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Welcome to this presentation

covering the pneumatic system
on A320 Series aircraft.
This highly automated system
supplies high pressure bleed air
for:
- Air conditioning
- Wing anti-icing
- Engine starting
- Hydraulic reservoir
pressurization
- Water pressurization.
We will begin this lesson by
looking at the sources of
pneumatic air.

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WATER
PRESSURIZATION
High pressure air can be HYD RESERVIOR
WING
supplied from three sources:
ANTI-ICE PRESSURIZATION
- Engine bleed
- APU bleed AIR ENGINE

- External High Pressure (HP) CONDITIONING STARTING

ground connection
We’ll look at the engine bleed
source first.
PNEUMATIC
SYSTEM

AEROSTAR

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Inflight, the primary sources

for pneumatic air are the
engines. The two engines’
bleed systems are the same.

Air is bled from two engine

compressor stages:
1. The Intermediate Pressure
(IP) stage.
And
2. The High Pressure (HP)
stage.
The IP stage is the primary
source of air during flight.
The HP stage is used only
when there is insufficient
pressure from the IP stage.
This is normally the case IP
when the engines are at idle
during ground operations or HP
during long idle thrust
descents.

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When HP stage air is in use, a

check valve prevents this
higher pressure air from
entering the IP stage.

A High Pressure (HP) valve is

installed that can cut off bleed
air.

Once engine speed is high HP VALVE

enough, and IP air pressure is
sufficient, the HP valve closes
automatically.
IP and HP air are never used
at the same time.
CHECK VALVE

IP
HP

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The air from either the IP or

HP stage then goes to a
common engine bleed valve
which acts as a shut off and
pressure regulating device.
The engine bleed valve can
operate automatically or be
manually controlled from the BLEED
cockpit. VALVE HP VALVE

CHECK VALVE

IP
HP

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Since the temperature of the

bleed air is high, it passes PRE-COOLER
through a pre-cooler before
being distributed to various
users. OVERPRESSURE
The pre-cooler uses cool air VALVE
from the engine fan section to
regulate the temperature. BLEED
VALVE HP VALVE
An overpressure valve,
located just upstream of the
pre-cooler, prevents
abnormally high pressure air
from reaching the system. CHECK VALVE

IP
HP

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The engine 1and engine 2 TO USERS TO USERS

systems are exactly the same.
A crossbleed duct connects
the two. X BLEED
VALVE
A crossbleed valve permits
their interconnection or
isolation.

The crossbleed valve

operation is normally
automatic.

The valve can also be

controlled manually if
necessary.

ENGINE ENGINE
BLEED BLEED
VALVE VALVE

IP IP
HP HP

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The APU can also be used for

bleed air supply. TO USERS TO USERS
The APU is normally used as
a bleed source on the ground
for air conditioning and for X BLEED
engine start. VALVE
APU bleed air is also available
inflight.
Limitations prohibit the use of
APU bleed air above 20,000’.
APU BLEED
VALVE
APU bleed air is controlled
using the APU bleed valve.
This valve is normally
controlled by the crew but can
operate automatically when
necessary. ENGINE ENGINE
BLEED BLEED
APU
The APU provides pneumatic VALVE VALVE
air to the system via the
crossbleed duct and is
connected to that duct on the
left side of the crossbleed
IP IP
valve.
HP HP

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A unique feature of the TO USERS TO USERS

system design is that it gives
priority to the APU as a
pneumatic source. X BLEED
VALVE
This feature reduces crew
workload during engine starts.

Continue, to observe the APU

bleed air in use.
APU BLEED
When the crew selects the VALVE
APU as the bleed source the
APU bleed valve opens.
It immediately supplies the left
side of the system.

This also causes the ENGINE ENGINE

crossbleed valve to open BLEED BLEED
automatically, allowing the APU
VALVE VALVE
APU to provide bleed air to
both sides of the system.

IP IP
HP HP

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If the engines were running, TO USERS TO USERS

the engine bleed valves would
automatically close.
X BLEED
APU bleed air has priority over
VALVE
engine bleed air.

Automatically close
when APU bleed air
is in use APU BLEED
VALVE

ENGINE ENGINE
BLEED BLEED
APU
VALVE VALVE

IP IP
HP HP

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External high pressure air can TO USERS TO USERS

also be used to supply the
pneumatic system.
X BLEED
For example, if the APU is
VALVE
inoperative a high pressure air
cart could be used to provide
a source of air to start the
engines.

APU BLEED
VALVE

AEROSTAR

ENGINE ENGINE
BLEED BLEED
High Pressure
VALVE VALVE
Air Cart

IP IP
HP HP

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This is not to be confused with

the low pressure air discussed
in the Air Conditioning lesson.
External high pressure air is
connected in a separate
location than the external low
pressure (air conditioned) air.
When either external air External Low
source is connected, the Pressure (LP)
aircraft bleed sources MUST air connection
NOT be used. can be used for
air conditioning

External High
Pressure (HP)
air connection
can be used for
engine starting

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The pneumatic system is TO USERS BMC 1 BMC 2 TO USERS

controlled and monitored by
two Bleed Monitoring
Computers (BMCs). X BLEED
VALVE
There is one BMC for each
engine bleed system.

BMC 1 is also responsible for

the APU bleed system.
APU BLEED
The BMCs are interconnected VALVE
and if one fails the other takes
over many of its functions.

AEROSTAR

ENGINE ENGINE
BLEED BLEED
High Pressure APU
VALVE VALVE
Air Cart

IP IP
HP HP

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There are leak detection loops BMC 1 BMC 2

installed in the vicinity of the:
• APU (fuselage) ducting
• Engine pylon ducting
• Wing ducting
If a leak is detected, a signal
is sent to the BMCs, which in
most cases will automatically
isolate the effected area and
alert the pilots via the ECAM.
A leak detection loop along
the hot air duct in the engine 1
pylon and the duct for APU
bleed air is monitored by
BMC 1.

A leak detection loop along

the hot air duct in the engine 2 APU bleed valve
pylon is monitored by BMC 2.

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Dual leak detection loops are BMC 1 BMC 2

provided for hot air ducts in
the wings and that portion of
the fuselage ducting forward
of the APU bleed valve.
One loop is monitored by
BMC 1, the other loop is
monitored by BMC 2.
In these areas both loops
must detect a heat rise before
an alert is generated or
automatic action is taken by
the BMCs to isolate the leak.
If one of the loops fails, the
BMCs will act if a bleed leak is
detected by the remaining
loop.
That concludes the APU bleed valve
OVERVIEW section. Now it’s
on to controls and indicators.

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We will look at the ECAM

BLEED page first and then the
pneumatic system controls
located on the AIR COND
control panel.

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The lower half of the ECAM

BLEED page is dedicated to
the pneumatic system.

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The two engine bleed sources

are located at the bottom of
the page.
The IP and HP sources are
represented with labels that
are always displayed in white.

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The automatically controlled

HP valves are normally
displayed in green.
In this example, the HP valves
are fully closed.

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In this example, the HP valves

are open. HP air is in use,
replacing IP air.
The check valves which
prevent HP air from entering
the IP duct are not displayed
on the BLEED page.

The IP check valve is

never displayed on
the BLEED page.

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Finally, in this example, the

engine 1 HP valve is closed
and it should not be.
It is being commanded to the
open position by the BMC but
it is not responding.

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The engine bleed valves are

normally displayed in green.
In this example, the engine
bleed valves are open
normally.

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In this example, the engine

bleed valves are closed
normally.
This can be accomplished
either automatically or
manually by the crew.

If the engine bleed valves are

open or closed in
disagreement with their
commanded position, they are
displayed in amber.
This valve is often
misidentified as the IP check
valve because of its proximity
on the page to the IP icon.
It is NOT the IP check valve.
It is the bleed valve through
which either IP or HP air can
pass.

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The engine numbers are

amber if the associated
engine N2 is below idle.
Basically they are amber if the
engine is not running.
They change to white if the
engine is running at idle
speed or above.

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The performance of the

overpressure valves, which
are not displayed on the
BLEED page, can be
monitored using the digital
pressure readouts.
They are normally green and
change to amber if the
pressure is abnormally high or
abnormally low.

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The performance of the pre-

coolers, also not displayed on
the BLEED page, can be
monitored using the digital
readouts of the pre-cooler
outlet temperatures.
The temperature readouts are
also normally green.
They change to amber if the
temperature exceeds preset
thresholds for specific time
periods.
They also change to amber if
the temperature is less than a
preset minimum threshold.

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The white APU label is always

displayed.
If the APU MASTER SW is
off, the area above the APU
label is blank, as shown here.

The APU bleed valve is

displayed if the APU MASTER
SW is ON.
In this example, the APU is
running but APU bleed has
not been selected ON, so the
APU bleed valve is shown
cross-line green.
This indicates that the valve is
not fully open.

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This example shows how the

APU bleed valve is presented
when the valve is fully open.

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The valve is displayed cross-

line amber if the APU is
running and the valve has
been commanded to open but
has failed to do so.

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The crossbleed (X BLEED)

valve can also be displayed in
either green or amber.
In this example, the
crossbleed valve is closed.
The valve would be displayed
in amber if valve position
disagrees with the
commanded position.

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In this example, the

crossbleed valve is open.

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If the valve is in transit, it will

be briefly displayed in amber.

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The GND icon is quite simple.

It is displayed when the
aircraft is on the ground. It is
not displayed inflight.
It does not indicate whether or
not high pressure air is
connected to the aircraft.
It only indicates that high
pressure air connects to the
left of the crossbleed valve.
The connection of external HP
air can be confirmed by
observing an increase in
pressure.
Advance to see the
connection of HP air.

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HP air is now connected and

we can see a rise in pressure.
The GND indication does not
change.
No indications are provided
for the connection of low
pressure conditioned air.
Not even a change in
pressure or temperature is
indicated because the air
bypasses the pneumatic and
air conditioning systems.
Low pressure air is discussed
in more detail in the Air
Conditioning lesson.
Do not use engine or APU
bleed air in combination with
external HP air.
The APU and engine bleed
valves must remain closed.
Now let’s move on to the AIR
COND panel.

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The AIR COND panel is

located in the forward center
of the overhead panel.
Pneumatic controls are
located at the bottom of the
panel.
The RAM AIR pb is not part of
the pneumatic system.

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Each engine bleed valve can

be controlled using the
respective ENG BLEED pb.
The pbs are normally left in
the on (lights out) position.
They are rarely used except in
response to abnormal
procedures.

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Closing the engine bleed

valve also causes the HP
valve, if in use, to close.
It also shuts down the
associated pack.

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The engine bleed valves may

close for several reasons.
-- ENG BLEED pb SELECTED OFF
Those reasons are described
by category on this screen. -- CORRESPONDING ENG FIRE pb PUSHED

-- OVER TEMPERATURE DETECTED

-- OVERPRESSURE DETECTED
-- BLEED LEAK DETECTED
-- ENG START SEQUENCE COMMENCED
-- APU BLEED SELECTED ON

-- SPRING LOADED TO CLOSE IF ENGINE IS NOT

RUNNING (NO AIR PRESSURE)
-- IF REVERSE PRESSURE IS SENSED

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The FAULT light in the ENG

BLEED pb illuminates if the
BMC closes the engine bleed
valve for a bleed leak, an over
temperature, or an
overpressure.
The bleed valve can
automatically close to isolate
the duct that is leaking.

BLEED LEAK
HAS BEEN
DETECTED IN
LEFT WING

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It also illuminates if the valve

remains open when it should
be closed.
For example, it should close
during engine start and when
APU bleed is in use.

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The APU bleed valve is

controlled using the APU
BLEED pb.
If the APU is running,
selecting the pb ON opens the
APU bleed valve.
You will see this in action in
the NORMAL OPERATION
section of this lesson.

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The BMC automatically closes

the APU bleed valve to isolate
a leak detected in the APU
duct or in the left side of the
system.

This causes the FAULT light

in the APU BLEED pb to
illuminate, accompanied by an
ECAM message.

The FAULT light extinguishes

when the APU BLEED pb is
selected off (lights out).

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When APU bleed is not in

use, the BMC automatically
closes the crossbleed valve if
the X BLEED knob is in
AUTO.

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The X BLEED knob allows the

crew to override the automatic
BMC logic when necessary.
In this example, the
crossbleed valve is open
because the X BLEED knob is
in the AUTO position and APU
bleed is in use.
Advance to move the X
BLEED knob to the SHUT
position.

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The crossbleed valve is now

closed, isolating the left side
of the system.
We’ll use the OPEN position
later.
This completes the
CONTROLS & INDICATORS
section of this lesson.

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You are accomplishing

Normally you would notyour
have
the BLEED cockpit
preliminary page displayed.
preparations.
To better illustrate what
occurs in the pneumatic
system we will keep it in view
for academic purposes.
All the pneumatic related pbs
on the AIR COND panel
should be in their normal
lights out position and the X
BLEED knob should be in its
normal AUTO position.
On the BLEED page, note that
the engines are shut down
and the bleed valves closed.
Because the APU bleed valve
is displayed, you know that
the APU master switch is ON.
APU bleed air, however, has
not yet been selected ON.

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Its time to select APU bleed

air ON.
Remember, do not use APU
bleed air if ground air is
connected.
Advance to select APU bleed
air ON.

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The APU bleed valve opens

and the left side bleed
pressure and temperature
change to green when they
reach the normal operating
range.
The FAULT light in the PACK
1 pb extinguishes.
Advance to see the
crossbleed valve open
automatically and the APU
supply the right side of the
system.

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After a few seconds, the

crossbleed valve opens
automatically.
The temperature and pressure
on the right side are now in
the normal range and pack 2
is operating - the pack 2
FAULT light has extinguished.

The pressure displayed on the

BLEED page is also displayed
on the ENGINE page which
would normally be in view
during the engine start
sequence.
You will see those indications
in the Powerplant lesson. We
will keep the BLEED page
displayed during this lesson.
Usually APU bleed air is used
for engine start. We will move
on to that now.

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The pack flow control valves

close automatically during the
start sequence, ensuring all
APU bleed air is available for
engine starting.
Advance to move the ENG
MODE selector to IGN/START.
Watch the pack flow control
valves close.

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Engine 2 is now running.

The engine number has
changed from amber to white.
Its bleed valve remains closed
throughout the start sequence
and will remain closed
because APU bleed air is in
use.

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Now engine 1 is running. The

engine number has changed
from amber to white.

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The pack flow control valves

open automatically
approximately thirty seconds
after the start sequence is
complete.

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It’s now time to turn off APU

bleed air in preparation for
shutting down the APU.
Advance to select the APU
BLEED pb off.
The APU bleed valve closes,
the crossbleed valve closes,
and the engine bleed valves
open.
This all occurs automatically.

Advance to select the APU

MASTER SW off.
The APU bleed valve is
removed from the BLEED
page.
Since APU bleed was used, the
APU will continue to run for up
to two minutes to provide for a
cooling period prior to
shutdown.
The AVAIL light may remain
illuminated during the cooling
period (depending on the
aircraft).
When APU speed drops below
95%, the AVAIL light
extinguishes.
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Assuming no abnormals
occur, the pneumatic system
configuration will remain as
you see here for the
remainder of the flight, with
one major exception.
The BMCs will open and close
the HP valves as necessary.
If they determine that IP air
does not meet the bleed air
demand, the HP valves will
open.
For example, during taxi the
HP valves will most likely be
open due to the reduced
power setting.

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We have now moved out to

the runway and are ready for
takeoff.
Advance to simulate applying
takeoff thrust.

The BMCs automatically close

the HP valves when engine
thrust is increased.
Advance to simulate lift off
from the runway.

Inflight, the GND icon is

removed from the BLEED page.

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We are now inflight and have

decided to select wing anti-ice
ON.
The activation of wing anti-ice
is displayed on the BLEED
page.
Wing anti-ice is covered in
more detail in the Ice & Rain
Protection lesson.
This completes the NORMAL
OPERATION section of this
lesson.

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We’ll take you back to

preflight again.
Assume that the APU bleed is
not operational on today’s
flight. It will be necessary to
use a high pressure external
air cart for engine start. This
should be accomplished using
the checklist found in your
FCOM.
Once again, the BLEED page
is shown throughout this
procedure for academic
purposes.
The availability of bleed air at
the engine start valves is
indicated on the ENGINE
page, which is normally
displayed during this
procedure.

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The first thing you will be

required to do, before having
external air connected, is to
manually shut down the
packs.
This is to eliminate the
possibility of the external high
pressure air contaminating the
packs.
Advance to select both PACK
pbs OFF.

We can now have external HP

air connected to the aircraft.
Advance to simulate
connecting HP air.

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You now see temperature and

pressure in the normal range
on the left side of the system.
That is the only indication on
the BLEED page that HP air is
connected.
Next, you are required to
make sure APU bleed is off,
which it is, and select the
ENG BLEED pbs OFF.
This ensures the engine bleed
valves remain closed during
the start.
Advance to select both ENG
BLEED pbs OFF.

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Since we will be starting engine

2 first, the next step is critical.
We are now required to open
the crossbleed valve to allow
external air to reach the 2
engine.
Advance to move the X BLEED
knob to the OPEN position.

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The crossbleed valve is now

open and HP air is available to
start engine 2.
Notice the temperature and
pressure indications on the
right side of the system.
We can now proceed with a
normal engine start. This
would normally be followed by
a crossbleed start of engine 1.
After engine 2 is started, we
would leave the crossbleed
valve open to use bleed air
from engine 2 to start engine
1.
Following your checklist,
cleanup items would include:
• Selecting both ENG BLEED
pbs on.
• Moving the X BLEED knob to
AUTO.
• Selecting both PACK pbs on.

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You are now inflight and

everything is normal.
Advance to see what happens
if an engine bleed overheat
occurs.

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A single chime and MASTER

CAUT lights alert you to the
problem, along with FAULT
lights on the AIR COND
panel.
The BLEED page is displayed
automatically and indicates
that the engine 1 bleed valve
is closed.
The BMC closed the valve in
response to the overheat.
This also causes pack 1 to
shut down.

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The ECAM directs you to close

the engine 1 bleed.
Advance to select the ENG 1
BLEED pb OFF.

With the ENG 1 BLEED pb AIR ENG 1 BLEED FAULT

selected OFF, the FAULT light -X BLEED
ENG . . . . . .. .. .. .. .. .. .. ..OPEN
1 BLEED. . .OFF
becomes a monitoring light. - X BLEED . . . . . . . . . . . . .OPEN

The FAULT light will

extinguish when the overheat
condition no longer exist.
Advance to move the X
BLEED knob to OPEN.

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Now engine 2 bleed is

supplying air to both packs.
The output of a single engine
bleed is capable of supplying
both packs.
On the next screen we will
see what this same abnormal AIR ENG 1 BLEED FAULT
looks like if you were using - X BLEED . . . . . . . . . . . . .OPEN
wing anti-ice when it occurred.

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Here is the bleed overheat

again. ENG 1 BLEED is
already selected OFF.
An additional action step is
displayed prompting you to
select PACK 1 OFF prior to
opening the crossbleed valve.
AIR ENG 1 BLEED FAULT
This is because the bleed -- PACK
X BLEED . . . . . . . . . . . . .OPEN
output of one engine is not 1 . . . . . . . . . . . . . . . .OFF

capable of supplying both - X BLEED . . . . . . . . . . . . .OPEN

packs and wing anti-ice

simultaneously.
Advance to select PACK 1
OFF.
Selecting the pack OFF allows
you retain wing anti-ice.
Advance to move the X BLEED
knob to the OPEN position.

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Both wings are now provided

with ant-ice capability.

AIR ENG 1 BLEED FAULT

- PACK
1 . . . . . . . . . . . . . . . .OFF
- X BLEED . . . . . . . . . . . . .OPEN

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Once you have cleared to the

STATUS page you will be
reminded that wing anti-ice
(WAI) and two packs cannot
be operated at the same time
when you have only one
engine bleed.
You would now clear the
STATUS page and consult
your FCOM for additional
information.

NOTE: The use of APU

bleed air as a supplement
is NOT an option.
Remember, if APU bleed is
ON, the engine bleed
valves close automatically.

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We will now contrast the

previous abnormal (bleed
overheat) with the detection of
an engine bleed leak.
Here again the engine 1 bleed
valve has been closed
automatically by the BMC.
AIR ENG
AIR ENG 1 BLEED
1 BLEED FAULT
LEAK
This results in the loss of pack 1 -- WING
PACK ANTI-
and left wing anti-ice. 1 . . . . . . . . . . ..OFF
ICE. . . . . .OFF
-- AVOID
X BLEED . . . .CONDITIONS
ICING . . . . . . . . .OPEN

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Unlike the previous abnormal,

opening the crossbleed is not
an option.
You do not want to feed the
leak using engine 2 bleed.
You are directed to select
wing anti-ice OFF since it is AIR ENG
AIR ENG 1 BLEED
1 BLEED FAULT
LEAK
more dangerous to operate -- WING
PACK ANTI-
with wing anti-ice on one wing 1 . . . . . . . . . . ..OFF
ICE. . . . . .OFF

than it is to operate with no -- AVOID

X BLEED . . . .CONDITIONS
ICING . . . . . . . . .OPEN
wing anti-ice at all.
Bottom line, you will be
operating on one pack and
should avoid icing conditions if
at all possible for the rest of
the flight.

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You will be confronted with

the same result if a wing bleed
leak is detected.
You will lose bleed capability
on the side of the system that
experiences the leak.
Isolation of the leak (engine or AIR L WING BLEED LEAK
wing) takes priority. - WING ANTI-
ICE. . . . . . . . . .OFF
- AVOID ICING CONDITIONS

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When you clear to the

STATUS page you will be
reminded to avoid icing
conditions.
Wing anti-ice and the affected
side’s engine bleed and pack
are all inoperative systems.
AIR L WING BLEED LEAK
- WING ANTI-
ICE. . . . . . . . . .OFF
- AVOID ICING CONDITIONS

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In the unlikely event that the

automation does not work and
the appropriate engine bleed
valve does not close, or for
some reason the crossbleed
valve had been manually
opened, the BMCs will
recognize these situations. AIR ENG
AIR 1 BLEED
L WING LEAK
BLEED LEAK
-- ENG
WINGBLEEDANTI- 1. . . . . . . . . . .OFF
The ECAM will direct you to ICE. . . . . . . . . .OFF
- X BLEED. . . . . . . . . . . . . .SHUT
take the proper response. -- AVOID ICING CONDITIONS
WING ANTI-ICE. . . . . . . . .OFF
In this example, an engine 1 - AVOID ICING CONDITIONS
bleed leak is detected but the
engine 1 bleed valve did not
close as commanded by the
BMCs.
We happen to have had the
crossbleed valve open when
the leak occurred.
Notice the extra action steps
provided to guide you in
taking the additional steps
necessary to isolate the leak.

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Here are some other ECAM

messages you could
encounter related to the AIR ENG HP VALVE FAULT
pneumatic system. AIR PRESS LOW AT IDLE
This first one alerts you that
one (or both) of the HP valves
is not functioning. Expect low
pneumatic pressure when the
engines are at idle.

Both detection loops on the AIR L WNG LEAK DET FAULT

left wing would need to fail for
this to happen. BMC L LEAK DET
detection of leaks is no longer
available on the left wing.

This final example is the

ECAM message you would
see if both BMCs fail. All
monitoring and automation is
lost. You still retain the ability BLEED MONITORING FAULT
to manually open and close
BMC 1 + 2
engine bleed valves, the APU
bleed valve, and the
crossbleed valve.

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You will only notice minor

differences in the BLEED
page.
You might notice that the
GND icon is white on some
aircraft and green on others.
CRT Style LCD Style
This is irrelevant because it BLEED Page
only indicates the location
BLEED Page
where high pressure air enters
the system.
The GND icon never indicates
if air is connected, regardless
of color.

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Which ECAM key allows you to select

the page most relevant to the
pneumatic system?

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Which ECAM key allows you to select

the page most relevant to the
pneumatic system?

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From looking at the AIR COND panel,

which source will provide the bleed air
after the engines are started?

The engines as they have priority.

The APU will continue to provide air.

The engines and the APU will provide

air together.

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From looking at the AIR COND panel,

which source will provide the bleed air
after the engines are started?

The engines as they have priority.

The APU will continue to provide air.

The engines and the APU will provide

air together.

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According to these indications, which

source is supplying the bleed air?

The engines are running and supplying

bleed air.

The engines are running, the APU is

supplying bleed air.

The engines are not running, the APU

is supplying bleed air.

The engines are not running, a

GND HP air unit is supplying bleed air.

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According to these indications, which

source is supplying the bleed air?

The engines are running and supplying

bleed air.

The engines are running, the APU is

supplying bleed air.

The engines are not running, the APU

is supplying bleed air.

The engines are not running, a

GND HP air unit is supplying bleed air.

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When is this GND symbol displayed?

Whenever the aircraft is on the ground.

All the time.

Only when a ground air supply is

connected.

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When is this GND symbol displayed?

Whenever the aircraft is on the ground.

All the time.

Only when a ground air supply is

connected.

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Observe the switch selections and

indications. Which source(s) are
supplying HP bleed air?

The APU for both sides of the system

The external air cart for one side of

the system

The engines because they are at a high

power setting.

There is no HP bleed air supplied.

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Observe the switch selections and

indications. Which source(s) are
supplying HP bleed air?

The APU for both sides of the system

The external air cart for one side of

the system

The engines because they are at a high

power setting.

There is no HP bleed air supplied.

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You have just switched the APU

BLEED on. Is this ECAM display
normal?

Yes, the X BLEED valve is in transit.

Yes, the X BLEED valve is switched off

No, the X BLEED valve has failed to

open.

Yes, the ground power unit only

powers one side of the sytem.

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You have just switched the APU

BLEED on. Is this ECAM display
normal?

Yes, the X BLEED valve is in transit.

Yes, the X BLEED valve is switched off

No, the X BLEED valve has failed to

open.

Yes, the ground power unit only

powers one side of the sytem.

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Following an ENGINE 1 BLEED FAULT,

why can you only use one pack if wing
anti-ice is ON?

Only one user can be supplied via the

X BLEED duct.

One ENG BLEED system cannot

supply two packs and wing anti-ice
simultaneously.

If you use wing anti-ice, the X BLEED

valve is automatically closed. Therefore,
pack 1 will no longer be supplied.

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Following an ENGINE 1 BLEED FAULT,

why can you only use one pack if wing
anti-ice is ON?

Only one user can be supplied via the

X BLEED duct.

One ENG BLEED system cannot

supply two packs and wing anti-ice
simultaneously.

If you use wing anti-ice, the X BLEED

valve is automatically closed. Therefore,
pack 1 will no longer be supplied.

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You have completed the

Pneumatics lesson.

Click here to
exit to the main menu.

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