ECAM COND & BLEED Pages — Reading the Fields

This article gathers the ECAM field information scattered through stages A–C into the pilot's two SD pages: BLEED (ATA 21 + ATA 36) and COND (cabin temperature control). Fifteen-plus fields, their normal and abnormal displays, the colour rules, and a two-step PACK FAULT diagnosis. The CAB PRESS page is ata-21-20.

1. The fields

BLEED page (7 ATA 21 fields):

COND page (8 ATA 21 fields):

2. BLEED page — pack flow control valve & flow

Pack flow control valve. Inline - Green: The valve is open. Crossline - Amber: The valve is closed. Pack flow indication. The needle position (green) represents the actual flow rate. The 12 o'clock position corresponds to a 100 % airflow. LO: 80 % airflow. HI: 115 % airflow. — FCOM DSC-21-10-50

Inline = the valve parallel to the flow (open); Crossline = perpendicular (closed). A Crossline-amber PFCV may be: a PACK pb OFF, one of the six auto-close conditions, the 235 °C pneumatic close, or a FIRE pb / DITCHING. The flow needle reads against 100 % at 12 o'clock; HI is 115 % or 120 % depending on the configuration.

3. BLEED page — compressor-outlet temperature

Pack compressor outlet temperature indication. It normally appears in green. But, it appears in amber, if the temperature is higher than 260 °C. It remains amber, as long as the temperature is not lower than 180 °C. — FCOM DSC-21-10-50

[!warning]+ What an amber compressor-outlet field really means (the three thresholds)

Three thresholds on the compressor outlet: 235 °C (the PFCV pneumatic close, AMM 21-53), 260 °C (the ECAM field goes amber, FCOM), 180 °C (the amber clears). The typical sequence: the temperature rises → near 235 °C → the PFCV closes pneumatically → the temperature falls → it usually does not keep rising to 260 °C → the field need not go amber. So an actually-amber field means the 235 °C pneumatic protection did not act or lagged → a true emergency → switch the PACK pb OFF per the ECAM. See ata-21-06.

4. BLEED page — TCV & pack-outlet temperature

Temperature control valve position indication. It appears in green. C: The valve is closed. H: The valve is fully open. Pack outlet temperature indication. It normally appears in green. But, it appears in amber, if the temperature is higher than 95 °C. It remains amber as long as the temperature is not lower than 60 °C. — FCOM DSC-21-10-50

[!note]- The pack-outlet hysteresis (95/60 °C, 35 °C) is smaller than the compressor outlet (80 °C)

Compressor outlet 260/180 = 80 °C band; pack outlet 95/60 = 35 °C band. The pack outlet goes straight to the cabin, so anti-scald takes priority over precision → a smaller band = a sharper response near the threshold. 95 °C is near the cabin-tolerable hot-air limit, so it warns at once.

5. BLEED page — EMERGENCY RAM AIR (5 states)

EMERGENCY RAM AIR inlet indication. Crossline - Green: The flap is normally closed. In Transit - Amber: The flap is partially open. Inline - Amber: If open on ground, or if the flap position disagrees with the position of the RAM AIR pushbutton (OFF). Inline - Green: The flap is fully open. Crossline - Amber: The flap is closed, and the RAM AIR pushbutton is in the ON position. — FCOM DSC-21-10-50

[!warning]- The pb position vs the actual flap position disagreeing = a fault

Crossline green = pb OFF + flap closed (normal). Crossline amber = pb ON but flap closed → a fault (the RAM AIR command not executed). Inline green = pb ON + flap fully open (normal). Inline amber = pb OFF but flap open / open on the ground → abnormal. So on a dual-pack failure with RAM AIR ON, read the field: Inline green = working; Crossline amber = the flap did not open (a stuck check valve, or ΔP > 1 PSI not first reduced).

The seventh field, bleed users, is normally green (the bleed is supplying the packs / trim air / wing anti-ice / engine start / APU correctly).

6. COND page — HOT AIR & the hot-air valve (4 states)

HOT AIR indication. Normally green. Becomes amber if the flow control valve is fully closed. Hot air valve indication. In line green: normally open (not fully closed). Crossline green: normally closed (fully closed). Crossline amber: Valve is abnormally closed, or Flow Control Valve 1(2) is closed, or The respective HOT AIR pb is OFF, or There is a duct overheat for the related Trim Air Valve. In line amber: not fully closed and controlled closed. — FCOM DSC-21-10-50

[!warning]- A Crossline-amber hot-air valve has four possible causes — you must read the other fields

Crossline amber alone is not diagnostic — scan: the PFCV (BLEED field 1, is the pack closed?), the HOT AIR pb (OVHD 225VU, did the pilot select it OFF?), the zone duct temperature (COND field 5, a duct overheat?), and if all are normal → the valve is abnormally closed (a mechanical fault). Diagnose in two steps: the overhead pb positions first, then the other ECAM fields.

7. COND page — trim-air valve position & zone duct temperature

Trim air valve position indication. The arrow is normally green. It is replaced by amber crosses ("XX") if the valve fails. C: The valve is fully closed. H: The valve is fully open. Note: The number of trim air valves vary, depending on the cabin configuration. Zone duct temperature indication. It is normally in green. It becomes amber above 88 °C. It remains amber, until the temperature is below 70 °C. — FCOM DSC-21-10-50

XX amber = that zone's trim-air valve has failed (feedback or stepper) → that zone cannot be trimmed. C = fully closed (the zone is warm enough); H = fully open (max heat demand).

[!note]- The zone-duct 88/70 °C hysteresis matches the cargo-duct overheat

The cabin-zone duct and the cargo duct use the same 88/70 °C overheat band — cabin to prevent scalding, cargo to prevent cargo ignition (same philosophy). A trim-air-valve duct overheat → the related hot-air valve goes Crossline amber → that zone's trim air is isolated automatically.

8. COND page — zone temperature, PACK REG & FAN

Zone temperature indication. It is in green. Note: The temperature of the cockpit and of the cabin zones 1, 3 and 5 are also displayed on the ECAM CRUISE page. PACK REG indication. It is in green when the zone controller is inoperative (both channels fail). Temperature is regulated by the packs only. — FCOM DSC-21-10-50

[!warning]- A green "PACK REG" is an abnormal state — shown in green

The first instinct is "green = normal". But PACK REG green = abnormal: the zone controller has failed (both channels) → all the zone-controller data on the COND page is lost (XX amber) and the "PACK REG" field lights green. "PACK REG" means "the packs took over regulation". Per ata-21-09, the packs lock to a fixed 20 °C outlet and the PACK FLOW selector is inoperative → the whole cabin is locked at 20 °C, untrimmable. Why green: it shows "the system still works (the packs alone)" rather than "all lost". Pilot meaning: a green PACK REG → the whole cabin is locked at 20 °C → handle per the abnormal procedure (try a zone-controller reset).

The FAN field shows the two cabin recirculation fans: green (both working), amber (both failed, L+R CAB FAN FAULT), OFF/crossed (CAB FANS pb OFF).

[!note]- The CRUISE page also shows ATA 21 data

The CRUISE page (the default cruise display) carries the cockpit temperature and cabin zones 1, 3, 5 — so a pilot need not switch to the COND page to see the key temperatures in cruise.

9. Two-step PACK FAULT diagnosis

   E/WD: PACK FAULT
   STEP 1 — BLEED page:
     PFCV Crossline amber = valve closed
       ├─ flow = 0 → total bleed loss → which of the six auto-close conditions?
       ├─ compressor-outlet amber > 260 °C = a true overheat (235 °C pneumatic protection failed) → PACK OFF
       └─ pack-outlet amber > 95 °C = outlet overheat → PACK OVHT procedure
   STEP 2 — COND page (if BLEED is normal but COND is abnormal):
     ├─ PACK REG green = zone controller failed (both channels) → cabin locked 20 °C
     ├─ hot-air valve Crossline amber → check: PFCV / HOT AIR pb / duct overheat / the valve itself
     └─ trim-air valve XX amber → that zone's valve failed
   Also check the overhead pb positions (PACK / HOT AIR / RAM AIR).

Self-test

[!note]- Q1. What are the seven BLEED-page ATA 21 fields, and which are the key temperatures?

Pack flow control valve, pack flow, compressor-outlet temp, temperature control valve, pack-outlet temp, EMERGENCY RAM AIR, bleed users. The two key temperatures: compressor outlet (> 260 °C amber / < 180 °C clears) and pack outlet (> 95 °C amber / < 60 °C clears). Key distinction: an amber compressor-outlet field means the 235 °C pneumatic protection did not act (not an ordinary overheat) — a true emergency → PACK pb OFF.

[!note]- Q2. What does a green "PACK REG" mean, and why green?

The zone controller has failed (both channels) → the packs lock to a fixed 20 °C, the PACK FLOW selector is inoperative, and the whole cabin (cockpit + cabin + cargo) is locked at 20 °C, untrimmable. It shows when the zone-controller data is lost (XX amber) and PACK REG lights green. Why green: "the system still works (the packs alone)", distinct from "all lost" (XX amber). A green PACK REG is not good — it is a serious zone-controller failure → the abnormal procedure (try the zone reset).

[!note]- Q3. What are the four causes of a Crossline-amber hot-air valve, and how to diagnose?

(1) The valve abnormally closed (mechanical); (2) the flow control valve 1(2) closed (PFCV closed → no bleed to the trim-air manifold); (3) the HOT AIR pb OFF (pilot-selected); (4) a duct overheat for the related trim-air valve (zone duct > 88 °C). Diagnose in two steps: the BLEED-page PFCV state, the OVHD 225VU HOT AIR pb position, the COND zone-duct temperature; if all normal → the valve itself is abnormally closed. A single field is not diagnostic — cross-check.

[!note]- Q4. What is the difference between a trim-air-valve "XX" amber and a "C/H" green?

XX amber = that trim-air valve has failed (feedback module / stepper — the zone controller gets no position) → the zone cannot be trimmed → half the optimising regulation is lost. C green = fully closed (the zone is warm enough). H green = fully open (max heat demand). A green arrow in between = normal control. XX → maintenance; C/H green → normal operation.

[!note]- Q5. After PACK FAULT, how do you diagnose the cause in two steps?

Step 1 — BLEED page: PFCV Crossline amber = closed; flow 0 = total bleed loss; compressor outlet amber > 260 °C = a true overheat (235 °C protection failed → PACK OFF); pack outlet amber > 95 °C = outlet overheat (PACK OVHT procedure). Step 2 — COND page: PACK REG green = zone controller failed (cabin locked 20 °C); hot-air valve Crossline amber = the four causes; trim-air valve XX amber = that zone failed. Also check the overhead pb positions. Two steps should locate the cause to a specific sub-system (pack vs zone controller vs trim air vs cabin fans).

Key takeaways

Common misconceptions

Scope — what this article covers and defers

References

A330 specifics per FCOM DSC-21-10-50 (the seven BLEED-page fields — pack flow control valve, pack flow with its 100 %/LO 80 %/HI 115–120 %, the compressor-outlet temperature with its 260/180 °C amber/clear, the temperature control valve C/H, the pack-outlet temperature with its 95/60 °C amber/clear, the five EMERGENCY RAM AIR states, and the bleed users; and the eight COND-page fields — HOT AIR, the four-state hot-air valve, the hot-air cross valve, the trim-air valve position with its XX/C/H, the zone duct temperature with its 88/70 °C amber/clear, the zone temperature with its CRUISE-page note, the PACK REG green-on-zone-controller-failure, and the FAN) plus AMM 21-21-00 §7.C for the L+R CAB FAN FAULT. The two-step diagnosis, the compressor-outlet-amber-means-emergency reading (against the 235 °C pneumatic close), and the field quick-reference are integrative syntheses. All engineering detail is from the A330 knowledge base; no cross-type comparison is made, and no fleet tail numbers appear.

Independent study material, not an Airbus publication and not endorsed by the manufacturer. Always defer to the current operator FCOM, FCTM, and QRH for operational use.