Ata 36

A319/A320/A321
TECHNICAL TRAINING MANUAL

T1+T2 Mechanical and Avionics A319/A320/A321 CFM
LEAP
36-PNEUMATIC
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A319/A320/A321 T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
36-PNEUMATICTP REV 6
Pneumatic System Component Location (CFM LEAP)......................2

Engine Bleed System Description (CFM LEAP)..............................12
APU Bleed Air SPLY/X-Bleed System D/O......................................28
Pneumatic System Operation..........................................................30
BMC Interfaces (NEO).....................................................................42
Pneumatic Leak Detection System D/O (NEO)................................54
Pneumatic System Control and Indicating (PW1100G/CFM
LEAP)...............................................................................................60
Pneumatic System Line Maintenance (CFM LEAP)........................62
TABLE OF CONTENTS
Page 1
© AIRBUS SAS 2014 All rights reserved. Confidential and proprietary document.
Each Bleed Monitoring Computer (BMC) controls and
A319/A320/A321 monitors its engine bleed system and the opposite.
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP An Overpressure Valve (OPV) is installed downstream
from the bleed valve as a protection of the system if the
pressure is too high. The engine bleed air is temperature
regulated. The hot bleed air goes through an air-to-air
heat exchanger called Precooler. Fan discharge air,
PNEUMATIC SYSTEM COMPONENT modulated by the Fan Air Valve (FAV), is blown across
the precooler to keep the temperature within limits.
LOCATION SYSTEM OVERVIEW APU BLEED/EXTERNAL AIR
The Pneumatic system is used to supply High Pressure (HP) The left and right bleed systems are connected by a
air for air conditioning, pressurization, Fuel Tank Inerting crossbleed duct. A Crossbleed valve is used for their
System (FTIS), engine start and anti-icing. HP air can be interconnection or isolation. The APU can also be used
supplied from the two engines, the APU or an external for bleed air supply. This is usually done on the ground
ground source. for air conditioning and for engine start.
ENGINE BLEED
The engine bleed air is pressure regulated and
temperature controlled before it supplies the aircraft
UM36C2COMPLOC03_003 - Pneumatic System Component Location
pneumatic system. (CFM LEAP)
Air is bled from the engine High Pressure Compressor
(HPC) stages: HP4 via an Intermediate Pressure Check
Valve (IPCV) and HP10 via the HP Valve (HPV). But APU BLEED air can also be used in flight, in relation
to the altitude. The altitude can be different for each
The High Pressure Bleed Valve (HPV) supplies air to the
system when the engine is at low power. When the aircraft. These altitude limits are given by the
Intermediate Pressure (IP) bleed is sufficient, the HPV manufacturer. The APU bleed supply is connected to the
closes. left side of the crossbleed duct.
The bleed valves are electro-pneumatically controlled. On the ground, a HP ground power unit can be connected
to the left side pneumatic system. The right side can be
The Pressure Regulating Valve (PRV) installed
downstream the IPCV and HPV regulates the bleed supplied by opening the crossbleed valve.
pressure.
© AIRBUS SAS 2014 All rights reserved. Confidential and proprietary document. Page 2
A319/A320/A321 36-PNEUMATICTP REV 6

T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
SYSTEM OVERVIEW - ENGINE BLEED & APU BLEED/EXTERNAL AIR
UM36C2COMPLOC03_003 - Pneumatic System Component Location (CFM LEAP)
PNEUMATIC SYSTEM COMPONENT LOCATION

SYSTEM OVERVIEW (continued)
LEAK DETECTION
Leak detection loops are installed along the hot air supply ducts of
the pneumatic system and are connected to the BMCs. The leak
detection system is organized into three loops. Here are the loops and
the protected areas: - PYLON: the precooler outlet area,
- WING: wing leading edge and belly fairing,
- APU: APU aft supply duct (left hand side of the fuselage) from APU
firewall to wheel well area.

SYSTEM OVERVIEW - LEAK DETECTION

COMPONENT LOCATION
The primary components of the pneumatic system are installed on the
engines and in the pylons.
PRESSURE REGULATION COMPONENTS
The pressure regulation components for the Engines Bleed Air system
are the:
- Engine HPV,
- Engine PRV, located on the right hand side and in pylon,
- OPV,
- Sensors:
- Bleed Monitoring Pressure Sensor (BMPS),
- Bleed Pressure Sensor (BPS),
- Differential Pressure Sensor (DPS).

COMPONENT LOCATION - PRESSURE REGULATION COMPONENTS

COMPONENT LOCATION (continued)
TEMPERATURE REGULATION COMPONENTS

The temperature regulation components are in the pylons:
- the FAV,
- the Precooler,
- the Bleed Temperature Sensor (BTS).

COMPONENT LOCATION - TEMPERATURE REGULATION COMPONENTS

COMPONENT LOCATION (continued)
OTHER COMPONENTS
The Crossbleed valve is in the forward section of the lower fuselage
belly fairing area.
The access to the HP ground connector is through a small access door
on the lower fuselage belly fairing.
The APU bleed valve is on the APU.
The APU supply duct is installed along the left hand side of the
fuselage to the wheel well area and is connected to the crossbleed
duct in the forward belly fairing area.

COMPONENT LOCATION - OTHER COMPONENTS
ENGINE BLEED SYSTEM DESCRIPTION

B2 SCOPE
CAUTION: MODULE TAGGED B2 SCOPE.

BE AWARE THAT ONLY AVIONICS/ELECTRICAL TOPICS
SHOULD BE LEARNED FOR A T2 COURSE.
GENERAL
The Engine Bleed Air System (EBAS) supplies pressure and temperature
regulated airflow from each engine to the air system users.
During normal operation, each engine bleed system is isolated from
adjacent system by the Crossbleed Valve; except during 2nd engine
starting using air bled from 1st started engine, Crossbleed Valve opened
or under APU Bleed.
The pressure regulation system is controlled and monitored by two Bleed
Monitoring Computers (BMCs).
As compared to A320 CEO,
t
he NEO engine has higher bleed air temperatures during
H
igh Pressure (HP) operation, lower air pressure during Intermediate
Pressure (IP)
o
peration, lower fan pressures for cooling air flow
s
upply and limited space for installation due to new pylon configuration.
To achieve better performance requirements a new electro-pneumatic
bleed air system is designed for A320 NEO.
UM36D1LEAP00005_002 - Engine Bleed System Description (CFM LEAP)

B2 SCOPE & GENERAL

BMC
Normally BMC 1 Channel A does all the control and monitoring of the
LH EBAS and BMC 2 Channel A the RH EBAS.
Each BMC channel A controls torque-motor and solenoid for the
electro-pneumatic valves, monitors sensors. As both BMC interface, each
one is capable to control both sides.
The channel B is a fully hardware part able to detect the system
overtemperature: Electrical Protection Function (EPS). This detection is
fully independent from software part.
Each BMC reports the failures independently of each other.

BMC
losure element. It regulates the pressure of the bleed air
A319/A320/A321 between 18 and 65 psig. With the Solenoid energized, the
minimum upstream muscle pressure needed to operate the
valve is 18 psig. When the solenoid is not energized, the
HPV is commanded to the full closed position.
When the solenoid is energized but without pressure in
the valve body, the HPV stays closed.
ENGINE BLEED SYSTEM The HPV is forced to close when the PRV is closed. The
valve has a manual override and test port for pneumatic
DESCRIPTION HPC test in-situ.
HP VALVE (HPV) NOTE: To avoid unnecessary switching HP/IP in flight,

BMC closes the HPV if the aircraft altitude > 25000 ft.
The engine air bleed pressure is pneumatically regulated
by the HP Valve (HPV) when air is supplied by the High IP CHECK VALVE (IPCV)
Pressure Compressor (HPC) stage or directly by the An Intermediate Pressure Check Valve (IPCV) lets air to
Pressure Regulating Valve (PRV) when the air is supplied be bled from the engine IP stage. It is closed when air is
by the Intermediate Pressure (IP) HPC stage. − bled from HP stage. The
Intermediate-pressure service port: IP is defined by HP4.
− High-pressure service port: HP is defined by HP10.
The HPV lets air to be bled from the
e UM36D1LEAP00005_002 - Engine Bleed System Description (CFM
ngine HP stage at lower power settings. LEAP)
I
t is a pressure regulating and
purpose of this IPCV is to allow the flow from IP stage
s
and avoid the reverse flow from either the HP port or the
hut-off valve with a butterfly
pneumatic manifold.
c

HPC - HP VALVE (HPV) & IP CHECK VALVE (IPCV)

PRESSURE REGULATING VALVE (PRV)
The PRV is a 4 inch diameter butterfly valve, installed downstream of
the IPCV and HPV.
It regulates the pressure of the bleed air at 42 ± 2 psig in normal dual
bleed operation (50 ± 2 psig in single bleed operation).
Its setting is modulated by the electric command on the torque-motor.
When the torque-motor is de-energized, the PRV is commanded to the
full closed position.
When the torque-motor is energized but without pressure, the PRV stays
closed.
With the torque-motor energized, the minimum upstream muscle pressure
needed to operate the valve is 15 psig.
The PRV operates as a shut off valve when abnormal conditions occur.
In case of electrical failure of the EBAS, pressure control is ensured by
the PRV in back-up pneumatic control mode.
The valve has a manual override and test port for pneumatic test in-situ.
OVERPRESSURE VALVE (OPV)
The Overpressure Valve (OPV) located in the pylon and downstream
of the PRV, protects the system against damage if overpressure occurs.
It operates pneumatically. The OPV, normally in spring-loaded open
position will start to close at 75 psig and is fully closed at 90 psig.
The OPV is fitted with a manual override and locking device which
enables to lock the valve in the open position when it fails closed in
order to start the engine.

PRESSURE REGULATING VALVE (PRV) - OVERPRESSURE VALVE (OPV)

PRESSURE SENSORS
BLEED MONITORING PRESSURE SENSOR (BMPS)

The Bleed Monitoring Pressure Sensor (BMPS) is used to perform
bleed port switching function. It is also used to estimate the position
of the HPV butterfly and to monitor the HPV and the PRV.
BLEED PRESSURE SENSOR (BPS)
The Bleed Pressure Sensor (BPS) is installed downstream the PRV.
It provides to BMC the actual bleed air pressure delivered through
the PRV. This sensor is also used by the BMC for system monitoring
(overpressure and low pressure alarms) and to monitor the position
of the OPV butterfly.
DIFFERENTIAL PRESSURE SENSOR (DPS)
The D
i
fferential Pressure Sensor (DPS) ensures the reverse flow protection
by sensing the differential pressure between Precooler hot side inlet
and outlet. It also provides to the BMC an indication of the PRV and
OPV position.

PRESSURE SENSORS - BLEED MONITORING PRESSURE SENSOR (BMPS) ... DIFFERENTIAL PRESSURE SENSOR (DPS)

BLEED TEMPERATURE SENSOR (BTS)
The dual Bleed Temperature Sensor (BTS) installed downstream the
Precooler provides to the BMC the actual EBAS temperature.
The BMC uses EBAS temperature to position the Fan Air Valve (FAV).
The wiring connected to channel A of the BTS is fully segregated from
the wiring connected to channel B.
Both BMCs interchange temperature measurements and can carry out
both sides temperature regulation.
This dual sensor is also used by the BMCs for system monitoring
(overtemperature and low temperature alarms).
NOTE: Channel B of one BMC is connected to Channel A of the other

BMC, so that in case of loss of temperature monitoring and
control in Channel A of one side, the opposite controller can
take over control of the whole EBAS.

BLEED TEMPERATURE SENSOR (BTS)

TEMPERATURE REGULATION
FAN AIR VALVE (FAV)

The FAV pneumatically regulates the fan airflow to the Precooler for
bleed air temperature regulation.
The FAV butterfly valve actuator rod is adjusted by the BMC via a
torque motor servo-control depending on BTS input.
The BMC set point is 200°C (392°F) in normal operations and 160°C
(320°F) in Climb and Hold with 2 bleeds and Wing Anti-Ice (WAI)
off.
With no electrical power and enough muscle pressure, the FAV valve
is fully open.
The valve has a test port for pneumatic test in-situ.
PRECOOLER EXCHANGER
The Precooler (PCE) is a stainless steel and nickel alloy air-to-air heat
exchanger.
It cools down the hot air supplied from the engine HP compressor
stage by a heat exchange process with cooling flow taken from the
engine fan.

TEMPERATURE REGULATION - FAN AIR VALVE (FAV) & PRECOOLER EXCHANGER

PROTECTION - ISOLATION
The PRV operates as a shut-off valve. It is commanded to close in the
following conditions:
- Over-temperature downstream of the Precooler (BTS):
257°C (495°F) < T 270°C (518°F) during 55s,
270°C (518°F) < T 290°C (554°F) for 15s,
T > 290°C (554°F) for 5s.
- Overpressure downstream of the PRV > 60 ± 3 psig at BPS,
- Engine fire (consequence of crew action on the ENG FIRE P/B),
- Leak detection in pylon/wing/fuselage ducts surrounding areas,
- Engine Fan air duct burst reported through EIU,
- APU bleed valve not closed & APU BLEED P/B selected:
Depending on the Crossfeed Bleed Valve (CBV) position, only one PRV
(left engine PRV if CBV is closed) or both (if XBleed is open).
- Reverse flow detected by DPS,
- ENG BLEED P/B selected OFF or ENG not running,
- Associated Starter Air Valve (SAV) not closed,
- HPV failed open,
- Dual BTS channels failed.

PROTECTION - ISOLATION
controlled shut-off valve operated by two electrical DC
A319/A320/A321 motors.
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP The X-BLEED valve is used to isolate or connect the left
and right bleed air systems:
36-PNEUMATICTP REV 6 - the primary motor is used for AUTOmatic mode. The
Bleed Monitoring Computer (BMC) controls the position of
the valve according to the APU bleed configuration,
APU BLEED AIR SPLY/X-BLEED - the secondary motor is used for manual operation. The
X-BLEED selector on the overhead panel controls the
SYSTEM D/O APU BLEED position of the valve. OPEN position is used for:
- left and right pack supply using single engine bleed,
The APU bleed air supplies the pneumatic system, through - left and right Wing Anti-Ice supply using single
the APU bleed valve, if the APU is running. engine bleed, - left and right pack supply using
The Bleed Load Valve for the APU GTCP 36-300A ground air supply,
(GARRETT) and the Load Control Valve of Honeywell - Engine crossbleed start using opposite engine bleed,
APU 131-9A are electrically controlled by the ECB - Engine 2 start using ground air supply.
(solenoid) and pneumatically operated. In the absence of air
pressure or electrical power, the valves are spring-loaded
closed.
The APU Bleed Control Valve for the APIC APU is UM36D3000000001_008 - APU Bleed Air SPLY/X-Bleed System D/O
electrically controlled and fuel operated by a servo valve.
The Electronic Control Box (ECB) controls the servo valve SHUT position is used to:
and fuel muscle pressure opens or closes the APU bleed - confirm automatic closure during bleed leak
valve. In the absence of fuel pressure or electrical power, the
valve shuts off the bleed supply to the aircraft pneumatic detection. HP GROUND CONNECTION
system.
A ground cart may supply the pneumatic system. The supply
NOTE: These valves are of the ON/OFF type. duct is located on the left hand side of the cross bleed valve.
Only the LH bleed system is supplied. When the X-BLEED
X-BLEED SYSTEM selector is in the OPEN position, the ground air supply will
be available to supply the LH and RH system together.
The crossbleed (X-BLEED) valve is an electrically

APU BLEED ... HP GROUND CONNECTION
UM36D3000000001_008 - APU Bleed Air SPLY/X-Bleed System D/O
PNEUMATIC SYSTEM OPERATION

APU AIR BLEED SELECTION
Let's see the different pneumatic system configuration.
When the APU runs and the APU BLEED P/BSW is selected in the ON
position, the APU bleed valve opens, the Pressure Regulator Valves
(PRVs) are maintained electrically closed and the X BLEED valve is
automatically opened, provided the X BLEED valve selector is in the
AUTOmatic position.
UM36D2000000001_007 - Pneumatic System Operation

APU AIR BLEED SELECTION

ENGINE AIR BLEED SELECTION
When one or both engines run, the APU continues to supply air as long
as the APU bleed valve remains open.
Each PRV is commanded electrically closed by the Bleed Monitoring
Computer (BMC).
When the APU BLEED valve P/BSW is released out, the APU bleed
valve closes, the X BLEED valve closes automatically and the PRVs
open.

ENGINE AIR BLEED SELECTION

HP/IP ENGINE STAGE PRIORITY
The APU is shut down and both engines are running.
THROTTLE LEVERS IN IDLE POSITION
With both throttle levers in the idle position, the HP (High Pressure)
Valves (VLVs) are open and supplying air.

HP/IP ENGINE STAGE PRIORITY - THROTTLE LEVERS IN IDLE POSITION

HP/IP ENGINE STAGE PRIORITY (continued)
THROTTLE LEVERS IN TAKE-OFF POSITION

When the power of the engines is increased to the Takeoff (TO)
position, the HP VLV is closed, and the bleed air is supplied by the
Intermediate Pressure (IP) stage.
NOTE: Note: if you set again the throttle levers in the idle position,
the HP VLV opens again.

HP/IP ENGINE STAGE PRIORITY - THROTTLE LEVERS IN TAKE-OFF POSITION

HP/IP ENGINE STAGE PRIORITY (continued)
ENGINES SHUT DOWN

When the engines are shut down, the PRV, Fan Air Valve (FAV) and
HP VLV are springloaded closed due to the lack of air pressure.

HP/IP ENGINE STAGE PRIORITY - ENGINES SHUT DOWN

GROUND AIR SUPPLY
The ground air supply is provided by a ground air cart connected to the
HP ground connector. Only the LH bleed system is supplied. When the
X BLEED valve selector is selected in the OPEN position, the ground
air supply is available to feed the LH and RH bleed system.

GROUND AIR SUPPLY
BMC INTERFACES (PW1100G)

BMC
The pneumatic system uses 2 identical controllers with a microprocessor
and command channel A and a back-up channel B. Each channel is
supplied by a different 28V DC bus bar.
Both Bleed Monitoring Computers (BMCs) will work as
MASTER/SLAVE so long as the ARINC429 cross communication is
working properly.
If one ARINC429 bus is lost from one BMC to the other, the BMC
receiving no data will take over control and would inform to the opposite
BMC.
UM36F1000000003_003 - BMC Interfaces (NEO)

BMC

EIU
The Propulsion Control System (PCS) informs both BMCs via both
Engine Interface Units (EIUs) when engines start/run.
The Electronic Engine Control (EEC) will need information relative to
the Aircraft Environmental Control System (ECS) from the EIU ARINC
data bus as system bleed pressure, bleed and anti-ice configuration.
The EIUs receive positions of ENG BLEED P/Bs ON, APU BLEED P/B
OFF, Crossbleed valve status.

EIU

DATA LOADING
The up and down data loading system is an interface between the onboard
computers as BMCs and the ground-base data processing stations.
For data loading purposes, the BMC 1 Channel A is connected to Data
Loading Routing Box (DLRB). The BMC 2 Channel A will be loaded
through BMC 1 Channel A. The BMC 2 will be uploaded through the
crosstalk bus from the BMC 1 once the BMC 1 has been fully uploaded
from the data loader.

DATA LOADING

ACSC
The BMC inform the Air Conditioning System Controller (ACSC) on
the precooler outlet temperature for pack flow calculation. The bleed
pressure Sensor (BPS) and the wired Crossbleed valve position are used
for Pack Inlet Pressure Sensor (PIPS) monitoring.
The BMC send a discrete input of its Pressure Regulating Valve (PRV)
position.
Another discrete signal informs about the precooler delivered bleed
pressure.
The ACSCs input the BMCs for Pack 1/2 P/B SW position, Pack Inlet
Pressure and wing anti-ice valves position.

ACSC

DISPLAY
The BMCs 1 and 2 transmit ARINC signals to the System Data
Acquisition Concentrator (SDAC) for monitoring, fault indication,
warning and data recording purposes by the Flight Warning Computer
(FWC), Electronic Instrument System (EIS) and Digital Flight Data
Recording System (DFDRS).
The Centralized Fault Display Interface Unit (CFDIU) is connected to
the BITE of the BMCs to centralize the pneumatic system data for
maintenance via the Multipurpose Control and Display Units (MCDUs),
printer and Aircraft Communication Addressing and Reporting System
(ACARS).

DISPLAY

APU
The APU/Electronic Control Box (ECB) system sends to the Engine
Bleed Air System EBAS/BMC the information about APU bleed valve
position in order to command the PRV to close when APU BLEED P/B
is ON.
The EBAS transmits to the ECB information related to the APU Bleed
Valve open Command in order to provide APU Bleed valve control in
when APU flow is required.

APU
PNEUMATIC LEAK DETECTION SYSTEM D/O

ROUTING
The leak detection system is used to detect leaks in the vicinity of the
packs, wings, pylons and APU hot air ducts.
There are two independent loops as redundancy in both pylons and both
wing sides.
The APU hot air duct is monitored by a single loop.
Protected areas with double loop for:
- Engine 1 and Engine 2 pylons,
- RH wing and pack 2,
- LH wing, pack 1 and mid fuselage APU duct.
Protected areas with single loop for:
- APU duct.
NOTE: Each loop consists of sensing elements connected in series.

Both extremities of the overheat detection loop are connected
to the BMC.
For CFM LEAP only, the Engine Nacelle Core Temperature sensor
measures the temperature within the core cowling near the ECS ducting.
This signal is used to indicate an undercowl leak (overheat and/or burst
duct events).
UM36D4000000003_002 - Pneumatic Leak Detection System D/O (NEO)

ROUTING
PNEUMATIC LEAK DETECTION SYSTEM D/O

DETECTION LOGIC
Both Bleed Monitoring Computers (BMCs) permanently receive signals
from the leak detection loops primarily tested at power-up.
They exchange data via an ARINC bus for the double loop detection.
Each BMC channel A normally controls its side engine bleed air system,
so monitors the OverHeat Detection System (OHDS).
NOTE: The wing and pylon loops A are connected to one BMC and
wing and pylon loops B to the other BMC.
The crosstalk bus allows wing leak warnings to be activated
through an AND logic. The APU loop is connected to BMC 1
only.

DETECTION LOGIC
Crossbleed Valve.
A319/A320/A321 The failure of a single loop for Pylon or Wing is identified
by a MAINTENANCE message displayed on the STATUS
SD page. Dual engine loop failure is identified by the AIR
ENG 1(2) LEAK DET FAULT and is NO GO.
If one BMC is failed, the other BMC takes over monitoring
of the bleed system and triggers the ECAM warnings.
PNEUMATIC LEAK DETECTION The aircraft dispatch is for 10 days with the BMC 1
inoperative for non-ETOPS operations provided that the
SYSTEM D/O WARNING CONSEQUENCES Engine 1 Bleed Air System (EBAS 1) is considered
inoperative and the APU leak detection loop is considered
The ENG BLEED FAULT light comes on when a leak is inoperative.
detected by the wing loops A and B or by the pylon loops A
LEAK CONSEQUENCE
and B.
For CFM LEAP Engine only, it illuminates if Fan Duct Burst A detected leak will close associated valves, as shown on
is detected. The APU BLEED FAULT light comes on when the table. These valves are automatically controlled to
an APU duct leak is detected. close if they were open.
When an overheat condition is detected by both loops, the
following alerts are generated for the affected zone:
- AIR ENG 1(2) LEAK for a leak/overheat detected in the
Pylons, - AIR L(R) WING LEAK for a leak/overheat
detected in the Wings, - AIR APU LEAK for a
leak/overheat detected in the APU line, - AIR APU LEAK UM36D4000000003_002 - Pneumatic Leak Detection System D/O (NEO)
[APU LEAK FED BY ENG] for a leak/overheat detected
in the APU line and the leak is automatically isolated. A
new warning alert has been introduced on the A320neo, NOTE: APU and cross bleed (X-BLEED) valves do not
the AIR BLEED LEAK to isolate a bleed leak in the close during Main Engine Start (MES).
opposite pylon to the operative bleed with manually open

WARNING CONSEQUENCES - LEAK CONSEQUENCE
PNEUMATIC SYSTEM CONTROL AND INDICATING (3) (PW1100G / CFM

LEAP1A) Pneumatic System - General (2)
HP Ground Cart Bleed Supply (2)
APU Bleed Supply (2)
APU Bleed leak (3)
Engine Bleed supply (2)
Engine Bleed - HP/IP Switching (3)
Engine 1 Bleed Fault (HPV stuck OPEN) (3)
Wing Bleed leak (3)

UM36I1LEVEL0301_001 - Pneumatic System Control and Indicating (PW1100G/CFM LEAP)
A319/A320/A321
THIS PAGE INTENTIONALLY LEFT BLANK

UM36I1LEVEL0301_001 - Pneumatic System Control and Indicating (PW1100G/CFM LEAP)

PNEUMATIC SYSTEM LINE MAINTENANCE

MEL ITEMS
EBAS MEL
The aircraft dispatch is for 10 days with the Engine Bleed Supply
System inoperative on one side provided that the associated bleed is
isolated by setting the:
- ENG BLEED P/BSW to OFF,
- Affected side PACK switched OFF,
- X-BLEED valve can be open to supply both sides.
The APU Bleed should be available.
One Engine Bleed Air System (EBAS) remaining available, take into
account the severity of forecast icing conditions.
NOTE: The limitation to use only one PACK in case of single EBAS
operation, is specific to A320 NEO compared to A320 CEO
due to lower capacity of the heat exchanger.
HPV FAILURE
Failed closed High Pressure Valve (HPV) can lead to low bleed
pressure or low bleed temperature when engine is at low power settings
(in idle or in holding conditions).
HPV failed in open position, leads to Bleed overpressure or Bleed
overtemperature identified by AIR ENG 1(2) BLEED FAULT.
In case of failure of one HPV, the aircraft can be dispatched for 10
days with the valve secured closed.
The consequence of having the HPV secured closed is that the bleed
air from the Intermediate Pressure (IP) port will be insufficient at low
engine power settings (taxi, descent, holding). That is the reason why
the crew procedure requests to switch off the associated EBAS at low
power setting and to open the Crossbleed Valve in order to supply
both sides from the opposite EBAS which is operative.
UM36BA000000003_002 - Pneumatic System Line Maintenance (CFM LEAP)

MEL ITEMS - EBAS MEL & HPV FAILURE

MEL ITEMS (continued)
BLEED VALVE DEACTIVATION

In case of failure, Pressure Regulating Valve (PRV) and HPV have
to be deactivated CLOSED for dispatch under Minimum Equipment
List (MEL).
The deactivation procedure is the same for both valves:
- make sure pneumatic system in not pressurized, BLEED switches
OFF,
- deactivate the thrust reverser,
- open the RH fan and reverser cowls,
- move the manual override to the CLOSED position,
- secure in CLOSED position with locking pin,
- close cowlings,
- reactivate the thrust reverser.

MEL ITEMS - BLEED VALVE DEACTIVATION

OVERPRESSURE VALVE
Located in the Pylon, the Overpressure Valve (OPV) is fitted with a
manual override and locking device which enables to lock the valve
in the open position when it fails closed in order to start the engine.
The position Indicator is located on the top of the OPV.

MEL ITEMS - OVERPRESSURE VALVE

WING LEAK DETECTION

The WING leak detection is a dual-loop system. To generate a WING
LEAK warning, both A and B loops have to detect the overheat. For
dispatch, WING leak detection must be operational (at least one loop)
on each wing. If a single loop fails, the MAINTENANCE message
AIR BLEED will be displayed on the STATUS page associated with
a Centralized Fault Display System (CFDS) message L(R) WING
LOOP (INOP). The aircraft may be dispatched per MEL with the
MAINTENANCE message displayed.
For troubleshooting it is important to understand that the WING
detection elements monitor much more than just the wings alone.
The protected areas are:
- wing leading edge (wing anti-ice supply duct),
- air conditioning compartment - belly fairing - (pack supply,
crossbleed manifold, APU supply, ground air supply),
- APU forward supply duct (from the APU check valve through the
wheel well).

MEL ITEMS - WING LEAK DETECTION

MAINTENANCE TIPS
CFDS
CFDS menus for all failure reports and interactive mode displays are
generated by the Bleed Monitoring Computer (BMC) itself.
In normal mode, the BITE transmits maintenance messages (Standard
A type 1) for detection results on level of:
- OverHeat Detection System (OHDS),
- Valves,
- Precooler,
- Sensors,
- External communication,
- Internal communication,
- BMC (Hardware and Software).
The electrical test verifies the EBAS following functions:
- Central Processing Unit (CPU) (microprocessor, RAM, ROM),
- discrete outputs,
- leak detection loops and interfaces,
- discrete and analog inputs,
- digital Inputs/Outputs,
- torque motors, solenoid,
- pressure sensors failures,
- temperature sensors failures,
- valves.
The pressure sensor drift test shall detect any pressure drift in
Differential Pressure Sensor (DPS) and/or Bleed Pressure Sensor
(BPS).
Electrical Protection System (EPS) corresponds to the channel B
Electrical Protection Function (EPF) test.
The reports menu displays the status in real time for all the system.

MAINTENANCE TIPS - CFDS

MAINTENANCE TIPS (continued)
TEST SET
The Bleed Test Set P/N 98D36109001000 is available to assist in
troubleshooting the pneumatic system. The test set enables calibrated
pressure to be applied to individual valves, components and isolated
parts of the system to check for normal operation and sense line
integrity (i.e.: PRV, HPV, OPV, Fan Air Valve (FAV), Bleed Pressure
Regulated Transducer...).

MAINTENANCE TIPS - TEST SET

MAINTENANCE TIPS (continued)
ENGINE START WITH GROUND AIR

To perform an engine start with ground air, the connection is located
on the lower fuselage. The access door is on the belly fairing.
During a ground air start, the crossbleed valve must be operated
manually. For safety, it is recommended to use the ground air supply
to start the first engine. Then disconnect the ground air supply and
perform a crossbleed start for the second engine.
On the ECAM BLEED page, the GND indication DOES NOT indicate
ground air supply connected or available. This indication appears
when the aircraft is on the ground to show that the ground air is
directly supplied to the LEFT side of the system only. The left bleed
system pressure indicator will indicate pressure when the ground air
is supplied.

MAINTENANCE TIPS - ENGINE START WITH GROUND AIR
© AIRBUS SAS 2015. All rights reserved.
Confidential and proprietary document.
This document and all information contained herein is the sole property of
AIRBUS SAS. No intellectual property rights are granted by the delivery of
this document or the disclosure of its content. This document shall not be
reproduced or disclosed to a third party without the express written consent
of AIRBUS SAS. This document and its content shall not be used for any
purpose other than for which it is supplied. The statements made herein do
not constitute an offer. They are based on the mentioned assumptions and
are expressed in good faith. Where the supporting grounds for these
statements are not shown, AIRBUS SAS will be pleased to explain the
basis thereof.
AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340,
A350, A380, A400M are registered trademarks.

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A319/A320/A321

TECHNICAL TRAINING MANUAL

Under no circumstances should this document be used as a

reference. It will not be updated.

All rights reserved

AIRBUS Environmental Recommendation.

Pneumatic System Component Location (CFM LEAP)......................2

A319/A320/A321 36-PNEUMATICTP REV 6

UM36C2COMPLOC03_003 - Pneumatic System Component Location (CFM LEAP)

PNEUMATIC SYSTEM COMPONENT LOCATION

A319/A320/A321 36-PNEUMATICTP REV 6

UM36C2COMPLOC03_003 - Pneumatic System Component Location (CFM LEAP)

PNEUMATIC SYSTEM COMPONENT LOCATION

A319/A320/A321 36-PNEUMATICTP REV 6

UM36C2COMPLOC03_003 - Pneumatic System Component Location (CFM LEAP)

PNEUMATIC SYSTEM COMPONENT LOCATION

TEMPERATURE REGULATION COMPONENTS

A319/A320/A321 36-PNEUMATICTP REV 6

UM36C2COMPLOC03_003 - Pneumatic System Component Location (CFM LEAP)

PNEUMATIC SYSTEM COMPONENT LOCATION

A319/A320/A321 36-PNEUMATICTP REV 6

UM36C2COMPLOC03_003 - Pneumatic System Component Location (CFM LEAP)

ENGINE BLEED SYSTEM DESCRIPTION

CAUTION: MODULE TAGGED B2 SCOPE.

A319/A320/A321 36-PNEUMATICTP REV 6

UM36D1LEAP00005_002 - Engine Bleed System Description (CFM LEAP)

ENGINE BLEED SYSTEM DESCRIPTION

A319/A320/A321 36-PNEUMATICTP REV 6

UM36D1LEAP00005_002 - Engine Bleed System Description (CFM LEAP)

HP VALVE (HPV) NOTE: To avoid unnecessary switching HP/IP in flight,

A319/A320/A321 36-PNEUMATICTP REV 6

UM36D1LEAP00005_002 - Engine Bleed System Description (CFM LEAP)

ENGINE BLEED SYSTEM DESCRIPTION

A319/A320/A321 36-PNEUMATICTP REV 6

UM36D1LEAP00005_002 - Engine Bleed System Description (CFM LEAP)

ENGINE BLEED SYSTEM DESCRIPTION

BLEED MONITORING PRESSURE SENSOR (BMPS)

A319/A320/A321 36-PNEUMATICTP REV 6

UM36D1LEAP00005_002 - Engine Bleed System Description (CFM LEAP)

ENGINE BLEED SYSTEM DESCRIPTION

NOTE: Channel B of one BMC is connected to Channel A of the other

A319/A320/A321 36-PNEUMATICTP REV 6

UM36D1LEAP00005_002 - Engine Bleed System Description (CFM LEAP)

ENGINE BLEED SYSTEM DESCRIPTION

FAN AIR VALVE (FAV)

A319/A320/A321 36-PNEUMATICTP REV 6

UM36D1LEAP00005_002 - Engine Bleed System Description (CFM LEAP)

ENGINE BLEED SYSTEM DESCRIPTION

A319/A320/A321 36-PNEUMATICTP REV 6

UM36D1LEAP00005_002 - Engine Bleed System Description (CFM LEAP)

A319/A320/A321 36-PNEUMATICTP REV 6

UM36D3000000001_008 - APU Bleed Air SPLY/X-Bleed System D/O

PNEUMATIC SYSTEM OPERATION

A319/A320/A321 36-PNEUMATICTP REV 6

UM36D2000000001_007 - Pneumatic System Operation

PNEUMATIC SYSTEM OPERATION

A319/A320/A321 36-PNEUMATICTP REV 6

UM36D2000000001_007 - Pneumatic System Operation

PNEUMATIC SYSTEM OPERATION