Airbus A330 (RR RB211 Trent 700) Training Manual

Chapter

Powerplant

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POWERPLANT LEVEL 1
28 Fuel System Presentation (A330-200) (1) . . . . . . . . . . . . . . . . . . . . 2
28 Fuel System Presentation (A330-300) (1) . . . . . . . . . . . . . . . . . . . 54
26 Fire Protection System Presentation (RR700) (1) . . . . . . . . . . . . . 96
49 APU System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
70 Power Plant RR Trent 700 Presentation (1) . . . . . . . . . . . . . . . . 164
36 Pneumatic System Presentation (RR700) (1) . . . . . . . . . . . . . . . 210
21 Air Conditioning System Presentation (1) . . . . . . . . . . . . . . . . . . 224
47 Fuel Tank Inerting System Presentation (1) . . . . . . . . . . . . . . . . 270
30 Ice & Rain Protection System Presentation (RR700) (1) . . . . . . 278
05 Time Limits and Maintenance Checks (1) . . . . . . . . . . . . . . . . . 304

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

GENERAL
The fuel system has different functions, which are:
- storage, venting and scavenge,
- engine feed,
- APU feed,
- main and trim transfers,
- refuel/defuel,
- jettison as an option,
- and the maintenance/test facilities.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

STORAGE
The fuel is stored in six tanks.
In each wing, there are an outer and an inner tanks divided into two parts: the forward inner tank, and the aft inner tank. There also are a center
tank, and a trim tank.
Each inner tank section has one closed area called the collector cell, which is a reservoir for the booster pumps.
A dedicated jet pump is only used to fill the collector cell of the main booster pumps.
A vent surge tank is installed outboard of each outer tank in the wing and on the RH side of the trim tank.
They vent the fuel tanks and collect fuel split from the tanks.
Each tank has one or more water drain valves located at low points.
Two Fuel Control and Monitoring Computers (FCMCs) receive inputs from the different probes and sensors installed in the fuel tanks.
The FCMCs transmit data to the ECAM and to the Refuel/Defuel panel.
Each FCMC does the data monitoring and the calculation simultaneously, however one computer at a time achieves the control function
(FCMC1 in normal condition).
In each fuel tank, the fuel quantities are measured from Fuel Quantity Indication (FQI) probes, compensators and densitometers.
Temperature sensors are installed in each tank for fuel temperature monitoring and ECAM display.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

TANK VENTING
Each wing tank and the trim tank are vented via dedicated vent pipes connected to their related vent surge tanks.
The center tank is vented through the left wing vent surge tank.
A NACA air intake is mounted on an access panel on each vent surge tank.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

ENGINE FEED
An independent fuel feed system supplies each engine.
For each engine, there are two main fuel pumps, and one stand-by pump.
In the normal configuration the main pumps are running and the stand-by pump is there as a back up when a main pump has a too low output
pressure.
A LP valve isolates its related engine from the fuel supply.
The crossfeed system lets any engine be fed from any tank.
It is used to correct fuel imbalance between tanks or during gravity feeding of the engines.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

APU FEED SYSTEM
Fuel is supplied to the APU from the LH inner tank collector cell with the forward APU pump through the trim transfer line.
If a low pressure is detected in the trim transfer line, the aft APU pump starts.
The APU fuel isolation valve controls the fuel flow from the FWD inner tank to the trim transfer line.
If an APU fire is detected, the APU LP valve closes.
The Fuel/Air separator, installed in the trim tank fuel transfer line, keeps sufficient fuel for the APU operation if air enters the transfer line.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

MAIN AND TRIM TRANSFERS
The main transfer system controls the fuel flow from the center tank and the outer tanks to the two inner tanks for engine feeding.
The two transfers are usually controlled automatically by the FCMCs,
but they can be manually controlled if necessary.
The trim transfer system controls the A/C center of gravity by forward and aft transfers.
Trim transfers are controlled automatically by the FCMCs.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

MAIN AND TRIM TRANSFERS (continued)
MAIN TRANSFERS FROM CENTER TANK TO INNER TANK
Independent control, for each wing, allows transfers from the center tank to the inner tanks with the goal of emptying the center tank first
and keeping the inner tanks full by cycles.
When the fuel quantity of an inner tank decreases to the under full level, the FCMC automatically controls the transfer from the center
tank to the related inner tank.
The transfer stops automatically when that inner tank is full again.
The crew can manually control the transfer from the fuel panel. The system uses the pressure of center tank pumps to move the fuel from
the center to the inner tank, via the main transfer gallery.
For each wing, an inner tank inlet valve independently controls the flow of fuel from the main transfer gallery to the related inner tank.
Two emergency isolation valves control the fuel flow between the forward and aft inner tanks.
The valves are installed between the aft and forward inner tanks.
During normal operation the emergency isolation valves are open.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

MAIN AND TRIM TRANSFERS (continued)
MAIN TRANSFERS FROM OUTER TANK TO INNER TANK
The outer tank to inner tank transfer is automatically controlled by the FCMC when the fuel quantity in one of the inner tanks decreases
to a low level.
The system uses gravity to transfer the fuel from the outer tanks to the inner tanks.
The FCMC opens the valves when the inner tank fuel level is too low.
The FCMC commands the LH and RH inter-tank transfer valves simultaneously in both wings to keep lateral balance.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

MAIN AND TRIM TRANSFERS (continued)
AFT TRIM TRANSFERS
The trim transfer system controls the A/C CG position.
For this function, the system moves fuel to the trim tank (this is the aft transfer), or from the trim tank (this is the forward transfer).
When an aft transfer is necessary:
- if the center tank is not empty, the center tank pumps move fuel from the center tank to the trim tank,
- if the center tank is empty, the booster pumps move fuel from the collector cells to the trim tank.
The system operates automatically via the FCMC. However, the crew can manually set a forward transfer on the fuel panel.
You can transfer fuel between the center tank and the trim tank.
The transfer pumps fill the trim tank via the trim pipe isolation valve and the trim tank inlet valves.
The aft transfer uses the main pumps to fill the trim tanks when the center tank is empty.
The system uses the aft transfer valves, the trim pipe isolation valve and the trim tank inlet valve.
The fuel is pumped from the inner tanks.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

MAIN AND TRIM TRANSFERS (continued)
FORWARD TRIM TRANSFERS
When a forward transfer is necessary with the center tank not empty, the trim tank transfer pump moves fuel from the trim tank to the center
tank.
The fuel can be transferred to the center tank, by the trim transfer pump, through the trim tank isolation valve and the auxiliary forward
transfer valve.
The FCMC opens the auxiliary forward transfer valve.
During an automatic forward transfer when the center tank is empty, a trim transfer pump moves fuel from the trim tank to the inner tanks.
The fuel can be transferred to the inner tanks by the trim transfer valve and the inner tank inlet valves.
The FCMC opens the inner tank inlet valves.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

JETTISON (OPTIONAL)
When installed, the jettison system is used in flight to dump fuel overboard, to decrease the A/C gross weight before landing.
The jettison system operation can only be manually initiated in the cockpit on the jettison panel but the Fuel Control and Monitoring Computer
(FCMC) can manually or automatically stop the jettison system.
When the jettison system is set to ON:
- the two jettison valves open,
- the trim-pipe isolation valve opens and all the fuel tank inlet valves close,
- the two transfer pumps supply fuel from the center tank,
- the two aft transfer valves open,
- the crossfeed valve opens,
- all the main and standby pumps supply fuel from the inner tank,
- trim tank FWD transfer is automatically initiated to the center tank even if the center tank is empty,
- the fuel flows from the fuel tanks to the refuel gallery.
The system is automatically stopped if the FCMC stops the operation at a pre-set jettison final gross weight or when inner tank low-level sensors
become dry.
When the total of the two inner tanks fuel quantities is less than 10 tons the jettison system stops automatically.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

REFUEL/DEFUEL
On ground, the A/C can be refueled automatically or manually, defueled with pressure or suction.
Fuel can be transferred from tank to tank.
Two refuel/defuel (LH optional) couplings are installed in the leading edge of each wing allowing simultaneous refueling from the right and
the left sides of the A/C.
The FCMCs control the refuel/defuel and transfer operations. In case of fuel quantity indication failure, the fuel quantities can be determined by
using the tank Manual Magnetic Indicators (MMIs).
A refuel/defuel coupling installed in the leading edge of each wing is the interface between the Refuel/Defuel system and the external fuel
source. Each coupling has two adaptors allowing the aircraft to be refueled from four hoses at the same time.
The refuel isolation valve controls the fuel supply from the refuel coupling to the refuel gallery.
The outer tank inlet valve controls the flow of fuel into the outer tank.
The inner tank inlet valve independently controls the flow of fuel from the refuel gallery to the inner tank.
The center tank inlet valve controls the flow of fuel from the refuel gallery into the center tank.
The center tank inlet restrictor valve prevents an overpressure of the center tank structure during a refuel operation.
The fuel flows into the trim tank via the trim pipe isolation valve and the trim tank inlet valve.
Fuel flows into each tank through diffusers.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

CONTROL AND INDICATING
This section will highlight the control panels and indications for the fuel system.
CONTROL PANELS
Each main and stand-by pump has its related control P/BSW for each related engine collector cell.
The cross feed valves normally closed may be controlled open automatically in case of electrical emergency configuration or
manually by their dedicated P/BSWs.
The LH and RH CTR TANK P/BSWs on the cockpit fuel panel, control the related center tank fuel transfer pump.
The CTR TK XFR P/BSW is manually or automatically used to control the transfer from the center tank to the inner tank.
An action on the LH or RH INR TK SPLIT P/BSW is used for manual control of the emergency isolation valves.
The OUTER TK XFR P/BSW on the fuel control panel, is used to manually or automatically control the outer tank fuel transfer to the
inner tanks. The T TANK MODE P/BSW on the fuel control panel is used to manually or automatically control the Trim Tank transfer.
The T TANK FEED control selector is used to ISOLAte, to OPEN, and to AUTOmatically control the Trim tank fuel transfer.
The Jettison system is ARMed and ACTIVated by the related P/BSW.
The LP valves are open or closed using their related ENG MASTER switch on the pedestal panel.
In case of fire an action on the engine FIRE P/B on the overhead panel closes its related LP valve.
The APU MASTER SW on the overhead panel controls the APU fuel supply.
In case of APU fire, an action on the APU FIRE P/B on the overhead panel closes the APU LP valve.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

CONTROL AND INDICATING (continued)
ECAM FUEL PAGE
The engine feed status, the APU feed status, the transfer data status, and the Jettison system status are all displayed on the ECAM FUEL
page.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

CONTROL AND INDICATING (continued)
REFUEL/DEFUEL
On ground, the A/C can be refueled automatically or manually, defueled with pressure or suction, and fuel can be transferred from
tank to tank.
Two refuel/defuel couplings are installed in the leading edge of each wing allowing simultaneous refueling from the right and the left sides
of the A/C.
Refueling can be controlled and monitored from the refuel/defuel panel or optionally from the cockpit.
The FCMCs control the refuel/defuel and transfer operations.
The option for the fuel system, which may be selected by operators is additional Refuel/Defuel panels.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

GENERAL LAYOUT
This is a global view of the fuel system.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

MAINTENANCE / TEST FACILITIES
Each FCMC has a BITE. The BITE continuously monitors the FCMCs and fuel system components for failures.
It is connected to the Centralized Maintenance Computer (CMC) and can be interrogated from the MCDU for fuel data reports or test function.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

SAFETY PRECAUTIONS
When you work on A/C, make sure that you obey all the AMM safety procedures. This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the fuel system.
Kerosene is poisonous. Do not splash A/C fuel in your eyes, mouth, nose, and ears or on your skin.
Use the approved protective clothing to prevent personal contamination and formation of static electricity.
Make sure that you have the proper fire fighting equipment available.
Make sure that the safety area is clear and clean.
Respect the safety precautions within the safety distances.
Put the NO SMOKING warning notices around the work area. Ground and bond the A/C.
In the Work area:
- do not use flames which do not have protection and do not use any material/tool which may cause sparks,
- use only necessary and approved electrical/electronic equipment,
- make sure that the air flow is sufficient to work safely, otherwise use a respirator,
- do not pull or move metal objects along the ground,
- immediately flush away or remove any fuel leakage.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

GENERAL
Following three fuel tank explosions over the past 14 years which resulted in 346 fatalities, the U.S Department of Transportation's Federal
Aviation Administration (FAA), have introduced new regulations to improve fuel tank safety.
These regulations relate to the prevention of ignition sources within fuel tanks of current type certificated aircraft. They require carrying out a
one-time fuel system safety and design review.
CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL)
The FAA issued Special Federal Aviation Regulation (SFAR) 88 which gives a detailed description of the CDCCL concept. The DGAC
requested the SFAR 88 (TGL 47) to be added to PART 145, PART M and PART 147 to reinforce the application of these regulations.
This includes:
- a conception part intended to aircraft design features,
- a maintenance part.
A CDCCL is a limitation requirement to preserve a critical ignition source prevention feature of the fuel system design that is necessary
to prevent the occurrence of an unsafe condition. The function of the CDCCL is to give instructions to retain the critical ignition source
prevention feature during configuration change that may be caused by alterations, repairs or maintenance actions.
The aircraft manufacturers have to emit a document to their customers giving the list of all the maintenance tasks impacted by the CDCCL.
For AIRBUS this document is called the Fuel Airworthiness Limitations and it is added to the Airworthiness Limitation Section part 5.
CDCCL items are listed in Airworthiness Limitations Form.

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28 FUEL SYSTEM PRESENTATION (A330-200) (1)

GENERAL (continued)
FUEL SYSTEM DESIGN CONFIGURATION
The Airbus aircraft fuel systems have, by design, a number of features that are intended to protect the system from inadvertent ignition.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

GENERAL
The fuel system has different functions, which are:
- storage, venting and scavenge,
- engine feed,
- APU feed,
- main and trim transfers,
- refuel/defuel.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

STORAGE
The fuel is stored in five tanks.
In each wing, there are an outer, and an inner tanks divided into two parts:
the forward inner tank, and the aft inner tank.
There also is a trim tank.
Each inner tank section has one closed area called the collector cell, which is a reservoir for the booster pumps.
A dedicated jet pump is only used to fill the collector cell of the main booster pumps.
A vent surge tank is installed outboard of each outer tank in the wing and on the RH side of the trim tank.
They vent the fuel tanks and collect fuel split from the tanks.
Each tank has one or more water drain valves located at low points.
Two Fuel Control and Monitoring Computers (FCMCs) receive inputs from the different probes and sensors installed in the fuel tanks.
The FCMCs transmit data to the ECAM and to the Refuel/Defuel panel.
Each FCMC does the data monitoring and the calculation simultaneously, however one computer at a time achieves the control function (FCMC
1 in normal condition).
In each fuel tank, the fuel quantities are measured from Fuel Quantity Indication (FQI) probes, compensators and densitometers. Temperature
sensors are installed in each tank for fuel temperature monitoring and ECAM display.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

TANK VENTING
Each wing tank and the trim tank are vented via dedicated vent pipes connected to their related vent surge tanks.
A NACA air intake is mounted on an access panel on each vent surge tank.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

ENGINE FEED
An independent fuel feed system supplies each engine.
For each engine, there are two main fuel pumps, and one stand-by pump.
In the normal configuration the main pumps are running and the stand-by pump is there as a back up when a main pump has a too low output
pressure.
A LP valve isolates its related engine from the fuel supply.
The crossfeed system lets any engine be fed from any tank.
It is used to correct fuel imbalance between tanks or during gravity feeding of the engines.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

APU FEED SYSTEM
Fuel is supplied to the APU from the LH inner tank collector cell with the forward APU pump through the trim transfer line.
If a low pressure is detected in the trim transfer line, the aft APU pump stars.
The APU fuel isolation valve controls the fuel flow from the FWD inner tank to the trim transfer line.
If an APU fire is detected, the APU LP valve closes.
The Fuel/Air separator, installed in the trim tank fuel transfer line, keeps sufficient fuel for the APU operation if air enters the transfer line.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

MAIN AND TRIM TRANSFERS
The main transfer system controls the fuel flow from the outer tanks to the two inner tanks for engine feeding.
The transfers are usually controlled automatically by the FCMCs, but they can be manually controlled if necessary.
The trim transfer system controls the A/C center of gravity by forward and aft transfers.
Trim transfers are controlled automatically by the FCMCs.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

MAIN AND TRIM TRANSFERS (continued)
MAIN TRANSFERS FROM OUTER TANK TO INNER TANK
The outer tank to inner tank transfer is controlled automatically by the FCMC when the fuel quantity decreases in one inner tank to a low
level.
The system uses gravity to transfer the fuel from the outer tanks to the inner tanks.
The FCMC opens the valves when the inner tank fuel level is too low.
The FCMC commands the LH and RH inter-tank transfer valves simultaneously in both wings to keep lateral balance.
Two emergency isolation valves control the fuel flow between the forward and aft inner tanks.
The valves are installed between the aft and forward inner tanks.
During normal operation the emergency isolation valves are open.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

MAIN AND TRIM TRANSFERS (continued)
AFT TRIM TRANSFERS
The trim transfer system controls the A/C CG position.
For this function, the system moves fuel to the trim tank (this is the aft transfer), or from the trim tank (this is the forward transfer).
When an aft transfer is required the booster pumps move fuel from the collector cells to the trim tank.
The system operates automatically via the FCMC.
However, the crew can manually set a forward transfer on the fuel panel.
The aft transfer uses the main pumps to fill the trim tanks.
The system uses the aft transfer valves, the trim pipe isolation valve and the trim tank inlet valve.
The fuel is pumped from the inner tanks.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

MAIN AND TRIM TRANSFERS (continued)
FORWARD TRIM TRANSFERS
During an automatic forward transfer a trim transfer pump moves fuel from the trim tank to the inner tanks.
The fuel can be transferred to the inner tanks by the trim transfer pump, through the trim tank isolation valve, the trim pipe isolation
valve and the inner tank inlet valves.
The FCMC opens the inner tank inlet valves. In manual mode, the AUXiliary FWD transfer valve is also controlled to open.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

REFUEL/DEFUEL
On ground, the A/C can be refueled automatically or manually, defueled with pressure or suction, and fuel can be transferred from tank to tank.
A refuel/defuel coupling is installed in the leading edge of the RH wing allowing aircraft refueling.
Optionally, the refuel/defuel system can have an additional refuel/defuel coupling on the LH wing leading edge.
The FCMCs control the refuel/defuel and transfer operations.
In case of fuel quantity indication failure, the fuel quantities can be determined by using the tank Manual Magnetic Indicators (MMIs).
A refuel/defuel coupling installed in the leading edge of the RH wing is the interface between the Refuel/Defuel system and the external fuel
source.
The coupling has two adaptors allowing the aircraft to be refueled from two hoses at the same time.
The refuel isolation valve controls the fuel supply from the refuel coupling to the refuel gallery.
The outer tank inlet valve controls the flow of fuel into the outer tank.
The inner tank inlet valve independently controls the flow of fuel from the refuel gallery to the inner tank.
The fuel flows into the trim tank via the trim pipe isolation valve and the trim tank inlet valve.
Fuel flows into each tank through diffusers.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

CONTROL AND INDICATING
This section will highlight the control panels and indications for the fuel
system.
CONTROL PANELS
Each main and stand-by pump has its related control P/BSW for each related engine collector cell.
The cross feed valves normally closed may be controlled open automatically in case of electrical emergency configuration or manually by their
dedicated P/BSWs.
An action on the LH or RH INR TK SPLIT P/BSW is used for manual control of the emergency isolation valves.
The OUTER TK XFR P/BSW on the fuel control panel, is used to manually or automatically control the outer tank fuel transfer to the inner
tanks. The T TANK MODE P/BSW on the fuel control panel is used to manually or automatically control the Trim Tank transfer.
The T TANK FEED control selector is used to ISOLAte, to OPEN, and to AUTOmatically control the Trim tank fuel transfer.
The LP valves are open or closed using their related ENG MASTER switch on the pedestal panel.
In case of fire an action on the engine FIRE P/B on the overhead panel closes its related LP valve.
The APU MASTER SW on the overhead panel controls the APU fuel supply.
In case of APU fire, an action on the APU FIRE P/B on the overhead panel closes the APU LP valve.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

CONTROL AND INDICATING (continued)
ECAM FUEL PAGE
The engine feed status and the APU feed status, transfer data status are displayed on the ECAM FUEL page.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

CONTROL AND INDICATING (continued)
REFUEL/DEFUEL
On ground, the A/C can be refueled automatically or manually, defueled with pressure or suction.
Fuel can be transferred from tank to tank.
A refuel/defuel coupling is installed in the leading edge of the RH wing allowing refueling of the A/C. Refueling can be controlled and
monitored from the refuel/defuel panel or optionally from the cockpit.
The FCMCs control the refuel/defuel and transfer operations.
The options for the refuel/defuel system is an additional coupling on the LH wing leading edge as well as additional refuel/defuel panels.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

GENERAL LAYOUT
This is a global view of the fuel system.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

MAINTENANCE/TEST FACILITIES
Each FCMC has a BITE. The BITE continuously monitors the FCMCs and fuel system components for failures.
It is connected to the Centralized Maintenance Computer (CMC) and can be interrogated from the MCDU for fuel data reports or test functions.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

SAFETY PRECAUTIONS
When you work on A/C, make sure that you obey to all the AMM safety procedures.
This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the fuel system.
Kerosene is poisonous. Do not splash A/C fuel in your eyes, mouth, nose and ears or on your skin.
Use the approved protective clothing to prevent personal contamination and formation of static electricity.
Make sure that you have the proper fire fighting equipment available.
Make sure that the safety area is clear and clean.
Respect the safety precautions within the safety distances.
Put the NO SMOKING warning notices around the work area. Ground and bond the A/C.
In the Work area:
- do not use flames which do not have protection and do not use any material/tool which may cause sparks,
- use only necessary and approved electrical/electronic equipment,
- make sure that the air flow is sufficient to work safely, otherwise use a respirator,
- do not pull or move metal objects along the ground,
- immediately flush away or remove any fuel leakage.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

FUEL TANK SAFETY
Following three fuel tank explosions over the past 14 years which resulted in 346 fatalities, the U.S Department of Transportation's Federal
Aviation Administration (FAA), have introduced new regulations to improve fuel tank safety. These regulations relate to the prevention of
ignition sources within fuel tanks of current type certificated aircraft. They require carrying out a one-time fuel system safety and design review.
CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL)
The FAA issued Special Federal Aviation Regulation (SFAR) 88 which gives a detailed description of the CDCCL concept.The DGAC
requested the SFAR 88 (TGL 47) to be added to PART 145, PART M and PART 147 to reinforce the application of these regulations.
This includes:
- a conception part intended to aircraft design features,
- a maintenance part.
A CDCCL is a limitation requirement to preserve a critical ignition source prevention feature of the fuel system design that is necessary
to prevent the occurrence of an unsafe condition. The function of the CDCCL is to give instructions to retain the critical ignition source
prevention feature during configuration change that may be caused by alterations, repairs or maintenance actions.
The aircraft manufacturers have to emit a document to their customers giving the list of all the maintenance tasks impacted by the CDCCL.
For AIRBUS this document is called the Fuel Airworthiness Limitations and it is added to the Airworthiness Limitation Section part 5.
CDCCL items are listed in Airworthiness Limitations Form.

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28 FUEL SYSTEM PRESENTATION (A330-300) (1)

FUEL TANK SAFETY (continued)
FUEL SYSTEM DESIGN CONFIGURATION
The Airbus aircraft fuel systems have, by design, a number of features that are intended to protect the system from inadvertent ignition.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

GENERAL
This chapter includes:
- engine fire detection and extinguishing,
- APU fire detection and extinguishing,
- avionics compartment smoke detection,
- cargo compartments smoke detection and FIRE extinguishing,
- cabin and lavatories smoke detection.
An optional portable fire extinguisher can be installed in the avionics compartment.
It also includes the Maintenance/Test Facilities function.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

ENGINE FIRE PROTECTION
The engine fire protection is carried out by two systems: the fire detection system and the fire extinguishing system.
The engine Fire Detection Unit (FDU) monitors two engine detector loops. Each loop has detector elements installed in critical engine areas
and connected in parallel.
Warnings are supplied according to an AND logic (both loops detect a FIRE).
There are two fire bottles installed in the engine pylon for engine FIRE extinguishing.
The engine fire protection system gives aural and visual indications in FIRE and FAULT conditions.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

ENGINE FIRE PROTECTION (continued)
CONTROL AND INDICATING
The overhead ENGine FIRE control panel is used for detection and extinguishing functions.
In addition, there a red FIRE indicator light for each engine on the ENG MASTER panel installed on the pedestal.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

APU FIRE PROTECTION
The APU fire protection is done by two systems: the fire detection system and the fire extinguishing system.
The APU Fire Detection Unit (FDU) monitors two detector loops. Each loop has a detector element installed in the APU compartment.
Warnings are supplied according to an AND logic (both loops detect a FIRE).
There is one fire bottle installed in the aft fuselage for the APU FIRE extinguishing.
The APU fire can be manually or automatically extinguished.
The APU fire protection system gives aural and visual indications for FIRE and FAULT conditions.
In case of a FIRE when the A/C is on the ground, the Automatic Fire Extinguishing Control Unit (AFECU) starts an auto shutdown of the APU
and discharges the extinguishing bottle.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

APU FIRE PROTECTION (continued)
CONTROL AND INDICATING
The overhead APU FIRE panel handles both detection and extinguishing functions.
Due to an APU fire on ground (APU shutdown), the APU auto extinguishing system must be reset using the APU AUTO EXTING
RESET P/BSW on the overhead maintenance panel.
In case of an APU fire on ground, the APU FIRE light on the external power control panel will be started along with the ground call horn
installed in the nose landing gear bay.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

AVIONICS COMPARTMENT SMOKE DETECTION
The avionics compartment smoke detection is done by two smoke detectors installed on the air extraction duct of the ventilation system.
The detectors send signals via a dual loop to the Cabin Intercommunication and Data System (CIDS) - Smoke Detection Function
(SDF).
When smoke is detected, the SMOKE and FAULT lights on the Ventilation panel come on.
The FWC starts ECAM warnings, Master warning and aural warning.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

AVIONICS COMPARTMENT SMOKE DETECTION
(continued)
CONTROL AND INDICATING
Avionics smoke is indicated on the VENTILATION panel in the cockpit:
- on the VENTILATION panel, the AVioNiCS SMOKE light comes on,
- on the EXTRACT P/BSW, the FAULT light comes on.
If installed, the GND COOL fault light comes on.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

CARGO COMPARTMENTS SMOKE PROTECTION
SMOKE DETECTION
The cargo compartments smoke protection is done by two systems: the cargo smoke detection system and the cargo fire extinguishing
system. The smoke detectors are connected to the CIDS-SDF via loop A and loop B.
When the CIDS-SDF confirms a smoke detection, it starts warnings in the cockpit:
- a Continuous Repetitive Chime (CRC), a MASTER WARNing, and an EWD fault message through the Flight Warning Computer (FWC),
on the CARGO SMOKE control panel.
When smoke is detected, isolation valves optionally installed in the affected compartment will automatically close and the extraction fan
will stop.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

CARGO COMPARTMENTS SMOKE PROTECTION (continued)
FIRE EXTINGUISHING
Two fire extinguisher bottles installed in the forward cargo compartment are also used for fire extinguishing in the Lower Deck
Cargo Compartments (LDCCs). Each bottle has two discharge heads, one dedicated for the forward cargo compartment and one for the
AFT/BULK cargo compartment. The extinguishing agent flows through rigid pipes and is sprayed out through the extinguisher nozzles
in the forward, aft or bulk compartment.
The fire extinguisher bottles can be discharged from the cockpit by the CARGO SMOKE panel AGENT P/Bs.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

CARGO COMPARTMENTS SMOKE PROTECTION (continued)
CONTROL AND INDICATING
The CARGO SMOKE panel on the overhead is used for detection and extinguishing functions.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

CABIN AND LAVATORIES FIRE PROTECTION
Lavatory fire protection is done by the lavatory smoke detection system and the waste bin fire extinguishing system.
The system is monitored by the CIDS-SDF, which sends signals to the FWC.
The CIDS-SDF and the FWC give aural and visual warning indications in the cockpit and in the cabin in SMOKE and FAULT conditions.
Each lavatory has a single smoke detector installed in the air extraction duct in the lavatory ceiling. A fire extinguisher bottle is installed above
the waste bin in each lavatory. If a fire starts in the waste bin the fire extinguisher discharges automatically. Portable fire extinguishers are
installed in all the cabin and cockpit.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

AUXILIARY AREAS SMOKE DETECTION
VCC AND IFEC SMOKE DETECTION
The Video Control Center (VCC) includes 2 smoke detectors on the extraction air duct, connected to the CIDS-SDF.
The In-Flight Entertainment Center (IFEC) includes 2 smoke detectors on the extraction air duct, connected to the CIDS-SDF.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

AUXILIARY AREAS SMOKE DETECTION (continued)
CONTROL AND INDICATING
The IFEC and PAX P/B on the overhead panel are used to switch off the IFEC and VCC ventilation.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

OPTIONS
There are some options, which may be selected by operators and which require fire protection:
- the Flight Crew Rest Compartment (FCRC), installed behind the cockpit,
- the Lower Deck Mobile Crew Rest (LD-MCR) and its associated staircase housing.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

OPTIONS (continued)
FCRC SMOKE DETECTION
If installed the FCRC includes a smoke detector connected to the CIDS-SDF.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

OPTIONS (continued)
LD-MCR SMOKE DETECTION
The LD-MCR smoke detection system operates independently from the other aircraft smoke detection systems and has 5 smoke detectors
and a crew rest smoke detection control unit. The crew rest smoke detection control unit transmits a smoke alarm signal to the CIDS-SDF
and the CIDS-SDF sends a smoke alarm signal to the Ventilation Controller (VC) and the FWC. The staircase housing will have one
smoke detector connected to the CIDS-SDF.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

OPTIONS (continued)
LD-MCR FIRE EXTINGUISHING
The fire extinguishing system in the LD-MCR has one fire extinguisher bottle. The bottle is installed below the stairs in the LD-MCR.
The LD-MCR fire-extinguishing system operates manually. A fire extinguisher panel is also installed in the LD-MCR.
It has four indication LEDs. Two green indicator and two red warning LEDs, which show the condition of the cartridge and the pressure in the
bottle. The FES switch controls the fire-extinguishing of the LD-MCR.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

MAINTENANCE/TEST FACILITIES
Each fire protection system computer has a BITE that tests, manages and records failures to help maintenance operations.

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26 FIRE PROTECTION SYSTEM PRESENTATION (RR700) (1)

SAFETY PRECAUTIONS
When you work on the A/C, make sure that you obey all the AMM safety procedures.
This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the fire protection system.
Make sure that there is good airflow through the working area:
fumes from a discharged fire extinguisher bottle can cause injury to persons.
Install or remove the fire detector elements carefully.
You can easily cause damage to them.
Move a filled fire extinguisher bottle carefully:
A heavy shock or damage to the frangible disc can cause unwanted discharge and seriously injure persons who are in the proximity.

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49 APU SYSTEM PRESENTATION (1)

GENERAL
The Auxiliary Power Unit (APU) is a constant-speed gas turbine engine.
The APU lets the A/C to operate independently from electrical or pneumatic supply equipment.
The main systems of the APU are:
- the APU installation,
- the engine,
- the electrical generator,
- the oil system,
- the fuel system,
- the air system,
- the ignition and starting system,
- the control and indicating system,
- the drain system.

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49 APU SYSTEM PRESENTATION (1)

GENERAL (continued)
USERS
The APU is designed to operate throughout the entire flight envelope.
Electrical power is available whenever the APU operate, but bleed air is shut off above Flight Level 230 approximately (FL230).

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49 APU SYSTEM PRESENTATION (1)

INSTALLATION
The APU is mounted in a fireproof compartment located in the fuselage tailcone.
Two access doors give access to the APU compartment for inspection and maintenance functions.
The APU is suspended in its compartment by mounts.
An exhaust duct releases the APU gas into the atmosphere.

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49 APU SYSTEM PRESENTATION (1)

ENGINE
The APU is a constant speed, single shaft gas turbine engine that deliversmechanical shaft power to drive an accessory gearbox and a load
compressor. The main components of the accessory gearbox are:
- the starter motor,
- the lubrication module, which drives the Fuel Control Unit (FCU),
- the AC generator.
The APU operation is controlled and monitored by the Electronic Control Box (ECB).
The ECB has full authority over the following APU functions:
- starting,
- acceleration,
- speed governing,
- indication,
- fault monitoring,
- interface with A/C systems.
The air intake flap lets external air supply the APU inlet plenum. It cutsoff the air supply when the APU does not operate.
The APU bleed air system includes a bleed valve, a flow regulation with the Inlet GuideVane (IGV) and surge protection by a surge control
valve. The ECB fulfills the control and monitoring of these components. During starting,
the electrical starter motor drives the APU and the initial combustion is initiated by the ignition system.

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49 APU SYSTEM PRESENTATION (1)

CONTROL AND INDICATING
This section will highlight the control panels and indications for the APU.
CONTROL PANELS
The controls used to operate the APU are:
- the APU MASTER SWitch and START P/BSW, on the APU control panel,
- the APU fire controls, on the APU fire panel.

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49 APU SYSTEM PRESENTATION (1)

CONTROL AND INDICATING (continued)
EXTERNAL CONTROLS
It is possible to do an emergency shut down of the APU from either the REFUEL/DEFUEL panel or the EXTERNAL PWR panel by
lifting the guard and pushing either the APU EMERGENCY P/BSW or the APU SHUT OFF P/BSW.

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49 APU SYSTEM PRESENTATION (1)

CONTROL AND INDICATING (continued)
ECAM APU PAGE
APU parameters are displayed on the ECAM APU page. The APU generator parameters are duplicated on the ECAM ELEC page and
the APU pneumatic parameters are duplicated on the ECAM BLEED page.

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49 APU SYSTEM PRESENTATION (1)

APU LAYOUT
ENGINE VIEW
The left and right hand sides of the APU are shown.

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49 APU SYSTEM PRESENTATION (1)

APU LAYOUT (continued)
OIL
The oil, contained in the gearbox sump, is used to lubricate, to clean and to cool the APU bearings and the accessory gearbox.
The oil cools and lubricates the AC generator. The oil system has a lubrication module for distribution, filtration, scavenging, and oil cooler.

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49 APU SYSTEM PRESENTATION (1)

APU LAYOUT (continued)
FUEL
The FCU is the main component of the APU fuel system. It supplies fuel from the APU fuel feed line to the power section (combustion
chamber). Fuel pressure is also used as muscle pressure to operate two APU components:
- the load compressor IGV,
- the surge control valve for air regulation,
- the ECB computes the fuel/air ratio, related to the APU load, and meters the fuel flow accordingly.

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49 APU SYSTEM PRESENTATION (1)

APU LAYOUT (continued)
AIR
The main role of the APU air system is to supply pressurized air to the A/C pneumatic system.
This is achieved by the APU load compressor.
The ECB controls and operates the bleed valve for air supply.
The ECB also controls and operates the IGVs for flow regulation, and the surge control valve for surge protection.

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49 APU SYSTEM PRESENTATION (1)

APU LAYOUT (continued)
IGNITION AND STARTING
The APU start sequence is initiated from the cockpit and is controlled by the ECB.
During starting, the electrical starter motor drives the APU and the initial combustion is initiated by the ignition system.

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49 APU SYSTEM PRESENTATION (1)

MAINTENANCE/TEST FACILITIES
The Central Maintenance Computer (CMC) let the maintenance crew analyze failure data present in the ECB BITE via the Multipurpose Control
& Display Units (MCDUs).

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49 APU SYSTEM PRESENTATION (1)

SAFETY PRECAUTIONS
When you work on A/C, make sure that you obey all the AMM safety procedures.
This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the APU system.
Make sure that you use the correct personal protection when you work on the APU, as fuel and oil are poisonous.
Do not touch the APU until it is sufficiently cool. If you operate the APU with the APU access doors open or removed, make sure that you have
the correct fire fighting equipment available.
The onboard APU fire extinguishing system is not sufficient when these doors are not closed.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

POWERPLANT INTRODUCTION
The Rolls-Royce RB211-Trent 772 series engine is an axial flow, triple spool, high bypass-ratio, turbo-fan engine.
The RR RB-211Trent 772 powers the A330 aircraft and produces approximately 71.000 lbf. Of thrust.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

POWERPLANT INSTALLATION
The powerplant installation includes the engine inlet, the engine assembly, the exhaust common nozzle assembly, the fan cowls and thrust
reverser assemblies. The FORWARD and AFT engine mounts attach the engine to the aircraft pylon and support the weight of the engine and
transmit thrust loads to the aircraft structure.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

MODULAR ENGINE DESIGN
The RR RB-211Trent 772 is designed using a modular concept.
The modules may be replaced independently to reduce the time required to return the engine into service.
The modules are:
- module 01: LP compressor rotor,
- module 02: IP (Intermediate Pressure) compressor,
- module 03: Intermediate case,
- module 04: HP system (this includes the HP compressor, the combustion system and the HP turbine),
- module 05: IP turbine,
- module 06: External gearbox,
- module 07: LP compressor case,
- module 08: LP turbine.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

MODULAR ENGINE DESIGN (continued)
LP ROTOR
The LP rotor has the forward fan and the LP shaft, all driven by the 4-stage LP turbine.
The speed of the LP rotor is indicated on ECAM as N1.
The forward fan supplies most of the engine thrust.
The air produced by the fan is known as secondary airflow or bypass airflow.
The air, which goes through the engine core for combustion is the primary airflow.
The LP Turbine Case is the location for the rear engine mount.
The LP rotor is supported by 2 ball and 2 roller bearings, which are lubricated and cooled.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

MODULAR ENGINE DESIGN (continued)
IP ROTOR
The IP rotor has an 8-stage IP compressor driven by a single-stage IP turbine.
The IP compressor supplies primary airflow to the high-pressure compressor for combustion.
The speed of the IP rotor is indicated on the ECAM as N2.
1 ball and 2 roller bearings support the IP rotor and are lubricated and cooled.
The Intermediate case is the location for the forward engine mount.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

MODULAR ENGINE DESIGN (continued)
HP ROTOR
The HP rotor is made of a 6-stage HP compressor driven by a single-stage HP turbine.
The HP compressor is also the source of customer bleed air.
The speed of the HP rotor is indicated on the ECAM as N3.
The HP rotor is supported by 1 ball and 1 roller bearing, which are lubricated and cooled.
The annular combustion chamber is installed between the HP compressor and HP turbine.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

MODULAR ENGINE DESIGN (continued)
ACCESSORY DRIVE
The external gearbox is attached to the bottom of the LP compressor case and is driven by the HP rotor through an internal gearbox.
The fuel pump, oil pump assembly, hydraulic pumps, Integrated Drive Generator (IDG) and the Electronic Engine Controller (EEC)
Dedicated Alternator are all attached to and driven by the external gearbox.
The starter is also attached to the external gearbox.
During engine starting, the starter rotates the HP compressor through the external and internal gearboxes.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

FADEC
In order to increase engine reliability and efficiency, the Full Authority Digital Engine Control (FADEC) gives full range of engine control to
achieve steady state and transient engine performances when operated in combination with aircraft subsystems.
An EEC and a dual channel computer installed on the engine fan case on the left hand side, control each engine.
The EEC controls the engine during start and all operations.
The EEC manages engine thrust and protects against overspeed and overtemperature by controlling the engine sub-systems.
The EEC also monitors all engine subsystems and sensors for failure.
A The gearbox drives a dual-output EEC Dedicated alternator, which supplies power to the FADEC when the engine is running.
The FADEC system has the dual channel EEC and the following peripherals:
- Fuel Metering Unit (FMU),
- EEC Dedicated Alternator,
- compressor control systems (Variable Stator Valve (VSV), IP / HP Bleed Valves),
- turbine Impingement Cooling system (TIC),
- start system (starter shutoff valve, ignition exciters),
- thrust Reverser system,
- engine sensors,
- electrical harnesses,
- Data Entry Plug.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

ENGINE INTERFACE AND VIBRATION MONITORING UNIT (EIVMU)
The EEC interfaces with various aircraft systems.
Essential communication with the EEC (thrust lever position, air data, ECAM Primary indications, etc.) is direct to and from the applicable
systems and controls.
Non-essential communication (autothrust, start sequence identification, Central Maintenance System (CMS), etc) is routed through the Engine
Interface and Vibration Monitoring Unit (EIVMU) of each engine.
The EIVMUs interface with various aircraft circuits and systems.
The data is then transmitted in a single stream to each EEC channel.
Engine vibration monitoring is also accomplished by the EIVMU.
Each EIVMU collects vibration data from the vibration sensor on the engine.
The vibration information is displayed on the ECAM and is also available through the CMS for troubleshooting.
The aircraft systems use engine running, starting status for different logics related to their operations.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

ENGINE FUEL SYSTEM
The engine fuel system is designed to supply metered fuel to the combustion chamber according to the engine power demand.
The fuel system is also used to cool the engine oil and supply servo pressure to operate valves and actuators.
The Engine Electronic Controller (EEC) controls the operation of the engine fuel system.
The EEC also monitors the system for normal operation and ECAM fuel flow indication.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

OIL SYSTEM
The primary function of the oil system is to supply sufficient oil at the correct temperature and pressure to the engine internal drives, gears and
bearings for lubrication, to decrease temperature and keep wear to a minimum. Air is vented overboard through a breather.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

COOLING AND SEALING SYSTEM
The temperature of the engine is decreased externally with fan air and internally with air supplied from the engine compressors.
Pressurized air is also used to seal the engine bearing chambers to prevent oil leakage.
The Turbine Impingement Cooling (TIC) system controls the turbine blade tip clearances and thus increases the engine performance.
The external temperature is decreased through the Turbine Impingement Cooling system (TIC) with air from the LP compressor (fan air).
This system decreases the temperature of the IP and LP turbine cases and decreases the IP turbine blade tip clearance to improve the turbine
performance.
The EEC electrically controls the TIC system through a solenoid valve.
It is pneumatically operated with HP3 air by an actuator that controls the fan airflow supplied to the turbine cases.
The nacelle cooling system is divided into three zones:
- zone 1, related to the fan case compartment, where the temperature is decreased by external air
- zone 2, related to the intermediate case compartment, where the temperature is decreased by the fan air
- zone 3, related to the core engine compartment, where the temperature is decreased by the fan air.
The air from the fan inlet internally decreases the temperature of the electronic unit protection box.
The electronic unit protection box is installed in zone 1 and contains the Engine Electronic Controller (EEC), the Overspeed Protection Unit
(OPU) and the Power Control Unit (PCU).

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

AIRFLOW CONTROL
The function of the airflow control system is to get a stable airflow through the Intermediate Pressure (IP) and High Pressure (HP)
compressors at all thrust ranges to prevent engine stall or surge.
To control the airflow, the system uses:
- Variable Inlet Guide Vanes (VIGVs) and two stages of IP compressor Variable Stator Vanes (VSVs), operated by two fuel-pressure actuators.
- Four IP bleed valves aligned with stage 8 of the IP compressor,
- Three HP bleed valves aligned with stage 3 of the HP compressor.
The IP and HP bleed valves are operated by high-pressure air.
The Engine Electronic Controller (EEC) controls the airflow control system.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

THRUST CONTROL SYSTEM
The Engine Electronic Controller (EEC) controls the engine thrust. The engine thrust can be set:
- Manually by the throttle control lever or,
- Automatically by the Auto Flight System (AFS).
The main thrust control parameter is the Engine Pressure Ratio (EPR).
The EPR is replaced by N1 (LP rotor) in reverse thrust or in backup mode.
The EEC calculates the EPR as a function of the total pressure at the engine inlet P20 and the total pressure at the core engine outlet P50.
It is expressed as a ratio: EPR = P50/P20.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

IGNITION AND STARTING SYSTEM
The ignition and starting system is used to start the engine on ground or in flight, to keep the engine running during hard flight conditions and to
crank the engine.
The ignition system consist of two igniter plugs receiving high energy, high voltage pulses from two ignition exciters controlled by the ECU
and electrically supplied from the aircraft electrical network through the Power Control Unit.
The engine pneumatic starting system supplies the power. A starter valve controlled by the ECU permits to deliver air pressure to a pneumatic
starter connected to the gearbox that will give initial rotation to the HP rotor.
The ignition and starting parameters are displayed on ECAM during engine start sequence only.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

THRUST REVERSER SYSTEM
When reverse thrust is selected, 4 pivoting doors open to direct engine thrust. Each half of the thrust reverser includes two pivoting doors.
Individual actuators operate these doors. Reverse thrust is only available on the ground.
The EEC controls the Reverse thrust . The flight crew manually selects the Thrust Reverse by lifting the thrust reverse levers on the throttle
control levers. The reversers are deployed using hydraulic pressure.
The reverse thrust command is sent to the EEC, the EIVMU and the Flight Control Primary Computers (FCPCs). The EEC operates the thrust
reverser isolation valve to supply hydraulic pressure to the system. The EIVMU verifies "aircraft-on-ground" and "thrust reverse selected" and
enables the EEC to operate the directional valve.
The directional valve directs pressure to unlock the primary locks and extends the actuators to deploy each pivoting door.
An additional layer of protection against inadvertent deployment is the tertiary locking system. Each pivoting door is locked in the stow position
by a mechanical lock. The FCPC controls these locks.
The thrust reverser full deployment is indicated on ECAM by a green "REV" indication displayed in the middle of the EPR dial.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

CONTROL AND INDICATING
CONTROL PANELS
The engines are controlled by throttle control levers, which are installed on the center pedestal. They can only be moved manually.
To select reverse thrust operation, each throttle control lever includes a reverse thrust control lever.
This lever is also used to increase engine power in reverse.
Autothrust mode is the most efficient mode of operation in flight.
When active, the autothrust can be disconnected using the two instinctive disconnect pushbuttons.
These 2 red buttons are installed on the outside of each throttle control lever. This allows the engines to be controlled in manual thrust mode.
The controls for engine starting and shut down are installed on the center pedestal just behind the throttle control levers.
The engine MAN START switches are installed on the overhead panel. These switches are used to initiate an engine manual start procedure.
They are also used to initiate an engine dry or wet motoring procedure.
The N1 mode switches are used to switch the primary engine control parameter to N1 if the normal EPR control fails.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

CONTROL AND INDICATING (continued)
ECAM ENGINE INDICATIONS
The engine primary parameters are permanently displayed on the upper ECAM Engine/Warning Display.
The engine secondary parameters are shown on the lower ECAM ENGINE page when it is selected or displayed automatically during an engine
start or a fault.
Bleed pressure, Starter valve position and ignition are displayed during engine start only.
Some engine parameters are permanently displayed on the CRUISE page in flight.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

MAINTENANCE/TEST FACILITIES
On the maintenance panel, the ENG FADEC GND PWR is used to supply the FADEC system for maintenance tasks, when the engines are not
running. The MCDU is used to get access to the CMS f tests and for troubleshooting monitored components (computers, sensors, actuators).

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the AMM safety procedures. This will prevent injury to personnel and/or damage to the
aircraft. Here is an overview of the main safety precautions related to the engines:
- make sure that all engine danger areas are as clear as possible to prevent damage to the engine, the aircraft or personnel in the area,
- make sure that you have fire-fighting equipment available,
- do not try to stop the fan from turning by hand,
- after engine shutdown, let the oil tank pressure bleed off a minimum of 5 minutes before you remove the tank filler cap. If you do not,
pressurized oil can spray out of the tank and cause dangerous burns,
- the engine ignition system is an electrical system with high energy. Do not do maintenance on the ignition system while operating the engine.
There is a danger of serious electrical shock. Make sure that the engine shutdown occurred a minimum of 5 minutes before you proceed,
- make sure that the thrust reverser is deactivated during maintenance. If not, the thrust reverser can operate accidentally and cause injury to
personnel and/or damage to the reverser.
When opening the engine cowls:
- respect the wind limitations and the opening/closing sequence,
- always secure cowls with the hold-open rods,
- make sure that the slats are retracted and install a warning notice to prevent slat operation.

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70 POWER PLANT RR TRENT 700 PRESENTATION (1)

STORAGE AND PRESERVATION
Storage and preservation procedures must be applied for engines being not operated for a period of time according to the AMM.
The preservation procedures protect the engine against corrosion, liquid and debris entering the engine, and atmospheric conditions during
period of inactivity.

CAUTION: under no circumstances shall preservative oil or equivalent be sprayed into the engine inlet, core compressor or turbine,
or engine exhaust. Dirt particles on wet blades and vanes may adversely affect engine performance during subsequent operation.

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36 PNEUMATIC SYSTEM PRESENTATION (RR700) (1)

GENERAL
The pneumatic system is used to supply air to various A/C systems.
This module describes:
- the system sources and users,
- the engine, APU and HP Ground Unit bleed air management system,
- the leak detection system,
- the control and indicating.

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36 PNEUMATIC SYSTEM PRESENTATION (RR700) (1)

SOURCES AND USERS downstream of the PRV ) and the Precooler downstream
The pneumatic system may be supplied with High Pressure (HP) temperature sensor.
bleed air from 3 types of sources: ENGINE BLEED
- ground cart, The engine bleed air is pressure and temperature regulated prior to
- APU, supplying the pneumatic system. Air is bled from the engine High
- engines. Pressure Compressor by one Intermediate Pressure (IP) port , fitted
The bleed air is distributed to the different users via a distribution with Check Valves ,or from the High Pressure (HP) stage port .
and supply ducting network. These users are: The HP bleed is only used when the engines are at low power. Once
- the water system pressurization, the IP bleed is sufficient, the High Pressure Valve (HPV) closes.
- the hydraulic reservoir pressurization,
NOTE: Note: This transfer is monitored and commanded by the
- the wing anti-icing system,
EEC.
- the engines starting systems,
All the engine bleed air is supplied to the pneumatic system through
- the packs bay ventilation system,
the main engine BLEED valve (or Pressure Regulating Valve
- the air conditioning packs,
(PRV)),which acts as a shut off and overall system pressure
- the Conditioned Service Air System (CSAS) through the CSAS
regulating valve. Each BMC monitors system pressure and will shut
Isolation Valve (CIV).
down the engine bleed in case of abnormally regulated parameters.
The pneumatic system operates pneumatically. There is one BMC
In addition, an overpressure valve (OPV) is installed downstream
for monitoring each engine bleed system. Both BMCs exchange
from the bleed valve to protect the system in case of overpressure.
data. If one BMC fails, the other BMC takes over most of its
The shut off protective function uses a sensing line connected to a
monitoring functions. Each BMC monitors the relevant Engine
Control Solenoid to reduce flow / close pneumatically the Pressure
Bleed system by reading two pressure transducers ( upstream /
Regulating Valve (PRV).

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Such control solenoid is wired to the BMC and to the Bleed and Fire APU BLEED/HP GROUND UNIT BLEED
panels in cockpit. The hot bleed air goes through an air-to-air heat A crossbleed duct connects the left and right bleed systems. A
exchanger called the precooler. Fan discharge air modulated by the crossbleed valve enables their interconnection or isolation.
Fan Air Valve (FAV), blows across the precooler to maintain the The APU can also be used for bleed air supply. This is usually done
temperature within limits. This sub-system enables the aircraft on the ground for air conditioning and for engine start. However,
systems to be supplied with air under a normal temperature lower APU BLEED air could also be used in flight, depending on altitude.
than or equal to 200 C. ( Possible regulation at 150 C ). The Fan Air The APU bleed supply is connected to the left side of the crossbleed
Valve (FAV) regulated position is connected to the duct. On the ground, a HP ground power unit can be connected to
Control Thermostat (downstream of the precooler) via a sensing the left side pneumatic system. The right side may be supplied by
line. opening the crossbleed valve.

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36 PNEUMATIC SYSTEM PRESENTATION (RR700) (1)

LEAK DETECTION
Leak detection loops are installed along the hot air supply ducts of the pneumatic system.
The loops are made of multiple sensing elements connected in series.
A dual loop detection system is installed in the wings, the mid fuselage above the air conditioning packs area and on the APU bleed duct.
Two loops A and B are routed in parallel along the air ducts. An "AND" logic ensures the interconnection of the loops in the BMCs to prevent
spurious warnings.
In each engine pylon, a single detection loop ensures the leak detection.
The leak detection loops are connected to the BMCs. If a leak is detected, a signal is sent to the BMC one, or two, which automatically isolates
the affected area, triggers a warning signal to the ECAM system through the System Data Acquisition Concentrator (SDAC) and sends a fault
message to the Central Maintenance Computer (CMC).

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36 PNEUMATIC SYSTEM PRESENTATION (RR700) (1)

CONTROL AND INDICATING
This section highlights the control panels and indications for the pneumatic system.
CONTROL PANEL
Controls for the pneumatic system are part of the AIR COND panel on the overhead panel.

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36 PNEUMATIC SYSTEM PRESENTATION (RR700) (1)

CONTROL AND INDICATING (continued)
ECAM INDICATION
The pneumatic system indications are displayed on the lower part of the ECAM BLEED page.

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36 PNEUMATIC SYSTEM PRESENTATION (RR700) (1)

MAINTENANCE/TEST FACILITIES
The CMC let the maintenance crew read the failure data in the BMCs BITE via the MCDUs.

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36 PNEUMATIC SYSTEM PRESENTATION (RR700) (1)

SAFETY PRECAUTIONS
When you work on A/C, make sure that you obey all the AMM safety procedures.
This will prevent injury to persons and/or damage to the A/C.
Here is an overview of the main safety precautions relative to the pneumatic system.
Make sure that the pneumatic system is depressurized before starting the work as pressurized air can cause unwanted pressurization of the A/C,
and injury to personnel.
Parts can be hot for 1 hour after engine shutdown. Do not touch them until they are sufficiently cool.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

GENERAL
The air conditioning system maintains the air in the pressurized fuselage areas at the correct level of pressure, temperature and freshness.
The pressurized areas are:
- the cockpit,
- the passenger cabin,
- the avionics compartment,
- the FWD, AFT and BULK cargo compartments.
The air conditioning system also carries out the ventilation of the air conditioning bay, which is a non-pressurized area.
The functions of the air conditioning system are:
- air ventilation,
- temperature regulation,
- pressure regulation.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

TEMPERATURE CONTROL AND RE-CIRCULATION
Bleed air coming from the pneumatic system is first regulated in flow by two pack flow control valves controlled by the Pack Controllers (PCs)
according to flow demand inputs received from the AIR panel and the Zone Controller (ZC).
Bleed air is then delivered to two independent air conditioning packs, which ensure basic temperature regulation.
Each air conditioning pack mainly has an Air Cycle Machine (ACM) and heat exchangers using ram air flowing through ram air inlet and ram
air outlet flaps.
Pack temperature regulation is controlled by the related PC according to a temperature demand computed by the ZC based upon inputs received
from the AIR panel and the Flight Attendant Panel (FAP).
The cooled fresh air is then fed into a mixer unit.
On ground, a ground cart supplies preconditioned air through Low Pressure (LP) ground connectors. In flight, if both packs are inoperative,
an emergency ram air inlet will help to maintain air supply to the cabin.
The emergency ram air supply is directly controlled from the AIR panel.
Fine temperature adjustment of air distributed in the pressurized zones is obtained by controlling the amount of hot air added to the air coming
from the mixer unit. This air temperature adjustment is done under the control of the ZC according to the temperature demand inputs received
from the AIR panel and the FAP.
A part of cabin air is re-circulated by re-circulation fans through re-circulation valves in order to limit the bleed air demand on the engines.
This re-circulated air is mixed with fresh air coming from the air conditioning packs into the mixer unit. Re-circulated air is also used for
avionics ventilation. The re-circulation fans and valves are controlled by the Ventilation Controller (VC). The re-circulation fans can be
manually switched off from the VENTILATION panel.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

AIR DISTRIBUTION AND VENTILATION
COCKPIT AND CABIN AIR DISTRIBUTION
Air coming from the mixer unit is supplied to six passenger cabins zones and to the cockpit.
Part of cabin air that is not re-circulated is discharged overboard through the outflow valves of the pressurization system.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

AIR DISTRIBUTION AND VENTILATION (continued)
COCKPIT SIDE WINDOWS AIR OUTLET ELECTRICAL HEATING (OPTIONAL)
To improve the pilot's comfort, additional heating for cockpit side-window air outlet is installed.
Cockpit temperature-regulated air supply is heated using two electrical heaters: one for the captain, the other for the First Officer (F/O).
Temperature control is achieved via two toggle switches on the overhead panel.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

AIR DISTRIBUTION AND VENTILATION (continued)
LAVATORY AND GALLEY AIR EXTRACTION
The lavatory and galley ventilation air is ducted from the main cabin air distribution supply.
The air is then extracted and discharged overboard by differential pressure during flight, or by an extraction fan when aircraft is on ground.
The extraction fan is controlled and monitored by the VC.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

AIR DISTRIBUTION AND VENTILATION (continued)
AVIONICS COMPT VENTILATION
The two re-circulation fans used for cabin air re-circulation are also used as blower fans for the avionics equipment ventilation.
The system carries out proper ventilation of the rack equipment and various panels in order to avoid any overheat condition.
It operates continuously whenever aircraft electrical power is available.
An extract fan extracts the air from the avionics equipment ventilation.
Air is discharged either overboard through the overboard valve or under the cargo floor through the underfloor valve.
When the overboard valve is open, the underfloor valve is closed and vice versa.
The Avionics Equipment Ventilation Computer (AEVC) controls and monitors the avionics ventilation system.
A manual override is possible from the VENTILATION panel.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

AIR DISTRIBUTION AND VENTILATION (continued)
AVIONICS COMPT GROUND REFRIGERATION UNIT (OPTIONAL)
The Ground Refrigeration Unit (GRU) supplies additional cooling to the avionics compartment when the aircraft is on the ground under
high ambient temperature conditions.
The system only works with air conditioning Packs selected off.
The GRU cools the air coming from the cabin air re-circulation system before sending it to distribution into the avionics compartment and the
cockpit panels.
The system comprises a GRU, a fan and a skin valve.
The system is monitored and controlled by the AEVC and may be manually controlled from the VENTILATION panel.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

AIR DISTRIBUTION AND VENTILATION (continued)
IFEC AND VCC VENTILATION
The Video Control Center (VCC) is ventilated by cabin air. The air is then extracted through the lavatory and galley air extraction system.
As an option, a second air extraction system can be installed to remove the air using a dedicated fan through a secondary air extraction duct
into the bilge.
This optional VCC extraction fan is controlled and monitored by the VC.
The In Flight Entertainment Compartment (IFEC) ventilation system uses avionics compartment air, which is then extracted by an extract fan.
The IFEC ventilation system is controlled and monitored by the VC.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

AIR DISTRIBUTION AND VENTILATION (continued)
AIR CONDITIONING COMPARTMENT VENTILATION
The air conditioning bay is ventilated by external air to maintain temperature compatible with structure constraints in the relevant area.
On ground, when the air conditioning packs operate, a turbofan boosts the air into the ventilation circuit. In flight, the ventilation is done by
ram air from NACA air inlet. The system is monitored by the AEVC.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

PRESSURIZATION
The pressurization system makes sure that cabin altitude is safe and compatible with crew and passenger comfort.
The cabin pressurization is done by controlling the amount of cabin air discharged overboard through two outflow valves on the lower part of the
aircraft fuselage.
The system is controlled automatically by the Cabin Pressure Controllers (CPCs), or manually from the CABIN PRESS panel.
When the aircraft is on ground, the Residual Pressure Control Unit (RPCU) forces both outflow valves to move to the fully open position,
overriding the automatic control from CPCs and the manual control as well.
This is to prevent any violent door opening in case of residual cabin pressure.
Three safety valves are installed at the rear pressure bulkhead to prevent excessive positive or negative differential pressure.
Due to the large volume of the fuselage, one negative-pressure relief valve helps the safety valves to prevent negative differential pressure.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

FWD CARGO COMPT VENTILATION SYSTEM AND OPTIONAL TEMPERATURE CONTROL SYSTEM
The FWD cargo compartment has ventilation, heating and cooling systems to make the transportation of livestock and perishables possible.
The FWD cargo compartment ventilation system is based on an extraction system using cabin air with an extract fan related to isolation valves.
The FWD cargo compartment heating is based on hot air coming from the hot air 1 manifold and controlled through a trim air valve.
The FWD cargo compartment cooling is based on cold air coming from the Pack 2 and controlled through a cold air valve.
The FWD cargo compartment ventilation, heating and cooling systems are controlled and monitored by the VC.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

AFT CARGO COMPT VENTILATION SYSTEM (OPTIONAL)
The AFT cargo compartment ventilation system is based on an extraction system using cabin air with an extract fan related to isolation valves.
The AFT cargo compartment ventilation is controlled and monitored through the VC.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

BULK CARGO COMPARTMENT VENTILATION AND OPTIONAL HEATING SYSTEM
The bulk cargo compartment is ventilated with cabin air by means of an extraction fan and related isolation valves.
An optional electrical fan heater can be installed on the air inlet duct to adjust the temperature in the bulk cargo between +5°C and +25°C.
The bulk cargo compartment ventilation and heating is controlled and monitored through the VC.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

CREW REST COMPARTMENT (OPTIONAL)
LD-MCR COMPARTMENT VENTILATION AND HEATING
The Lower Deck Mobile Crew Rest compartment (LD-MCR) gets fresh air from the mixer unit through a dedicated air duct and the
LD-MCR isolation valve.
This air comes from the air supply duct of cabin areas 5 and 6.
The air is then extracted from the LD-MCR through a grid in the ceiling of the staircase housing, which is connected to the Lavatory and Galley
air extraction system.
The LD-MCR isolation valve is controlled and monitored by the VC.
The isolation valve is automatically closed in case the access hatch is not in the fully open position, or if smoke is detected in the LD-MCR or
in the aft/bulk cargo compartment.
The LD-MCR has a separate temperature controller and temperature selector that adjust the compartment temperature between 20°C and 25°C
by the use of an electrical air-heater. This heating function is not available when the aircraft is on ground.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

CREW REST COMPARTMENT (OPTIONAL) (continued)
FLIGHT CREW REST COMPT VENTILATION AND HEATING
Conditioned air coming from the mixer unit ventilates the Flight Crew Rest Compartment (FCRC).
The FCRC is also heated by its own heating system. The heating system has an electrical heater, a temperature controller, a temperature sensor
and a temperature selector.
The temperature sensor and the temperature selector are installed on the service panel.
According to the customer choice, the heater and the temperature controller can be either between the frame 23 and 24 for the option 1 or just in
the ceiling of the FCRC for the option 2.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

CONTROL AND INDICATING
This section will highlight the control panels and indications for the air conditioning system.
TEMPERATURE CONTROL AND RE-CIRCULATION
CONTROL PANELS
The pilot uses the AIR COND on the overhead panel to control the air conditioning system.
This panel contains the PACK switches, the zone temperature selectors, the PACK FLOW control, the HOT AIR control switches, and the RAM
AIR control switch. On the overhead, the VENTILATION panel contains the CAB FANS pushbutton switch.
The switch is used to select the re-circulation fans OFF.
At the purser station, the Forward Attendant Panel (FAP) is used to modify the temperature selected in the cockpit by +/- 3 °Celsius for
each cabin zone.
In option, and according to customer demand, two additional toggle switches (HEATER CAPT and HEATER F/O) can be installed on
the AIR COND panel.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

CONTROL AND INDICATING (continued)
TEMPERATURE CONTROL AND RE-CIRCULATION,
ECAM PAGES
Basic temperature regulation is accomplished by the Packs. Pack parameters, such as Pack flow and Pack discharge temperature are
found on the upper section of the ECAM BLEED page.
Fine temperature adjustment is accomplished by trimming hot air from the hot manifolds.
Temperature data, hot air valves, hot air shut off valve and trim air shut off valve positions are displayed on the ECAM COND page.
Zone temperatures are also displayed on the ECAM CRUISE page.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

CONTROL AND INDICATING (continued)
VENTILATION CONTROL PANELS
On the overhead panel, the VENTILATION panel is used to control the avionics equipment ventilation system.
This panel contains the EXTRACT switch. When set to AUTO, the avionics ventilation system is fully automatic. In option, and according to
customer demand, a Ground (GND) COOL switch on the VENTILATION panel can be added to control the GRU.
On the overhead panel, the CARGO AIR COND panel is used to control the ventilation and heating systems of the bulk cargo
compartment. This panel contains the ISOL VALVES switch for the ventilation system, the HEATER switch and the temperature regulation
selector for the temperature control system. In option, if the FWD and/or AFT cargo compartments have ventilation, heating and cooling
systems, the CARGO AIR COND panel contains the related ISOL VALVES P/BSW, the TEMP selectors, the FWD COOLING selector
and the FWD CaRGo PRESELection P/BSW.
In option, Additional Attendant Panel (AAP) with temperature control are linked to the installation of the FCRC, the P-BCR and the MCRC.
As well as a temperature control panel can be installed in the FWD or AFT cargo compartments.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

CONTROL AND INDICATING (continued)
VENTILATION ECAM PAGES
A section of the ECAM CAB PRESS page displays avionics equipment ventilation system information.
The overboard extract valve and the GRU skin valve position are displayed on this page.
The indications linked to the FWD, AFT and bulk cargo compartments are displayed on the ECAM COND page.
The ambient temperatures in the FWD, AFT and the bulk cargo compartment are also displayed on the ECAM CRUISE page.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

CONTROL AND INDICATING (continued)
PRESSURIZATION CONTROL PANEL AND ECAM PAGES
The CABIN PRESSure control panel is installed on the overhead panel.
The panel includes both automatic and manual pressurization controls.
The MODE SELect switch lets the system be used in automatic, or in manual mode in case of failure of the automatic function.
When the manual mode is selected, the MANual Vertical Speed (V/S) ConTroL switch is used to directly control the outflow
valve (indirectly, the cabin rate of climb).
The guarded DITCHING switch is used to close all lower fuselage valves so that the A/C can be sealed in the unlikely event of a ditching.
The crew can monitor all cabin pressure functions on the ECAM CABin PRESSure page. Some of the pressurization parameters are also
displayed on the ECAM CRUISE page.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

MAINTENANCE/TEST FACILITIES
The Central Maintenance Computer (CMC) will help the maintenance crew to analyze the BITE from the various air conditioning computers
by using the Multipurpose Control and Display Units (MCDUs).
All fans monitored by the VC have a common fan FAULT light due to overheat displayed on the AIR OVHT COND FANS RESET P/BSW on
the maintenance panel.

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21 AIR CONDITIONING SYSTEM PRESENTATION (1)

SAFETY PRECAUTIONS
When you work on the air conditioning system, make sure that you obey all the Aircraft Maintenance Manual (AMM) safety procedures.
This will prevent injury to persons and/or damage to the aircraft. Here is an overview of the main safety procedures relative to the air
conditioning system.
Do not touch A/C components until they are sufficiently cool to prevent burns.
Keep away from the moving parts of the outflow valves, and the ram air inlet and outlet flaps when you operate or test the valves and the flaps to
avoid injury to persons.

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47 FUEL TANK INERTING SYSTEM PRESENTATION (1)

GENERAL
The Fuel Tank Inerting System (FTIS) decreases the quantity of oxygen in the air contained in the fuel tanks.
The FTIS is divided into:
- The Inert Gas Generation System (IGGS)
- The Conditioned Service Air System (CSAS)
- The maintenance/test facilities.
The FTIS is an interface to these systems:
- Fuel Systems
- Engine bleed air supply system
- Environmental Control Systems
- Central Maintenance Computer (CMC) / ECAM.

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47 FUEL TANK INERTING SYSTEM PRESENTATION (1)

FUEL TANK INERTING SYSTEM FUNCTIONS
The fuel tank flammability is possible only if three elements get together: fuel vapor, ignition source and oxygen.
To prevent the fuel tank flammability, the fuel tank inerting system decreases the rate of oxygen in the center tank only.

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47 FUEL TANK INERTING SYSTEM PRESENTATION (1)

FUEL TANK INERTING SYSTEM GENERAL VIEW
The Fuel Tank Inerting System (FTIS) includes two sub-systems:
- The Conditioned Service Air System (CSAS)
- The Inert Gas Generation System (IGGS).
The CSAS takes hot air from the bleed air system and decreases the air temperature to a level applicable to the IGGS sub-system.
The CSAS includes:
- The Conditioned service air system Controller Unit (CCU), which controls the system, has health-monitoring BITE functions and is an
interface with the FWS and the CMC
- A CSAS isolation valve, which gives protection to the system if a low pressure, an over-pressure or an over-temperature occurs
- A heat exchanger to decrease the air temperature.
The IGGS uses an Air Separation Module (ASM) as a filter to the conditioned air flow to make Nitrogen Enriched Air (NEA) and Oxygen
Enriched Air (OEA). The OEA is sent overboard.
The Dual Flow Shut Off Valve (DFSOV) controls the NEA flow to the center tank, lets the system switch between low/middle/high NEA flows
and isolates the IGGS from the fuel tank.
The Inert gas generation system Controller Unit (ICU) controls the system and has health-monitoring BITE functions.
The Gate valve is a solenoid valve. It is spring-loaded closed. During operation, the ICU controls the valve to open and to let the conditioned
air flow from the CSAS to the IGGS. It closes if a pressure too low and/or over-temperature air come from the heat exchanger.

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47 FUEL TANK INERTING SYSTEM PRESENTATION (1)

MAINTENANCE/TEST FACILITIES
The ICU sends/receives data to/from the CCU.
The two controllers monitor the operational conditions independently.
The CSAS receives temperature information and, if necessary, adjust the temperature.
The Central Maintenance Computer (CMC) gives test functions of the ICU, available through the MCDU in the cockpit.
The ICU also has BITE functions of the CCU.

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

GENERAL
The Ice and Rain Protection System lets the aircraft operate without restriction in icing conditions or heavy rain.
Hot air or electrical heating protects critical areas of the aircraft.
The different sub systems of the Ice and Rain Protection System are:
- wing ice protection,
- engine air intake ice protection,
- probe ice protection,
- windshield anti-icing, defogging and rain protection,
- potable and waste water ice protection,
- escape slide locking mechanism ice protection,
- ice detection.

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

WING ICE PROTECTION
During icing conditions, hot air is supplied by the pneumatic system to the four outboard slats to raise the temperature.
Bleed air is supplied to each wing through two Wing Anti Ice (WAI) valves, one for the slat number four and one for slats number five, six and
seven. If a failure occurs in the wing ice protection system:
- the Zone Controller (ZC) sends the failure data to the Central Maintenance Computer (CMC),
- the System Data Acquisition Concentrator (SDAC) sends data to the ECAM.

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

WING ICE PROTECTION (continued)
CONTROL AND INDICATING
The control for the WAI system is located on the overhead ANTI ICE panel.
A MEMO appears on the EWD when the WAI is selected.
WAI valve position indication is available on the BLEED page when the system is selected.

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

ENGINE AIR INTAKE ICE PROTECTION
Engine air intake ice protection system ensures safe engine operation in icing or snowy conditions.
Hot air bled from HP compressor is used to heat the engine air intake lip in order to prevent ice accretion.
Hot air is supplied through an engine air intake anti-ice valve.
The engine air intake ice protection system interfaces with the SDAC for system status display on the ECAM and warning generation.
The engine air intake ice protection system also interfaces with the ZC for air bleed demand computation to be sent to the Full Authority Digital
Engine Control (FADEC) via the Engine Interface and Vibration Monitoring Unit (EIVMU).

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

ENGINE AIR INTAKE ICE PROTECTION (continued)
CONTROL AND INDICATING
The controls for the engine anti-ice system are located on the overhead panel.
Each engine anti-ice valve is controlled manually by a dedicated P/BSW on the ANTI ICE panel.
A MEMO appears on the EWD when the engine anti-ice is selected.

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

PROBE ICE PROTECTION
The static ports, Angle Of Attack (AOA), pitot and Total Air Temperature (TAT) probes are electrically heated to prevent ice formation.
The Captain, the First Officer and standby probe heating systems are independent.
Each one has one Probe Heat Computer (PHC), which controls probe and static port heating.
The PROBE/WINDOW HEAT P/BSW overrides the automatic operation.

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

WINDSHIELD ANTI-ICING
Ice protection for windshield and demisting for windows is electrically achieved.
Two independent Window Heat Computers (WHCs), one for each side, monitor and control the heaters.
They include an overheat protection. Window heating system is automatically or manually controlled.
In case of severe icing conditions on ground, automatic operation can be overridden with the PROBE/WINDOW HEAT P/BSW.

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

RAIN PROTECTION
Rain removal from the windshield is done by two independent wipers and in heavy rain, by a rain repellent system.
These systems are controlled from the overhead panel. The rain repellent fluid (FORALKYL 2211) is discharged onto the left or right
windshield from a pressurized canister installed at the rear of the cockpit.
The rain repellent system is inhibited on the ground when the engines are not running.

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

POTABLE AND WASTE WATER ICE PROTECTION
An automatic water ice protection system is installed to prevent ice formation in flight or on ground at freezing temperature on the following
lines:
- the potable water,
- the waste water,
- the water servicing panels,
- the drain masts.
Heating of these water lines is controlled and monitored by two Ice Protection Control Units (IPCUs). One IPCU controls the lines of the
aircraft forward section, the second one the lines of the aft section.

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

ESCAPE SLIDE LOCKING MECHANISM ICE
PROTECTION
An electrical ice protection system prevents ice accretion on the Slide Attachment Fittings (SAFs) during flight that could lead to escape slide
disarming difficulties on ground at door opening.
The heating elements located in the related locking plate are powered automatically when icing conditions are detected, if the escape slide is
armed.
The system is controlled and monitored by two IPCUs, one for doors 1 and 2 (LH and RH) and one for doors 3 and 4 (LH and RH).

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

ICE DETECTION
An external visual ice indicator with an integrated light is installed between both windshields to be visible from the CAPT and F/O sides.
This indicator light comes on from the ICE INDicator & STandBY COMPASS selector switch on the INTerior LighT panel.
In icing conditions, the ice accretion on the indicator prevents the integrated light to be visible from the cockpit.
In addition, a dual advisory ice detection system is installed to give:
- a better detection of icing conditions,
- fuel saving by cutting off the anti-icing systems when the latter is no longer necessary.
The dual advisory ice detection system is made of two ice detectors installed on the skin of the aircraft and directly connected to the FWC to
send warning messages to the crew on the EWD.
Two levels of detections are given:
- ICE DETECTED used for the selection of engine anti-ice,
- SEVERE ICE DETECTED used for the selection of wing anti-ice.

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

MAINTENANCE/TEST FACILITIES
The WHCs, the PHCs, the ice detector system, and the ZC are connected to the CMC for maintenance tasks.
The IPCUs are also connected to the CMC but via the Cabin Intercommunication Data System (CIDS).

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30 ICE & RAIN PROTECTION SYSTEM PRESENTATION (RR700) (1)

SAFETY PRECAUTIONS
When you work on the ice and rain protection system, make sure that you obey all the AMM safety procedures.
This will prevent injury to persons and/or damage to the aircraft.
Here is an overview of the main safety precautions relative to the ice and rain protection system.
Remove the probes protective covers before activating the probe ice protection system.
Do not touch the probes during or immediately after operation.
The probes are hot and can burn a person.
Do not touch the anti-ice ducts, slats and engine air intake lips until they are cool.
Those items stay hot for some time after the engine stops and can burn a person.
Use solvents/cleaning agents, sealants and other special materials only with a good flow of air through the work area.
Put on protective clothing, rubber gloves, goggles and mask.

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05 TIME LIMITS AND MAINTENANCE CHECKS (1)

SCHEDULED / UNSCHEDULED MAINTENANCE CHECKS IN THE AMM / MPD
This chapter includes the following sections:
- scheduled maintenance tasks and checks,
- unscheduled maintenance checks.
SCHEDULED MAINTENANCE TASKS & CHECKS – IN MPD
This Chapter 05-20-00 "Life Limits and Maintenance Checks" is now covered in the Maintenance Planning Document (MPD).
The MPD is the repository document for all repetitive scheduled maintenance tasks promulgated by Airworthiness Directives (AD/CN),
All Operator Telex (AOT), Inspection Service Bulletins (ISB), Service Information Letters (SIL), and Modifications (MOD/SB) and analyzed
under the Maintenance Review Board (MRB).
UN-SCHEDULED MAINTENANCE - IN AMM SECTION 05-50-00
This Chapter 05-50-00 includes the maintenance checks that you must do when a flight crew report shows abnormal flight conditions.
Such maintenance actions are divided into two categories of information:
- inspections,
- checks.

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05 TIME LIMITS AND MAINTENANCE CHECKS (1)

SCHEDULED REPETITIVE REQUIREMENTS THROUGH MPD
The main objective of the MPD document is to provide maintenance planning information necessary for each operator to develop a customized
maintenance program.
MPD reflects all repetitive scheduled maintenance tasks promulgated by AD/CN, AOT, ISB, SIL, and MOD/SB and analyzed under the MRB.
A typical scheduled repetitive task (Integrated Drive Generator (IDG) scavenge filter) is listed with the following data:
- the threshold interval, source document, cross-references to other manuals or documents (e.g. SIL),
- Man Hours required to accomplish the work,
- the applicability in this Envelope document.
Note the Zonal inspection, requested by C CHECK interval, on the tension of the fan cowl latches, the AMM and SIL cross-referenced.
Some maintenance tasks have a higher ranking of requirement, when the maintenance requirement is identified as:
- "Airworthiness Limitations Item" (ALI) or "Life limit parts",
- "Certification Maintenance Requirements" (CMR).
The approved document MRB REPORT Appendix 1 lists all these airworthiness approved issues, the ALIs and CMRs.
The MPD details these airworthiness related items in the "Time controlled Items" and "Life Limits" sections.
It is the responsibility of each operator to adjust his own maintenance program in accordance with his National Authority.

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