system is
tested:
- Respective OK light is blinking then comes on steady if:
• Electrical circuit integrity of controller, valves and aircraft is
satisfactory.
• All warning (ECAM) are satisfactory.
5. SYS 1 / SYS 2 / OK Annunciator
The light of the active system comes on, when SYS TEST
pushbutton switch is pressed, to indicate successful test.
6. SAFETY VALVE OVER PRESS Lights
The light comes on when the valve opens.
7. FANS MONITORS (MFAs):
The respective memorized fault annunciators (MFAs) come on in
case of functional failure of the corresponding fan, i.e.: cabin
recirculation fans, lavatory and galley fan, and avionics blowers, bulk
cargo and ground cooling fans.

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A300/Some A310 Air Conditioning System - Maintenance Panel Test Panels
7
3
1
2
5 4
6

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21-138
138
Air Conditioning Fairing - Pack Deflect Door Actuator - MEL Deactivation Procedure
A300/310MEL MAINTENANCE PROCEDURES
MxP 21-2A
PACK COOLING AIR FLOW SYSTEM
Pack Deflect Door Actuator Deactivation (Door Inoperative OPEN)
WARNING
BEFORE PROCEEDING WITH MAINTENANCE WORK ON AIR CONDITIONING
SYSTEM, MAKE CERTAIN THE PNEUMATIC SYSTEM IS DEPRESSURIZED.
• General
The two principle components for controlling the Pack Cooling Airflow System are the Pack
Deflect Door and the Modulation Flap /Turbine Bypass Valve Actuator. The MME. permits an
aircraft to be released with the Pack Deflect Doors inoperative provided they are secured in OPEN
(flight) position.
1. Set-up
a) Open the following circuit breakers:
FIN# Panel# Row & Col. Nomenclature
1HW 131VU H 56 AIR BLEED & COMP TEMP/PACK 1 /DEFLECT DOOR
2HW 131 VU G 56 AIR BLEED & COMP TEMP/PACK 2 /DEFLECT DOOR
b) On COMPS TEMP Panel 437VU:
- Ensure that PACK VALVE 1 and 2 Switches are OFF (released out position).
- Display a warning notice prohibiting operation of system.
c) Open one Main Gear (Ref: 32-12-11, page block 301).
d) Position access platform.
e) Open Access Door 147BZ.
2. Deactivation (Ref: FIG 21-2A) a) Rotate finger clip 60° clockwise over center of manual lock-out.
Red dot will appear as warning of manual lock-out. b) Disconnect and cap and stow electrical
connector.
3. Close-up
a) Ensure work area is clean and clear of tools and miscellaneous items of equipment.
b) Close Access Door 147 BZ.
c) Remove access platform.
d) Close Main Gear Door (Ref: 32-12-11, page block 301).
e) Close Circuit Breakers 1HW, 2HW.
CONTINUED
MxP 21.4 4 July 1994
MxP 21-2A
PACK COOLING AIR FLOW SYSTEM (Con't)
Pack Deflect Door Actuator Deactivation (Door Inoperative OPEN) (Con't)
3. Close-up
f) On COMPT TEMP Panel 437VU:
- Re-position PACK VALVE 1 and 2 Switches to AUTO (pushed in position).
- Remove warning notice prohibiting operation of system.
g) Place an INOP CTL Sticker adjacent to the PACK 1 and 2 MODE SEL Switches.
h) Placard LOG 800K: 'MEL 21-2 (a): PACK 1 and 2 DEFLECT DOORS - INOP: DOORS
SECURED IN OPEN POSITION. OPERATE AFFECTED PACKS NORMALLY.'
4. Notify MOCC.
4 July 1994 MxP 21.5
ATA -21 AIR COND & PRESSURIZATION

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-139
139
LH and RH Air Conditioning Fairing - Pack Deflect Door Actuators
FIG 21-2A

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-140
140
Some A310s – Cabin Pressurization System – General
The functionality and operation of the Cabin Pressurization System in
both the FedEx A300 and A310 fleets is virtually identical. However, only
a few A310s have components of that system which are identical to
those of the A300s.
In the majority of the FedEx A310 fleet, the Cabin Pressurization System
uses four electro-pneumatically actuated cabin pressure outflow valves
to limit maximum positive and negative differential pressure.
Additionally, a jet pump provides air at a pressure lower than cabin
pressure to each of the cabin pressure outflow valves. This enables the
outflow valves to ensure cabin pressure control or to open fully on the
ground or in flight. The air bleed system provides air for the jet pumps.
The jet pump check valves prevent bleed air from one engine from
flowing back to the other and allow supply to the second set of jet pumps
when one of the engine air bleed systems is shut off.

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-141
141
Some A310s - Pressurization System

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-142
142
Some A310s - Electro-Pneumatic Pressurization System - Components

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-143
143
Some A310s - Jet Pump and Check Valve - Schematic

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-144
144
Some A310s - Manual Depressurization - Control and Indication
With no packs operating depressurization valve can depressurize the
cabin in approximately 3 minutes. With both packs operating this valve
can not depressurize the cabin.
The valve is located in the forward right fuselage skin and is controlled
mechanically by the crank handle.The wheel is safetied in the normal
CLOSED position.
An indicator at the base of the wheel shows valve position. Valve
position is also shown on the Manual Pressurization Valve Postion
Indicator at the lower left of the CABIN PRESS panel 432V

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-145
145
Some A310s - Manual Depressurization - Control and Indication
Manual
Manual
Depressurization
Depressurization
Valve Position
Valve Position
Indicator
Indicator

MTT M540000/R3.41 17AUG01
MTT M540000/R3.41 17AUG01
ATA 21
A300/A310
A300/A310
21-
21-146
146
LEFT BLANK
ATA 21 - END
COURSE CODE - M540000

ATA 21.pdf

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