AIR CONDITIONING

CH 21

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ATA 21 AIR CONDITIONING TABLE OF CONTENTS: EQUIPMENT COOLING SYSTEM SCHEMATIC ................................ 84
EQUIPMENT COOLING CONTROL PANELS .................................... 86
INTRODUCTION.................................................................................... 4 EQUIPMENT COOLING SYSTEM COMPONENTS ........................... 88
AIR FLOW GENERAL DESCRIPTION...................................................6 EQUIPMENT COOLING SYSTEM COMPONENTS (CONT).............. 90
CONTROL GENERAL DESCRIPTION.................................................. 8 EQUIPMENT COOLING SYSTEM FWD EQUIP SYSTEM ................. 92
FLIGHT COMPARTMENT CONTROLS AND INDICATIONS...............10 GROUND EXHAUST VALVE .............................................................. 94
CONTROLLER LOCATION................................................................. 12 EQUIPMENT COOLING INBOARD VALVES...................................... 96
PACK COMPONENT LOCATION ....................................................... 14 EQUIPMENT COOLING MANIFOLD INTERCONNECT VALVE ........ 98
PACK SCHEMATIC............................................................................. 16 EQUIPMENT COOLING SMOKE CLEARANCE VALVE .................. 100
FLOW CONTROL AND SHUTOFF VALVE......................................... 18 EQUIPMENT COOLING SMOKE DETECTION................................. 102
LOW LIMIT CONTROL VALVE ........................................................... 20 EQUIPMENT COOLING MONITOR SYSTEM......................................104
TEMPERATURE CONTROL VALVE .................................................. 22 CABIN PRESSURE CONTROL INTRODUCTION ............................ 106
RAM AIR.............................................................................................. 24 CABIN ALTITUDE CONTROL PANEL .............................................. 108
HEAT EXCHANGERS ......................................................................... 26 CABIN PRESSURE OUTFLOW VALVE............................................. 110
AIR CYCLE MACHINE ........................................................................ 28 AUTOMATIC PRESSURE CONTROLLER.........................................112
WATER EXTRACTOR......................................................................... 30 AUTOMATIC PRESSURE CONTROLLER INPUTS...........................114
WATER SPRAY NOZZLE ................................................................... 32 AUTOMATIC PRESSURE CONTROLLER OUTPUTS.......................116
REHEATER ......................................................................................... 34 AUTOMATIC PRESSURE CONTROLLER FAULTS...........................118
CONDENSER...................................................................................... 36 AUTOMATIC PRESSURE CONTROLLER BITE................................120
SENSORS AND SWITCHES............................................................... 38 POSITIVE PRESSURE RELIEF VALVE............................................ 122
CABIN AIR SUPPLY CHECK VALVE ................................................. 40 NEGATIVE RELIEF DOORS...............................................................124
PACK CONTROL COMPONENTS...................................................... 42 CABIN PRESSURE INDICATION.......................................................126
TEMPERATURE CONTROL GENERAL DESCRIPTION ................... 44 CABIN PRESSURE ALTITUDE WARNING........................................128
ZONE TEMPERATURE CONTROLLERS........................................... 46 CABIN ALTITUDE WARNING.............................................................130
TEMP PRSOV ..................................................................................... 48
TRIM AIR MODULATING VALVE ....................................................... 50
DUCT/ZONE TEMP SENSORS, TEMP BULBS, OVHT SWITCHES . 52
FWD CARGO TEMP SENSORS, OVHT SWITCH AND TEMP BULB 54
MAIN AIR DISTRIBUTION .................................................................. 56
FLIGHT COMPARTMENT AIR DISTRIBUTION ................................. 58
BULK CARGO VENT COMPONENTS................................................ 60
FWD CARGO VENT ........................................................................... 62
LAV/GALLEY DUCT VENTILATION ................................................... 64
HEATING INTRODUCTION ................................................................ 66
FWD CARGO COMP HEATING INTRODUCTION ............................. 68
FWD CARGO COMP HEATING VALVES AND TEMP SWITCHES ... 70
AFT/BULK CARGO COMPARTMENT HEATING .............................. 72
CARGO COMP HEATING OPERATION ............................................ 74
FOOT AND SHOULDER AIR SUPPLY HEATERS ............................. 76
FORWARD DOOR AREA HEATER .................................................... 78
EQUIPMENT COOLING GENERAL DESCRIPTION .......................... 80
FWD AND AFT EQUIPMENT COOLING INTRODUCTION................ 82
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STUDENT NOTES:
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AIR CONDITIONING - INTRODUCTION PNL - PANEL

PRSOV - PRESSURE REGULATING SHUTOFF VALVE
PWR - POWER
General
RECIRC - RECIRCULATION
RLY - RELAY
The air conditioning system controls the interior environment of the airplane for
SNSR - SENSOR
these areas:
SOV - SHUTOFF VALVE
STBY - STANDBY
• Flight crew
TAT - TOTAL AIR TEMPERATURE
• Passengers
TCV - TEMPERATURE CONTROL VALVE
• Forward cargo compartment
TEMP - TEMPERATURE
• Equipment
UTIL - UTILITY
VLV - VALVE
The air conditioning system includes these subsystems:
WOW - WEIGHT-ON-WHEELS
ZTC - ZONE TEMPERATURE CONTROLLER
• Cooling
• Temperature control
• Distribution
• Heating

Abbreviations and Acronyms

A/C - AIR CONDITIONING

ACM - AIR CYCLE MACHINE
AGS - AIR GROUND SYSTEM
APC - AUTOMATIC PRESSURE CONTROLLER
CAPT - CAPTAIN
CKT - CIRCUIT
CLG - COOLING
CTRL - CONTROL
ECS - ENVIRONMENTAL CONTROL SYSTEM
EICAS - ENGINE INDICATION AND CREW ALERTING SYSTEM
EQPT - EQUIPMENT
EXH - EXHAUST
F/O - FIRST OFFICER
FWD - FORWARD
GLY - GALLEY
HTR - HEATER
MEC - MAIN EQUIPMENT CENTER
MGMT - MANAGEMENT
OVHT - OVERHEAT
PFCAC - PACK FLOW AND CARGO AIR CONDITIONING CONTROLLER
 AIR CONDITIONING - INTRODUCTION
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AIR CONDITIONING - AIR FLOW GENERAL DESCRIPTION the galley, lavatory, and the aft equipment rack. The equipment/lavatory/galley
ventilation system removes air from the lavatory and galley areas. It brings
equipment cooling air through the aft equipment rack. The ventilation system
Purpose
also brings flight deck and compartment air across zone temperature sensors.
The bulk cargo ventilation system supplies cabin air to the bulk cargo
The air conditioning system controls the temperature and humidity in the
compartment. The system operates when selected from the flight deck.
airplane. It controls the amount of airflow into the airplane.
Heating Systems
System Description
These two heating systems are used on the airplane:
Bleed air to the airplane air conditioning system is from the engines or the APU.
Conditioned air may be from a dedicated ground air conditioning cart. Bleed
• Supplemental Heating
air is also used to heat these areas:
• Cargo Heating
• Forward Cargo
Supplemental heating goes to the flight compartment. The flight compartment
• Aft Cargo
has electrically operated in-line heaters in the air conditioning ducts. These
• Bulk Cargo
provide air to the rudder pedal area and the side windows. The crew
compartment has the same type of in-line heater. This provides warm air to the
Cooling System crew entry door area.

These areas receive temperature controlled air: A cargo heating system gives warm air to the forward, aft, and bulk cargo
compartments. The three cargo compartments are controlled independently.
• Flight deck They operate when selected from the flight deck P5 panel. All three systems
• Forward cargo compartment use these to heat the compartments:
• Cabin compartment zone
• Two valves
The temperature in these zones is controlled from the flight deck with the • Temperature switches
temperature control panels. The temperature in each zone is controlled by the • Bleed air from the pneumatic distribution
addition of hot bleed air (trim air) to the pack conditioned air that goes to each
zone. Forward Cargo Ventilation System

Distribution System The forward cargo ventilation system makes sure cabin air provided to the
compartment is exhausted overboard. This system has several modes of
The distribution system delivers fresh air to the temperature controlled zones. operation that will be covered later in this section.
These are the components in this system:

• Air Conditioning ducts

• Ventilation systems

The air conditioning ducts distribute conditioned air from the mixed manifold to
the flight deck, galley, and lavatory. A separate duct system removes air from

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 AIR CONDITIONING - AIR FLOW GENERAL DESCRIPTION
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AIR CONDITIONING - CONTROL GENERAL DESCRIPTION Left Pack Flow and Cargo A/C Controller

The left pack flow and cargo A/C controller (PFCAC) controls the forward cargo
General
A/C through these components:
These flight deck panels control the air conditioning and heating systems:
• Cargo A/C shutoff valve
• Forward cargo heat shutoff valve
• Air conditioning (A/C) panel
• Cargo exhaust valve
• Cargo heat panel
• Cargo ground exhaust valve
• Bulk cargo heat panel
• Cargo ground exhaust backup valve
• Forward cargo air conditioning panel
• High flow command to the left pak
• Crew foot and shoulder heater

Left, Center, and Right ECS Fan Control Cards

These components in the MEC control the functions of the A/C system:
The ECS fan control cards control these fans:
• Two pack temperature controllers
• Zone temperature controller
• Lav/galley ventilation fans
• Left pack flow and cargo A/C controller
• Right, left, and center ECS fan control cards
• Standby pack temperature controller Standby Pack Temperature Controller
• Right pack flow control card
• Right and left pack backup temperature control cards The standby pack temperature controller regulates pack temperature output
through the low limit valve.
Pack Temperature Controller
Left and Right Pack Backup Pack Temperature Control Cards
The pack temperature controllers control the temperature of the air delivered to
These cards control these components:
the mix manifold through these components:
• Left and right ram air inlet and exhaust door actuators
• Temperature control valve
• Left and right pack temperature control valves
• Ram air inlet door
• Ram air exhaust door
Right Pack Flow Control Card
Zone Temperature Controller
The right flow control card provides control for the right pack flow control and
shutoff valve. The card provides these commands to its valve:
The zone temperature controller regulates the temperatures in the flight deck,
and the forward and aft cargo zones. It does this with a pack demand signal
• ON
to the pack temperature controller and by control of the zone trim air modulating
• OFF
valves.
• HI FLOW
• LO FLOW

The card also monitors the air conditioning system for overheat conditions for its
pack.
 FWD CARGO AIR COND AUTO
HEATERS PACK TEMPERATURE CONTROLLER
BITE INSTRUCTIONS
CABIN ZONE TEMPERATURE CONTROLLER
BITE INSTRUCTIONS
CABIN ZONE TEMPERATURE CONTROLLER
BITE INSTRUCTIONS
1 . If CONTROLLER FAULT temp ON replace controller 1 If CONTROLLER LAMP is ON replace controller. 1 Ñ If CONTROLLER LAMP is ON replace controller.
INOP 2 AT FLIGHT DECK 2 AT FLIGHT DECK
2 AT FLIGHT DECK
. Set PACK SELECTORS to AUTO Check TRIM VALVES by manually operating SELECTORS. Ñ For forward cargo A/C option

FAULT
FOOT SHOULDER 3 ON THIS CONTROLLER PRESS/
If VALVE is faulty replace and retest.
Set all SELECTORS to AUTO.
Ñ Set all SELECTORS to AUTO
Ñ Check EICAS maintenance messages for CARGO

HI . Push PRESS/TEST for lamp check

If any lamp does not light replace this controller
TEST
3 ON THIS CONTROLLER
Push PRESS/TEST for lamp check.
PRESS/
TEST
3
conditioning faults not indicated on this controller
Ñ Select FWD CARGO A/C ON.
ON THIS CONTROLLER
PRESS/
TEST

C
OFF
W LOW . Press all three test buttons in sequence indicated
At each position wait for GO (green) or FAULT (red) lamp
If any lamp does not light replace this controller.
Press all three test buttons in sequence indicated.
Push
Ñ PRESS/TEST for lamp check
If any lamp does not light replace this controller
Ñ Press all three test buttons in sequence indicated.
OFF If Fault (red) replace unit indicated and repeat Verify
. When all GO (green) press RESET to clear memory
At each position wait for GO (green) or FAULT (red) lamp.
If FAULT (red) replace unit indicated and repeat VERIFY.
At each position wait for GO (green) or FAULT (red) lamp
If FAULT (red) replace unit indicated and repeat VERIFY
When all GO (green) press RESET to clear memory. Ñ When all GO (green) press RESET to clear memory.
CARGO HEAT
GO CONTROLLER
FWD AFT BULK FAULT CONTROLLER CONTROLLER
GO GO
FAULT FAULT

ON ON ON SUPPLEMENTAL PACK MIX MANF ZONE COMPRESSOR

SELECTOR ZONE
SENSOR
DUCT
SENSOR
TRIM
VALVE SELECTOR ZONE DUCT TRIM

HEAT CONT PNL

SENSOR SENSOR VALVE
OVHT OVHT OVHT SENSOR SENSOR SENSOR SENSOR
FLIGHT FLIGHT
DECK DECK CARGO CARGO

FWD FWD
ZONE ZONE FWD FWD

COMPT TEMP ALTITUDE TEMP CONT AUX AUX

SWITCH VALVE
AFT AFT
ZONE ZONE MID MID
AUX AUX

RAM RAM FLOW LOW FAULTS

INLET OUTLET CONT LIMIT
BULK CARGO HEAT ACTR ACTR VALVE VALVE FAULTS

NORM FAULTS

INOP INOP INOP VENT

PREVIOUS PREVIOUS
BIT VERIFY RESET BIT VERIFY RESET
TEMP CONTROL PREVIOUS VERIFY FLIGHTS FLIGHTS
BIT RESET
FLIGHTS
C W

FLT DECK FWD CAB AFT CAB

AUTO AUTO AUTO

BULK CARGO HEAT/

C
MAN
W C
OFF
W C
OFF
W
VENTILATION PACK TEMP ZONE TEMPERATURE AUX ZONE TEMP
TRIM AIR
CONTROL PANEL CONTROLLER (2) CONTROLLER CONTROLLER
ON

OFF

L R
INOP PACK PACK INOP

PACK PACK
OFF
RESET RESET OFF
L ECS FAN
OFF
AUTO
N S
T
OFF
AUTO
N S
T
PACK FLOW CARGO AC
CONTROLLER MODULE
CTRL CARD
B B PACK STANDBY CONTROLLER

W Y W Y PART NO. 285T1150-

BITE INSTRUCTIONS
R PACK BACKUP
TEMP CTRL CARD
1. AT FLIGHT DECK
SERIAL NO. SET PACK SELECTORS TO STANDBY-N

2. ON THIS CONTROLLER

BOEING ROUTE TEST SWITCH CLOCKWISE IN

EACH POSITION, PRESS KNOB AND

AIR CONDITIONING WAIT FOR STEADY LIGHT INDICATION

IF NO GO STOP TEST, REPLACE
FAULTY UNIT

CONTROL PANEL (P5) RETURN TEST SWITCH TO

POSITION 1

C ECS FAN
CTRL CARD L PACK BACKUP
GO TEMP CTRL CARD
MAIN DECK TEMP SEL LEFT PACK RIGHT PACK

ANIMAL/NORM NOGO R PACK FLOW

PERISHABLE
2
3
4 CTRL CARD
1
5

6
PACK
SENSOR
R ECS FAN
7
COMP
SENSOR CTRL CARD

TEMP SELECTOR L PACK FLOW AND STBY PACK P50 CARD FILE
P-61 PANEL CARGO A/C CONTROLLER TEMP CONTROLLER

AIR CONDITIONING - CONTROL GENERAL DESCRIPTION

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AIR CONDITIONING - FLIGHT COMPARTMENT CONTROLS

AND INDICATIONS

General

These flight compartment panels give control of the air conditioning

subsystems:

• A/C panel on the P5 overhead panel

• Cargo heat panel on the P5
• Bulk cargo heat/vent panel on P61
• Crew supplemental heating panels

Purpose

The A/C control panel does these things:

• Puts on the packs

• Puts on the trim air system
• Controls flight compartment and main cabin compartment temperature
• Does a reset of pack malfunctions

Three alternate-action switches on the cargo heat control panel control the
forward, aft, and bulk cargo compartment heating systems.

The bulk cargo norm/vent heating panel controls more heating of the bulk cargo
area for animal carriage.

The captain and F/O heating control panels let the flight crew select more heat
for their shoulders and feet.
 CARGO HEAT
FWD AFT BULK

ON ON ON

OVHT OVHT OVHT

COMPT TEMP
COMPARTMENT
TEMPERATURE
INDICATOR

INOP INOP INOP

ZONE INOP TEMP CONTROL

LIGHT
C W
TRIM VALVE
POSITION FLT DECK FWD CAB AFT CAB
AUTO AUTO AUTO
INDICATOR

C W C W C W
MAN MAN MAN
CABIN ZONE
TRIM AIR TEMPERATURE
SELECTOR
ON

OFF
TRIM AIR
SW LIGHT L R
INOP PACK PACK INOP

HEATERS BULK CARGO HEAT PACK PACK

PACK RESET OFF RESET RESET OFF
NORM
VENT SW LIGHT AUTO AUTO
FOOT SHOULDER OFF N ST OFF N ST
HI
B B
LOW
WY WY
OFF
PACK CONTROL
SELECTOR
P13 (CAPT), P14 (F/O) PANEL BULK CARGO AIR CONDITIONING CONTROL PANEL
HEATING PANEL

AIR CONDITIONING - FLIGHT COMPARTMENT CONTROLS AND INDICATIONS

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AIR CONDITIONING - CONTROLLER LOCATION

General

These controllers are on the E3 rack:

• Zone temperature controller

• Left pack temperature controller
• Right pack temperature controller
• Standby pack temperature controller
 AIR CONDITIONING - CONTROLLER LOCATION
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AIR CONDITIONING - PACK COMPONENT LOCATION

General

The cooling packs are located in the unpressurized area between the main
wheel wells and forward cargo compartment. The cooling packs are identical
with two exceptions.

• The ducting from the air supply system to the primary heat exchangers is
different.

• The trim air system components, pneumatic ground connectors, ground

conditioned air connector and altitude switch are located only in the left air
conditioning bay.

The Flow Control Valves are outboard of each pack.

With the exception of the cabin air supply check valve, all components are
accessible thru the air conditioning bay door. The access panel forward of the
bay door and adjacent to the keel beam must be lowered to access the check
valve.

Cooling Pack

The system operates from a source of preconditioned (precooled and pressure

regulated) engine or APU bleed air supplied to the Flow Control And Shutoff
Valve which regulates the amount of air to the Cooling Pack. The Cooling Pack
uses Heat Exchangers enabled by the Ram Air System to remove heat from the
air. Air conditioning is accomplished by a bootstrap Cooling Pack utilizing a
three wheel Air Cycle Machine. A high pressure Water Separation System
removes moisture from the air. A Pack Temperature Controller provides
automatic control of the Cooling Pack output temperature and fault monitoring
of line replaceable units. A Standby Temperature Controller provides standby
control of the Cooling Pack. Various sensors and switches provide feedback to
the controllers and temperature protection for the Cooling Pack.
 AIR CONDITIONING - PACK COMPONENT LOCATION
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AIR CONDITIONING - PACK SCHEMATIC drive the compressor and fan. The energy lost from the turbine airflow causes a
temperature reduction resulting in turbine discharge air well below ram air
temperature.
Air Supply
The cold turbine discharge air passes through the passages of the condenser
Preconditioned engine bleed air or APU bleed air passes through the flow
on its way to the cabin and causes water condensation of bleed air leaving the
control and shut-off valve which regulates airflow into the pack on either a
reheater. In expanding through the turbine, turbine discharge air temperature
normal or high flow schedule. It also functions as a shut-off valve. The air
initially enters the pack at the primary heat exchanger. can go below 32of (0oc). The large temperature drop may cause any moisture
condensation to form ice at the cold air face of the condenser. This is prevented
Compression by supplying warm air through de-icing passages in the face of the core, and
passing hot air into a anti-ice muff located at the cold air inlet to the condenser.
The air passes through the primary heat exchanger where it is cooled by ram Warm air for the core face is supplied from the compressor outlet.
air. It then enters the compressor section of the air cycle machine where its
pressure and temperature is increased. The compressor discharge air is cooled
by ram air in the secondary heat exchanger and then enters the reheater.

High Pressure Water Separation

The air passes through the reheater hot side and is cooled by transferring heat
to the cooler air passing through the cold side. The function of the reheater is to
minimize the temperature difference between the secondary heat exchanger
outlet and the turbine inlet, thereby reducing the heat needed to be added to
pack discharge air. After leaving the reheater, the air passes through the
condenser where further temp reduction takes place. Lowering it to the level
required for moisture condensation. The air is cooled in the condenser by cold
turbine exhaust air. Condensed moisture droplets then are removed by an
inertial process in the water extractor. Removed at high pressure by the
extractor and at another location on the secondary heat exchanger outlet duct,
the water is routed to the water spray injector where it is sprayed into the ram air
inlet for the primary/secondary heat exchangers. The spray evaporating cools
the ram air and increases system cooling capacity. The dry air leaving the
extractor is heated again, as earlier mentioned, in the second pass through the
reheater, recovering the energy that normally would be added to the turbine
exhaust in the cold side of the condenser.

Expansion

After passing through the reheater, the dry air enters the turbine section of the
air cycle machine. The air cycle machine has three rotating sections: a
compressor, a turbine, and a fan - all mounted on a common shaft supported by
air bearings. In expanding through the turbine, the air delivers the power to
 AIR CONDITIONING - PACK SCHEMATIC
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AIR CONDITIONING - FLOW CONTROL AND SHUTOFF • HI FLOW mode does not operate for one pack if the other pack HI FLOW
MODE operates normally
VALVE
For an electrical failure, you can operate the FCV by the manual control rod on
Purpose solenoid valve B. Pull the rod to select the OFF mode for the FCSOV.

The flow control and shutoff valve (FCSOV) controls the amount of airflow into If there is a pneumatic failure in the valve, you can lock the valve closed. You
the airplane by control of the flow into the packs from the pneumatic distribution turn an actuator nut on the manual override valve clockwise to seal off the servo
system. The flow control system has two flow control and shutoff valves, a flow pressure to the actuator and open the actuator to ambient. When you turn the
control logic card for the right pack, and a pack flow and cargo A/C controller nut, the valve disc also
for the left pack. moves closed.

Location CAUTION: DO NOT USE EXCESSIVE FORCE ON THE MANUAL

ACTUATOR NUT. IF RESISTANCE IS FELT, ACTUATOR
The FCSOVs are in the bleed air supply pneumatic ducting that supplies air to DAMAGE MAY RESULT.
the packs. Each valve is outboard of its respective pack. The left FCSOV is
outboard of the left pack high pressure water separation components. The right
valve is outboard of the right pack air cycle machine. Access is through the
pack bay access doors. The pack doors are the snap-latch type.

Physical Description

The FCSOV is pneumatically operated and electrically enabled and controlled.

The valve disk is spring-loaded to the closed position. The valve body is a
venturi with two sensing probes, one in the inlet and the second in the venturi
throat. These components are used to control the valve:

• Solenoid B, latching type, gives ON/OFF control of the valve and may be
manually operated using the small manual control rod
• Solenoid A, non-latching, gives a higher airflow schedule though the valve
• Solenoid S, non-latching, closes the valve on the right pack and reduces
flow on the left pack during main deck cargo smoke
• Electromagnetic control valve is used to decrease the high flow schedule

A limit switch gives valve closed information.

Maintenance Practice

You can manually operate the flow control valve for these conditions:

• One FCV does not operate in the closed position if the airplane altitude is
less than 35,000 feet, and the other pack low limit valve operates correctly
 AIR CONDITIONING - FLOW CONTROL AND SHUTOFF VALVE
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AIR CONDITIONING - LOW LIMIT CONTROL VALVE • Condenser outlet - supplies condenser outlet pressure data (high
pressure)
Purpose

The pack low limit control valve (LLCV) does these functions:

• Supplies hot air to remove ice from the condenser and from the outlet of
the ACM turbine in all operating modes
• Bypasses hot air around the ACM to prevent a compressor overheat when
the pack operates in the AUTO mode
• Controls the temperature of the air that flows from the pack to the main
distribution manifold when the pack operates in the STBY N mode

Location

The LLCV is part of the air cooling pack. The valve is in a section of duct that is
aft and to the left of the condenser. It is difficult to see the valve from the
bottom of the pack.

Physical Description

The LLCV is a spring-loaded closed, pneumatically operated valve. These are

the parts of the valve:

• Position indicator
• Actuator
• Valve body
• Valve disk (not shown)
• Shaft
• Pressure regulator (internal) (not shown)
• High and low pressure servos (internal) (not shown)
• High and low pressure servo adjustments
• Electromechanical control valve

The valve has pressure sense lines that connect to other components in the
pack. Regulators in the valve use the pressure information to control the
amount that the valve opens. These are the pressure sense line connections:

• Turbine muff - supplies turbine outlet pressure data (low pressure)

• Pack outlet - supplies pack outlet pressure data (low pressure)
• Condenser inlet - supplies condenser inlet pressure data (high pressure)
 AIR CONDITIONING - LOW LIMIT CONTROL VALVE
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AIR CONDITIONING - TEMPERATURE CONTROL VALVE Functional Description

The electromechanical actuator moves an internal shaft (not shown). The shaft
Purpose
makes these components move:
The pack temperature control valve (TCV) controls the amount of hot air that
• Position indicator
bypasses the air cycle machine (ACM). The valve does this to control the
• Disk
temperature of the air that flows from the pack to the main distribution manifold.
• Position transducer
Location
When the disk opens, it lets hot air bypass the ACM.
The TCV is part of the air cooling pack. The valve is in a section of duct on the
lower side of the pack, forward of the primary heat exchanger. Interface

The TCV receives control signals from the pack temperature controller in the
Physical Description
AUTO mode.
The TCV is a 115v ac, single-phase, motor-controlled, disk type of valve. The
The TCV receives control signals from the backup temperature control card for
valve weighs 3.7 pounds (1.4 kg). These are the main parts of the valve:
these functions:
• Electromechanical actuator
• STBY N
• Valve body
• STBY W
• Position transducer

An internal shaft connects the main parts of the TCV. The electromechanical
actuator sets the position of the valve and gives valve position information. The
actuator has these parts:

• Position indicator
• Motor
• Manual override knob
• Electrical connector

The valve body has these parts:

• Inlet and outlet duct connections

• Arrow to show air flow direction
• Disk

The transducer gives valve position to the control and indication circuity. The
position transducer has a housing and an electrical connector.
 AIR CONDITIONING - TEMPERATURE CONTROL VALVE
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AIR CONDITIONING - RAM AIR Location

One actuator is near each inlet and exit door. The inlet door actuator is outside
General
the inlet duct and to the right of the inlet doors. The exit door actuator is outside
the left side of the ram air exit duct. Go through the large ECS access doors to
The ram air door system is a variable-area duct system which supplies cooling
get access to these actuators.
airflow through the heat exchangers. The air is used to cool pack air in the
heat exchangers. The pack temperature controller controls the position of the
doors to control the pack outlet temperature.

Location

The ram air system is on the left side of each cooling pack. Access to the
components is through the pack bay access doors. The ram air inlet is flush
with the underside of the fuselage forward of the pack bay access door. The
exhaust door is on the underside of the fuselage forward of the main wheel well.

Operation

Airflow through the system is induced by forward motion of the airplane during
flight or by the ACM fan when on the ground with the airplane not moving or
moving slowly. The ACM fan turns anytime the pack operates. The air flows
through these components:

• Variable inlet
• Honeycomb and fiberglass ducting
• Two heat exchangers
• Overboard through a variable exhaust opening
• Exhaust plenum/diffuser assembly

Indication

Ram air inlet and exhaust door positions show on the ECS/MSG page.

Actuator

The actuator controls the position of the ram air door. It receives control signals
from the pack temperature controller or the backup temperature control card.
 ECS/MSG

L R AUX TEMP BITE

PACK OUT 2 3 ZONE TEMP BITE
TURB IN 9 10 R PACK BITE
L PACK BITE
SEC HX OUT 1 3 HI FLOW INHIBIT
COMPR OUT 98 96 FWD CARGO HEAT
PRIM HX OUT 44 46 AFT CARGO HEAT
PRIM HX IN 171 173 BULK CARGO HEAT
FWD CARGO FAN
PRECOOL OUT 193 193 CARGO ZONE OVHT
DUCT PRESS 40 42
TEMP VALVE 0.75 0.80
RAM IN DOOR 0.62 0.71 BULK CARGO TEMP 25
RAM OUT DOOR 0.61 0.72

F L T DK AUX FWD F WD AUX MID MI D AF T

DUCT TEMP 30 28 28 28 17 17
TRIM VALVE 0.75 0.80 0.80 0.80 0.00 0.00

FWD
ECS MESSAGE PAGE

ACTUATOR
(OUTBOARD)
ACTUATOR
(INBOARD) FLOW

FLOW
FWD
INLET DOOR
FWD SECTION EXIT DOOR
HINGE INLET DOOR
FWD AFT SECTION
RAM AIR INLET DOOR RAM AIR EXIT DOOR

AIR CONDITIONING - RAM AIR

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AIR CONDITIONING - HEAT EXCHANGERS compressor section of the air cycle machine is cooled by the secondary heat
exchanger on the way to the reheater.
Purpose

The heat exchangers remove heat from the initial bleed air that goes into the
cooling pack and from the air cycle machines compressor output. Ambient
temperature ram airflow is the heat sink during this process. The plenum
directs ram air that leaves the primary heat exchanger into the air cycle machine
fan inlet and to the ducting leading to the ram air exhaust opening.

Description

These are the primary and secondary heat exchangers features:

• All aluminum
• Plate fin
• Single-pass crossflow
• Air-to-air heat exchangers.

On the cooling air plate, the fin has a wavy configuration with respect to the ram
airflow. This increases heat transfer efficiency and reduces contamination. Use
the access panels underneath the heat exchangers to clean and inspect.

The primary and secondary heat exchangers are not the same. The secondary
heat exchanger has a wider ram air flow section and has stronger fins in the ram
air inlet to protect against ingested hail. The primary exchanger weighs 40 lbs
(18 kg) and the secondary exchanger weighs 54 lbs (25 kg).

The output side of the primary exchanger enters the fan air plenum and diffuser.
This component is made of fiberglass, has a removable panel to get access to
the rear face of the primary heat exchanger for inspection, and weighs 15
pounds (7 kilograms).

Operation

The primary heat exchanger cools hot bleed air as it goes into the cooling pack
on its way to the compressor section of the air cycle machine. The heat sink is
ambient air which is forced through the heat exchanger by ram air pressure
when the airplane is moving. When the airplane is not moving, air is drawn
through by a fan in the fan air plenum. The fan is on the same shaft as the
compressor and turbine. In a similar manner, hot compressed air from the
 AIR CONDITIONING - HEAT EXCHANGERS
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AIR CONDITIONING - AIR CYCLE MACHINE Functional Description

Air that moves through the turbine becomes cool by rapid expansion. The air
General
makes the turbine turn. The faster the turbine turns, the colder it makes the air
that comes out of the turbine. The speed that the turbine turns relates to the
The air cycle machine (ACM) has these functions:
amount of air that moves through it. The more air that moves through the
turbine, the faster it turns and the more cooling it supplies. The turbine makes
• Increases air pressure in the compressor stage for the high pressure water
these components turn:
extraction part of the pack
• Decreases air temperature in the turbine stage for pack outlet temperature
• Shaft
control
• Compressor
• Moves ambient air in the ram air system
• Fan
For more information about the ram air system see the ram air system section.
The compressor increases the pressure and the temperature of the air that
moves through it. This increases the temperature differential in the secondary
Location heat exchanger to improve heat transfer. The high air pressure makes the
water separation part of the pack more efficient.The fan moves air through the
The ACM is part of the air conditioning pack. The ACM is on the right side of the ram air system. It pulls air in from the ram air inlet through the heat exchangers.
pack near the center of the ECS bay. It pushes air out through the ram air exhaust. This lets a large amount of
ambient air move through the heat exchangers when there is a small amount or
Physical Description no ram air.

The ACM has these high-speed rotating parts that connect to one shaft: Training Information Point
• Turbine You can damage the air bearings if you turn the shaft in the wrong direction.
• Compressor The air bearings are self-acting and no external source of pressurized air is
• Fan necessary. Air from the turbine inlet supplies the pressure for the bearings.
Air bearings support the shaft. The air bearings let the shaft rotate at high
speed with little friction. A tube connects the air bearings to each other. The
ACM has a housing that has these connections:

• Plenum/diffuser assembly connection

• Compressor inlet and outlet connections
• Turbine inlet, outlet, and bypass air connections
• Anti-ice hot air inlet and outlet connections
• Pressure sense line connection for the low limit control valve (LLCV)

The ACM weighs 42 pounds (16 kg).

 AIR CONDITIONING - AIR CYCLE MACHINE
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AIR CONDITIONING - WATER EXTRACTOR

Purpose

The water separation components remove moisture from he air that moves
through the air conditioning pack.

Location

The water separation components are part of the air conditioning pack. These
are the water separation components:

• Primary water extractor

• Split duct (secondary) water extractor

The primary water extractor is part of the duct that connects the condenser to
the reheater. The split duct (secondary) water extractor is part of the duct that
connects the outlet of the secondary heat exchanger to the reheater.

Functional Description

Water changes from a vapor to a liquid on the walls of the duct between the
secondary heat exchanger and the reheater. The split duct water extractor
collects the liquid and lets it move to the sump of the water extractor. A drain
line connects the split duct water extractor to the sump of the water extractor.
Air pressure makes the water move from the secondary extractor to the primary
water extractor.

When air moves through the extractor, swirl vanes cause the air to turn. As the
air turns, the water in the air moves out to the duct wall. The water moves
through the outer shell into the sump.

Air pressure pushes water from the sump drain to the water spray nozzle (not
shown). A tube connects the sump drain to the nozzle.

The air/sump overflow has two connections. One connects to a tube and the
other connects to a 90 degree fitting. The tube supplies air to the water spray
nozzle. The air helps to atomize the water. The 90 degree fitting is open and
has no restrictions. When the sump is full, air pressure pushes water into the
ECS bay area through the fitting.
 AIR CONDITIONING - WATER EXTRACTOR
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AIR CONDITIONING - WATER SPRAY NOZZLE

General

A water spray nozzle on the ram air inlet duct sprays water extracted from
cooling pack supply air into the ram air inlet. The primary water extractor
removes water from the cooling pack supply air and adds it to the water
extracted by the secondary water extractor. A drain line from the primary water
extractor to the nozzle sends the water to the inlet plenum. A second line from
the water extractor brings pressurized air to the water spray from the nozzle as
it goes into the cooling ram air. The mist evaporates and cools the ram air. This
increases the efficiency of the ram air system.

Location

The water spray nozzle is in the ram air duct upstream of the secondary heat
exchanger where the inlet duct turns inward.

Training Information Point

If the water spray nozzle becomes clogged, an overflow line on the primary
water extractor lets water flow onto the inside of the ECS bay access door.
 AIR CONDITIONING - WATER SPRAY NOZZLE
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AIR CONDITIONING - REHEATER

Purpose

The pack reheater has these functions:

• Operates with the condenser to remove heat from the air in the pack before
it flows through the water extractor; this lets the moisture in the air collect in
the water extractor
• Adds heat to the pack air to add energy to the air; the heated air helps
operate the turbine in the air cycle machine

Location

The pack reheater is part of the air cooling pack. The reheater is in the forward
left section of the pack.

Physical Description

The pack reheater is an air-to-air, plate-fin, crossflow type heat exchanger. Two
isolated airstreams flow through thin-walled channels. The channel walls are
made of plates and fins to increase the surface area. The reheater has
connections to these components:

• Secondary heat exchanger outlet

• Condenser inlet
• Water extractor outlet
• ACM turbine inlet

The pack reheater weighs 10 pounds (3.7 kg).

Functional Description

The pack reheater removes heat from the air that flows from the secondary heat
exchanger to the condenser. The pack reheater also adds heat to the air that
flows from the water extractor to the ACM turbine.
 AIR CONDITIONING - REHEATER
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AIR CONDITIONING - CONDENSER

A small amount of hot air goes to the condenser so ice does not collect in the
condenser. The condenser has anti-ice passages on one side of the plate-fin
Purpose
core. Hot air from the outlet of the ACM compressor flows through these
passages. A tube connects the passages to the compressor outlet.
The condenser operates with the reheater to decrease the temperature of the
air in the pack before it flows through the water extractor. This lets the moisture
The cold (low pressure) air that flows from the ACM turbine to the main
in the air collect in the water extractor.
distribution manifold, flows through the condenser two ways. Some of the air
flows through the plate-fin core, and some flows through the bypass. The
Physical Description bypass prevents the ACM from a stall if ice causes a blockage of the plate-fin
core.
The condenser is an air-to-air, plate-fin, cross-flow type of heat exchanger. Two
isolated airstreams flow through thin-walled channels in the core. The channel
walls are made of plates and fins to increase the surface area. The core also
has one section that lets air bypass the usual channels. This is the cold air
bypass section. The condenser has connections that connect to these
components:

• Reheater outlet
• Water extractor inlet
• ACM turbine outlet
• Main distribution manifold (pack outlet duct)
• Upstream high pressure sense - lets the low limit control valve (LLCV)
monitor for ice
• Downstream high pressure sense - lets the LLCV monitor for ice
• ACM compressor outlet - hot air for anti-ice

The condenser weighs 14 pounds (5.2 kg)

Functional Description

These are the two isolated airstreams that flow through the condenser:

• High pressure air from the reheater

• Low pressure air from the turbine section of the ACM

The condenser decreases the temperature of the high pressure air that flows
from the pack reheater to the water extractor. The air temperature decreases
by low pressure air that flows from the ACM turbine to the main distribution
manifold. The high pressure air temperature decreases to a low value so that
any moisture in the air changes from a vapor to a liquid. The moisture and the
cool high pressure air flows to the water extractor.
 AIR CONDITIONING - CONDENSER
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AIR CONDITIONING - SENSORS AND SWITCHES controller to limit compressor discharge temperature. At 400deg.f the ram
doors are positioned full open. At 425deg.f the controller provides a signal to
throttle the flow control valve during high flow mode operation. At 450deg.f the
Pack Outlet Temperature Bulb
controller provides a signal to the logic card to close the flow control valve (pack
trip). The “Standby” sensor provides a signal to the pack standby controller
The pack outlet temperature bulb is located in the pack outlet duct between the
which in turn limits the compressor discharge temperature to 450deg.f during
condenser and the cabin air supply check valve. It provides a signal to EICAS
“Stby-N” operation.
for a temperature display on the “ECS/MSG” page.

Altitude Switch
Pack Overheat Switch
The altitude switch consists of a pressure-sensing aneroid capsule controlling
The pack overheat switch is used to sense pack discharge temperature at the
an electrical switch. It is located in the left pack on the keel beam adjacent to
condenser outlet. It is located in the pack outlet duct. It actuates at 190of (88c)
the trim air modulating valves. It provides an altitude signal to the pack
and resets at 160f (71c). It provides a signal to the flow control card to drive the
controllers for minimum pack output temperature limiting. During climb,
pack to full cold (ram doors open and temperature control valve closed) and
switching occurs between 29,500 and 32,500 feet which provides a 0 deg. of
illuminates an “inop” light on the P5 panel, requiring reset.
limit for pack discharge. during descent switching occurs at some altitude
above 28,000 feet which provides a 35 deg. of limit for pack discharge at lower
Pack Temperature Sensor altitudes.
The 2 pack temperature sensors are single isotherm pair thermistors whose
resistance varies inversely with temperature. Both are located in the water
extractor outlet. One ("AUTO") provides a temperature signal to the pack
temperature controller for feedback information. With this signal the controller
also limits the temperature to 145deg.f maximum and 35deg.f minimum 0deg.f
minimum above 31,000 ft for pack output.

The “standby” sensor provides a resistive signal of 40deg.f to the pack standby
controller which in turn controls the pack discharge temperature by modulating
the low-limit control valve in the “stby-n” mode.

Compressor Outlet Overheat Switch

The compressor outlet overheat switch functions as a thermal protective device

and is located in the compressor outlet duct. The switch is snap acting and
actuates at 490f. When activated, it provides a signal to the flow control card to
close the flow control valve and open the ram air doors and temperature control
valve and illuminate both the “inop” and “pack off” lights on the P5 panel.

Compressor Outlet Temperature Sensor

The 2 compressor outlet sensors are single isotherm pair thermistors located in
the compressor outlet duct. One provides a resistive signal to the pack
 ALTITUDEALTITUDE
WITCH WITCH
LEFT ECS
AY

AIR CONDITIONING - SENSORS AND SWITCHES

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AIR CONDITIONING - CABIN AIR SUPPLY CHECK VALVE

Purpose

The cabin air supply check valve prevents the flow of air from the main
distribution manifold into the air cooling pack.

Location

The check valve is in the forward, inboard section of the ECS bay. The valve is
adjacent to the keel beam and pressure bulkhead.

Physical Description

The cabin air supply check valve has one flapper. The air supply check valve
has these parts:

• Flapper
• Valve body
• Hinge pin
• Flapper stop
• Connection for the pack LLCV

Functional Description

The flapper hinges around the hinge pin. The flapper stop limits the flapper
open position. When the pressure upstream of the cabin air supply check valve
is more than the pressure downstream, the valve opens.

Interface

The pack outlet sense line for the LLCV connects to the cabin air supply check
valve. For more information about the LLCV, see the pack low limit control
valve pages in this section.
 AIR CONDITIONING - CABIN AIR SUPPLY CHECK VALVE
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AIR CONDITIONING - PACK CONTROL COMPONENTS • High flow command to the left pack.

Pack Temperature Controller

The pack temperature controller is a micro-computer that controls the

positioning of the ram air system and temperature control valve in “AUTO”
mode. It is located in the E3 -1 rack. It contains “BITE” to monitor and store
LRU (line replaceable unit) faults for the previous ten flights.

Pack Standby Controller

The pack standby controller is an analog controller that controls the low limit
control valve in the "Stby-N" mode.

Flow Control Card

The flow control card provides logic for the pack flow control valve in the normal
and high flow modes and for compressor outlet and pack overheat signals. It
controls the "INOP" and "PACK OFF" lights and respective EICAS messages.

Back-Up Temperature Control Card

Located in the P50 card file, the back-up temperature control card provides
logic for standby control of the cooling pack. It provides positioning of the ram
air door actuators and the temperature control valve for standby operation, pack
shut-down and pack/compressor overheat.

The back-up temperature control card also supplies the back-up temperature
command signal (75deg.f) to its respective pack with a failure of a forward or aft
cabin zone temperature control system.

Left Pack Flow and Cargo A/C Controller

The left pack flow and cargo A/C controller (PFCAC) controls the forward cargo
A/C through these components:

• Cargo A/C shutoff valve

• Forward cargo heat shutoff valve
• Cargo exhaust valve
• Cargo ground exhaust valve
• Cargo ground exhaust backup valve
 E1-5 RACK

AIR CONDITIONING - PACK CONTROL COMPONENTS

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TEMPERATURE CONTROL - GENERAL DESCRIPTION

General Description

The primary zone temperature controller (ZTC) controls the trim air temperature
components. The ZTC controls these components to get the necessary
temperatures in the cabin zones and flight deck. The controls are on the P5 air
conditioning panel in the flight deck.

The source of the trim air for the forward cargo compartment comes from the
pneumatic distribution system through the cargo heat shutoff valve. The valve
is controlled by the pack flow cargo air conditioning controller (PFCAC). The
PFCAC opens the cargo heating shutoff valve if both packs are operating, there
are no inhibits, and the control switch on the P5 panel is in the AUTO position.
The aux zone controller monitors the forward cargo compartment zone and duct
sensors and the demand signal from the ZTC. The aux zone controller controls
the left pack temperature controller to the largest demand of either the forward
cargo compartment or the cabin.

The trim air pressure regulation and shutoff valve controls the trim air supply
pressure to a set value. The trim air pressure sensor gives trim air duct
pressure information to the ZTC. The ZTC uses it for control and indication.
 FWD CARGO AIR COND AUTO CARGO HEAT
FWD AFT BULK
INOP PRESS
BITE INSTRUCTIONS TEST
ON ON ON
FAULT

C OFF W OVHT OVHT OVHT When Trim Air PRSOV GO CONTROLLER

FAULT

COMPT TEMP closes all three inop PACK

SENSOR MIX MANF
SENSOR ZONE
SENSOR COMPRESSOR
VALVE

65 70 70
lights illuminate on
ALTITUDE TEMP CONT
SWITCH VALVE

RAM RAM FLOW LOW

INLET OUTLET CONT LIMIT

temp panel
ACTR ACTR VALVE VALVE

SYSTEM CONTROL INOP INOP INOP

FAULTS

SWITCH TEMP CONTROL BIT PREVIOUS VERIFY RESET

FLIGHTS
C W

FLT DECK FWD CAB AFT CAB

AUTO AUTO AUTO

AIR CONDITIONING LEFT AUTO PACK

CONTROL PANEL TEMP CONTROLLER
C W C W C W
MAN MAN MAN
(PILOT'S OVERHEAD
PANEL P5) TRIM AIR

ON

OFF
With the Pack Select L R
TRIM AIR PRESSURE
INOP PACK PACK INOP

Switch in Auto, Pack Temp PACK

OFF
AUTO
RESET RESET

AUTO
PACK
OFF REGULATING VALVE

Output should be based on OFF N

ST

WY
B
OFF N ST

WY
B
TRIM AIR
lowest temp selected MODULATING
VALVE

ZONE TEMPERATURE
SENSOR

PACK FLOW CARGO

DUCT AIR ZONE TEMP FORWARD CARGO AIR AIR CONDITIONING AUX ZONE TEMP
TEMP SENSOR CONTROLLER CONDITIONING SHUTOFF VALVE CONTROLLER (PFCAC) CONTROLLER

TEMPERATURE CONTROL - GENERAL DESCRIPTION

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TEMPERATURE CONTROL - GENERAL DESCRIPTION

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TEMPERATURE CONTROL - ZONE TEMPERATURE CON-

TROLLERS

Purpose

The primary and auxiliary zone temperature controllers (ZTC) control the
temperature in these areas:

• Cargo compartment
• Forward cargo air conditioning
• Flight compartment

The pack flow cargo air conditioning controller (PFCAC) controls the cargo heat
shutoff valve.

Location

The zone temperature controller and the auxiliary zone temperature controller
are in the main equipment center. The zone temperature controller is on the
E3-1 shelf. The auxiliary zone temperature controller is on the E1-5 shelf.

Physical Description

The primary zone temperature controller and the auxiliary zone temperature
controller have BITE.

Interface

The zone temperature controller (ZTC) receives and sends signals to these
components:

• Trim air PRSOV

• Zone temperature sensors
• Trim air modulating valves
• Duct sensors

The aux temperature controller receives and sends

signals to this zone:

• Forward cargo zone

 FWD
PFCAC
(E1-5)

E3 RACK
(LOOKING FORWARD) MAIN EQUIPMENT CENTER
PRESS PRESS
BITE INSTRUCTIONS TEST BITE INSTRUCTIONS TEST

GO CONTROLLER GO CONTROLLER
FAULT FAULT

ZONE DUCT TRIM ZONE DUCT TRIM

SELECTOR SENSOR SENSOR VALVE SELECTOR SENSOR SENSOR VALVE

FLIGHT FLIGHT
DECK DECK CAR GO CAR GO

FWD FWD
ZONE ZONE FWD FWD
AUX AUX

MID MID
ZONE ZONE MID MID
AUX AUX

AFT AFT
ZONE ZONE FAULTS

FAULTS AUX

BIT PREVIOUS VERIFY RESET BIT PREVIOUS VERIFY RESET

FLIGHTS FLIGHTS

PRIMARY ZONE TEMP CONTROLLER AUXILIARY ZONE TEMP CONTROLLER

TEMPERATURE CONTROL - ZONE TEMPERATURE CONTROLLERS

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TEMPERATURE CONTROL - TEMP PRSOV

Purpose

The trim air pressure regulating and shutoff valve (PRSOV) controls and shuts
off trim air.

General

The trim air PRSOV controls the trim air supply pressure from 3 to 5 psi above
cabin pressure. The trim air switch enables the trim air operation when it is set
to ON. The switch turns off the trim system when in the OFF position. The
EICAS advisory message TRIM AIR shows when the switch is OFF.

Location
The trim air PRSOV is in the left ECS bay adjacent to the keel beam. Open the
left ECS access door to get access to the valve.

Training Information Point

The trim air PRSOV has a manual override to lock the valve closed for dispatch
relief.
 TEMPERATURE CONTROL - TEMP PRSOV
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TEMPERATURE CONTROL - TRIM AIR MODULATING VALVE

Purpose

The trim air modulating valves add bleed air to each zone to control the
temperature of their zones.

Location

There are three valves in the forward part of the left ECS bay adjacent to the
keel beam.

Physical Description

Each valve has these parts:

• Electric actuator
• Valve body
• Manual override knob
• Variable resistor
• Electrical connector

All of the trim air modulating valves are the same. Each has an internal disc in
the valve body. The electrical actuator has these internal parts:

• Motor
• Position indicator
• Gears

The motor controls the disc position. The position indicator shows the disc
position.

Functional Description

A close or open signal from the ZTC operates the valves. Aux ZTC operates the
forward cargo air conditioning trim air modulating valve.

Training Information Point

The trim air modulating valve has a manual override for dispatch relief.
 TEMPERATURE CONTROL - TRIM AIR MODULATING VALVE
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TEMPERATURE CONTROL - DUCT AND ZONE TEMP SEN- Physical Description

SORS, TEMP BULBS AND OVERHEAT SWITCHES The switch has a probe body, electrical connector, and flange. A bimetal
element that is normally open is in the duct overheat switch.
Purpose
Location
The zone temperature sensors provide temperature data of their zone to the
zone temperature controllers. The zone temperature bulbs supply temperature
The flight compartment duct overheat switch is in the duct in the left outboard
data that shows on the temperature indication module above the A/C control
side of the main equipment center.
panel.
The cargo duct overheat switches for each cargo zone are in the supply ducts
Physical Description where the distribution duct and risers interface.

The sensors are dual element thermistors with an electrical connector. All of the
Functional Description
zone temperature sensors are interchangeable. The bulbs are a single element
thermistors. Each bulb has an electrical connection.
If the temperature in the supply duct is 190F (83C), the switch closes. After the
switch closes, the related INOP light comes on and the related zone trim air
Zone Temp Sensor Location modulating valve closes.

The sensors are in an air plenum that connects to a fan located in the affected
zone. In the flight compartment, the sensor is in the ceiling to the left of the P-11
circuit breaker panel. The sensors in the main deck cargo compartment are in
the overhead ducting which is connected to the fan for that zone.

Duct Zone Temp Sensor Location

The flight compartment sensor is in the duct in the left outboard side of the main
equipment center. The cargo zone duct temperature sensors are in the
overhead distribution ducts where the risers connect to the distribution duct.

Functional Description of the Sensors

The duct zone sensor supplies a temperature signal of the duct to the zone
temperature controller. The controller compares this data with the cabin
temperature selector and zone temperature sensor.

Purpose of the Overheat Switches

The zone duct overheat switch provides protection for the air conditioning
distribution system.
 TEMPERATURE CONTROL - ZONE TEMP SENSOR AND BULB
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TEMPERATURE CONTROL - FWD CARGO ZONE / DUCT AIR

TEMP SENSORS, OVHT SWITCH AND TEMP BULB

Purpose

The duct air temperature sensor gives temperature data of the cargo
compartment supply duct to the auxiliary zone temperature controller. The zone
duct overheat switch gives protection for the air conditioning distribution system.

The zone duct overheat switch gives protection for the air conditioning
distribution system.

Location

The forward cargo air conditioning zone duct temperature sensor and overheat
switch are in the forward cargo duct.

Functional Description

The sensor supplies a temperature signal of the duct to the auxiliary zone
temperature controller. If the temperature in the supply duct is 190F, the
overheat switch closes. After the switch closes, the related INOP light comes
on, and the related zone trim air modulating valve closes.

Zone Temp Sensor/Overheat Switch and Temp Bulb Location

The temperature bulb and temperature sensor are in the temperature sensing
assembly on the left forward cargo compartment sidewall. The cargo overheat
switch is connected to the system fan ventilation system on side of the panel.

Functional Description

The forward cargo compartment temperature bulb gives a signal to EICAS.

EICAS shows the forward cargo temperature on the STATUS page. The
forward cargo compartment sidewall overheat switch sends a signal to the
PFCAC card which signals the AUX ZTC to shut off the heat.
 TEMPERATURE CONTROL - FWD CARGO ZONE / DUCT AIR TEMP SENSORS, OVHT SWITCH AND TEMP BULB
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AIR CONDITIONING - MAIN AIR DISTRIBUTION

Main Distribution Manifold

The main distribution manifold is a mix manifold with ducts and a ground air
service connector. The manifold also removes water from the airflow to give
some humidity control.

Mix Manifold

The mix manifold is forward of the forward cargo compartment aft pressure
bulkhead.

Air goes in the mix manifold from one or the two inlet ducts. This airflow causes
a centrifugal flow in the manifold. The swirl devices in this flow makes a
turbulence. The turbulence removes water from the air and lets the water
collect on the manifolds inner wall.

The air continues up the manifold in a spiral to a point near the water ring. The
ring makes more turbulence and removes remaining water in the airflow. The
air goes through the water ring and into the flow straightener. The straightener
stops the swirl movement of the air and gives a constant pressure and volume
distribution to each outlet duct.

The water removed at the swirl devices and the water ring flows down the
manifolds on the inner wall. The water collects at the bottom and goes out
through the water drain tube and through a drain port.

Ground Air Service Connector

The ground air service connector permits input of conditioned air from a ground
air cart into the airplane distribution system. The connector is an eight-inch
diameter receptacle with an internal swing check valve. The swing check valve
is spring-loaded to close.

The connector is on the bottom of the fuselage immediately forward of the left
air conditioning pack.
 AIR CONDITIONING - MAIN AIR DISTRIBUTION
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AIR CONDITIONING - FLIGHT COMPARTMENT AIR DISTRIBU- fifth gasper is forward and above the entrance to the flight compartment. All
gaspers are a drilled ball in a socket and an adjustable valve to control airflow
TION volume.

Purpose

The flight deck conditioned air distribution system moves air from the mix
manifold to the flight compartment. Distribution ducts connect from the mix
manifold along the left side of the airplane to the flight compartment.

Physical Description

Conditioned air from the mix manifold flows to the flight compartment through
dedicated ducts. Floor outlets give the air to different parts of the compartment.
Gasper outlets give conditioned air to each crew station, and an overhead outlet
gives air to the full compartment. The windshield diffusers give conditioned air
to the full window area to prevent window fogging.

Floor Outlets/Overhead Outlet

The flight compartment floor perimeter has twelve floor outlets. The floor outlet
is a housing that has these components:

- Air grille
- Flow straightener
- Distributor (in some).

The overhead outlet is a plenum around an acoustic baffle and a nozzle. The
baffle decreases the airflow through the nozzle to prevent too much noise. The
nozzle gives airflow in four different directions in the flight compartment.

Windshield Diffuser

The overhead drip shield has the forward windshield diffusers. The diffusers
include an airflow straightener and a baffle plate to make sure of equal
distribution of air over the windshield.

Gaspers

The flight compartment has five adjustable gaspers, two on the outboard side of
the captain station and two on the outboard side of the first officer station. The
 AIR CONDITIONING - FLIGHT COMPARTMENT AIR DISTRIBUTION
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AIR CONDITIONING - BULK CARGO VENT COMPONENTS

Component location

These are the bulk cargo ventilation system components:

• Fan and check valve above the ceiling of the bulk cargo compartment
• Bulk cargo fan relays in the P37 panel in the main equipment center
• Bulk cargo heat control switch on the P5 panel and vent fan selector
switch on the P61 panel

Interfaces

These components have an interface with the bulk cargo ventilation system:

• Aft cargo fire switches on the P8 panel

• Fuel jettison switch on the P5 pane
 CARGO HEAT BULK CARGO HEAT CARGO FIRE DO NOT JETT
NORM
FUEL
ARMED WITH FLAP
AFT BULK VENT BULK CARGO FWD
FWD
A
25 OR 30 JETTISON FAULT
ON VENT FAN MODE R
M L-NOZZLE-R
BULK CARGO OVHT SELECTOR ARMED AFT
DEPR/
DISCH OFF
ON
HEAT CONTROL (P61) AFT
A DEPR
ON ON
DISCH
SWITCH CARGO HEAT CONTROL R
M DISCH 1 VALVE VALVE
(P5) ARMED

MAIN MAIN

FUEL JETTISON CONTROL PANEL

FIRE DETECTION (P5)
BULK CARGO
FAN CONTROL PANEL (P8)

BULK CARGO
VENT FAN AND
CHECK VALVE

AIR OUTLET BULK CARGO

LOUVER DOOR (REF)
BULK CARGO
RELAY FAN FAN AND ELECTRICAL
OUTBD CHECK VALVE CONNECTOR
P37 ASSEMBLY

INLET WIRE
SCREEN
CLAMP
FLEXIBLE
DUCT
BULK CARGO COMPARTMENT
(LOOKING AFT)
FWD

INBD
BULK CARGO VENTILATION FAN AND CHECK VALVE

AIR CONDITIONING - BULK CARGO VENT COMPONENTS

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AIR CONDITIONING - FWD CARGO VENT

Purpose

The forward cargo compartment ventilation system removes odors from the
compartment and vents them overboard.

General

The forward cargo ventilation system has a forward cargo exhaust valve.
Relays give control for the forward cargo exhaust valve.

The pack flow and cargo air conditioning controller (PFCAC) monitor all
components and supply signals to EICAS if the system has any faults. In the
air, the forward cargo exhaust valve is open. It lets air out of the compartment.

Interfaces

The forward cargo ventilation system interfaces with these systems:

• EICAS
• Forward and aft cargo fire extinguishing systems
• Equipment cooling system
• Air ground system
• Air cooling pack system

For more information about the systems that interface with the forward cargo
ventilation system, see the FWD CARGO VENT INTERFACE page in this
section.

Operation

The pack flow and cargo A/C controller causes the forward cargo exhaust valve
to open when these conditions exist:

• The airplane is in the air

• The FWD CARGO AIR COND selector, on the P5 panel, is on
• The FWD, AFT, AND MAIN CARGO FIRE switchlights, on the P8 panel,
are not armed
• The EQUIP COOLING selector, on P5 panel, is in AUTO or STBY
• The L and R PACK switchlights, on the P5 panel, are not OFF or INOP
 AIR CONDITIONING - FWD CARGO VENT
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AIR CONDITIONING - LAV/GALLEY DUCT VENTILATION

Purpose

The ventilation system draws smoke and odor-filled air from the lavatory and
galley during the flight through overhead ducting and exhausts it overboard
through a venturi assembly on the right side of the flight deck.

General Description

The lavatory and galley ventilation system has the following components:

• Galley ventilation filter

• Restrictors
• Muffler assembly
• Venturi assembly.
 AIR CONDITIONING - LAV/GALLEY DUCT VENTILATION
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AIR CONDITIONING - HEATING INTRODUCTION

Purpose

Heat sources add heat to flight deck, cabin areas, and cargo compartments to
keep temperatures at necessary levels.

Forward Cargo Heating

The forward cargo compartment uses air from the pneumatic system to keep
temperature in limits.

Aft and Bulk Cargo Heating

The aft and bulk cargo compartments use air from the pneumatic system to
keep temperature in limits.

Supplemental Heating

These areas have electric heaters to keep temperature in limits:

• Flight deck foot and shoulder heaters

• Door heaters
 AIR CONDITIONING - HEATING INTRODUCTION
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AIR CONDITIONING - FORWARD CARGO COMPARTMENT

HEATING INTRODUCTION
Purpose

The heating system in the forward cargo compartment keeps the temperature of
the compartment above freezing.

General Description

The forward cargo heating system interfaces with the airplane pneumatic
system. The forward cargo heating system has these components:

• Forward cargo heat shutoff valve

• Forward cargo heat control valve
• Temperature control switch
• Forward cargo sidewall temperature switch
• Overheat switch

The heating shutoff valve in the forward cargo compartment is controlled by the
cargo heat switch. The switch is on the P5 overhead panel. The temperature
control switch controls the valves in the forward cargo. The switch is below the
cargo deck floor.

This switch controls the temperature in the forward cargo compartment. It

operates when the air conditioning system is on for the forward cargo
compartment.

The overheat switch closes the cargo heat shutoff valve for the forward cargo
area. It does this if the temperature in the compartment is more than 90F.
 AIR CONDITIONING - FORWARD CARGO COMPARTMENT HEATING INTRODUCTION
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AIR CONDITIONING - FORWARD CARGO COMPARTMENT Functional Description

HEATING VALVES AND TEMP SWITCHES The electrical actuator assembly operates with single phase 115v ac, 400 Hz.
You can operate the valve manually. To do this, you push on the actuator
Purpose override lever and move it to the open or close position. You can lock the valve
assembly open or closed. To do this, you pull and turn the plunger assembly
The two forward cargo compartment heat valves control the hot pneumatic knob. The valve cannot operate electrically or manually while locked.
system air added as heat to this compartment. One valve is a shutoff valve, and
the other valve is a flow control valve.
General

Physical Description Two temperature switches control the forward cargo compartment temperature.
The switches are below the cargo floor in the middle of the compartment. The
The forward cargo compartment heat valves have these control switch operates from 40F to 50F. The overheat switch operates from
parts: 80F to 90F.

• Body and vane assembly

Indication
• Electrical actuator assembly
These two messages show on the flight compartment displays in a
Location compartment heat/overheat condition:

The forward cargo heat shutoff heat valve is in the right ECS bay. The forward • FWD CARGO OVHT (advisory)
cargo heat flow control valve is in the lower part of mix manifold bay. • FWD CARGO HEAT (maintenance)

Operation The FWD CARGO OVHT advisory level message shows when both these
conditions are present:
When the forward cargo air conditioning is on, the temperature in the cargo
compartment is set between 40F and 70F. When the cargo heating is on, the • The temperature below the forward cargo floor is more than 90F
temperature in the cargo compartment is set between 40F and 50F. • The flow valve for the cargo heat control does not close

Inhibits The FWD CARGO HEAT maintenance level message shows when
these conditions are present:
The operation of the valves is not enabled if any of these conditions occur:
• The two valves are open
• Temperature in the forward compartment is more than 90F (32C) (floor or • The cargo heat system is in normal operation
sidewall) and the shutoff and temperature control valves are open
• Cargo heat valve is OFF
• Forward cargo fire switch is armed
• Cargo air conditioning fault occurs
 CONTROL FWD TEMP SWITCHES
WITCH

OVERHEAT
WITCH

AIR CONDITIONING - FORWARD CARGO COMPARTMENT HEATING VALVES AND TEMP SWITCHES
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AIR CONDITIONING - AFT / BULK CARGO COMPARTMENT A maintenance message shows when the control and the shutoff valves are
open at the same time.
HEATING
Overheat Protection
General
Each compartment has an overheat switch. The switch operates with the
AFT and BULK cargo heat systems use air from the center part of the
control circuit to set the shutoff valve to close when the compartment
pneumatic distribution system to keep the compartments above freezing. You
temperature is 90F or more.
put the aft and bulk cargo compartment heating systems ON or off with the
AFT and BULK cargo heat control switches.
An OVHT light and a caution message show when the control valve is open and
a compartment temperature is 90F or more.
Control Switch - Out Position
For usual operation, if the control valve is in the close position and the
When a switch is set to the out position, the control circuit sets the system to off. compartment temperature is 90F or more, the OVHT light and the caution
The shutoff valve and the control valve are set to the close position. message do not show.

Control Switch - In Position Location

When you push a switch in, the upper part of the switch shows an ON label, and The flight compartment has the cargo heat control panel and the bulk cargo
the control circuit sets the shutoff valve to open. The control circuit also lets mode selector. The aft cargo area has these components:
the control valve and a temperature switch operate together to keep the
compartment above freezing. • Aft and bulk shutoff valves
• Aft and bulk control valves
The aft cargo area has one temperature switch. The switch opens the control • Aft cargo heat duct
valve when the compartment temperature is 40F or less and closes the valve • Aft temperature and overheat switches
when the compartment temperature is 50F or more.
The bulk cargo area has these components:
The bulk cargo area has two temperature switches, norm and high. You select
which one the control circuit uses with the bulk cargo heat selector. When the • Bulk temperature and overheat switches
selector is set to NORM, the control circuit uses the norm temperature switch. • Bulk temperature sensor
The switch opens the control valve when the compartment temperature is 40F • Bulk Cargo Temp Bulb
or less and closes the valve when the compartment temperature is 50F or more. • Bulk cargo heat duct
When the selector is set to VENT position, the control circuit uses the high
temperature switch. The switch opens the control valve when the compartment
temperature is 65F or less and closes the valve when the compartment
temperature is 75F or more.

When the selector is set to VENT position, the control circuit uses the high
temperature switch. The switch opens the control valve when the compartment
temperature is 65F or less and closes the valve when the compartment
temperature is 75F or more.
 P5 PANEL P61 PANEL

CARGO HEAT
F WD AFT B UL K NORM
VENT

ON ON ON

OVHT OVHT OVHT

CARGO HEAT MODE SELECT

CONTROL PANEL BULK TEMP BULB
BULK TEMP AND OVHT SWITCHES
FLIGHT COMPARTMENT BULK TEMP SENSOR
(RIGHT SIDEWALL)

BULK CARGO HEAT DUCT

AFT CARGO HEAT DUCT AFT CARGO CARGO (SIDEWALL/CEILING)
(UNDER FLOOR) DOOR (REF) NET/BARRIER

APU
BLEED
AIR
ENGINE
BLEED
AIR

CENTER
AFT TEMP AND CONTROL SHUTOFF PNEUMATIC
OVHT SWITCHES VALVES VALVES BULK CARGO
DOOR (REF) DISTRIBUTION
(UNDER FLOOR) (LEFT SIDEWALL AREA) DUCT

FWD
WHEEL BULK CARGO
WELL AFT CARGO COMPARTMENT
COMPARTMENT

PLAN VIEW

AIR CONDITIONING - AFT / BULK CARGO COMPARTMENT HEATING

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AIR CONDITIONING - CARGO COMPARTMENT HEATING

OPERATION

Cargo Heat Control

You use the switches on the cargo heat control panel to put the cargo heating
systems on or off for these compartments:

• Forward
• Aft
• Bulk

When a system is on, the usual target temperature for the related compartment
is 40F to 50F.

You use the bulk cargo heat selector to change the target temperature for the
bulk cargo area and to put the bulk cargo ventilation system ON or off. The
NORM position sets the target temperature of 40F to 50F and puts off the
ventilation system. The VENT position sets the target temperature of 65F to
75F and puts the ventilation system on. For more information about the bulk
cargo ventilation, see the air conditioning ventilation system section.

Usual Indications

Bulk cargo temperature data shows on the STATUS display and on the ECS/
MSG display. The ECS/MSG display also shows a related maintenance
message when the two heating valves (shutoff and control) are open at the
same time. The messages let you know when a system supplies heat to a
compartment.

Overheat Indications

An OVHT light in a switch and an advisory message show when the control
valve for a compartment is open and the compartment temperature is more than
90F. The indications go away or do not show if the control valve closes or if the
temperature is less than 80F.
 CARGO HEAT
F WD AFT B UL K

ON ON ON

OVHT 1 OVHT 1 OVHT 1

CARGO HEAT CONTROL PANEL (P5)

BULK CARGO TEMP 21

BULK CARGO HEAT STATUS DISPLAY
2
NORM
VENT
3 FWD CARGO HEAT
AFT CARGO HEAT 4
BULK CARGO HEAT

BULK CARGO TEMP 21

MODE SELECT PANEL (P61)
ECS/MSG DISPLAY

1 SHOWS WHEN CONTROL VALVE OPEN AND COMPARTMENT TEMP => 90F (32C)
2 SETS THE BULK CARGO TARGET TEMP AT 40F TO 50F (4C TO 10C)
3 SETS THE BULK CARGO TARGET TEMP AT 65F TO 75F (18C TO 24C) AND
PUTS ON THE BULK CARGO VENTILATION SYSTEM
4 SHOWS WHEN SHUTOFF VALVE OPEN AND CONTROL VALVE OPEN

AIR CONDITIONING - CARGO COMPARTMENT HEATING OPERATION

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AIR CONDITIONING - FOOT AND SHOULDER AIR SUPPLY the heater. The heated air goes out through the related foot or shoulder
conditioned air outlets. The foot outlets attach to the floor immediately aft of the
HEATERS rudder pedals. The shoulder outlet is in the sidewall panel adjacent to the
captain and first officer seat.
General
In LOW, each foot heater supplies approximately 90 watts of power, and each
A flight compartment supplemental heat system supplies warm air to the captain shoulder heater supplies approximately 165 watts.
and first officer foot area and shoulder area. Four heaters in the flight
compartment air ducts give heat to the foot and shoulder areas. The captain The heater switch in the HI position connects a second 115v ac source to the
controls the captain heaters, and the first officer controls the first officer heaters. heater element. This gives a phase-to-phase voltage of 200v ac. In this mode,
Warm air comes from outlets near their feet and from outlets in the sidewall near each foot heater supplies 270 watts, and each shoulder heater supplies 500
their shoulders. watts of power.

Physical Description

The foot air supply heater is a dual-range electrical element heater. The heater
operates on 115v ac for low range and on 200v ac for high range. An internal
heating control thermostat monitors heater temperature and opens at an outlet
temperature of 145F. This stops current flow to the coil. A backup safety
thermostat opens at 250F. The shoulder heater is the same except for larger
inlet and outlet openings.

Location

A foot air supply heater supplies heated air to the captain foot outlets. The first
officer heater is the same. Each heater is in the conditioned air distribution duct
immediately below the flight compartment floor.

A shoulder air supply heater gives warm air to the captain and first officer
outboard shoulder areas. The heaters are the same as the foot air supply
heater
except for larger diameter inlet and outlet connections. This gives higher
airflows to the shoulder area. Each heater is in the sidewall conditioned air
distribution duct immediately below the flight compartment floor.

Functional Description

Foot and shoulder heaters operate from the captain and first officer auxiliary
panels, P13 and P14.

The heater switch in the LOW position connects 115v ac to the heater element.
Air comes from the flight compartment air distribution system and goes through
 AIR FLOW
HEATERS
CAPTAIN
HEATERS FOOT SHOULDER
HI
LOW
OFF
HEATER

SUPPLEMENTAL HEATING CONTROL

CAPT (P13), F/O (P14)

ELECTRICAL
CONNECTOR

SUPPLEMENTAL HEATER (4)

115V AC T GND
R BUS HI LO
115V AC
HIGH F/O LO R BUS
OFF
AUX HEATERS OPENS 250F OPENS 145F AIR
(121C) (63C) LOW F/O
FOOT HEATER AUX HEATERS
R MISC ELEC EQUIP
SYS 2
F/O AIR SUPPLY FOOT HEATER AIR/GND RIGHT MISC
ELEC EQUIP

HI LO T

LO
OFF
OPENS 250F OPENS 145F
SHOULDER HEATER (121C) (63C)
F/O AIR SUPPLY NOTE: F/O SUPPLEMENTAL HEATING
SHOULDER HEATER SYSTEM SHOWS, CAPTAIN
SUPPLEMENTAL HEATING
F/O HEATER CONTROL ALMOST THE SAME

AIR CONDITIONING - FOOT AND SHOULDER AIR SUPPLY HEATERS

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AIR CONDITIONING - FORWARD DOOR AREA HEATER

General

A crew entry door heat system supplies warm air to the crew entry door area.
The heater operates when the airplane is in the air and either of the A/C packs
are on. Warm air exits through outlets near the floor in the sidewall panels that
are adjacent to the crew entry door.

Location

The heater attaches to the left sidewall of the main equipment center.

Crew Entry Door Area Heater Operation

The heater operates automatically when enabled. Two heater elements use
two-phase, 115v ac from the left bus to supply heat. For usual operation, a
thermal switch controls current flow through the elements. The switch cycles
open/close at a preset air outlet temperature. A thermal protection device
opens at 250F (101C) and removes current when the heater case temperature
is more than a safe limit.
 AIR CONDITIONING - FORWARD DOOR AREA HEATER
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EQUIPMENT COOLING - GENERAL DESCRIPTION Aft System Components

The aft equipment cooling has these components in the aft cargo compartment:
Flight Compartment Components
• AFT EQUIPMENT cooling fans (2)
The flight compartment has an equipment cooling control panel on the P5 panel.
• SATCOM equipment on E9 and E12 panels
• Ventilation ducting
Forward System Components
System Interfaces
The forward equipment cooling system has these components in the main
equipment Center:
Fwd equipment cooling system faults are annunciated on EICAS and on the
equipment cooling control panel. They are also annunciated by the ground
• Low flow detector
crew call horn. Aft system equipment cooling faults are annunciated on EICAS.
• Manifold interconnect valve

The forward equipment cooling system has these components in the forward
cargo compartment right side:

• Smoke Detector
• Exhaust fan
• Check valve

The forward equipment cooling system has these components below the cargo
floor:

• Overboard exhaust valve

• Bypass shutoff valve
• Overheat switch
• Low flow detector

The forward equipment cooling system has these components in the forward
cargo compartment left side:

• Inboard supply valve

• Supply fan
• Check valve
• Skin temperature switch
• Smoke clearance valve
• Air cleaner
 BYPASS E5 FWD CARGO
SHUTOFF COMPARTMENT
VALVE AIR REFERENCE
CLEANER
CHECK
VALVE EXHAUST OVERBOARD
EXHAUST EXHAUST VLV
FAN
SMOKE INBOARD
DETECTOR SUPPLY VLV
E2
SUPPLY
FAN
SUPPLY CHECK
MANIFOLD VALVE
INTERCONNECT
SKIN
VALVE
TEMP SWITCH
SMOKE
CLEARANCE
E1 SUPPLY VALVE
LOW FLOW DUCT
CABIN EQUIP COOLING DETECTOR OVHT & LOW
ALTITUDE
AUTO
VALVE NOSE WHEEL FLOW DETECTION
PRESS DIFF
LIMIT: T/O &
STBY
OVHT
WELL (REF) COMPONENTS
LDG .125 PSI
OVRD
NO SMOKE FWD EQUIPMENT COOLING
COOLING
PRIMARY FAN
EQUIPMENT COOLING CONTROL
PANEL (P5)

FWD EQPT COOLING "B"

FWD EQPT VAL "C"
FWD EQPT OVHT "C" INBD
FWD EQPT SMOKE "C"
FWD EQ SUP FAN 1 "S+M"
FWD EQ EXH FAN "S+M"
FWD EQ SUP OH "M"
FWD EQ SUP FLOW "M"
FWD
FWD EQ EXH FLOW "M" ALTERNATE FAN

EICAS AFT EQUIPMENT COOLING

EQUIPMENT COOLING - GENERAL DESCRIPTION

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EQUIPMENT COOLING - FWD AND AFT EQUIPMENT COOL-

ING INTRODUCTION

Location

The flight compartment and forward equipment cooling system provides cooling
for these panels:

• P1
• P2
• P3
• P5
• P6
• P8
• P9
• P10
• P11
• P61
• Weather radar

The aft equipment cooling system provides cooling for the aft equipment center
Panels E6, E9 and E12.
 EQUIPMENT COOLING - FWD AND AFT EQUIPMENT COOLING INTRODUCTION
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EQUIPMENT COOLING - SYSTEM SCHEMATIC • Override - Flight Only

Override is selected for system failures or when smoke is detected from the
Modes of Operation
equipment. This mode commands the fans off, manifold interconnect valve
open, and the smoke clearance valve open. Flight compartment cooling is
• Auto - Outboard Open Loop (OOL) (Ground, Auto, OAT >45F)
provided by flight compartment air conditioning airflow, and the remaining
equipment will be cooled by Draw Through Airflow. Draw Through Airflow is
This mode commands both the supply and exhaust fans to operate. The
created by differential pressure from the open smoke clearance valve and cabin
inboard supply and overboard exhaust valves are open, and the heat exchanger
pressure.
shut-off valve is closed. This provides an Outboard Open Loop cooling
configuration.

• Auto - Inboard Open Loop (IOL) (Ground, Auto, OAT <45F)

This mode commands both the supply and exhaust fans to operate. The
inboard supply and heat exchanger shut-off valves are open. This provides an
Inboard Closed Loop cooling configuration.

• Auto - Closed Loop (CL) (Ground, Auto, Both engines running)

This mode commands both the supply and exhaust fans to operate. The heat
exchanger shut-off valve is open. This is a Closed Loop cooling configuration.

• Auto - Flight

Flight auto commands the Exhaust Fan to operate and the Supply Fan off. The
heat exchanger shut-off valve is open providing a Closed Loop operation.

• Standby - Ground

Selected by crew if VALVE light comes on after engine start. This configuration
is the same as Auto - Closed Loop (CL).

• Standby - Flight

Selection of standby in flight commands the Supply Fan to operate and turns off
the Exhaust Fan. The heat exchanger shut-off valve will remain open for closed
loop operation. This system is used if GROUND STANDBY were required due
to a valve malfunction or if the exhaust valve fails in flight and automatic switch
over is not accomplished.
 WITH BOTH PACKS ON
AND EITHER SINGLE OR
DUAL ENGINE
C TO B OPERATION IN FLIGHT
OR ON THE GROUND
CONDITIONED AIR IS
USED FOR EQUIPMENT
COOLING IF
CONDITIONED AIR AIR
Page 85 IS BELOW 104° F

EQUIPMENT COOLING - SYSTEM SCHEMATIC

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EQUIPMENT COOLING - CONTROL PANELS The NO COOLING light shows no airflow through the equipment racks
when in the OVRD mode.
Purpose

The control panel mode selector allows selection of the

mode of operation of the equipment cooling system.

Physical Description

The equipment cooling control panel has these modes:

• AUTO
• STBY
• OVRD

Functional Description

The AUTO mode provides optimum cooling dependent on system inputs.

The STBY mode puts the equipment cooling system in the back up mode for
system failures.

The OVRD mode puts the equipment cooling system in the

smoke clearance mode.

Physical Description

The equipment cooling control panel has these annunciator lights:

• VALVE
• OVHT
• SMOKE
• NO COOLING

Functional Description

The VALVE light shows a valve failure.

The OVHT light shows a high temperature or low flow condition.

The SMOKE light shows smoke sensed in the equipment cooling ducting.
 EQUIP COOL

CABIN EQUIP COOLING

ALTITUDE
VALVE
AUTO
PRESS DIFF STBY HYD GEN
LIMIT: T/O & OVHT
LDG .125 PSI
OVRD
MISCELLANEOUS
NO SMOKE TEST PANEL (P61)
COOLING

EQUIPMENT COOLING CONTROL (P5)

EQUIPMENT COOLING - CONTROL PANELS

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EQUIPMENT COOLING - SYSTEM COMPONENTS Equipment Cooling Low Flow Detectors

Two low flow detectors, a forward rack detector and a flight deck detector
Forward Rack Supply And Exhaust Fans
consist of a probe-like element with a self-heating thermistor. When sufficient
airflow for cooling does not exist, the low flow detector provides an alarm signal
The forward cargo compartment contains two identical fans, one supply fan left
to the flight compartment to activate the equipment cooling "OVHT" light and
side of the forward cargo compartment and one exhaust fan on the right side of
EICAS message, on the ground, a horn will also result.
the cargo compartment. The fans are a single-stage, mixed-flow type with an
integral induction motor, operating on 115 volts AC, 400 hz, three-phase power.
Smoke Detector

Thermostats serve as thermal protectors, opening at 400of (204oc). The fans The smoke detector is mounted near the ceiling on the right side of the forward
operate at 11,400 rpm and moves approximately 1300 cubic feet of air per cargo compartment, forward of the exhaust fan. The detector consists of a
minute. photocell and lamp in a light proof case with an electronic printed circuit board.

Functional Description Smoke, entering the case through the inlet tube, reflects the light from the lamp
onto the photocell. the photocell sends a signal to the Indication Card. The
The control cards provide these functions: Indication Card turns on the SMOKE warning light and a ground which activates
the "FWD EQUIP SMOKE" (C) message.
• Fan on commands
• Fan overheat logic
• Automatic fan transfer
• EICAS indication

On the ground, both fans operate when the mode selector is in AUTO or STBY.
In flight, the exhaust fan operates when the mode selector is in AUTO. The
supply fan operates when the mode selector is in STBY. The OVRD modes
commands both fans OFF. In flight, the Fuel Jettison mode with one engine off
will command both fans OFF.

In flight, if the airplane is experiencing a load shed operation, both the supply
and exhaust fans turn off. If a fire has been detected in the main deck cargo
compartment (CLASS E) and the DEPR/DISCH switch is pressed, the exhaust
fan will turn on and the supply fan will turn off.

Fan Check Valves

The valves consist of two semi-circular check valves flappers hinged about a
pin. A torsion spring closes the flappers when reverse airflow or no airflow
conditions exist. The check valves are mounted parallel with the supply and
exhaust fans.
 EQUIPMENT COOLING - SYSTEM COMPONENTS
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EQUIPMENT COOLING - EQUIPMENT COOLING SYSTEM

COMPONENTS

Skin Temperature Switch

The skin temperature switch is mounted outboard of the forward cargo

compartment left sidewall, near the smoke clearance valve outlet port. The skin
temperature switch measures outside ambient temperature by sensing the
airplane skin temperature. The switch actuates at a temperature of 45° f. The
switch furnishes a ground for system control relays when less than 45° f.

Air Cleaner

A high efficiency air cleaner is installed, in the cooling air supply ducting, just
downstream of the supply fan. It removes 85% of debris greater than fifteen
microns from the supply cooling air. The debris is discharged from the air
cleaner through a purge line into the tunnel area on the left side of the forward
cargo compartment.

Differential Pressure Switch

This switch is located near the top of the supply plenum for the E2 and E1
racks. It is used to detect no differential pressure between the supply plenum
and the air of the main equipment center, when the “override” mode has been
selected. When no differential pressure is detected while in “ovrd”, the switch
will cause the "NO COOLING” light to illuminate and the EICAS caution
message “FWD EQPT COOLING” message to be displayed.

E/E Cooling (Flow) Monitor System Sense Lines

The E/E cooling monitor panel is on the P61 panel and flow to critical areas for
ETOPS operation.
 DIFFERENTIAL
PRESSURE SWITCH

E1/E2 RACK
PLENUM (REF) COVER 1

FWD

WHITE INDICATOR 1
BALL (TYP)

TO TEST
SKIN
TEMPERATURE
SWITCH
EADI VOR-L E1/E2 IRU-C E5

EHSI FMCDU-L IRU-R IRU-L

FWD

E/E COOLING MONITOR

INSTRUMENT COOLING MONITOR PANEL (P61)

1 DUCTING SPUDS/FLEXIBLE LINES

AIR CLEANER SMOKE CLEARANCE
CONNECT TO SPUDS AND TO MONITOR PANEL
VALVE OUTLET
SEE A PORT (REF)

EQUIPMENT COOLING - EQUIPMENT COOLING SYSTEM COMPONENTS

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EQUIPMENT COOLING - FORWARD EQUIPMENT SYSTEM

Physical Description

The main equipment center (MEC) has these components:

• Overheat switch
• Fan control card
• Equipment cooling card
• Fan current sensors.

Functional Description

The overheat switch is downstream of the supply fan and monitors the
temperature of the cooling air. The overheat switch closes at 135F and
provides a signal to the equipment cooling control panel and EICAS. The
overheat switch reopens at 130F.

The fan control card is in the P50 card file. The left control card controls the
supply fan and the center control card controls the exhaust fan.

The equipment cooling indication card is in the P50 card file. The equipment
cooling indication card monitors the equipment cooling system, air/ground
system, and the on/off status of the IRUs. It provides warning outputs for
cooling system malfunctions. These are the indications:

• Ground crew call horn

• Flight deck messages.

The fan current sensors are in the P36 and P37 panels to monitor current flow
to the supply and exhaust fans.
 EQUIPMENT COOLING - FORWARD EQUIPMENT SYSTEM
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EQUIPMENT COOLING - GROUND EXHAUST VALVE The actuator applies its output to the short, upper link on the flapper. The
actuator rotates about 100, turning the upper link and pulling the lower link up.
The flapper then opens to about 40. When the actuator linkage closes the
Operation/Control Sequence
flapper, the flapper bottoms on the valve body and the linkage assumes the
over-center position.
There is one ground exhaust valve mounted in the bottom center-line of the
airplane. It allows the heated E/E cooling air to exhaust overboard.
Dispatch Deviation
The valve is open ONLY when the mode selector switch is in AUTO, the
airplane is on the ground, both engines are not running and skin temperature is Overboard Exhaust Valve may be Inoperative secured CLOSED.
>45F.
• Select STBY on Equip Cool Pnl. (This should close the valve)
• Open C/B for valve.
Indication
• Select AUTO, Dispatch in AUTO.
• If valve not closed, hand crank by manual drive.
When the airplane is on the ground any valve disagreement will be sensed by
the Equipment Cooling Indication Card which will illuminate the amber VALVE
CAUTION: OPERATE 1 PACK IF TEMP OVER 90F AND 2 PACKS IF TEMP
light on the Equip Cool Control Panel and provide the "FWD EQUIP VAL." (C)
OVER 115F
message. In flight, the same indication will be displayed if the valves opens, but
the signal will bypass the indication card. It will be provided directly to the light.

General

The equipment cooling system uses a 115vac motor actuated flapper valve as a
ground supply and an overboard exhaust valve. Both valves are identical. The
valve consist of a flapper operated by an electrical actuator. A manual override
socket allows manual flapper positioning. When open, the flapper retracts
inside the airplane skin. The flapper closes flush with the airplane skin.

Operation

The actuator, attached to a clutch, opens or closes the valve. The clutch also
allows manual valve positioning. Inserting a 3/8 inch drive wrench into the
manual override socket and applying about 3/8 of a inch torque tube
compression, engages the drive train. The flapper valve moves to the opposite
position by rotating the drive wrench about 300. Adjustable stops prevent
flapper over travel.

Limit switches provide travel limit control and position indication.

An over - center linkage system on the flapper and internal pressure provides
positive mechanical locking in the closed position. The actuator first unlocks the
over - center linkage when opening the valve.
 OVERBOARD MANUAL OPEN/CLOSE
EXHAUST VALVE
SEE A ACCESS
(3/8 IN. SOCKET)

OVERCENTER
STOP
ADJUSTMENT

EXHAUST
OUTLET LIMIT SWITCH
ACTUATOR OUTPUT COMPARTMENT
SHAFT CENTERLINE
FLAPPER
HINGE VALVE
POINT BODY UPPER LINK

OVERCENTER
ADJUSTMENT

FLAPPER
OPEN
3.0.
FLAPPER 2.9. ELECTRIC
CLOSED OVERCENTER
MOTOR
FLAPPER LINK ACTUATOR SUPPLY OUTLET/
ATTACH POINT EXHAUST INLET
MANUAL ELECTRICAL
LOWER LINK OVERRIDE BONDING LUG PORT
GEAR AND
OUTER SKIN
OF AIRCRAFT CLUTCH BOX

A
VALVE LINKAGE-OPEN AND CLOSED POSITIONS

EQUIPMENT COOLING - GROUND EXHAUST VALVE

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EQUIPMENT COOLING - INBOARD VALVES

Purpose

The inboard supply valve and the bypass shutoff valve are part of the equipment
cooling system.

Operation

The bypass shutoff valve is open in all modes except on ground, AUTO,
temperature more than 45F, and in the OVRD mode.

The inboard supply valve is closed in all modes except on ground, AUTO, and
engines not running.

A failure condition will cause the FWD EQUIP VAL EICAS message to show
and the valve light.
 EQUIPMENT COOLING - INBOARD VALVES
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EQUIPMENT COOLING - MANIFOLD INTERCONNECT VALVE

Purpose

The valve is designed to provide the means for selecting the source of cooling
air, (equipment cooling air or air conditioning air) for the electrical/electronic
equipment in the forward equipment and flight compartment areas. The valve
provides a means to get air conditioned air if there is smoke in the equipment
cooling air.

General

The manifold interconnect valve consists of a two position, 3 - way valve

operated by an electrical actuator. The actuator has a manual override lever
which also acts as a position indicator. The valve contains two inlet ports and
one outlet port. Only one inlet port is open at any one time.
 EQUIPMENT COOLING - MANIFOLD INTERCONNECT VALVE
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EQUIPMENT COOLING - SMOKE CLEARANCE VALVE

Purpose

The smoke clearance valve lets smoke in the equipment cooling air exhaust
overboard.

Physical Description

The smoke clearance valve is a 28v dc motor-driven disk type valve with a
manual override.
 EQUIPMENT COOLING - SMOKE CLEARANCE VALVE
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EQUIPMENT COOLING - SMOKE DETECTION

General

The smoke detector uses reflected light to detect smoke.

Functional Description

The equipment cooling smoke detector samples the air in the line between the
supply air line and the exhaust air line. The pressure differential provides for a
continuous air flow.

The smoke particles cause light to reflect into the photo-diode. This causes a
signal to the equipment cooling control panel smoke light and EICAS.

You can do a test of the smoke detector from a switch on the P61 panel.

Operation

When the equipment cooling system finds smoke, the flight crew puts the mode
selector switch to OVRD. This stops the supply and exhaust fan and opens the
smoke clearance valve and the manifold interconnect valve to remove smoke
from the system.
 AIR
OUT

ELECTRICAL
CONNECTOR

AIR IN

COMPARATOR AND LED INTENSITY

RELAY DRIVER CONTROL
AIR IN
28V DC
R BUS
EQUIP COOL OVHT INTENSITY
VOLTAGE PHOTO
SMOKE/VALVE IND REGULATOR AIR
DIODE OUT
U2 U5 FWD
U3
U4 EQPT
ALARM 1 SEC
SMOKE
PHOTO REF (C)
DIODE +V
EICAS
NORM SMOKE
REF
REF +V LIGHT PARTICLES MD&T
+V BEAM SMOKE
TEST
EQUIP EQUIP COOL SMOKE DETECTOR EQUIP COOL
COOL TEST CONT PANEL
(P5)

EQUIPMENT COOLING - SMOKE DETECTION

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EQUIPMENT COOLING - E/E COOLING MONITOR SYSTEM

General

An airflow monitor indicator is on the P61 right side panel in the flight
compartment to let you do a check for adequate airflow in the equipment cooling
system ducts for the flight deck, main equipment center, and mid equipment
center.

The monitor has caged flow balls in individual tubes behind a viewing window
on the front side of the monitor and a LIFT-TO-TEST lever.

Functional Description

The positive pressure of the cooling air supplied to the monitored components
also goes to the airflow monitor through the sense tubes.

When you lift the LIFT-TO-TEST lever, and hold it up, the airflow monitor lets the
positive pressure go into the tubes of the monitor.

If there is sufficient cooling air to the monitored components, there is sufficient

positive pressure in the monitor to let the airflow move the flow balls up so you
can see them.

If you can not see one or more of the flow balls, there can be one of these
conditions:

• The related component does not have sufficient

• cooling
• The tube from the component to the airflow monitor
• has a leak or is not connected correctly
• The airflow monitor has a fault.

Adequate airflow shows for each monitored duct by movement of the related
flow ball to the top of its cage. If there is a low flow condition in a monitored
duct, the related flow ball stays at the bottom of its cage.
 LIFT TO
TEST LEVER

TO TEST INDICATION
(FLOW)
BALL CAGE
(9)
E ADI VOR-L E1/E2 IRU-C E5

EHSI FMCDU-L IRU-R IRU-L

E/E COOLING MONITOR

INSTRUMENT COOLING MONITOR PANEL (P61)

E5 SUPPLY
AIR PLENUM
TO A
A
P61 RIGHT
SIDE PANEL

SENSING TUBE
E1/E2 SUPPLY CONNECTOR
VOR-L AIR PLENUM
FMCDU-L

TO A
R ADIRU
R IRU
CCIRU
ADIRU
EADI LLIRU
ADIRU
(CAPT) TUBING IDENTIFICATION
LABEL (9)
EHSI
(CAPT) TO A
SIDE VIEW
SENSING TUBE INSTALLATION

EQUIPMENT COOLING - E/E COOLING MONITOR SYSTEM

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PRESSURIZATION - CABIN PRESSURE CONTROL INTRO-

DUCTION

Purpose

The cabin pressure control system controls the quantity of air that flows out of
the airplane. This keeps the cabin air pressure in limits at altitude.

General

The pneumatic system usually supplies more than a sufficient quantity of air
through the air conditioning packs to pressurize the airplane. An outflow valve
in the aft area of the airplane controls the quantity of air that goes out of the
airplane. This keeps the cabin air pressure in limits.

The flight crew sets automatic or manual control for the cabin pressure outflow
valve from the flight compartment. In the automatic mode, one of two
pressurization controllers moves the outflow valve. In the manual mode, the
flight crew controls the outflow valve.
 CABIN ALTITUDE CONTROL
VALVE MANUAL AUTO RATE
OP CLIMB

MIN MAX
CL DESCEND
LDG ALT AUTO INOP

02970 MODE SELECT

AUTO 2
AUTO 1 MAN

0F F 0F F CABIN PRESSURE
10
0
2 25
0 2
1
2 OUTFLOW VALVE
6
20 4 0
8 4 15 6 6
10 8 1
6 2

FT X FPM X
DIFF PSI ALT 1000 RATE 1000

AIR/GROUND
SYSTEM
CABIN ALTITUDE CONTROL PANEL

L LAND
ANDRR
AIR DATA
DIRU’S
COMPUTERS

AUTOMATIC PRESSURE
CONTROLLER (2)

PRESSURIZATION - CABIN PRESSURE CONTROL INTRODUCTION

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PRESSURIZATION - CABIN ALTITUDE CONTROL PANEL Training Information Point

The AUTO INOP light comes on if both automatic control systems fail, or if
Purpose
manual is selected.
The cabin altitude control panel provides crew control of the pressurization
system and an indication of outflow valve position.

Location

The cabin altitude control panel is on the P5 overhead panel.

Components

The cabin altitude control panel has these components:

• Mode select switch

• Rate limit selector
• Landing altitude selector
• Outflow valve manual switch
• Landing altitude counter
• Cabin pressure outflow valve position indicator

Functional Description

The mode select switch allows selection of AUTO 1, AUTO 2, or MANUAL

modes.

The rate limit selector allows a minimum rate limit of 50 fpm climb (30 fpm
descent) up to a maximum rate limit of 2000 fpm climb (1200 fpm descent).

The landing altitude selector allows landing altitude selection from -1000 to
14,000 feet.

The landing altitude counter provides readout of landing altitude selected.

The cabin pressure outflow valve manual switch provides direct control of the
valve by a separate dc motor.

Note: NOTE: The manual mode must be selected to use the outflow
valve manual switch. The outflow valve position indicator shows
the outflow valve position.
 CABIN PRESSURE
OUTFLOW VALVE OUTFLOW VALVE
INDICATOR MANUAL SWITCH

CABIN ALTITUDE CONTROL

RATE LIMIT
VALVE MANUAL AUTO RATE SELECTOR
OP CLIMB

MIN MAX
CL DESCEND
LANDING
ALTITUDE LDG ALT AUTO INOP
COUNTER
0290 BELOW SL MODE SELECT
LANDING
ALTITUDE AUTO 2
SELECTOR MODE SELECT
AUTO 1 MAN SWITCH

PRESSURIZATION - CABIN ALTITUDE CONTROL PANEL

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PRESSURIZATION - CABIN PRESSURE OUTFLOW VALVE

Purpose

The cabin pressure outflow valve controls the flow of pressurized cabin air out
of the airplane.

Location

The cabin pressure outflow valve is aft of the bulk cargo compartment 40 inches
left of the centerline. Access to the valve is through the liner at the rear of the
bulk cargo compartment.

Components

The cabin pressure outflow valve has these components:

• Fwd door
• Aft door
• Door pushrod
• Actuator

Functional Description

The outflow valve is a dual-door type. The doors connect to each other with a
rod. The forward door opens out into the airstream. The aft door opens in and
up into the fuselage.

Training Information Point

You remove and replace the assembly (outflow valve door and actuator) as one
LRU.
 PRESSURIZATION - CABIN PRESSURE OUTFLOW VALVE
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PRESSURIZATION - AUTOMATIC PRESSURE CONTROLLER

Purpose

The two automatic pressure controllers control airplane pressurization by

movement of the outflow pressurization valve. Minimum crew input is
necessary and redundant control of the cabin outflow valve is provided.

Location

The automatic pressure controllers are in these two places in the main
equipment center:

• Automatic pressure controller 1 is on the E1-2 shelf

• Automatic pressure controller 2 is on the E2-3 shelf

The controllers are identical and interchangeable.

Components

The automatic pressure controllers have these components:

• Pressure sensor
• Component fault lights (4)
• Status lights (4)
• Bite instructions
• Test button for lights
• Bite test control buttons (3)

Functional Description

Each controller receives independent signals from the cabin altitude control
panel and other components. The selected controller provides signals to its
dedicated AC motor which moves the pressurization outflow to provide the
proper cabin pressure.

The built-in test (BIT) enables the controller to show faults and information
stored in memory.

Component lights (4) identify faults and status lights (4) provide controller/
system information.
 CABIN PRESSURE TEST BUTTON
FOR LIGHTS
PRESSURE
SENSOR
PRESS TEST
BITE
INSTRUCTIONS

COMPONENT FAULT STATUS LIGHTS

COMPONENT STATUS (4)
LIGHTS (4)
CONTROLLER NO FAULT
AC MOTOR AC PWR OFF
SELECTOR LOW INFLOW
LDG GEAR SW VERIFY MODE

BITE TEST
CONTROL
BUTTONS (3)
BIT VERIFY RESET

AUTOMATIC PRESSURE CONTROLLER

PRESSURIZATION - AUTOMATIC PRESSURE CONTROLLER

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PRESSURIZATION - AUTOMATIC PRESSURE CONTROLLER Air Data Computers

INPUTS The left and right air data computers supply airplane altitude to the selected and
standby controllers. This data is used to calculate the correct cabin altitude.
General
Air/Ground Systems
The automatic pressure controllers receive inputs from these components:
Air/ground relays send signals to the selected and standby controllers. This
• Cabin altitude control panel on P5
input is used to change the controller mode from takeoff to climb and from
• Engine thrust levers
descent to landing. It is also used to find some faults.
• Left and right air data computers
• Air/ground system
• AC motor tachometers AC Motor Tachometers
• Outflow valve open/close position switches
Motor tachometers give feedback to the controller motor drive logic to make the
speed response of the actuator better.
Cabin Altitude Control Panel

The control panel sends these three signals to the controller: Outflow Valve Open/Close Position Switches

• Mode select The open and close switches give an input to the controller to prevent operation
• Landing field altitude of the ac motors after the outflow valve is full open or full closed.
• Auto rate
Pressure Sensor
The mode select signal is a 5v dc signal that enables the selected controller. If
you select manual, the controllers do not receive the 5v dc signal. Each controller has an internal pressure sensor. The sensor monitors the rate
of change of cabin pressure.
The landing field altitude signal is an analog signal used to calculate the correct
cabin altitude. The signal range, 0.16 to 9.84v dc, is in relation to a landing field
altitude from -1000 feet to +14,000 feet.

The auto rate signal is an analog signal sets the maximum rate of change in
cabin pressure. The signal range, 0.16 to 9.84v dc, is in relation to a 50 fpm
climb and 30 fpm descent rate to a 2000 fpm climb and 1200 fpm descent rate.

Engine Thrust Levers

When the left or right thrust levers move forward 10.5 degrees more than idle, a
ground goes to the selected controller. This starts the flight phase and starts the
takeoff mode.
 CABIN ALTITUDE CONTROL
VALVE MANUAL AUTO RATE
OP CLIMB OUTFLOW VALVE
POSITION SWITCHES

MIN MAX
CL DESCEND AC MOTOR
TACHOMETER
LDG ALT AUTO INOP

02970 MODE SELECT

AUTO 2
AUTO 1 MAN

INTERNAL
PRESSURE CABIN PRESSURE
0F F 0F F
SENSOR OUTFLOW VALVE
0 0 2 2
10 2 25 1 6
20 4 0
8 4 15 6 6
10 8 1
6 2

FT X FPM X
DIFF PSI ALT 1000 RATE 1000

AIR/GROUND
AUTOMATIC PRESSURE SYSTEM
CONTROLLER (2)
CABIN
ALTITUDE
THRUST LEVERS LEFT AND RIGHT
10.5 DEGREE AIR DATA
ADVANCE COMPUTERS
CABIN ALTITUDE CONTROL PANEL

AUTOMATIC PRESSURE CONTROLLER - INPUTS

PRESSURIZATION - AUTOMATIC PRESSURE CONTROLLER INPUTS

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PRESSURIZATION - AUTOMATIC PRESSURE CONTROLLER

OUTPUTS

General

The automatic pressure controllers send output signals to these airplane

systems:

• Cabin altitude control panel on P5

• Left and right EICAS computers
• Cabin pressure outflow valve actuator AC motors.

Cabin Altitude Control Panel

The cabin altitude control panel receives an AUTO INOP signal from the
controller.

THE AUTO INOP LIGHT is on when both automatic pressure controllers fail or
when the mode selector is in the MAN position.

Left and Right EICAS Computers

The EICAS computers receive advisory, status, and maintenance messages

from the controllers.

Cabin Pressure Outflow Valve Actuator AC Motors

The AC motors receive drive signals from their dedicated controllers. The
normal signal is for the controller to schedule cabin altitude to airplane altitude.
However, if the controller internal aneroid switch detects a cabin altitude of
11,000 feet, a signal goes from the controller to the AC motor to close the
pressurization outflow valve.
 AC MOTOR 2
CABIN ALTITUDE CONTROL
VALVE MANUAL AUTO RATE
OP CLIMB

MIN MAX
CL DESCEND
LDG ALT AUTO INOP

0090 BELOW SL
MODE SELECT
AUTO 2
AUTO 1 MAN
11,000 FT
ANEROID CABIN PRESSURE
OUTFLOW VALVE

0F F 0F F
0 0 2 2
10 2 25 1 6
20 4 0
8 4 15 6 6
10 8 1
6 2

FT X FPM X
DIFF PSI ALT 1000 RATE 1000
AUTOMATIC PRESSURE LEFT EICAS
CONTROLLER (2) COMPUTER
CABIN
ALTITUDE

PRESS DIFF
LIMIT: T/O &
LDG.125 PSI
RIGHT EICAS
COMPUTER
SELECTOR AND
INDICATION PANELS

PRESSURIZATION - AUTOMATIC PRESSURE CONTROLLER OUTPUTS

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PRESSURIZATION - AUTOMATIC PRESSURE CONTROLLER

Controller Fault
FAULTS
If the controller senses an internal fault during a self-test, an automatic change
General to the other controller occurs.

The automatic pressure controllers can detect and respond to these faults:
Air Data Computer Signal Fault
• Power loss
The controller monitors the ADC signal. If the data is not reasonable, the
• Actuator fault
controller changes to the backup ADC. If the backup signal is also bad, the
• Cabin altitude control panel faults
controller assumes that its receiver has failed and does a change to the other
• Controller fault
controller.
• Air data computer signal fault
• Excess rate of cabin pressure change
• High differential pressure Excess Rate Of Cabin Pressure Change
• Air/ground signal fault
When the selected controller detects a cabin rate of change 200 fpm more than
the selected auto rate on the cabin altitude control panel and a 250 feet cabin
Power Loss
altitude change occurs, an automatic change occurs.
If power is removed from the selected controller for longer than two seconds,
the system control changes to the other controller after self-checks. If power High Differential Pressure Fault
comes back, the selected controller resumes control. Change back to the
selected controller will only occur for power interruptions. If the selected controller detects a cabin-to-ambient pressure differential more
than 8.8 psi, an automatic change occurs.
Actuator Fault
Air/ground Signal Fault
If the actuator fails to respond to commands from the automatic pressure
controller, a fault is sensed and an automatic change to the other controller If the air/ground system signal fails in the ground mode before takeoff, the
occurs. system controls the cabin altitude to 70 feet below the takeoff field altitude
until the airplane climbs to 15,000 feet. At 15,000 feet, the selected controller
changes to the other controller with its air/ground system.
Cabin Altitude Control Panel Faults

These three signals from the selector panel of the cabin altitude control panel
cause an automatic change to the other controller:

• Loss of the auto 1 or auto 2 digital enabling signal

• Loss of the auto rate analog signal
• Loss of the landing altitude analog signal
 POTENTIOMETER
CABIN ALTITUDE CONTROL
VALVE MANUAL AUTO RATE
OP CLIMB

MIN MAX
CL DESCEND
LDG ALT AUTO INOP

02970 MODE SELECT

AUTO 2
AUTO 1 MAN
CABIN PRESSURE
OUTFLOW VALVE

0F F 0F F
0 0 2 2
10 2 25 1 6
20 4 0
8 4 15 6 6
10 8 1
6 2
AUTOMATIC PRESSURE LEFT AIR DATA
FT X FPM X
DIFF PSI ALT 1000 RATE 1000 CONTROLLER (2) COMPUTER

CABIN
ALTITUDE
RIGHT AIR DATA
CABIN ALTITUDE CONTROL PANEL COMPUTER

AIR/GROUND
SYSTEM

PRESSURIZATION - AUTOMATIC PRESSURE CONTROLLER FAULTS

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At the selected pressure controller, push and hold the PRESS TEST switch, all
eight lights come on. Release the PRESS TEST switch. If any light fails to
PRESSURIZATION - AUTOMATIC PRESSURE CONTROLLER come on, replace the controller.
BITE
When the BIT switch is pressed, the controller will display any faults previously
Purpose recorded. If no faults are present, the NO FAULT lamp will come on for 30
seconds and then go out. If a fault exists in memory, the appropriate lamp will
The automatic pressure controller BITE test monitors the status of four come on for 30 seconds and then go out.
components and four conditions of the pressurization control system.
If a status light, AC PWR OFF, or LOW INFLOW light comes on, consult the
Functional Description maintenance manual for additional troubleshooting. The AC PWR OFF light
shows a possible malfunction in the airplane electrical system. The LOW
BITE monitors the status of these components: INFLOW light comes on when the air conditioning flow is low or the fuselage
has excessive leaks.
• Controller
• AC motor Verify Mode
• Selector
• Landing gear switch After system repairs, push the VERIFY switch. The VERIFY mode does a test
of the system. The VERIFY MODE light comes on for 30 seconds, then goes
If a fault is detected during a test, a red light comes on adjacent to the out. If there are no faults, the NO FAULT light comes on for 30 seconds, then
component. BITE also monitors the status of these conditions: goes out. If there are faults, the component fault light comes on after the
VERIFY MODE light goes out.
• No fault
• AC power off If the VERIFY switch is pushed on a controller which is not selected, the test is
• Low inflow not done and the VERIFY MODE light flashes.
• Verify mode
Reset Mode
If no faults are detected during a test, a green light comes on adjacent to NO
FAULT. After the NO FAULT light goes out from the VERIFY TEST, push the VERIFY
switch again. While the VERIFY MODE light is on, push the RESET switch.
If the verify switch is pushed, the green light adjacent to VERIFY MODE comes The VERIFY MODE light will go out and the NO FAULT light comes on, then
on. goes out.

If a fault is detected with the ac power supply or system airflow, an amber light
comes on adjacent to the title.

BITE Test

Supply electrical power to the airplane per the maintenance manual

instructions. At the cabin altitude control panel, select AUTO 1 or AUTO 2.
 MAIN E/E
RACK
CABIN PRESSURE
PRESS

TEST

BITE INSTRUCTIONS

COMPONENT STATUS
CONTROLLER NO FAULT
AC MOTOR SEE A
AC POWER OFF
SELECTOR LOW INFLOW
LDG GEAR SW VERIFY MODE

BIT VERIFY RESET

PRESSURIZATION - AUTOMATIC PRESSURE CONTROLLER BITE

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PRESSURIZATION - POSITIVE PRESSURE RELIEF VALVE Training Information Point

If the positive pressure relief valve opens, a flag in the valve gives an indication
Purpose
that the valve is open.
The positive pressure relief valve opens when the cabin air pressure is more
The indication is visible from the ground, and you must open the valve flappers
than the ambient pressure by a set value. This lets air go out of the airplane to
and push the flag in to do a manual reset of the valve. The air filters are LRUs
keep the differential pressure less than a safe limit.
and you can replace them.
Physical Description

The positive pressure relief valve is a pneumatically operated poppet valve.

The valve installs directly on the left side fuselage skin. The positive pressure
relief valve has these components:

• Filter cover
• Filter
• Remote ambient pressure sense connection
• Integral ambient pressure sense connection

The relief valve senses cabin air pressure through the air filter. The valve
senses ambient pressure through remote and integral pressure sense ports.

Interfaces

The positive pressure relief valve has an interface with these components:

• Integral ambient sense port (not shown)

• Remote ambient pressure sense port

Functional Description

When cabin pressure differential at the remote ambient pressure sense port is
8.9 psi, the relief valve opens. This lets air go out of the airplane.

If the remote pressure sense port does not operate, the relief valve opens when
cabin pressure differential at the integral ambient sense port is 9.4 psi. When
cabin pressure differential goes below this value, the positive pressure relief
valve closes.
 PRESSURIZATION - POSITIVE PRESSURE RELIEF VALVE
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PRESSURIZATION - NEGATIVE RELIEF DOORS

Purpose

Negative pressure relief doors open when cabin pressure is less than ambient
pressure. This prevents a negative cabin pressure. Too much negative cabin
pressure can cause damage to the fuselage structure.

Physical Description

The negative pressure relief door are spring-loaded closed, flapper type doors.
The doors have these components:

• Spring loaded hinge or push rod

• Flapper-type door

Location

The forward and aft cargo doors on the right side of the airplane each have two
negative pressure relief valves.

Functional Description

When there is less pressure in the airplane than external to the airplane, the
flapper doors start to open at a negative pressure of minus 0.3 psi to minus
0.5 psi air load. The negative pressure relief doors also open during the
unlocking/opening sequence of each cargo door to release a possible negative
pressure differential.
 PRESSURIZATION - NEGATIVE RELIEF DOORS
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PRESSURIZATION - CABIN PRESSURE INDICATION

General

The pressure indicators supply this data to the cabin altitude control panel on
the P5 overhead panel in the flight compartment:

• Differential pressure in pounds per square inch

• Cabin altitude in thousands of feet
• Rate of cabin altitude change in feet per minute

These are the three pressure indicators:

• Differential pressure indicator

• Cabin altitude indicator
• Rate of cabin altitude change indicator

Differential Pressure Indicator

The differential pressure indicator uses these components:

• Differential pressure sensor

• Cabin pressure port
• Static port

The differential pressure sensor in the forward equipment bay measures cabin
pressure and static pressure. The differential pressure is changed into an
electrical signal through a servo system to the differential pressure indicator.

Cabin Altitude and Rate of Cabin Altitude Change

Indicator

The cabin altitude and rate of cabin altitude change indicator use the cabin
pressure port behind the pressure indicators.

The pressure sensed from the cabin pressure port is changed into an electrical
signal. The electrical signal goes to a potentiometer and bridge circuit then
to the indicators.
 DIFFERENTIAL CABIN RATE OF CABIN
PRESSURE ALTITUDE ALTITUDE CHANGE

CABIN
0F F 0F F
0 0 2 2
10 2 25 1 6
20 4 0
8 4 15 6 6
10 8 1
6 2

FT X FPM X
DIFF PSI ALT 1000 RATE 1000

PRESSURE INDICATORS (FRONT)

CABIN PRESSURE
PORT

PRESSURE INDICATORS (BACK)

PRESSURIZATION - CABIN PRESSURE INDICATION

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PRESSURIZATION - CABIN PRESSURE ALTITUDE WARNING

Purpose

The pressure indicators show cabin altitude, cabin altitude rate, and differential
pressure. The warning switch operates aural and visual indications to the crew.

Location

The indicators are on P5 with the static sensor on the aft of the indicator panel
and the differential pressure sensor in the forward equipment area. The cabin
altitude warning switch is on the side of the E2 rack.

Functional Description

The static sensor provides cabin altitude and cabin altitude rate of change
signals.

The differential pressure sensor provides a cabin differential pressure signal.

The cabin altitude warning switch interface provides these functions:

• EICAS warning message

• Aural warning/siren
• Master warning lights
 CABIN

0 0 2
10 2 25 1 2 6
20 4 0
8 4 15 6 6
1 2
6 10 8

FT X FPM X
DIFF PSI ALT 1000 RATE 1000

CABIN
ALTITUDE PRESSURIZATION AND
PRESS DIFF
INDICATING WARNING
LIMIT: T/O & MODULE (P5)
LDG .125 PSI

WARNING

CAUTION

MSTR WARNING
MASTER LIGHTS
WARN

SIREN
AURAL
DIFFERENTIAL
PRESSURE SENSOR
WARNING ELECTRONICS
UNIT (P51)

CABIN
CABIN ALTITUDE
ALTITUDE

FIRE CONFIG

A/P MSTR WARNING,EICAS

PULL UP DISPLAY AND DISCRETE
DISC
CABIN WARNING WILL BE
OVSPD ILLUMINATED IN RED.
CABIN ALTITUDE ALT EICAS DISPLAY
WARNING SWITCH DISCRETE WARNING UNIT (P2)

PRESSURIZATION - CABIN PRESSURE ALTITUDE WARNING

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PRESSURIZATION - CABIN ALTITUDE WARNING

Purpose

When the cabin altitude increases to 10,000 feet, the altitude switch actuates.
The low cabin pressure warning light in the lavatory comes on. The aural
warning siren sounds. When the cabin altitude decreases to 8,500 feet the
altitude switch resets. The low cabin pressure light goes out.

Location

The low cabin pressure light is located in the left corner of the lavatory module.
The cabin altitude warning switch is on the side of the E2 rack.

Functional Description

The cabin altitude warning switch provides a signal to low cabin pressure
warning light.
 PRESSURIZATION - CABIN ALTITUDE WARNING
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