Part 2 Out of 2 PDF

Single Aisle
TECHNICAL TRAINING MANUAL

GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500)
PART 2 OUT OF 2
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
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Single Aisle TECHNICAL TRAINING MANUAL
PART 2 OUT OF 2
51 Structure Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
52 Doors Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
25 Equipment/Furnishings Presentation (1) . . . . . . . . . . . . . . . . . . . . 56
35 Oxygen Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
38 Water and Waste Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . 118
28 Fuel System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
26 Fire Protection Systems Presentation (1) . . . . . . . . . . . . . . . . . . 156
49 APU Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
70 Power Plant IAE V2500 Presentation (1) . . . . . . . . . . . . . . . . . . 204
36 Pneumatic System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . 236
21 Air Conditioning System Presentation (1) . . . . . . . . . . . . . . . . . . 250
21 Ventilation System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . 268
21 Cargo Ventilation & Heating SYS Pres. (1) . . . . . . . . . . . . . . . . 282
21 Pressurization System Presentation (1) . . . . . . . . . . . . . . . . . . . . 292
47 Fuel Tank Inerting System Presentation (1) . . . . . . . . . . . . . . . . 302
30 Ice and Rain PROT Systems Presentation (1) . . . . . . . . . . . . . . . 310
05 Time Limits and Maintenance Checks (1) . . . . . . . . . . . . . . . . . 348
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GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500) TABLE OF CONTENTS Feb 01, 2011
PART 2 OUT OF 2 Page 1
51 STRUCTURE PRESENTATION (1)

STRUCTURE DESIGN PRINCIPLES
Four typical principles are used in the aircraft design:
- for the fuselage, the skin is attached to the frames and stiffened by
stringers,
- for the boxes, the skins stiffened with stiffeners are attached to spars
and ribs,
- the composite parts could be monolithic or sandwich construction.
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GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500) 51 STRUCTURE PRESENTATION (1) Feb 01, 2011
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STRUCTURE DESIGN PRINCIPLES

STRUCTURE ATA BREAKDOWN
The structure of the aircraft is broken down as follows:
- ATA 52 for the doors,
- ATA 53 for the fuselage,
- ATA 54 for the pylons,
- ATA 55 for the stabilizers,
- ATA 56 for the windows,
- ATA 57 for the wings.
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STRUCTURE ATA BREAKDOWN

DOORS
The passenger/crew doors and the emergency exit doors are of same
aluminum alloy design comprising skins, edge members, horizontal beams
and vertical frames.
There are three cargo compartment doors installed on the right side of
the fuselage. The forward and the aft cargo doors are also aluminum alloy
structures consisting of skins, edge members, corner pieces, horizontal
beams and vertical frames.
The bulk cargo door is of plug type design opening inside the fuselage.
The primary structure comprise skins, edge members and horizontal
beams both being made from aluminum alloy.
The main landing gear doors are fitted at the lower part of the center
fuselage.
They have:
- two main doors, hinged to the two longitudinal boxes of the keel beam,
- two hinged door,
- and two leg fairing doors.
All doors are of composite construction, including carbon fiber skins.
The nose landing gear doors have two forward doors, two aft doors and
one fixed door. The fixed door is made of aluminum alloy, the other doors
are made of sandwich type CFRP composite.
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DOORS

FUSELAGE
Within the technical documentation the fuselage is divided into five main
parts which are also divided into sections mainly for production purpose:
- the nose forward fuselage covered by chapter 53-10-00 and containing
sections 11 and 12,
- the forward fuselage covered by chapter 53-20-00 and containing the
sections 13, or 13/14, depending on A/C model,
- the center fuselage covered by chapter 53-30-00 which is also the section
15/21,
- the rear fuselage covered by chapter 53-40-00 and containing the
sections 16, 17 and 18,
- the rear/cone fuselage covered by chapter 53-50-00 and containing the
sections 19 and the tail cone, section 19.1.
The A321, A320, A319 and A318 have the same fuselage sections. The
A321 is a stretched version of the A320 with 8 frames added FWD of
the center section and 5 frames added AFT of the center section.
The A319 is a shortened version of the A320 with 3 frames removed
FWD of the center section and 4 frames removed AFT the of the center
section.
The A318 is a shortened version of the A319 with 1.5 frames removed
FWD of the center section and 3 frames removed AFT of the center
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section.
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FUSELAGE

PYLONS
The pylon box is the primary structure of the pylon. The secondary
structure comprises the forward, the lower and the aft fairings and the
pylon to wing center fillets.
The pylon box is an assembly of titanium alloy and steel parts which
includes spars, ribs, side panels, engine attachment, pylon to wing
attachment fittings.
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PYLONS

STABILIZERS - HORIZONTAL STABILIZER &
ELEVATORS
The horizontal stabilizer main structure includes center joint and two
outer spar boxes.
On each side, the horizontal stabilizer also includes a leading edge, a
trailing edge structure, both being mainly made from Carbon Fiber
Reinforced Plastic (CFRP) and a tip which is made of aluminum alloy.
The elevators are basically CFRP structure including top and bottom skin
panels, ribs and front spar. The hinge and actuator fittings and the trailing
edge profile are from aluminum alloy.
The vertical stabilizer structure has:
- the main spar box,
- the leading edge,
- the tip,
- and the trailing edge.
The main box is an assembly of CFRP ribs, spars and side panels.
The vertical stabilizer structure has also:
- a leading edge made of Glass Fiber Reinforced Plastic (GFRP),
- a tip made of GFRP,
- a trailing edge structure made of aluminum alloy,
- and trailing edge panels made of CFRP.
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The rudder structure has:

- two side panels made of CFRP,
- a front spar made of CFRP,
- leading edge panels made of CFRP,
- hinge and actuator fittings made of aluminum alloy,
- and the trailing edge profile made of aluminum alloy.
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STABILIZERS - HORIZONTAL STABILIZER & ELEVATORS

WINDOWS
The ATA 56 chapter describes the cockpit, cabin and door windows.
The cockpit windows include the windshield, the sliding windows and
the side fixed windows.
The cabin windows include an inner and an outer pane installed in a seal.
This assembly is installed in the window frame from inside the fuselage
and held in position by a retainer ring.
The door windows are of the same design principle as for the cabin
windows.
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WINDOWS

WINGS FIXED PARTITION
The wings consist in a center wing box which is installed in the center
fuselage section and which provides the cantilever attachment of the outer
wings. The center wing box is an assembly of aluminum alloy parts,
located between frames 36 and 42. Each outer wing has a main box (outer
wing box), which is the main load carrying structure. The main box
supports a fixed leading edge structure, a fixed trailing edge structure
and a wing tip.
The fixed leading edge structure has leading edge ribs, attached to the
main box front spar, and which support the "D-nose" structure.
The fixed trailing edge structure includes hinge fittings and actuator
fittings for the movable surfaces, and intermediate ribs. The access panels
are made of CFRP.
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WINGS FIXED PARTITION

WINGS MOVABLE SURFACE
Each outer wing is fitted with:
- five slats made of aluminum alloy,
- an inboard flap and an outboard flap with a CFRP structure and a
sandwich aluminum trailing edge structure,
- five CFRP spoilers,
- and one aileron, mainly made from CFRP.
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WINGS MOVABLE SURFACE

COMPOSITE APPLICATIONS
The illustration shows the main application of composite materials on
A320 (same materials for other aircrafts).
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COMPOSITE APPLICATIONS
52 DOORS PRESENTATION (1)

SYSTEM INTRODUCTION
The different doors are:
- passenger doors,
- emergency exits,
- cargo doors,
- avionics compartment doors,
- cockpit door.
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GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500) 52 DOORS PRESENTATION (1) Feb 01, 2011
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SYSTEM INTRODUCTION

PASSENGER DOORS
The single aisle family is equipped with two forward and two aft
passenger doors.
The normal door operation is fully manual.
They are plug type doors, which open upward, outward and forward
parallel to the fuselage.
The door can be operated from inside or outside the aircraft.
Each door is equipped with an emergency opening system:
- an escape slide or slide raft stowed in a container attached to the inboard
lower side of the door,
- a door damping and emergency operation cylinder that assist normal
door operation, but in an emergency acts as an actuator for automatic
door opening,
- a slide ARMING/DISARMING lever.
When the slide arming lever is in the ARMED position, the slide is
connected to the floor.
When the door is opened, the escape slide inflates automatically.
Opening the door from the outside will disarm the door and the escape
slide.
The ECAM page indicates the door in the locking/unlocking position
and the escape slide/slide raft in the armed/disarmed condition (position).
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PASSENGER DOORS

EMERGENCY EXITS
The A318 and A319 have two overwing emergency exits (one on each
side). The A319 can also have four overwing emergency exits optionally
(two on each side).
The A320 has four overwing emergency exits (two on each side).
The A321 aircraft has four emergency exits doors (two on each side)
installed forward and aft of the wing.
On the A318, A319 and A320 aircraft, for emergency evacuation the exit
can be opened from inside or outside the cabin to activate the evacuation
system.
For normal operation, they are always armed.
To open the exit for maintenance work, authorized personnel must disarm
it from inside the cabin.
The A321 exit can be opened from inside or outside.
These emergency exits are armed in flight but disarmed on ground.
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EMERGENCY EXITS

EMERGENCY EXITS (continued)
ESCAPE SLIDE AND SLIDING WINDOWS
On the A318, A319 and A320, each overwing escape slide is stowed
in a compartment at the wing root.
On the A321, an escape slide is packed in a container.
The slide is deployed automatically as soon as a door is opened in
armed configuration.
The ECAM page indicates the emergency exit in the locked/unlocked
position or condition and the escape slide in the armed/disarmed
condition or position.
The two cockpit sliding windows provide emergency exit from the
cockpit.
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EMERGENCY EXITS - ESCAPE SLIDE AND SLIDING WINDOWS

CARGO DOOR
The cargo compartment doors give access to the forward and aft cargo
compartments. They open outwards and upwards from the fuselage.
They are manually locked and unlocked by a locking handle on the door.
The operation of the door is hydraulically powered by the yellow electric
pump.
In case of electrical failure the door can be opened manually by using a
hand pump.
The optional bulk cargo door installed for the A320 and A321 gives
access to the bulk cargo compartment.
This door is manually operated and opens into the bulk cargo
compartment.
The ECAM page indicates cargo doors in the closed/locked and unlocked
condition or position.
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CARGO DOOR

AVIONICS COMPARTMENT DOORS
There are four avionics compartment doors in the lower fuselage around
the nose landing gear bay.
These doors are manually operated and open inward.
The locking mechanism is identical on each door.
Each avionics compartment door is monitored by a proximity switch,
which sends a signal to the ECAM system.
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AVIONICS COMPARTMENT DOORS

COCKPIT DOOR
The cockpit door separates the cockpit from the cabin.
GENERAL
It is an armored and bulletproof door made to prevent a hijacking
attempt and protect the flight compartment against an intrusion.
A Cockpit Door Lock System (CDLS) controls its electrical release
and prevents an unwanted access into the cockpit.
The door also has a door escape hatch, with two pip-pins which keep
the hatch in position.
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COCKPIT DOOR - GENERAL

COCKPIT DOOR (continued)
DOOR ELEMENTS
The door has an escape hatch which has the same structure as the
door. The hatch is manually operable only from the flight deck for
pilot emergency exit in case of cockpit door jamming.
Three mechanical latches engage in electrical release strikes actuated
by solenoids. The door is always locked when closed and the A/C is
powered.
During maintenance activity there is a magnetic door stop to keep the
door fully open.
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COCKPIT DOOR - DOOR ELEMENTS

COCKPIT DOOR LOCK SYSTEM
The CDLS controls the locking and unlocking of the cockpit door. It
also monitors the door locking and unlocking system for faults. The
system has different parts:
- the control unit on the overhead panel with an integrated pressure
sensor part for cockpit decompression detection and integrated
maintenance lights,
- the cockpit door panel on the center pedestal with a toggle switch
to control the cockpit door and a fault indicator,
- the buzzer on the overhead panel,
- the keypad in the cabin for cockpit access authorization,
- three electrical release strikes,
- an optional back-up system may be installed to override an
inadvertent mal function of the CDLS. It has an additional control
unit, and a back-up control panel with a back-up switch and a fault
light.
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COCKPIT DOOR - COCKPIT DOOR LOCK SYSTEM

OPERATING MODES
The CDLS has two access modes.
The first access mode is a Routine Access mode triggered by a single
P/BSW from the cabin keypad (# key), to request entry in the cockpit
via a buzzer.
The request can be allowed or denied via the P/BSW of the cockpit
door panel on the center pedestal.
In case of no response, the cockpit door remains closed.
The second access mode is the Emergency Access mode activated by
a four-digit code (plus the # key) entered on the keypad.
If the pilots deny the request, the keypad and the buzzer are inhibited
for a defined time.
In case of no action from the pilots, the cockpit door unlocks after a
preset time.
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COCKPIT DOOR - OPERATING MODES
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COCKPIT DOOR - OPERATING MODES
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CONTROL AND INDICATING
In this topic the door control and indication will be shown.
PASSENGER DOORS
The two different indicating systems are:
- a mechanical indicating system,
- an electrical indicating system.
The mechanical indicating are:
- a visual indicator on the top of the door shows if the door is
LOCKED or UNLOCKED,
- a visual indicator on the slide arming lever shows if the slide is
ARMED or DISARMED.
The electrical indicating is:
- two warning lights,
they are visible from the inside and the outside.
When a person tries to open the door the white SLIDE ARMED light
indicates that the escape slide is in the ARMED mode.
The red CABIN PRESSURE light flashes when there is a residual
pressure in the cabin with the slide disarmed.
WARNING: Do not open a door when the aircraft is pressurized. This

will cause explosive decompression, and kill or cause
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injury to persons and material.
NOTE: Note: The A321 emergency exit doors have the same control
indicating as the passenger doors.
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CONTROL AND INDICATING - PASSENGER DOORS

CONTROL AND INDICATING (continued)
EMERGENCY EXITS
Accidental opening of the cover flap for access to the inner control
handle will automatically activate the white indication light beside
the exit.
The ARMED/DISARMED condition of the exit is indicated on the
ECAM DOOR/OXY Page (DISARMED position only for maintenance
work).
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CONTROL AND INDICATING - EMERGENCY EXITS

CARGO DOORS
There are two different indicating systems:
- a mechanical indicating system,
- an electrical indicating system.
In the access panel at the bottom of the door, there are indication
windows to check if the door is correctly locked:
- red marks: door not correctly locked,
- green marks: door correctly locked.
When the door is fully open and locked, a green indicator light comes
on, on the cargo door control panel.
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CONTROL AND INDICATING - CARGO DOORS

ECAM DOOR/OXY PAGE
The ECAM page - DOOR/OXY monitors the status of all the doors
and the escape slide/slide raft.
The indications on the ECAM page are:
- green when the door is closed and locked,
- amber when the door is unlocked.
The white SLIDE indications on the ECAM DOOR page means that
the slides are armed.
When the slide is disarmed on any door no indication is displayed.
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CONTROL AND INDICATING - ECAM DOOR/OXY PAGE

MAINTENANCE/TEST FACILITIES
The MCDU is used to trouble shoot the monitored components through
the INST and L/G keys. The proximity sensors, which monitor the status
of the doors, are connected to the ECAM system or Landing Gear Control
Interface Units (LGCIUs).
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SAFETY PRECAUTIONS
When you work on the 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 main safety precautions about the
door system.
Be careful before opening a cabin door. Make sure that the red warning
light does not flash. If it flashes, it means a residual pressure remains in
the cabin. When you open in this configuration a door it could kill or
cause serious injury to persons and cause damage to the aircraft.
Make sure that when you work on a cabin door the emergency control
handle is in the disarmed position with the safety pin installed. Check
that the percussion lever of the door damper and emergency operation
cylinder is in disarmed position with the safety pin installed.
Install a safety barrier or an access platform before opening any cabin
door. When opening or closing a cargo door, make sure that the access
platform is at the correct height.
When the wind speed is expected to exceed 40 knots do not open the
forward or aft cargo door and if open close the doors immediately.
Stay beside the cargo door during opening or closing. Use protective
clothes Use solvents/cleaning agents, sealants and other special materials
only with a good flow of air through the work area. Put on protective
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clothing, rubber gloves, goggles and mask. Obey the manufacture's

instructions when you use these materials.
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SAFETY PRECAUTIONS
25 EQUIPMENT/FURNISHINGS PRESENTATION (1)

GENERAL
The equipment and furnishings are installed in different compartments:
- the cockpit,
- the passenger compartment,
- the cargo compartments.
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GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500) 25 EQUIPMENT/FURNISHINGS PRESENTATION (1) Feb 01, 2011
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GENERAL

COCKPIT SEATS
The CAPT and F/O seats are symmetrical and their operation identical.
They are electrically or manually operated.
They are not interchangeable.
The seats are secured onto the cockpit floor.
The Third Occupant seat is a folding seat attached to the right rear panel
in the cockpit.
Position adjustment is only possible in lateral direction.
The Fourth Occupant seat is a folding seat installed against the left rear
partition in the cockpit.
This seat is optionally installed and is not adjustable.
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COCKPIT SEATS

CABIN LAYOUTS
Here are shown the typical cabin layouts.
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CABIN LAYOUTS
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CABIN LAYOUTS

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PASSENGER SEATS
The passenger seats are mounted on standard tracks, which allow quick
removal and installation.
CABIN ATTENDANT SEATS

Cabin attendant seats are attached to partitions or lavatory walls.
Depending on the cabin configuration, the number and position of cabin
attendant seats can vary.
All are folding seats.
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PASSENGER SEATS & CABIN ATTENDANT SEATS

GALLEYS
There are two types of galley locations, fixed and flexible. The fixed
galleys are at forward and after passenger/crew/service doors. Flexible
galley locations in forward emergency exit door area (only A321).
The number and position of the galleys vary with the cabin configuration
and the aircraft utilization.
There are dry galleys and wet galleys installed.
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GALLEYS

LAVATORIES
The number and position of the lavatories change with the cabin
configuration.
Lavatories are available on fixed positions and flexible lavatories units
are installed in assigned flexibility areas.
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LAVATORIES

CURTAINS AND PARTITIONS
Classes and zones are divided with floor mounted partitions and ceiling
mounted curtains.
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CURTAINS AND PARTITIONS

CABIN PANEL LAYOUT PSU/PIU
The passenger service information units comprise the Passenger
The cabin interior has removable panels. The lining design customizes Service Units (PSUs) and Passenger Information Units (PIUs).
the cabin interior. They are installed in the service channel, above the seat row.
LOWER SIDE WALL PANELS The PSUs and PIUs have different lengths to fit with the aircraft
furnishing configuration.
The lower side wall panels are mounted between the cabin floor and
These units are:
the upper side wall panels.
- information panel,
They provide the rapid decompression function.
- attendant call panel,
UPPER SIDE WALL PANELS - emergency oxygen mask and generator container,
The upper side wall panels are mounted on the side of the cabin. They - reading light panel,
include the window contour. - individual air outlet panel.
Inner window panels and sun visors are installed onto the upper side
wall panel.
COVE LIGHT PANELS
The cove light panels cover the space between the upper side wall
panels and the overhead stowage compartments.
The cove light panels are removable to enable cabin light replacement.
OVERHEAD STOWAGE COMPARTMENT
The overhead stowage compartments are installed above the cabin
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seat rows.
They extend from the first seat row to the last seat row on the left and
right hand side of the cabin.
The overhead stowage compartments are of different sizes and are
arranged to fit the cabin layout.
CEILING PANELS
Removable ceiling panels are mounted in the cabin.
They are installed over the full length of the cabin and the utility areas.
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CABIN PANEL LAYOUT - LOWER SIDE WALL PANELS ... PSU/PIU

PASSENGER DOOR AND ESCAPE SLIDE
The aircraft has two forward and two aft passenger doors.
Three assist handles enhance safety during door operation.
The two forward and the two aft cabin doors have either a single lane
escape slide (as shown on the picture) or a slide raft.
The inflation and deployment is automatically done when the cabin door
is opened in the armed mode. If the escape slide does not inflate
automatically, the red manual inflation handle must be pulled.
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EMERGENCY EXITS
The A318 and A319 have two overwing emergency exits (one on each
side).
The A320 (and the A319 as an option) has four overwing exits (two on
each side).
The A321 has four emergency exits, two in front and two aft the wing.
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EMERGENCY EXITS

EMERGENCY EXIT ESCAPE SLIDE
A dual lane escape slide will deploy automatically with the opening of
a left hand or right hand overwing exit.
If the automatic inflation fails, a red handle installed at each exit frame,
when pulled, activates the manual inflation.
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EMERGENCY EXIT ESCAPE SLIDE

PURSER STATION
The Flight Attendant Panel (FAP) used for control & programming
The FAP displays different pages related to the different systems
connected to the Cabin Intercommunication Data System (CIDS).
The FAP is used for control and programming.
All handsets are identical; they can be used for passenger announcements
and for interphone calls.
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PURSER STATION

AFT CREW STATION
The Aft Attendant Panel also called Additional Attendant Panel (AAP)
is installed at the rear left crew station. It controls some cabin systems.
The AAPs have different number of buttons depending on different
aircraft configurations.
The Attendant Indication Panel (AIP) is part of the communication system
and is installed near each main cabin crew station. It displays
communication and system related messages.
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AFT CREW STATION

AREA CALL PANEL
The Area Call Panels (ACPs) are installed in the cabin ceiling of the
passenger compartment and indicate:
- Crew communication (pink steady or flashing),
- Passenger call (blue steady),
- Lavatory call ( amber steady),
- Lavatory smoke detection (amber flashing).
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AREA CALL PANEL

LOWER DECK CARGO COMPARTMENT
The lower deck is divided into three cargo compartments:
- the FWD cargo compartment,
- the AFT cargo compartment,
- and the bulk cargo compartment.
FWD AND AFT CARGO COMPARTMENT
The forward and aft cargo compartment is basically equipped to be
loaded with bulk and loose baggage.
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LOWER DECK CARGO COMPARTMENT - FWD AND AFT CARGO COMPARTMENT

LOWER DECK CARGO COMPARTMENT (continued)
CARGO LOADING
The optional semi-automatic cargo loading system transports pallets
and containers and is operated from a control panel installed on the
cargo door.
BULK CARGO COMPARTMENT
The bulk cargo compartment can only be loaded with bulk and loose
baggage.
A divider net with a screen separates the bulk cargo compartment
from the AFT cargo compartment.
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LOWER DECK CARGO COMPARTMENT - CARGO LOADING & BULK CARGO COMPARTMENT

LOWER DECK CARGO COMPARTMENT (continued)
CARGO COMPARTMENT DOORS
Access to the FWD, aft cargo compartment is gained by two outwards
opening doors.
The cargo doors are installed on the right hand side of the fuselage.
The FWD and aft cargo doors are operated upwards by two hydraulic
actuators with pressure supplied by the yellow electric pump (normal
operation) or by a hand pump (manual operation).
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LOWER DECK CARGO COMPARTMENT - CARGO COMPARTMENT DOORS

EMERGENCY EQUIPMENT
The function of emergency equipment is to give to crew and passengers
efficient means to handle safely hazardous situations that could occur in
the aircraft.
COCKPIT EMERGENCY EQUIPMENT LIST
The standard cockpit emergency equipment components are:
- flash light,
- portable Halon fire extinguisher,
- life vest for flight crew,
- Protective Breathing Equipment (PBE),
- crash axe,
- fire proof gloves.
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EMERGENCY EQUIPMENT - COCKPIT EMERGENCY EQUIPMENT LIST

EMERGENCY EQUIPMENT (continued)
CABIN EMERGENCY EQUIPMENT LIST
The standard cabin emergency equipment components are:
- portable Halon extinguisher,
- portable oxygen cylinder and portable oxygen mask,
- PBE,
- first aid kit,
- megaphone,
- portable ELT survival beacon,
- flash light,
- manual release tool,
- demo kit,
- life vest for infant,
- spare life vest,
- life vest for passenger (one stowed under each seat),
- life vest for cabin crew (one stowed under each cabin attendant seat).
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EMERGENCY EQUIPMENT - CABIN EMERGENCY EQUIPMENT LIST

EVACUATION COMMAND SYSTEM
The Emergency evacuation alert system may be activated either from the
cockpit or the purser station.
On the sub panel of the FAP, two evacuation function hard keys are
installed:
- EVAC CMD to start an emergency evacuation,
- EVAC RESET to reset the evacuation lights and audio alert.
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EVACUATION COMMAND SYSTEM

COCKPIT EVACUATION PANEL
On the EVAC panel in the cockpit, a switch lets the evacuation command
be activated from the purser station and the cockpit, or from the cockpit
only.
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COCKPIT EVACUATION PANEL

SAFETY PRECAUTIONS
When you work on the aircraft, 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 main safety precautions relative to
the Equipment/Furnishing system.
Use only the specified materials and obey the instructions from the
manufacturers. Other materials can cause damage to the surface protection
of components and related areas.
Use solvents/cleaning agents, sealant and other special materials only
with a good flow of air through the work area. Do not smoke and do not
breathe the gas. Those materials are poisonous, flammable and skin
irritants, put on protective clothing, rubber gloves, goggles and mask, If
you get one of these materials on your skin, in your mouth or in your
eyes flush it away with a flow of clean water. Get medical help if your
skin or eyes become irritated.
Before you start working on the escape slide make sure that the slide and
door are safetied. This prevents sudden movement of the door and
accidental deployment of the escape slide when you open the door.
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SAFETY PRECAUTIONS
35 OXYGEN PRESENTATION (1)

GENERAL
The oxygen system supplies crew and passengers with oxygen in case
of cabin depressurization.
The oxygen system has three different subsystems:
- cockpit Crew Oxygen System: the oxygen is supplied from a high
pressure oxygen cylinder to quick donning masks in the cockpit,
- passenger Oxygen System: the passenger and cabin attendant oxygen
system is supplied by chemical oxygen generator units,
- portable Oxygen System: it has a high pressure portable cylinders with
continuous flow type masks and smoke hoods.
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GENERAL

COCKPIT CREW OXYGEN SYSTEM
The cockpit crew oxygen system supplies oxygen to the flight crew, in
case of a sudden decrease in cabin pressurization or if there are smoke
or dangerous gases in the cockpit.
CREW OXYGEN SUPPLY
The cockpit crew oxygen system has a high-pressure oxygen cylinder
that can be isolated for maintenance by an ON/OFF valve. A pressure
regulator reduces the high pressure to a supply low pressure to the
masks via a supply valve.
The supply valve can be switched off from the cockpit for maintenance
action as well as in ground configuration. The system is protected if
an overpressure occurs in a high or low-pressure circuit. The
overpressure is vented overboard. The oxygen pressure condition is
indicated on the DOOR/OXY page of the ECAM system.
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COCKPIT CREW OXYGEN SYSTEM - CREW OXYGEN SUPPLY

COCKPIT CREW OXYGEN SYSTEM (continued)
CREW OXYGEN MASKS
To use the mask the crew member squeezes the red grips to pull the
mask out of the box, and this action causes the mask harness to inflate
to put the mask on. With the mask in position and the red grips
released, the oxygen mask will be supplied with oxygen.
A mask-mounted regulator supplies a mixture of air and oxygen or
pure oxygen, or gives emergency pressure control.
With the regulator set to NORMAL, the user breathes a mixture of
cabin air and oxygen up to the cabin altitude at which the regulator
supplies 100% oxygen.
The user can select 100%, in that case the regulator supplies pure
oxygen at all cabin altitudes.
Depending on the situation, the user can use the emergency rotating
knob and receive a maximum of oxygen or with the button pressed,
the oxygen system can be tested.
A microphone is installed in the mask. A flow blinker flashes when
there is an oxygen flow.
The TEST AND RESET control enables the oxygen flow to be tested
as well as to reset the oxygen system.
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COCKPIT CREW OXYGEN SYSTEM - CREW OXYGEN MASKS

CABIN OXYGEN SYSTEM
The fixed oxygen system in the cabin supplies oxygen to passengers and
cabin crew in case of cabin depressurization.
It has containers with two to four masks and a chemical oxygen generator.
The oxygen containers contain the chemical oxygen generator and the
masks.
In case of cabin depressurization the container doors open automatically
and the oxygen masks drop out.
The container doors can also be opened from the cockpit or manually
with a special tool placed in the cabin crew workstation.
By pulling the mask the oxygen generator is activated and produces pure
oxygen to the masks for a limited time.
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CABIN OXYGEN SYSTEM

PORTABLE OXYGEN SYSTEM
A portable oxygen bottle and Portable Breathing Equipment (PBE) are
installed in the cockpit.
Portable oxygen bottles and PBE are installed in the cabin.
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PORTABLE OXYGEN SYSTEM

The oxygen control panel, for crew and passengers, is part of the cockpit
overhead panel.
The CREW SUPPLY P/B in OFF position shuts off the supply from the
oxygen cylinder to the crew masks.
The MASK MAN ON P/B electrically controls the opening of the oxygen
container doors. This will be indicated by the SYS ON light.
To reset the passenger oxygen system the TMR RESET P/B has to be
pressed. The P/B also indicates a fault in the system.
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SAFETY PRECAUTIONS
When you work on the oxygen 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 main safety precautions relative to the oxygen system.
Clean the tools and make sure that your hands are clean (no grease) to
prevent risk of contamination of the oxygen system. Be sure that any
unwanted particles get into the oxygen system they can cause damage to
the system.
Be carefully during removal / installation or transportation of the oxygen
chemical generator. Do not pull the safety pin, which will activate the
oxygen chemical generator (when activated the generator becomes very
hot).
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SAFETY PRECAUTIONS
38 WATER AND WASTE PRESENTATION (1)

SYSTEM INTRODUCTION
The water and waste system has:
- a potable water system,
- a waste water system,
- a toilet system.
POTABLE WATER SYSTEM

The potable water system supplies water from the water tank through a
distribution system to the users.
The users are the water faucets in the galleys and lavatories and the
vacuum toilet units.
A water heater is installed under the washbasin in each toilet unit to
supply hot water to the water tap.
The potable water system is pressurized by the bleed air system.
A compressor (optional) can be installed to pressurize the water system
with air on the ground.
Manual shut off valves are installed to isolate any galley or lavatory.
A320
The potable water system can be serviced with or without electrical
power available.
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The A320 has one water servicing panel and due to water tank position,
two drain servicing panels.
GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500) 38 WATER AND WASTE PRESENTATION (1) Feb 01, 2011
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SYSTEM INTRODUCTION & POTABLE WATER SYSTEM

POTABLE WATER SYSTEM (continued)
A318/A319/A321
The A/C is serviced from a water servicing panel and a single drain
servicing panel.
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POTABLE WATER SYSTEM - A318/A319/A321

WASTE WATER SYSTEM
The waste water drain system collects the waste water from the lavatory
washbasins and the galley sinks.
The waste water is discarded outside through the drain valve (air stop
valve) and the heated drain mast.
Air stop valves avoid constant cabin depressurization by opening only
when a certain amount of water is collected.
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WASTE WATER SYSTEM

VACUUM TOILET SYSTEM
During toilet flushing, the waste from the toilet bowl is sent under the
effect of cabin differential pressure to the under floor waste holding tank.
Waste holding tank servicing is done from the toilet servicing panel.
On ground and in flight below 16,000 ft, a vacuum generator is used to
generate the necessary delta pressure.
The overall toilet system operation, monitoring and fault indication are
controlled by the Vacuum System Controller Function (VSCF) integrated
in the Cabin Intercommunication Data System (CIDS).
FLUSHING
When the flush switch is pressed, the Flush Control Unit (FCU) starts
the flush sequence.
The rinse valve and the flush valve open in sequence, controlled by
the FCU, to evacuate the waste material.
At the same time the FCU sends a signal to the VSCF, which will
operate the vacuum generator.
The vacuum generator creates the necessary differential pressure
between the cabin and the waste holding tank to move the waste from
the toilet bowl.
Above 16,000 ft, the vacuum generator will not be started by the
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VSCF as the differential pressure is sufficient.

CONTROL AND MONITORING
The VSCF integrated in CIDS, controls and monitors the vacuum
toilet system.
It is connected to the Centralized Fault Display System (CFDS).
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VACUUM TOILET SYSTEM - FLUSHING & CONTROL AND MONITORING

The water and waste indications are displayed on the Flight Attendant
Panel (FAP).
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Each FCU monitors the operation of a toilet and transmits any fault to
the VSCF.
The VSCF sends the failure data, concerning the vacuum toilet system
to the CFDS.
The CFDS fault messages of the toilet system are accessible by using the
MCDU.
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SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the Aircraft
Maintenance Manual (AMM) safety procedures.
an overview of main safety precautions relative to the water and waste
system.
Before you start a task make sure that the warning notices are in position.
When you complete the work procedure, clean your hands with soap and
water. This will prevent infection (toilet waste is dangerous for health).
Do not work on the waste system and the portable water system at the
same time. This will prevent contamination of the potable water system.
When you remove a component of the toilet waste system, always put it
in a plastic bag, then seal the bag.
Do not put documents into the plastic bag. Seal the bag first, then attach
the document to it.
When you work on the potable water system make sure that the equipment
you use for the procedure is clean and approved for this system. If not it
can cause contamination.
Do not touch the water heater until it is sufficiently cool to prevent burns
when you do the maintenance tasks.
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SAFETY PRECAUTIONS

ENVIRONMENTAL PRECAUTIONS
Do not discharge products such as oil, fuel, solvent, lubricant either in
trash bins, soil or into the water network (drains, gutters, rain water, waste
water, etc...).
Sort waste fluids and use specific waste disposal containers.
Each product must be stored in an appropriate and specific cabinet or
room such as a fire-resistant and sealed cupboard.
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ENVIRONMENTAL PRECAUTIONS
28 FUEL SYSTEM PRESENTATION (1)

SYSTEM INTRODUCTION
The A318, A319, and A320 share a common fuel system design.
The fuel tanks are integrated into the center fuselage area and the wings.
The center tank is part of the center wing box. The wing tanks are divided
into inner and outer cells. To reduce the structural load on the wings, the
fuel in the outer cells is not used until the fuel load in the inner cells
decreases to a low level.
Two fuel pumps are installed in the center tank, two fuel pumps are
installed in each wing tank inner cell and one fuel pump is installed for
the APU. Fuel is supplied to the engines from the center tank first. After
the center tank is empty, fuel is supplied from the wing inner cells.
There is no direct supply from the outer cells to the engines. Two intercell
transfer valves in each wing let the fuel transfer from the outer cells to
the inner cells when the low level is reached.
Two engine Low Pressure (LP) valves are installed to supply or cut off
fuel to the engines. The LP valve is closed when the related engine is
shut down or when the engine fire pushbutton is released.
A crossfeed valve is installed to connect or isolate the left and right hand
sides. It enables engine to be fed from any available fuel pump. On the
ground, the crossfeed valve enables fuel to be transferred from tank to
tank. The valve is closed for normal operation.
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The fuel system also feeds the APU directly from the left hand side. The
APU LP valve is installed to supply or cut off fuel to the APU. It closes
when the APU is shut down or when the APU FIRE pushbutton is released
out.
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SYSTEM INTRODUCTION

SYSTEM INTRODUCTION (continued)
A321
The A321 fuel tanks are integrated into the center fuselage area and
the wings. Like the A318/A319/A320, the center tank is part of the
center wing box but unlike the A318/A319/A320, the wing tanks are
not divided. The tanks are simply called left and right wing tanks.
Two fuel pumps are installed in each wing tank. One fuel pump is
installed for the APU. Fuel is supplied to the engines from the wing
tanks only. As the fuel level in the wing decreases, the center tank
fuel is transferred to the wing tanks until the center tank is empty.
Fuel transfer from the center tank to the wing tanks is controlled by
transfer valves. When the transfer valves are opened, they supply
pressure to two jet pumps in the center tank and transfer the fuel from
the center tank to the wings.
Two engine LP valves are installed to supply or cut off fuel to the
engines. The LP valve is closed when the related engine is shut down
or when the engine fire pushbutton is released.
A crossfeed valve is installed to connect or isolate the left and right
hand sides. It enables engine to be fed from any available fuel pump.
On the ground, the crossfeed valve enables fuel to be transferred from
tank to tank. The valve is closed for normal operation.
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The fuel system also feeds the APU directly from the left hand side.
The APU LP valve is installed to supply or cut off fuel to the APU.
It closes when the APU is shut down or when the APU FIRE
pushbutton is released out.
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SYSTEM INTRODUCTION - A321

This section will highlight the control panels and indications for the fuel
system.
CONTROL PANELS
The FUEL control panel is operated from the overhead panel.
The A321 FUEL control panel is very similar to the A318/A319/A320,
except:
- the fuel transfer link between the center and wing tanks is indicated,
- CTR TK XFR is indicated instead of CTR TK PUMPS.
The wing tank pumps are controlled manually but the center tank
pumps are normally controlled automatically. On the A318/A319/A320
fuel control panel, the MODE SEL P/BSW enables the pilot to select
automatic or manual mode for the center tank pumps.
The MODE SEL P/BSW on the A321 FUEL control panel enables
the pilot to select manual or automatic mode for the CTR TK XFR
valves.
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CONTROL AND INDICATING - CONTROL PANELS

ECAM FUEL PAGE
The configuration of the fuel system valves and pumps as well as
quantity indications are displayed on the ECAM FUEL system page.
The total Fuel On Board (FOB) indication is duplicated on the
Engine/Warning Display.
Let's briefly review all the A321 differences using the ECAM FUEL
page:
- there is no inner and outer cells in the wing tanks,
- fuel is transferred from the center tank to the wing tanks via two jet
pumps and transfer valves,
- fuel is always fed to the engines from the wing and not from the
center tank.
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CONTROL AND INDICATING - ECAM FUEL PAGE

REFUEL/DEFUEL PANEL
The Refuel/Defuel panel functions are:
- automatic or manual refueling,
- high level test,
- defueling,
- fuel transfer,
- refueling on batteries.
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REFUEL/DEFUEL PANEL

REFUEL/DEFUEL COUPLING AND REFUEL VALVE
The Refuel/Defuel coupling is below the RH wing leading edge.
The Refuel/Defuel coupling shown is the optional one on the LH side.
There is one refuel valve per tank. Each of the three refuel valves has a
manual plunger. When pressed, the plunger holds the valve open in case
of a valve electrical failure during refueling.
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REFUEL/DEFUEL COUPLING AND REFUEL VALVE

The 2-channel Fuel Quantity Indication Computer (FQIC) calculates the
fuel mass, controls automatic refueling and monitors the system by means
of various interfaces.
The Fuel Level Sensing Control Units (FLSCUs), also installed in the
avionics compartment, send fuel level signals to the FQIC and to various
aircraft circuits and systems.
The BITE test of the FQIC checks the Fuel Quantity Indicating System
and the Fuel Level Sensing System (FLSS). The FLSCUs do not interface
directly with the Centralized Fault Display System (CFDS).
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OPTIONS
There are some options for the fuel system which may be selected by
operators.
The Refuel/Defuel panel can also be installed at the wing leading edge.
A cockpit Refuel panel may be installed. It will always take priority over
the external Refuel/Defuel panel.
The aircraft may be installed with auxiliary fuel tanks. These Additional
Center Tanks (ACTs) are installed in the cargo compartments and extend
the range of the aircraft.
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OPTIONS

SAFETY PRECAUTIONS
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 precautions related to the fuel system.
Aircraft fuel is poisonous. Do not splash aircraft fuel in your eyes, mouth,
nose, ears or on your skin.
Use solvents, cleaning agents, sealants or other special materials only
with good ventilation in the work area. Use protective clothing to prevent
personal contamination and formation of static electricity.
Make sure that proper fire fighting equipment is available.
Make sure that the safety area is clear and clean. Respect the safety
precautions within the safety area.
Put ''NO SMOKING'' warning notices around the work area.
Ground and bond the aircraft.
In the work area:
- do not use flames without protection and do not use any material or
tools which may cause sparks,
- use only approved electrical / electronic equipment,
- make sure that the ventilation air flow is sufficient to work safely,
otherwise use a respirator,
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- do not pull or move metal objects along the ground,

- immediately flush away or remove any fuel leakage.
During refueling, do not transmit with the HF system. Fire or injury to
personnel may occur.
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SAFETY PRECAUTIONS

FUEL TANK SAFETY
Following three fuel tank explosions over the past 14 years, which resulted
in 346 fatalities, the U.S Department of Transportation 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 EASA 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
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to prevent the occurrence of an unsafe condition.

The function of the CDCCL is to give instructions to prevent critical
ignition source feature from alterations, repairs or maintenance actions
during configuration change.
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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FUEL TANK SAFETY - CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL)

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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FUEL TANK SAFETY - FUEL SYSTEM DESIGN CONFIGURATION
26 FIRE PROTECTION SYSTEMS PRESENTATION (1)

GENERAL
The A320 family fire protection systems have:
- fire detection and extinguishing systems for the engines and APU,
- smoke detection for the avionics equipment and compartment,
- smoke detection and fire extinguishing for the cargo compartments and
lavatories,
- portable fire extinguishers for the flight compartment and the cabin.
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GENERAL

ENGINE FIRE PROTECTION
The engine fire protection is fulfilled by two sub-systems: the FIRE
detection system and the FIRE extinguishing system.
DETECTION AND EXTINGUISHING
The engines have individual fire detection systems.
Each system has two identical detection loops (A and B) mounted in
parallel. Each loop is made of 3 detector elements. Both loops are
monitored by each Fire Detection Unit (FDU). The FDU 1 monitors
engine 1 and FDU 2 monitors engine 2. The FDU sends FIRE and
FAULT signals to the Flight Warning Computer (FWC) for display
on the ECAM.
The guarded FIRE P/B switches give FIRE indication and the means
to isolate affected systems. When the FIRE P/B is released out, fuel
supply, hydraulic supply, electrical power and bleed supply are cut
off. This also arms the extinguishing system.
To extinguish the fire, each engine is equipped with 2 fire bottles
within its respective pylon.
Each bottle is discharged by an associated AGENT P/B switch. The
P/B switches are located on the overhead FIRE panel.
The TEST buttons are used to test the respective fire detection and
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extinguishing system operation.
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ENGINE FIRE PROTECTION - DETECTION AND EXTINGUISHING

ENGINE FIRE PROTECTION (continued)
The overhead FIRE panel handles both detection and extinguishing
functions. In addition to the indications on the FIRE panel, the ENG
panel is equipped with a red FIRE indicator light for each engine.
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ENGINE FIRE PROTECTION - CONTROL AND INDICATING

APU FIRE PROTECTION
The APU fire protection is fulfilled by two sub-systems: the FIRE
detection system and the FIRE extinguishing system.
DETECTION AND EXTINGUISHING
The detection system has two identical detection loops (A and B)
mounted in parallel. Each loop has a single detector element. Both
loops are monitored by a FDU. The FDU sends FIRE and FAULT
signals to the FWC for display on ECAM.
The guarded FIRE P/B switches give a FIRE indication and the means
to isolate affected systems. When the FIRE P/B is released out, fuel,
electrical power and bleed supply are cut off and the APU is
immediately shut down. This also arms the extinguishing system.
For the APU, there is just one fire extinguisher bottle. It is discharged
by a single AGENT P/B switch. On the ground, an APU FIRE will
trigger an APU automatic shutdown and discharge the bottle
automatically.
The TEST button is used to test the fire detection and extinguishing
system operation.
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APU FIRE PROTECTION - DETECTION AND EXTINGUISHING

APU FIRE PROTECTION (continued)
The overhead FIRE panel handles both detection and extinguishing
functions.
In case of an APU FIRE on the ground, ground personnel are alerted
by a warning horn in the nose wheel well and an APU FIRE indicator
light on the external power panel on the lower fuselage.
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APU FIRE PROTECTION - CONTROL AND INDICATING
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APU FIRE PROTECTION - CONTROL AND INDICATING

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AVIONICS COMPARTMENT SMOKE DETECTION
The aircraft has a cooling system for the avionics equipment. The cooling
system is controlled and monitored by the Avionics Equipment Ventilation
Controller (AEVC). The air is circulated through the system by a blower
fan (cool air supply) working together with an extraction fan (warm air
removal).
The extraction airflow is downstream of the avionics equipment, so the
avionics SMOKE detector is installed in the extraction duct and will
detect smoke coming from the computers and control boxes. The detector
is monitored by the AEVC. The smoke detector directly sends the signal
to FWC for the AVIONICS SMOKE warning in the cockpit.
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(continued)
Avionics SMOKE is indicated on two overhead panels in the cockpit.
Pilot action on both panels is required as part of the AVIONICS
SMOKE procedure in flight.
- On the EMER ELEC PWR panel, the SMOKE light comes on in
the GEN 1 LINE P/B switch.
- On the VENTILATION panel, the FAULT light comes on in both
BLOWER and EXTRACT P/B switches.
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AVIONICS COMPARTMENT SMOKE DETECTION - CONTROL AND INDICATING

CARGO COMPARTMENT SMOKE PROTECTION
The cargo compartments are protected by both smoke detection and fire
extinguishing systems.
DETECTION AND FIRE EXTINGUISHING
Each cargo compartment has cavities, and each cavity holds 2 smoke
detectors. The cargo compartments are ventilated by an air extraction
system. Air continuously circulates through the compartment and
across the detectors and is extracted out through the rear wall. The
smoke detectors are monitored by the Smoke Detection Function
(SDF) which is integrated in the Cabin Intercommunication Data
System (CIDS). The SDF receives signals from the detectors and
sends SMOKE or FAULT warnings to the FWC to alert the flight
crew.
The cargo compartment fire extinguishing agent is discharged into
the FWD compartment through one nozzle (two for the A321) or into
the AFT compartment using two nozzles (three for the A321). The
standard system includes one extinguishing bottle. An optional system
includes two bottles. The second bottle is required for extended range
operations.
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CARGO COMPARTMENT SMOKE PROTECTION - DETECTION AND FIRE EXTINGUISHING

CARGO COMPARTMENT SMOKE PROTECTION
(continued)
The cargo smoke panel on the overhead handles both detection and
extinguishing functions. The standard and optional panels are shown.
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CARGO COMPARTMENT SMOKE PROTECTION - CONTROL AND INDICATING

LAVATORY SMOKE PROTECTION
Each lavatory has one smoke detector. The lavatories and galleys on the
aircraft are ventilated by an air extraction system. Air continuously
circulates through the lavatories and is extracted out through the ceiling
and across the smoke detectors.
The lavatory smoke detectors are monitored by the SDF, which is
integrated into the CIDS computer(s) called the Director 1(2). The SDF
receives signals from the detectors and sends SMOKE or FAULT
warnings to the FWC to alert the flight crew. In addition, LAV SMOKE
warnings are sent to the CIDS to alert the cabin crew.
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LAVATORY SMOKE PROTECTION

CABIN FIRE PROTECTION
There are portable fire extinguishers in the cockpit and the cabin.
The quantity, type and location of the portable extinguishers depends on
the each customer's interior configuration.
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CABIN FIRE PROTECTION

SPECIFIC FUNCTION
In case of an APU FIRE detected on the ground, an auto-extinguishing
system will automatically shut down the APU and discharge the fire
bottle into the APU compartment. The auto-extinguishing system can be
tested through the maintenance test panel located on the overhead panel.
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SPECIFIC FUNCTION

The FDU processes signals issued from the sensing element responder
and continuously transmits messages to the Centralized Fault Display
Interface Unit (CFDIU).
The AEVC tests the smoke detector of the avionics compartment.
The two CIDS directors (SDF) monitor the smoke detectors installed in
the cargo compartment and in the lavatories. FAULT information is sent
to the CFDIU.
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SAFETY PRECAUTIONS
to personnel and/or damage to the aircraft. Here is an overview of main
safety precautions related to the fire protection system.
Do not try to open or repair the smoke detectors. Only workshops
authorized by the manufacturer can do work on the smoke detectors.
The cartridge is an explosive device. To prevent explosion of the cartridge,
install the applicable protective device. This will protect the electrical
connector of the cartridge. Do not use a foil shunt.
When installing engine or APU fire detection elements, be careful not to
bend or damage the element.
The engine and APU fire extinguishing bottles are connected to a HOT
BUS. Make sure to pull all applicable C/Bs when doing maintenance on
these systems, even without electrical power supplied to the aircraft.
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SAFETY PRECAUTIONS
49 APU PRESENTATION (1)

GENERAL
The Auxiliary Power Unit (APU) is a constant-speed gas turbine engine
housed in the tail cone. The APU is a self-contained unit, which enables
the A/C to be independent of external pneumatic and electrical power
sources.
The APU is designed to operate throughout the entire flight envelope.
Electrical power is available whenever the APU operates, but APU bleed
air, if required as a back-up bleed source in flight, is available up to FL200
for the APIC 3200 (up to FL225 for the Honeywell 131-9).
The APU is able to supply:
- electrical power for the A/C systems,
- bleed air for engine starting and air conditioning on the ground,
- bleed air for air conditioning/pressurization and wing anti-ice in flight.
The APU is installed in its compartment in the tail cone.
The Air Intake Flap and Duct assembly allow air to reach the APU air
inlet plenum.
Various systems including the APU Bleed duct, the APU Generator output
feeder cable, and the APU fuel supply manifold go through the front
firewall.
The Air Intake Flap actuator operates the air intake flap thus allowing
air to enter the plenum.
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The hot gases from the power section and un-used APU bleed air are
released through the Exhaust pipe.
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GENERAL
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GENERAL
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GENERAL

GENERAL (continued)
ENGINE DESCRIPTION - HONEYWELL
The APU is a constant speed, single-shaft gas turbine engine that
delivers mechanical shaft power to drive an accessory gearbox and a
load compressor. The gearbox drives the APU generator.
The Load Control Valve supplies pneumatic power to start the air
conditioning. Additionally a Surge Control Valve protects the load
compressor against insufficient flow.
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 APU is capable of unattended operation; therefore, the ECB
automatically shuts down the APU in case of a FAULT to protect the
APU. Based on regulations, in-flight protective shutdowns may be
inhibited, except for critical FAULTs.
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GENERAL - ENGINE DESCRIPTION - HONEYWELL

GENERAL (continued)
ENGINE DESCRIPTION - APIC
The APU is a constant speed, single-shaft gas turbine engine that
delivers mechanical shaft power to drive an accessory gearbox and a
load compressor. The APU generator is driven by the gearbox.
The Bleed Control valve provides the pneumatic power for starting,
air conditioning and it integrates the protective Surge Control function
required to protect the load compressor against insufficient flow.
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 APU is capable of unattended operation; therefore, the ECB
automatically shuts down the APU in case of a FAULT to protect the
APU. Based on regulations, in-flight protective shutdowns may be
inhibited, except for critical FAULTs.
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GENERAL - ENGINE DESCRIPTION - APIC

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 FIRE panel,
- additionally, P/BSWs to deliver the electrical or pneumatic power,
and to test the APU auto extinguishing circuits.
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EXTERNAL CONTROLS
In case of an APU FIRE warning on the ground, a loud horn will
sound in the nose wheel well to tell ground personnel. Associated
with the horn, a red APU FIRE light will come on, on the external
power control panel on the lower fuselage. It is possible to do an
EMERGENCY shut down of the APU from this panel by lifting the
guard and pushing the APU SHUT OFF P/BSW.
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CONTROL AND INDICATING - EXTERNAL CONTROLS

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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CONTROL AND INDICATING - ECAM APU PAGE

Using the MCDU, you can have access to the Centralized Fault Display
System (CFDS) fault messages of the APU system. Specific Built-In Test
Equipment (BITE) tests are available as well.
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SAFETY PRECAUTIONS
When you work on A/C, make sure that you obey all the Aircraft
to persons and/or damage to the A/C. Here is an overview of main safety
precautions related to the APU.
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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SAFETY PRECAUTIONS
70 POWER PLANT IAE V2500 PRESENTATION (1)

INTRODUCTION
The IAE V2500-A5 engine is a two spool, axial flow, high bypass ratio
turbo fan power engine. The V2500-A5 powers the complete single aisle
family of aircraft except the A318. V2500-A5 engines are available in
several thrust ratings.
All the engines are basically the same. A programming plug on the
Electronic Engine Control (EEC) changes the available thrust.
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INTRODUCTION

INSTALLATION
The power plant installation includes the engine, the engine inlet, the
exhaust, the fan cowls and the reverser assemblies. The pylon connects
the engine to the wing structure. The engine is attached to the pylon by
FWD and AFT mounts.
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INSTALLATION

MODULAR CONCEPT
The V2500-A5 is designed using a modular concept. For easy
maintenance and quicker return-to-service, the engine is made of 5
primary modules:
- fan,
- Low Pressure (LP) compressor and intermediate case,
- High Pressure (HP) system,
- LP turbine,
- accessory drives.
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MODULAR CONCEPT

MODULAR CONCEPT (continued)
LP ROTOR
The LP rotor has the forward fan, the booster compressor and the LP
shaft, all driven by the LP turbine. The speed of the LP rotor is
indicated on ECAM as N1.
The fan assembly has 22 wide-chord blades and supplies most of the
engine thrust. The air produced by the fan is known as secondary
airflow or bypass airflow.
The intermediate case is the main structural support for the front of
the engine. To protect the fuselage in case of a fan failure, it is
designed to contain any broken blades. The 4-stage booster compressor
is enclosed in the intermediate case. The booster supplies air to the
engine core. This is primary airflow. The LP rotor (N1) is made of
the fan and the booster compressor driven by the LP turbine.
Open the cowls to gain access to the forward engine mount.
The five-stage LP Turbine extracts energy from the gas stream
delivered from the HP Turbine in order to drive the booster compressor
and the fan. Exhaust gas from the LP turbine goes through a nozzle
to supply propulsive thrust.
The LP rotor is supported by roller and ball bearings, which are
lubricated and cooled.
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The turbine exhaust case is the main structural support for the rear of
the engine. The AFT mount is attached to the top of the turbine exhaust
case.
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MODULAR CONCEPT - LP ROTOR

HP ROTOR AND COMBUSTION CHAMBER
The HP rotor is made of a 10-stage HP compressor driven by a 2-stage
HP turbine. The speed of the HP rotor is indicated on the ECAM as
N2.
The HP compressor is also the source of customer bleed air.
The HP rotor is supported by roller and ball bearings, which are
lubricated and cooled.
The annular combustion chamber is between the HP compressor and
HP turbine. It has ports for 20 fuel nozzles and 2 igniter plugs.
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MODULAR CONCEPT - HP ROTOR AND COMBUSTION CHAMBER

ACCESSORY GEARBOX
The accessory gearbox, installed at the bottom of the fan case, is driven
by the HP rotor through the Angle gearbox. The fuel pumps, oil pumps,
hydraulic pump, Integrated Drive Generator (IDG) and dedicated
alternator are all driven by the gearbox.
During engine starting, the starter rotates the HP compressor through
the gearboxes.
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MODULAR CONCEPT - ACCESSORY GEARBOX

FADEC
In order to increase engine reliability and efficiency, the Full Authority
Digital Engine Control (FADEC) gives the full range of engine control
to achieve steady state and transient engine performances when operated
in combination with aircraft subsystems.
Each engine is controlled by an EEC. The EEC is a dual channel
computer. 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. When the engine
is running, power for FADEC operation is fulfilled by a dual-output
FADEC alternator driven by the gearbox.
The FADEC system has the dual channel EEC and the following
peripherals:
- Fuel Metering Unit (FMU),
- dedicated FADEC alternator,
- compressor control systems,
- clearance control systems,
- start system (starter shutoff valve, ignition exciters),
- thrust reverser system,
- heat management system,
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- engine sensors,
- electrical harnesses.
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FADEC

EIU/EVMU
The EEC interfaces with various aircraft systems. Essential
communication with the EEC (thrust lever position, air data, etc.) is direct
from the applicable systems and controls. Non-essential communication
(autothrust, Centralized Fault Display System (CFDS), etc.) is routed
through the Engine Interface Unit (EIU) of each engine. The EIUs
interface with various aircraft circuits and systems. The data is then
transmitted in a single stream to each EEC channel.
Engine vibration monitoring is accomplished by the Engine Vibration
Monitoring Unit (EVMU). The EVMU collects vibration data from both
engines. The vibration information is displayed on the ECAM and is also
available through the CFDS for troubleshooting.
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EIU/EVMU

THRUST REVERSER SYSTEM
Reverse thrust is controlled by the EEC. Reverse is manually selected
by the flight crew by lifting the latching levers on the throttle control
levers. The reverse thrust command is sent to the EEC and the EIU. The
DEPLOY command from the EEC is routed through the EIU as a second
level of protection against inadvertent deployment.
According to commands from the EEC and the EIU, a Hydraulic Control
Unit (HCU) supplies hydraulic power to operate the thrust reverser. The
thrust reverser assembly has 2 hydraulically actuated translating sleeves.
The translating sleeves are each powered by 2 actuators. As the translating
sleeve moves aft during deployment, it raises blocker doors to redirect
the engine fan airflow.
Reverse thrust is only available on the ground.
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This section will highlight the control panels and indications for the
engines.
CONTROL PANELS
The engines are controlled by throttle control levers, on the center
pedestal. They can only be moved manually.
For reverse thrust operation, two latching levers let the throttle control
levers move rearward into the reverse thrust section.
The A320 family aircraft normally operate in autothrust mode in flight.
The autothrust can be disconnected by using the two red buttons known
as instinctive disconnect pushbuttons (2 red buttons on the outside of
each throttle control lever). This lets the engines be controlled in
manual thrust mode.
The controls for engine starting and shut down are on the center
pedestal just behind the throttle control levers.
The engine MAN START switches are used to start an engine manual
start procedure. They are also used to start an engine dry or wet
motoring procedure. The N1 MODE switches are used to change the
engine control mode from Engine Pressure Ratio (EPR) to N1 control
in case of EPR failure.
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ECAM ENGINE INDICATIONS
The engine primary parameters are permanently displayed on the
upper ECAM.
The engine secondary parameters are either manually or automatically
displayed on the lower ECAM.
Some engine parameters are permanently displayed on the CRUISE
page in flight.
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CONTROL AND INDICATING - ECAM ENGINE INDICATIONS

On the maintenance panel, the ENG FADEC GND PWR is used to supply
the computers dedicated to the engines for maintenance tasks, when the
engines are not running.
The MCDU is used to do tests and troubleshooting monitored components
(computers, sensors, actuators).
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SAFETY PRECAUTIONS
Maintenance Manual (AMM) safety procedures.
This will prevent injury to persons and/or damage to aircraft. Here is an
overview of 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, to the aircraft or to persons in the area.
Be careful: The entry corridor will be closed when the engine power is
above the minimum.
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 flow out of the tank and cause dangerous burns.
The engine ignition system is an electrical system with high energy. You
must be careful to prevent electrical shock. Injury or death can occur to
you. Do not do maintenance on the ignition system while operating the
engine.
Make sure that the engine shutdown occurred for a minimum of 5 minutes
before you proceed.
Make sure that the thrust reverser is deactivated during maintenance. If
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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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SAFETY PRECAUTIONS

LUBRICANTS AND FUELS
The list of the materials required for the aircraft service and maintenance
can be found in the AMM, Chapter 20 STANDARD PRACTICES or
Chapter 70 STANDARD PRACTICES for the engines.
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LUBRICANTS AND FUELS

STORAGE AND PRESERVATION
Storage and preservation procedures must be applied to engines, which
are not operated. 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 deposited on the wet blades
and vanes may adversely affect engine performance during
subsequent operation.
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STORAGE AND PRESERVATION
36 PNEUMATIC SYSTEM PRESENTATION (1)

SYSTEM INTRODUCTION
The Airbus single aisle family pneumatic system supplies High Pressure
(HP) air for:
- air conditioning,
- wing ice protection,
- water pressurization,
- hydraulic reservoir pressurization,
- engine starting,
- fuel tank inerting system.
High Pressure air can be supplied from three sources:
- the engine bleed system,
- the APU,
- a HP Ground Power Unit (GPU).
The pneumatic system operates pneumatically and is monitored by 2
Bleed Monitoring Computers (BMC 1 & 2).
There is one BMC for each engine bleed system.
Both BMCs exchange data. If one BMC fails, the other BMC takes over
most of its monitoring functions.
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SYSTEM INTRODUCTION

Each BMC monitors the relevant Engine Bleed system by reading
SYSTEM INTRODUCTION (continued) two pressure transducers (upstream / downstream of the PRV) and
the Precooler downstream temperature sensor.
ENGINE BLEED
The engine bleed air is pressure and temperature regulated prior to APU BLEED/EXTERNAL AIR
supplying the pneumatic system. Air is bled from either the The left and right bleed systems are connected by a crossbleed duct.
Intermediate Pressure (IP) stage or the HP stage using the High A crossbleed valve enables their interconnection or isolation.
Pressure Valve (HPV) that regulates pneumatically. The IP check The APU can also be used for bleed air supply. This is usually done
valve protects the IP stage from reverse flow when the HP valve is on the ground for air conditioning and for engine start.
open. However, APU BLEED air could also be used in flight, depending
The HP bleed is only used when the engines are at low power and for on altitude. The APU bleed supply is connected to the left side of the
engine efficiency the High Pressure Valve (HPV) is maintained closed crossbleed duct.
during cruise. On the ground, a HP GPU can be connected to the left side pneumatic
All the engine bleed air is regulated and supplied to the pneumatic system. The right side may be supplied by opening the crossbleed
system by each Pressure Regulating Valve (PRV) that pneumatically valve.
regulates the airflow according to the Bleed demand.
The PRV acts as a protective shut off valve (in case of abnormal
parameters).
The shut off protective function uses sensing lines connected to a
Control Solenoid to close pneumatically the Pressure Regulating Valve
(PRV) and the High Pressure Valve (HPV)
Such control solenoid is wired to the BMC and to the Bleed and Fire
panels in the cockpit.
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An Overpressure Valve (OPV) is installed downstream from the bleed

valve to protect the system in case of overpressure.
The Fan Air Valve (FAV) modulates Fan discharge air through an
air-to-air heat exchanger called the precooler, in order to regulate the
Bleed temperature.
The Fan Air Valve (FAV) regulated position is connected to Control
Thermostat (CT) (downstream of the precooler) via a sensing line.
The pneumatic system operates pneumatically and is monitored by
two Bleed Monitoring Computers (BMC1 and BMC2)
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SYSTEM INTRODUCTION - ENGINE BLEED & APU BLEED/EXTERNAL AIR

SYSTEM INTRODUCTION (continued)
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. The leak detection loops are connected
to the BMCs. If a leak is detected, a signal is sent to the BMC 1 or 2
which automatically isolates the affected area by closing the crossbleed
valve and shutting off the engine bleed on the affected side. The leak
detection system is organized into three loops. Here are the loops and
the protected areas: - pylon: from the precooler to the wing leading
edge,
- wing: wing leading edge including the wing air inlet supply, and
belly fairing (cross bleed duct, pack supply ducts and APU forward
supply duct).
- APU: APU aft supply duct (left hand side of the fuselage) from APU
firewall to wheel well area.
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SYSTEM INTRODUCTION - LEAK DETECTION

CONTROL & 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,
and are operated from the overhead panel.
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CONTROL & INDICATING - CONTROL PANEL

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

Using the Multipurpose Control and Display Unit (MCDU), you can
have access to the Centralized Fault Display System (CFDS) fault
messages of the PNEUMATIC system. Specific BMC Built-In Test
Equipment (BITE) is also available for BMC 1 and 2.
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SAFETY PRECAUTIONS
to people and / or damage to the aircraft. Here is an overview of the main
safety precautions related to the pneumatic system.
Make sure that the pneumatic system is depressurized before starting the
work. HP air can cause unwanted pressurization of the aircraft, and injury
to personnel.
Be careful when you work on the engine components immediately after
the engine is shutdown. The engine components can stay hot for up to
one hour.
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SAFETY PRECAUTIONS
21 AIR CONDITIONING SYSTEM PRESENTATION (1)

AIR CONDITIONING, VENTILATION AND
PRESSURIZATION INTRODUCTION
This chapter covers the air conditioning, ventilation and pressurization
systems.
The basic airflow through the pressurized part of the fuselage starts with
the pneumatic system.
Hot, high pressure air is supplied to two packs. The packs are responsible
for basic temperature regulation.
From the packs the air is distributed throughout the aircraft.
The pressurization system controls the airflow overboard to maintain the
cabin pressurization within safe limits.
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GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500) 21 AIR CONDITIONING SYSTEM PRESENTATION (1) Feb 01, 2011
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AIR CONDITIONING, VENTILATION AND PRESSURIZATION INTRODUCTION

BASIC AIR CONDITIONING SYSTEM INTRODUCTION
The pneumatic system supplies air to each pack. The packs are responsible
for BASIC temperature regulation.
Temperature regulated pack discharge air is sent to the mixer unit.
At the mixer unit, the air is mixed with air re-circulated from the main
cabin. This reduces the overall bleed demand and saves fuel.
From the mixer unit, the air is distributed to the cockpit and the forward
and aft cabin zones.
Some of the air from the pneumatic system is used for the OPTIMIZED
temperature regulation system. This hot air is mixed with the air from
the mixer unit to adjust the temperature in each zone independently.
The air is distributed throughout the cabin and finally, discharged
overboard through the outflow valve to maintain pressurization.
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BASIC AIR CONDITIONING SYSTEM INTRODUCTION

PACK INTRODUCTION
The Single Aisle family has two air conditioning packs. The packs supply
dry air to the cabin for air conditioning, ventilation and pressurization.
The main component of each pack assembly is the air cycle machine.
Hot air from the pneumatic system is supplied to the pack through the
pack Flow Control Valve (FCV). The FCV adjusts the flow rate through
the pack and is the pack Shut-Off Valve (SOV).
There are two Air Conditioning System Controllers (ACSC 1 and 2).
ACSC 1 sends the pack outlet temperature demand to pack 1. ACSC 2
sends the pack outlet temperature demand to pack 2. To control the pack
outlet temperature, the ACSC modulates the BYPASS VALVE and the
RAM-AIR INLET doors. For maximum cooling, the ram-air doors are
fully open and the bypass valve is fully closed. For maximum heating,
the ram-air doors are nearly closed and the bypass valve is fully open.
During takeoff and landing, the ram air inlet doors will be driven to a
minimum opening.
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PACK INTRODUCTION

ZONE TEMPERATURE REGULATION SYSTEM
INTRODUCTION
The packs supply air to the mixer unit. Three separate aircraft zones are
supplied from the mixer unit:
- cockpit,
- forward cabin,
- aft cabin.
Two cabin recirculation fans are installed to reduce the bleed air demand
and therefore save fuel. These fans establish a recirculation flow of air
from the cabin zones to the mixer unit. In normal operation, there are no
ECAM indications associated with the cabin fans.
The ACSC control and monitor the temperature regulation system for
the cabin zones. On the overhead AIR CONDitioning panel, the flight
crew selects the desired individual compartment temperature. The ACSC
compares the demand to the actual temperature in each zone. ACSC 1
monitors the temperature of the flight deck zone and sends the pack outlet
temperature demand to pack 1. ACSC 2 monitors the temperature of the
forward and aft cabins and sends the pack outlet temperature demand to
pack 2.
The trim air Pressure Regulating Valve (PRV) and the trim air valves are
controlled by the ACSCs. In the case of any duct overheat, the Trim air
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PRV and the trim air valves will automatically close to isolate the system.
The system can be reset when the overheat disappears.
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ZONE TEMPERATURE REGULATION SYSTEM INTRODUCTION

This section will highlight the control panels and indications for the air
conditioning system.
CONTROL PANELS
On the overhead panel, the AIR COND panel is used by the pilot to
control the air conditioning system. This panel contains the PACK
switches, the zone temperature selectors, the PACK FLOW control,
and the HOT AIR control switch.
On the overhead, the VENTILATION panel contains the CABin
FANS pushbutton switch. The switch is used to select the recirculation
fans OFF.
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ECAM PAGES
Basic temperature regulation is accomplished by the packs. Pack
parameters, such as pack flow and bypass valve position are found
on the upper section of the ECAM BLEED page.
The ECAM AIR COND page contains the optimized temperature
regulation parameters, such as duct temperature, zone temperature
and trim air system indications.
The ECAM CRUISE page also contains zone temperature indications.
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CONTROL AND INDICATING - ECAM PAGES
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The ACSC 2 is connected to the CFDIU for test functions and fault
reporting of the temperature control subsystem, available on the MCDU.
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SAFETY PRECAUTIONS
When you work on the aircraft, make sure you obey all the AMM
procedures. This will prevent injury to personnel and/or damage to the
aircraft. Here is an overview of the main safety procedures related to the
air conditioning system.
Make sure that air is not supplied to the air conditioning system from the
main engine, the APU or a ground source during maintenance. Hot
compressed air can cause injury to personnel.
When you are working with harmful products, use protective clothing,
rubber gloves and goggles as necessary.
Do not touch a component until it is sufficiently cool to prevent burns.
Make sure that there are no personnel or equipment near the ram air
outlets and inlets. Hot exhaust gases can cause injury to persons and/or
damage to equipment.
Keep away from the moving and energized parts when you operate or
test the valves and the flaps.
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SAFETY PRECAUTIONS
21 VENTILATION SYSTEM PRESENTATION (1)

GENERAL
There are two ventilation systems on the Single Aisle (SA) family,
avionics ventilation and lavatory and galley ventilation.
AVIONICS VENTILATION
The avionics ventilation system supplements the air conditioning system
to supply cooling air to the avionics equipment. This equipment includes
the avionics compartment, the flight deck instruments and the circuit
breaker panels.
A blower fan and an extraction fan circulate the air through the avionics
equipment.
NOTE: Note: these fans operate continuously as long as the A/C

electrical system is supplied.
The Avionics Equipment Ventilation Computer (AEVC) controls the
fans and the configuration of the skin valves in the avionics ventilation
system based on flight/ground logic and fuselage skin temperature.
There are 3 configurations for the skin air inlet and outlet valves:
- open circuit: both valves are open (on ground only),
- closed circuit: both valves are closed (in flight or low outside air
temperature on ground). The air is cooled in the skin heat exchanger. The
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skin heat exchanger is a chamber, which lets the warm air from the
Avionics Equipment to be cooled down by contact of the cold fuselage
skin in flight or on ground,
- intermediate circuit: inlet closed, outlet partially open.
GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500) 21 VENTILATION SYSTEM PRESENTATION (1) Feb 01, 2011
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GENERAL & AVIONICS VENTILATION
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GENERAL & AVIONICS VENTILATION

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LAVATORY AND GALLEY VENTILATION
The lavatory and galley ventilation system is completely automatic.
Conditioned cabin air is supplied through the lavatory and galley areas
and is removed from these areas by an extraction fan. The fan pulls air
through the ceiling into an extraction duct. The air is then discharged
overboard through the outflow valve.
NOTE: the extraction fan runs continuously, provided electrical power

is available.
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LAVATORY AND GALLEY VENTILATION

VENTILATION PANEL
The VENTILATION panel contains two P/Bs associated with the
ventilation system. With the BLOWER and EXTRACT switches in the
AUTO position (lights out), the avionics ventilation system is fully
automatic and requires no pilot input.
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VENTILATION PANEL

ECAM CAB PRESS PAGE
A section of the ECAM CABin PRESSure page displays avionics
ventilation system information. The skin valve configuration is displayed
on this page.
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ECAM CAB PRESS PAGE

The AEVC is connected to the Centralized Fault Display Interface Unit
(CFDIU) for test purposes and fault reporting, available on the MCDUs.
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SAFETY PRECAUTIONS
When you work on A/C, make sure you obey all the AMM procedures.
This will prevent injury to personnel and/or damage to the A/C. Here is
an overview of the main safety procedures related to the ventilation
system.
Do not use force to turn the manual handles of the valves. There are shear
pins in the handles.
Do not use your fingers to operate the deactivation switches. If the system
is energized, the valves could move.
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SAFETY PRECAUTIONS
21 CARGO VENTILATION & HEATING SYS PRES. (1)

SYSTEM INTRODUCTION
As an option on the Airbus single aisle family, the forward and aft cargo
compartments can have a ventilation system. In addition, a heating system
may be installed in either or both compartments. Note that the heating
system will only be installed along with a ventilation system.
The operation for both compartments is similar so we will only look at
the forward cargo compartment. Air from the main cabin is drawn down
into the cargo compartment by the extract fan. After circulating through
the compartment, the air is discharged overboard.
The operation of the two isolation valves and the extract fan is controlled
automatically by the cargo Ventilation Controller (VC). One VC is able
to control either or both compartments.
For the heating of the cargo compartment, the pilots select the desired
compartment temperature and hot bleed air is mixed with the air coming
from the main cabin to increase the temperature if necessary. The supply
of hot air is controlled by the Cargo Heating Controller. Each heated
compartment has a dedicated Cargo Heating Controller. Note that there
is NO direct air conditioning supply to the cargo compartments. The
pilots cannot add "cold" air to the compartments.
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GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500) 21 CARGO VENTILATION & HEATING SYS PRES. (1) Feb 01, 2011
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SYSTEM INTRODUCTION

This section will highlight the control panels and indications for the cargo
ventilation and heating systems.
CONTROL PANELS
The CARGO HEAT panel contains the controls related to cargo
ventilation and heating. Again, based on the customer options, several
variations may be found: ventilation in either one compartment or
both, or ventilation and heating in one compartment or both.
For each ventilated cargo compartment there is an ISOLATION
VALVE P/B switch that controls the isolation valves. In the auto
position the cargo VC will automatically open and close the isolation
valves.
In case of cargo smoke detected, the cargo ventilation controller will
automatically close the related isolation valves.
For each heated compartment, the temperature selectors signal the
associated Cargo Heating Controller to move the trim air valves to
adjust the temperature of the air entering the compartment.
The forward cargo trim air system is supplied from the cabin hot air
valve but the HOT AIR P/B switch controls the aft cargo compartment
hot air valve.
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ECAM COND PAGE
The indications linked to the cargo compartments are displayed on
the ECAM COND page. Note that the indications are only displayed
if the system is installed.
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CONTROL AND INDICATING - ECAM COND PAGE

The two cargo heating controllers are connected to the Centralized Fault
Display Interface Unit (CFDIU) for test functions and fault reporting.
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SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the AMM
procedures. This will prevent injury to personnel and/or damage to the
aircraft. Here is an overview of the main safety procedures related to the
cargo compartment heating and ventilation system.
When you are in contact with harmful products, use protective clothing,
rubber gloves and goggles.
Do not touch a component until it is sufficiently cool to prevent burns.
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SAFETY PRECAUTIONS
21 PRESSURIZATION SYSTEM PRESENTATION (1)

SYSTEM INTRODUCTION
The pressurization system on the Single Aisle (SA) family normally
operates automatically to adjust the cabin altitude and rate of climb to
ensure maximum passenger comfort and safety.
The pressurized areas are:
- the cockpit,
- the avionics bay,
- the cabin,
- the cargo compartments.
The concept of the system is simple. Air is supplied from the air
conditioning packs to the pressurized areas.
An Outflow Valve (OFV) is used to regulate the amount of air allowed
to escape from the pressurized areas.
Two Cabin Pressure Controllers (CPCs) carry out the automatic control
of the outflow valve. Each CPC controls one electric motor on the outflow
valve assembly. The CPC interfaces with other A/C computers to optimize
the pressurization/depressurization schedule.
There are two automatic pressurization systems. Each CPC and its electric
motor make one system. Only one system operates at a time with the
other system acting as backup in case of a failure. The system in command
will alternate each flight.
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A third motor is installed for manual operation of the outflow valve in

case both automatic systems fail.
To protect the fuselage against excessive cabin differential pressure,
safety valves are installed at the rear pressure bulkhead. The safety valves
also protect the fuselage against negative differential pressure.
On ground, the Residual Pressure Control Unit (RPCU) prevents residual
pressure in the cabin by an automatic control of the Outflow Valve (OFV)
to the fully open position through the Manual motor.
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SYSTEM INTRODUCTION

This section will highlight the control panels and indications for the
pressurization system.
CONTROL PANEL
The CABIN PRESSure control panel includes the automatic and
manual pressurization controls.
The MODE SELect switch lets the system be used in automatic or
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) using the manual motor.
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.
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CONTROL AND INDICATING - CONTROL PANEL

ECAM PAGES
The crew can monitor all cabin pressure functions on the ECAM
CABin PRESS page.
Some of the pressurization parameters are repeated on the ECAM
CRUISE page.
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The two CPCs are connected to the Centralized Fault Display Interface
Unit (CFDIU) for test functions and fault reporting.
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SAFETY PRECAUTIONS
When you work on A/C, make sure you obey all the Aircraft Maintenance
Manual (AMM) procedures. This will prevent injury to personnel and/or
damage to the A/C. Here is an overview of the main safety procedures
related to the pressurization system.
The outflow valve may be operated manually to pressurize the A/C on
the ground.
Use caution when doing the CPC test from the MCDU. The outflow valve
cycles closed during the test.
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SAFETY PRECAUTIONS
47 FUEL TANK INERTING SYSTEM PRESENTATION (1)

GENERAL
The Fuel Tank Inerting System (FTIS) reduces the amount of oxygen in
the air within the center tank.
The FTIS is divided into:
- the Inert Gas Generation System (IGGS),
- the Conditioned Service Air System (CSAS),
- the maintenance/test facilities.
The FTIS interfaces with the following systems:
- Fuel System,
- Bleed air supply system,
- Environmental Control Systems,
- Centralized Fault Display System (CFDS) / ECAM.
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GENERAL

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

FUEL TANK INERTING SYSTEM GENERAL VIEW
The Fuel Tank Inerting System (FTIS) is composed of 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 cools down the air
to a level compatible with the IGGS sub-system.
The CSAS is composed of:
- The Conditioned service air system Controller Unit (CCU), which
performs the system control and health monitoring BITE and interfaces
with the FWS and CFDS.
- A CSAS isolation valve, which protects the system in case of low
pressure, over pressure or over temperature,
- A heat exchanger to cool down the air.
The IGGS uses an Air Separation Module (ASM) to filter the conditioned
air stream, creating 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 and enables the system to switch between (low/middle/high
NEA flows) and isolates the IGGS from the fuel tank.
The IGGS controller provides system control and health monitoring/BITE.
The IGGS isolation valve is a solenoid valve. It is spring-loaded closed.
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During operation the IGGS Controller Unit (ICU) controls the valve to
open, to let conditioned air from CSAS to the IGGS.
It closes in case of too low pressure and/or overtemperature air, coming
from the heat exchanger.
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FUEL TANK INERTING SYSTEM GENERAL VIEW

The CCU interfaces with the ICU.
Both controllers monitor the operational conditions independently.
The CSAS receives temperature information from the ICU and, if
necessary, adjust the Temperature.
The Centralized Fault Display Interface Unit (CFDIU) gives test functions
of the CCU, available through the MCDU in the cockpit.
The CCU also has BITE functions of the ICU.
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30 ICE AND RAIN PROT SYSTEMS PRESENTATION (1)

SYSTEM INTRODUCTION
The ice and rain protection system enables unrestricted operation in icing
conditions and heavy rain.
For anti-icing, hot air or electrical heating protects critical areas of the
aircraft.
The different subsystems of the ice and rain protection system are:
- wing ice protection,
- engine air intake ice protection,
- probe ice protection,
- windshield ice and rain protection,
- drain mast ice protection,
- ice detection system (optional),
- water and waste system ice protection (some are optional).
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SYSTEM INTRODUCTION

WING ICE PROTECTION
A single P/BSW on the overhead ANTI ICE panel controls WAI supply
to both wings. WAI must be manually selected by the crew and is
available in flight only.
Whenever WAI is selected, the engine idle is increased and the
Takeoff/Go Around (TOGA) limit (max thrust) is decreased by the Full
Authority Digital Engine Control (FADEC). This signal is sent to the
FADEC through the Engine Interface Unit (EIU). For testing purposes,
the WAI can be selected on the ground but will be automatically limited
to 30 seconds operation to prevent damage to the wing leading edge.
Hot air from the pneumatic system is supplied for the anti-icing of the
three outboard leading edge slats (3, 4 and 5) of each wing. Bleed air
from the engines or the APU is supplied to each wing through a pressure
regulating and shut off valve called Wing Anti-Ice (WAI) valve.
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WING ICE PROTECTION

ENGINE AIR INTAKE ICE PROTECTION
Engine anti-ice is manually selected by the crew and is available in flight
or on the ground with the engine running. After circulating around the
inlet, the air is ducted overboard.
NOTE: Note: In the event of an electrical power supply failure, this

valve will automatically open when the engine is running.
Whenever engine anti-ice is selected, the engine idle speed is increased
and the TOGA limit (max thrust) is decreased by the FADEC. This signal
is sent to the FADEC through the EIU. The ignition system is
automatically switched on at the PW6000 and V2500 engines. This is
not applicable for the CFM engine.
Each engine air intake is protected from ice by an independent air bleed
supply from the High Pressure (HP) compressor of that engine.
The air is supplied through the engine air intake anti-ice valve.
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ENGINE AIR INTAKE ICE PROTECTION

PROBE ICE PROTECTION
Ice protection of the Angle Of Attack (AOA) sensors, pitot probes, static
ports, and Total Air Temperature (TAT) probes is achieved by electrical
heating.
In order to give reliable information to the air data systems, the air data
probes are heated automatically when at least one engine is running. The
probes are arranged in three channels related to the three air data systems:
CAPT, F/O and STBY (Air Data/Inertial Reference Unit (ADIRU) 1, 2,
3). The heating system for each channel is controlled by a Probe Heat
Computer (PHC) 1, 2, 3.
The PROBE/WINDOW HEAT P/BSW (normally in the AUTO position)
may be used to select the probe heating ON with the engines shut down.
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WINDOWS ANTI-ICING AND DEFOGGING
Electrical heating is supplied for windshield anti-icing and cockpit side
window de-fogging.
The front windshields and side windows are heated automatically when
at least one engine is running. The heating system for each side is
controlled and monitored by a Window Heat Computer (WHC) 1, 2.
The PROBE/WINDOW HEAT P/BSW (normally in the AUTO position)
may be used to select the window heating ON with the engines shut down.
The windows are protected against overheat by sensors and flight/ground
logic. The sensors turn off the heat when the temperature reaches the
limit and the windows are heated at a lower power on the ground than in
flight.
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WIPER SYSTEM PRESENTATION
Two independent wipers powered by DC motors remove rain from the
windshield. The wiper system is designed to work efficiently up to 200
knots.
On the overhead panel, a rotary selector controls each wiper. "SLOW"
or "FAST" speed can be selected. The selector switch can optionally have
an "INTerMiTtent" position. When the selector is set to "OFF", the wiper
stops in the parking position and is lifted off the aircraft structure, at the
bottom part of the windshield.
Do not operate the wipers on a dry windshield.
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UCE11021 - U1UT4T0 - UM30PZ000000002
WIPER SYSTEM PRESENTATION

RAIN REMOVAL
Two independent wipers with a rain repellent system remove heavy rain
from the windshield. The wipers operate independently. The rain repellent
is discharged onto the left or right windshield from a pressurized canister
installed at the rear of the cockpit.
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UCE11021 - U1UT4T0 - UM30PZ000000002
RAIN REMOVAL

DRAIN MAST ICE PROTECTION
There are two drain masts installed on the lower fuselage forward and
aft sections.
When the electrical system is powered, the waste water drain masts are
also electrically heated. Two control units control the heating of the
forward and aft drain masts.
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UCE11021 - U1UT4T0 - UM30PZ000000002
UCE11021 - U1UT4T0 - UM30PZ000000002

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ICE DETECTION
An external visual ice indicator with an integral light is installed between
the two windshields.
The ice detection system (if installed) has two separate ice detectors on
the forward lower section of the fuselage. The ice detectors send an "ice
detected" signal directly to the Flight Warning Computers (FWCs).
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UCE11021 - U1UT4T0 - UM30PZ000000002
ICE DETECTION

MISCELLANEOUS SYSTEMS
It is also possible for the aircraft to have electrical heating systems
installed for:
- potable water supply lines,
- waste water lines,
- water servicing panels.
Control units connected to temperature sensors control automatically
these heating systems. The control units control multiple heating elements.
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UCE11021 - U1UT4T0 - UM30PZ000000002
MISCELLANEOUS SYSTEMS

This section will highlight the control panels and indications for the ice
and rain protection systems.
CONTROL PANEL
The controls for the engine and wing anti-ice systems are operated
from the overhead ANTI ICE panel. The probes ice protection and
windows anti-icing systems are controlled from the PROBE/WINDOW
HEAT P/BSW.
Each rain removal system is independently controlled by individual
selectors on the overhead panel.
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UCE11021 - U1UT4T0 - UM30PZ000000002
CONTROL AND INDICATING - CONTROL PANEL

ECAM INDICATION
A MEMO appears on the upper ECAM when engine anti-ice or WAI
is selected. WAI valve position indication is available on the BLEED
page when the system is selected.
The optional electronic ice detection system sends warnings directly
to the ECAM though the FWCs.
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UCE11021 - U1UT4T0 - UM30PZ000000002
CONTROL AND INDICATING - ECAM INDICATION

DRAIN MAST MONITORING
Drain mast heating faults may be displayed either on the Flight
Attendant Panel (FAP) or on the MCDU via the CFDS.
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UCE11021 - U1UT4T0 - UM30PZ000000002
CONTROL AND INDICATING - DRAIN MAST MONITORING

The Air Conditioning System Controller (ACSC) monitors the wing and
engine anti-ice valve position and the valves P/BSW position. The ACSC
transmits this information to the Centralized Fault Display System
(CFDS).
All 3 PHCs, both WHCs and the ice detectors are connected directly to
the Centralized Fault Display Interface Unit (CFDIU). Each system menu
is available through the MCDU.
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UCE11021 - U1UT4T0 - UM30PZ000000002

SAFETY PRECAUTIONS
When you work on the ice and rain protection system, make sure that
you obey all Aircraft Manual Maintenance (AMM) safety procedures.
an overview of the main safety precautions related to the ice and rain
protection system.
Remove the protective covers from the probes before activating the probe
ice protection system.
Do not touch the probes during or immediately after operation. The probes
are hot and can burn you.
Do not touch the anti-ice ducts, slats 3, 4 and 5 and engine air intake lips
until they are cool. Those items stay hot for some time after the engine
shuts down.
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UCE11021 - U1UT4T0 - UM30PZ000000002
SAFETY PRECAUTIONS

SAFETY PRECAUTIONS (continued)
WARNINGS ABOUT FAIL SAFE HEATING
The probe heat system is a fail-safe system in order to keep the probes
and static ports de-iced (in flight) in case of a PHC failure.
The window heat system is designed in order to keep the windows
defogged (in flight) in case of a WHC failure.
If the PHC or WHC power Circuit Breakers (C/Bs) are pulled, the
probe or window heat will come on. Pulling the EIU C/B will have
the same result. The EIU controls the "engine running" signal for
automatic operation. If any of these C/Bs are pulled, all of the heater
C/Bs must also be pulled.
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UCE11021 - U1UT4T0 - UM30PZ000000002
SAFETY PRECAUTIONS - WARNINGS ABOUT FAIL SAFE HEATING
05 TIME LIMITS AND MAINTENANCE CHECKS (1)

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 declared 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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GENERAL FAMILIARIZATION COURSE - T4 (IAE V2500) 05 TIME LIMITS AND MAINTENANCE CHECKS (1) Feb 01, 2011
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SCHEDULED MAINTENANCE TASKS & CHECKS IN MPD & UN-SCHEDULED MAINTENANCE IN AMM SECTION 05-50-00
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 declared 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 (Aircraft Maintenance Manual (AMM) and 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 AOT, 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.
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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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SCHEDULED REPETITIVE REQUIREMENTS THROUGH MPD
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE UCE11021
FEBRUARY 2011
PRINTED IN FRANCE
AIRBUS S.A.S. 2011
ALL RIGHTS RESERVED
AN EADS COMPANY

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What are the main sections covered in the document?

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How is the aircraft structure organized and categorized?

How is the aircraft structure organized and categorized?

Single Aisle

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

51 STRUCTURE PRESENTATION (1)

STRUCTURE DESIGN PRINCIPLES

51 STRUCTURE PRESENTATION (1)

STRUCTURE ATA BREAKDOWN

51 STRUCTURE PRESENTATION (1)

51 STRUCTURE PRESENTATION (1)

51 STRUCTURE PRESENTATION (1)

51 STRUCTURE PRESENTATION (1)

The rudder structure has:

STABILIZERS - HORIZONTAL STABILIZER & ELEVATORS

51 STRUCTURE PRESENTATION (1)

51 STRUCTURE PRESENTATION (1)

WINGS FIXED PARTITION

51 STRUCTURE PRESENTATION (1)

WINGS MOVABLE SURFACE

51 STRUCTURE PRESENTATION (1)

52 DOORS PRESENTATION (1)

52 DOORS PRESENTATION (1)

52 DOORS PRESENTATION (1)

52 DOORS PRESENTATION (1)

EMERGENCY EXITS - ESCAPE SLIDE AND SLIDING WINDOWS

52 DOORS PRESENTATION (1)

52 DOORS PRESENTATION (1)

AVIONICS COMPARTMENT DOORS

52 DOORS PRESENTATION (1)

COCKPIT DOOR - GENERAL

52 DOORS PRESENTATION (1)

COCKPIT DOOR - DOOR ELEMENTS

52 DOORS PRESENTATION (1)

COCKPIT DOOR - COCKPIT DOOR LOCK SYSTEM

52 DOORS PRESENTATION (1)

COCKPIT DOOR - OPERATING MODES

COCKPIT DOOR - OPERATING MODES

This Page Intentionally Left Blank

52 DOORS PRESENTATION (1)

WARNING: Do not open a door when the aircraft is pressurized. This

injury to persons and material.

CONTROL AND INDICATING - PASSENGER DOORS

52 DOORS PRESENTATION (1)

CONTROL AND INDICATING - EMERGENCY EXITS

52 DOORS PRESENTATION (1)

CONTROL AND INDICATING - CARGO DOORS

52 DOORS PRESENTATION (1)

CONTROL AND INDICATING - ECAM DOOR/OXY PAGE

52 DOORS PRESENTATION (1)

52 DOORS PRESENTATION (1)

clothing, rubber gloves, goggles and mask. Obey the manufacture's

25 EQUIPMENT/FURNISHINGS PRESENTATION (1)

25 EQUIPMENT/FURNISHINGS PRESENTATION (1)