Air Conditioning

MAINTENANCE TRAINING MANUAL
21- 00 Air Conditioning
Introduction
The Environmental Control System (ECS) provides air conditioning for the flight deck and passenger cabin, filtered cabin air re circulation, conditioned air
supply for gaspers, fan air cooling for avionics and emergency ram air ventilation for flight deck smoke clearance.
The ECS provides cargo bay ventilation. The cargo bay ventilation system is optional.
 Two identical ECS packs which condition fresh bleed air for cabin and flight deck heating and cooling
 Optional trim air system to provide two cabin zone temperature control
 Flow control valves to provide accurate modulation of pack air flow, and all associated valves and sensors used for system built in test
 Avionic fan control and cargo compartment ventilation
 Cockpit smoke removal
 Provides environmental control system flow rate data used by the cabin pressure control system to anticipate changes in cabin pressure.
Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 2

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System Controls
The air conditioning controls and indications are:
Pressurization Control Panel
Controls the pressurization of the aircraft, in AUTO and MANUAL mode. The mode selector switch facilitates auto, manual mode selection or landing field
elevation settings. Manual selector enables direct control of the outflow valve. Dump switch controls auto depressurization of the aircraft.
Air conditioning panel

PACK 1 switch controls the left Cooling Pack (AUTO-OFF)
CKPT knob - Controls the cockpit between 19 and 30 °C. RECIRC switch - Controls the re circulation system (AUTO - OFF)
PAX CABIN knob - Controls the passenger cabin temperature between 19 and 30 °C.
PACK 2 switch - Controls the right Cooling Pack (AUTO - OFF)
Flight attendant panel
Zone temperature control selector enables attendant cabin temperature control for zone 1, zone 2 when on the cockpit temperature selector knob the ATT
position is selected.
MCDU data set menu
Take off data set menu enables pilot selection of the ECS system for take off, ON or OFF.
Indications
Four types of indication are used to monitor Environmental Control System operation:
 The EICAS provides indication of the pressurization system parameters

 The CAS field display shows warning, caution and advisory messages
 By selecting the MFD menu bar, the ECS synoptic page will provide system status and indications concerning the environmental control system
 CMC messages can be viewed on the co-pilot multi-function display by selecting maintenance on the menu bar.

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The Air Conditioning Packs

Two ECS packs are installed in the wing-to-fuselage fairing. The AMS controller controls the bleed airflow to each pack independently, through the
respective pack flow control valve (FCV). Engine 1 supplies bleed air to the pack 1 while engine 2 supplies bleed air to pack 2. A single pack is capable of
keeping adequate cabin/cargo hold pressurization and temperature. Single engine bleed can supply both ECS packs using the cross bleed.
Re-circulation Fans
Re-circulated air from the passenger cabin and cockpit is ducted to the mixing manifold via two re-circulation fans located in the pressurized section of the
aeroplane.
The re-circulation fans draw air from the re-circulation bays and impel the air back into the flight deck and cabin distribution system.
The total flow entering the cockpit and the passenger cabin is made up of approximately 52% fresh air and 48% of re-circulating air.
The re-circulation fans are commanded off when DUMP button is pressed or smoke is detected in the re circulation bay.
Gasper ventilation
The gasper air distribution system provides air to each pilot and passenger positions. Air flowing from the mixing manifold through the gasper ducts sup plies
the gasper ventilation system. The trim air system controls the amount of hot bleed air from the pack 2 into the mixer for independent control of forward and
aft cabin zones temperatures. The trim air system is used for temperature control improvement.

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The Ozone Converter

The Ozone converter is located upstream of the flow sensing Venturi.
Air exiting the bleed system passes through the ozone converter before entering the air conditioning packs. There are two ozone converters per aircraft.
The ozone converter contains a catalytic material which, through a chemical reaction, converts ozone molecules to oxygen molecules. This reduces the
amount of ozone in the air entering the air conditioning system. Ozone converters are located in the wing inboard of the pylon.
The Ozone Converter is an aircraft selectable option.

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Flow Sensing Venturi Duct

The flow sensing venturi duct is a tapered steel duct that is used to calculate the air that goes into the air conditioning system. The taper in the venturi duct
creates an orifice. The venturi duct contains pressure sensing ports on the upstream and downstream sides of the duct orifice. Airflow across this duct orifice
is measured by a differential pressure sensor which is mounted on the venturi duct. This differential pressure is used by the AMS controller to calculate the air
flow. There are two venturi ducts per aircraft (one per cooling pack).
Venturi Delta-P Sensors

The differential pressure sensor is mounted on the flow sensing venturi duct directly upstream of the pack flow control valve. The sensor provides a
0 to 10 VDC (Volt Direct Current) electronic signal to the AMS controller, which is used to calculate the air flow that goes into the environmental control
system. The sensor is hermetically sealed and consists of two input pressure ports, an internal pressure transducer, and an electrical connector.
There are two differential pressure sensors per aircraft (one per cooling pack).

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The Flow Control Valve

The pack flow control valve is located upstream of the left and right air cooling packs.
The valve is torque motor controlled and modulated by the AMS controller, but has a pneumatically actuated butterfly valve. It incorporates a
closed position switch to provide position feedback to the AMS controller. A filter removes air supply contaminants.
A locking screw installed in the actuator housing can be used to lock the valve in a closed position.
The valve operates as follows:
 the flow sensing venturi differential pressure signal is sent to the AMS controller for calculation. For internal calculation, the AMS also
uses the manifold bleed pressure and the pack inlet temperature to determine air flow to the packs. The controller millivolt signal is sent
to the flow control valve to define the valve position that will modulate the air flow.
Air Conditioning Pack Flow Control

The flow of air to the air conditioning packs is measured using a differential pressure sensor which is mounted on a venturi duct. The differential pressure
sensor sends an electronic signal to the AMS controller. The AMS controller uses the differential pressure, bleed manifold pressure, and pack inlet
temperature to calculate the airflow that goes to the air conditioning pack. The AMS controller then supplies a torque motor current command to modulate the
pack flow control valve to obtain the desired pack airflow rate.
The pack flow control also is based on engine bleed availability. During normal operation each pack flow control valve is controlled to accepted half of the
total flow reference. During dual engine bleed or single engine bleed and single pack operation, the total fresh air shall be reduced to 67% of the total flow
reference. During single engine bleed and dual pack operation, the total fresh air flow shall be reduced to 75% of the total flow reference.
NOTE: During single engine bleed operation the opposite side air conditioning pack will be turned off if slat anti-ice operation is required.

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21-50 Cooling
Introduction
The air conditioning system utilizes two identical cooling packs that provide condition bleed air for cabin heating and cooling.
The packs provide condition bleed air for cabin heating and cooling, and include the following components:
 Dual heat exchanger

 Air cycle machine
 Condenser re-heater
 Water collector
 Add heat bypass valve
 Temperature sensors.
There are also two external components:
 Pack bypass valve

 Pack flow control valve which together control pack operation.
During normal operation, each cooling pack provides half of the total fresh airflow; however, a single pack is capable of providing 67% of the total flow and
ensuring safe aircraft ventilation and temperature control capability.

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ECS Pack
The air conditioning system utilizes two identical air cooling packs, right and left, to condition bleed air for cabin heating and cooling. Each air cooling pack
consists of a dual heat exchanger, air cycle machine, condenser/re-heater, water collector, valves and temperature sensors. The primary function of the air
cooling pack is to supply conditioned air to the cabin distribution system for environmental control. The air cooling pack also contains an internal condensing
water collection system which removes moisture from the cooling pack air flow. Hot air from the engine bleed system is pre-cooled in the dual heat
exchanger using cold ram (outside) air to remove the heat. An air cycle machine within the pack contains two cooling turbines which generate cold air,
through expansion, for cooling cabin.
The cooling pack system conditions hot bleed air for cabin air conditioning. There are two identical cooling packs (right and left) per aircraft and they are
located in the ECS (Environmental Control System) pack bay in the forward fairing of the aircraft.
The cooling pack is an air cycle refrigeration system that uses air passing through and into the airplane as the refrigerant. The cooling pack system
automatically controls the temperature and decreases the humidity of the cockpit and cabin air. The two cooling packs, which are installed in the forward part
of the wing-to-fuselage fairing, provide dry, sterile, and dust free, conditioned air to the flight deck and passenger cabin at the proper temperature, flow rate,
and pressure to satisfy pressurization and temperature control requirements.
An equal quantity of filtered, re circulated air is mixed with air from the cooling packs.
A flow control valve regulates flow of bleed air into the air conditioning packs. The refrigeration pack is fitted with sensors and valves for temperature and
operational control, and heat exchangers that use outside ram air for excess heat dissipation.
An equal quantity of filtered re circulated air is mixed with air from the air conditioning packs. The high quantity of supply air results in a complete cabin air
exchange about every 2.5 to 3.5 minutes (based on aircraft configuration and altitude), or about 18 to 25 times an hour.

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The Air Cycle Machine Components

The air cycle machine provides the source for pack cooling. The external structure consists of a fan and compressor housing, a first stage turbine housing,
and a second stage turbine housing. Each housing is made of cast aluminium.
The ACM internal structure has two turbine rotors which drive a compressor rotor and a cooling fan rotor.
The four rotors and two shaft segments turn as one assembly locked together by a tie rod.
The assembly rotates in a pair of hydrodynamic, foil-type journal bearings. Axial movement is limited by a pair of hydrodynamic thrust bearings.
These hydrodynamic foil-type bearings use no oil and require no scheduled maintenance.
The fan rotor is attached to one end of the assembly and is positioned adjacent to the fan shaft segment followed by the compressor rotor, first turbine rotor,
turbine shaft segment, and second turbine rotor. The turbine shaft segment includes both a journal bearing surface and the thrust disk on which the two
bearings act.
A tie-rod goes through the centre of the shaft and rotor segments and holds the assembly together axially. The tie-rod is assembled with a high preload which
permits all components of the assembly to operate as a one shaft system.

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The Dual Heat Exchanger

A dual heat exchanger and a fan inlet diffuser housing assembly are installed into each ECS pack.
The heat exchanger has three different circuits:
 The primary circuit removes heat from bleed air before entering the compressor section. The primary section is a single-pass cross flow configuration.
 The secondary circuit removes heat from the compressor outlet air before it goes towards the re-heater. The secondary section is a two-pass cross-
counter flow configuration.
 Both bleed circuits are cooled by ram air in series - first the secondary then through the primary heat exchanger sections.
Ram air exiting the heat exchangers enters the fan inlet diffuser housing and is either pulled through to ambient by the fan or passes through the fan by pass
check valve.
The heat exchanger contains access windows for inspection and cleaning of the heat exchanger ram air circuit.
Fan Bypass Check Valve

The fan bypass check valve is a 12 in diameter hinged, petal-type check valve which has six petals that cover six orifice windows in a single valve seat.
The valve allows airflow through the orifice windows in one direction. Flow in the opposite direction (reverse flow) is prevented by the petals clos ing on the
aluminium check valve frame.
The fan bypass check valve is installed in the cooling pack between the fan inlet diffuser housing and the ram air outlet duct, and allows ram air to by pass
the air cycle machine fan whenever pressure in the ram air circuit exceeds the ACM fan outlet pressure. This fan bypass function is necessary to prevent
ACM damage caused by excessive fan surge margins. There are two fan bypass check valves per aircraft (one per cooling pack).

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Condenser/Re-heaters
The condenser/re-heater is an aluminium dual-heat exchanger consisting of headers and mounts welded to a core. Both core sections are
single pass, cross flow, plate-and-fin designs. The condenser cold circuit is situated between the two turbine stages of the air cycle machine and
is never subjected to sub-freezing air temperatures, therefore, it does not require complicated features for the prevention of ice buildup, which
other systems using the conventional chilled re circulation cycle demand.
Water collectors
The water collector is a brazed and welded assembly. The collector body is constructed of two aluminium-brazed sub assemblies welded
together at the outside diameter. Each section of the sub assembly is made of spun and hydro-formed sheet metal parts.
The water collector removes water from the condenser/re-heater heat exchanger and sends the dry air to the air cycle machine.
A swirl vane at the water collector inlet sends the water to the duct walls. A clearance between the diffuser section and the air return diffuser
section catches most of the water from the airflow. A drain boss located at the lowest section of the col lector lets water drain by gravity and air
pressure.
An overflow drain boss located slightly above the lowest point lets water drain if the primary port is clogged.
Water spray nozzles

The water spray nozzle is mounted in the ram air inlet ducting directly upstream of the dual heat exchanger. Water, which is collected in the
water collector, is routed through drain line to the water spray nozzle. The water spray nozzle sprays the water on the ram inlet face of the
secondary heat exchanger. This cools the air that goes into the secondary heat exchanger and improves heat exchanger performance.

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Pack Bypass Valves

The pack bypass valve is installed parallel to the air conditioning packs. It is a butterfly valve powered by a pneumatic actuator.
The valve maintains the required hot air flow to the pack outlet, as directed by the downstream duct supply temperature sensor output, which directs the pack
controller to modulate current to the valve's torque motor.
The valve position is controlled by the pneumatic servo pressure generated by the torque motor. The valve can be locked in the closed position by re moving
the lock bolt.
There are two pack bypass valves, a right and a left, used in the air cooling pack system. The pack bypass valve modulates to maintain a desired pack outlet
temperature. The pack bypass valve is a pneumatically actuated butterfly valve controlled by a torque motor. Modulation of the valve is controlled
electronically by the AMS controller.
The AMS controller applies a 0 to 50 mA torque motor current to position the valve as necessary to obtain the proper cooling pack outlet temperatures.
The valve contains a removable air filter which is used to filter airborne contaminants from the supply air. A locking screw installed in the actuator housing
can be used to lock the valve closed.

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The Pack Bypass Valve

The Pack Bypass Valve is a three inch diameter butterfly valve which is used to control pack outlet temperatures by allowing hot air to bypass the air
conditioning pack.
 Pneumatically actuated.
 Electronically controlled by a 0-50 MA torque motor.
 Increasing torque motor current causes the valve to open.
 Spring loaded closed.
 Fail Safe position (loss of torque motor current) is closed
 Contains a removable air supply filter
 Can be locked in the closed position using manual locking screw.

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Add Heat, and Low Limit Bypass Valve

Bleed air passing by the pack inlet temperature sensor and through the primary heat exchanger enters the air cycle machine compressor.
Compressor inlet and outlet temperature is sensed by temperature sensors and forwarded to the AMS controller.
The main flow from the compressor goes through the secondary heat exchanger and on to the condenser/re-heater. Some hot air is tapped and directed to
the Add Heat Valve to maintain turbine second stage inlet temperature.
Air from the condenser/re-heater is directed to the first stage turbine, where the temperature will drop.
The Low Limit Bypass Valve is installed parallel to the first stage turbine. The valve provides additional warm air to maintain condenser inlet temperature. Air
flows through the condenser and enters the second stage turbine for a further temperature reduction.
Turbine outlet cold air is mixed with pack bypass air to achieve the requested duct temperature.
The Low Limit Bypass Valve

The Low Limit Bypass Valve is an electrically-actuated valve installed on the air cycle machine turbine housing.
The valve limits condenser inlet temperature to a minimum of 1.1 °C/34 °F up to 25000 ft, or to 10 °C/50 °F above 25000 ft.
A linear actuator is used to rotate a piston that meters the amount of warm air bypass flow, in order to control condenser inlet duct temperature. The
downstream duct temperature is used as feedback for positioning of the valve.
The AMS control logic is based on BUMP/STOP/CHECK, and the signal is sent to the actuator to extend or retract in steps. A knob on the linear actuator
housing permits manual valve position adjustments.
Add Heat Valve

Each air conditioning pack incorporates an ON/OFF Add Heat Valve which supplies warm air from the compressor outlet to the condenser inlet. This is used
to maintain a minimum turbine inlet temperature of 15.5 +C/60 °F.
The Add Heat Valve is controlled by the AMS controller as a function of ambient temperature and altitude, and is opened and closed using a solenoid.

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Pack Operation
During pack start up the opening of the flow control valve is controlled to achieve optimum air cycle machine acceleration.
 Pack flow reference is ramped up to 25 ppm at 5 ppm / second

 Pack flow is then ramped up to the desired flow schedule value at 10 ppm / second
Pack shut down via a selector switch, or due to an overheat or failure, will be accomplished by reducing the pack flow reference at a normal rate of 10 ppm /
second.
The pack flow control during engine start:
 During an engine start on the ground the packs shall be commanded off by closing of the flow control valves.
 During an engine start in flight, the pack on the same side as the engine being started will be commanded off.
This will minimize the pressure loss from the cross bleed valve to the turbine starter. The remaining pack will increase its flow to the single pack, single
source flow schedule.
Air is cooled in the primary section of the dual heat exchanger using ram air to remove the heat. The air is then compressed by the compressor portion of the
dual turbine ACM. The heat generated by compression is removed by the secondary portion of the dual heat exchanger, using ram air. The air is then passed
through the condenser/re-heater where it is sub-cooled within the condenser using the cold exhaust air from the first stage turbine. This cooling process
condenses water from the air to permit it to be collected by the water collector. The collected water is moved to the spray nozzle, which is located in the
secondary ram inlet header of the dual heat exchanger.
The water is sprayed on the ram air face of the core to increase the heat exchanger performance through evaporative cooling. After exiting the water
collector, the air flows through the re-heater portion where it is preheated to increase first stage turbine performance.
After expansion through the first stage turbine portion of the ACM, the air passes through the cold side condenser portion of the condenser/ re-heater where
it removes the heat for condensation. After exiting the cold side of the condenser, the air enters the second stage turbine of the ACM where it is expanded to
provide the cold air source for cabin cooling.
The condenser inlet temperature is continuously monitored by the AMS controller using electronic feedback from the condenser inlet temperature sensor.
The temperature is controlled by adding warm compressor outlet air to the condenser inlet airflow. This is achieved by modulation of the low limit valve
and/or the opening and closing of the add heat valve. The condenser inlet temperature is controlled to 1.1°C under most pack operating conditions to prevent
water from freezing in the condenser. In certain low humidity conditions the condenser inlet may be controlled to 10 °C. Pack outlet temperatures are
continuously monitored by the AMS controller using electronic feedback from the pack outlet temperature sensor. The pack outlet temperature is controlled
by adding hot pack inlet air to the pack outlet airflow. This is accomplished by modulation of the pack bypass valves. The AMS controller reads actual pack
outlet temperatures and sends a torque motor current command to modulate the pack bypass valves to obtain the desired pack outlet temperatures.

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Temperature Sensors
The air conditioning pack temperature control has five temperature sensors, which supply data to the AMS controller.
The sensors are:
 Pack inlet temperature sensor,

 Compressor, inlet temperature sensor,
 Compressor. outlet temperature sensor,
 Condenser inlet temperature sensor and
 Pack outlet temperature sensor.
All of these sensors are dual element sensors (except the pack inlet temperature sensor, which has a single element) in order to improve system reliability.
The AMS controller monitors all sensor voltages in order to control pack operation or determine pack failure.
Pack inlet temperature sensor
The pack inlet temperature sensor is a dual element RTD type sensor which contains a platinum temperature sensing element and is housed in a steel probe
shield. The electrical resistance of this temperature sensor increases as temperature increases. The changes in resistance result in voltage changes across
the sensor. These voltage changes are monitored by the AMS controller to determine pack inlet air temperature. Each cooling pack contains one sensor that
is located on the pack inlet ducting and is used to measure pack inlet temperatures.
Compressor outlet temperature sensor
The compressor discharge temperature sensor is a dual-element RTD type sensor which contains a platinum temperature sensing element which is housed
in a steel probe shield. The electrical resistance of this temperature sensor increases as temperature increases. The changes in resistance result in voltage
changes across the sensor. These voltage changes are monitored by the AMS controller to determine air cycle machine compressor discharge temperature.
Each cooling pack contains one sensor which is located on the compressor outlet ducting and is used to measure compressor outlet temperatures.
Condenser inlet temperature sensor
The condenser inlet temperature sensor is a dual-element sensor which consists of two thermistors contained in a metal probe shield. The dual-element
design provides redundancy. The sensor is installed in the air conditioning pack ducting at the inlet of the condenser. The electrical resistance of the
thermistor elements decreases linearly as temperature increases. The changes in resistance result in voltage changes across the sensor. These voltage
changes are monitored by the AMS controller to determine air temperatures at the condenser inlet location.
Pack outlet temperature sensor
The pack outlet temperature sensor is a dual-element sensor which consists of two thermistors contained in a metal probe shield. The dual-element design
provides redundancy. The sensor is installed in the air conditioning pack outlet ducting. The electrical resistance of the thermistor elements decreases
linearly as temperature increases. The changes in resistance result in voltage changes across the sensor. These voltage changes are monitored by the AMS
controller to determine air temperatures at the pack outlet location.

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Pack Related Messages
The Pack-related EICAS messages are:
 PACK FAIL CAUTION if any pack component develops a fault,

 PACK OFF advisory message if the pack is switched off, or
 PACK LEAK caution message when an overheat is detected in the pack high pressure bleed duct.
CMC messages will be provided to determine failed pack components if the PACK FAIL message is present.
The pack will be disabled in the following conditions:
 bleed source not available,

 pack switch is OFF,
 left or right engine start with weight on wheels, duct leak or if the AMS built-in-test detects failure.

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21-20 Air Conditioning Distribution

Introduction
The air that is already pressure-regulated by the pneumatic system passes through the two packs where duct flow and temperature are adjusted to the
required level. At the packs outlet, temperature sensors monitor duct temperature. Before the distribution ducts enter the pressurized area, there are ground
and ram air connections. Check valves make sure that there is no back-flow into the packs.
The distribution system receives airflow from the recirculation fans, cooling packs, ram air system and ground equipment and distributes this air to the
cockpit, passenger cabin, gaspers, avionics compartments and forward cargo compartment.
Components
COCKPIT DISTRIBUTION
The cockpit distribution system receives conditioned air from the main distribution ducts and distributes this air to the cockpit.
PASSENGER-CABIN DISTRIBUTION
The function of the passenger cabin distribution system is to distribute conditioned air to the passenger cabin.
GASPER
The gasper system receives air from the H-duct and distributes it for ventilation of the passenger cabin, lavatory and galley areas.
RECIRCULATION
The recirculation system consists of two fans operated by a selector switch in the cockpit. The fans draw air from the recirculation area through recirculation
filters and send air back to the cabin distribution and gasper systems.
RAM AIR VENTILATION
The emergency ram-air ventilation system provides cockpit and cabin ventilation in response to an air conditioning pack failure or an indication of smoke in
the cockpit.
AVIONICS-COMPARTMENT VENTILATION
The avionics-compartment ventilation system supplies sufficient ventilation to the applicable avionics compartments to prevent overtemperature during the
aircraft operation on the ground or in flight.
FORWARD-CARGO-COMPARTMENT VENTILATION
The forward-cargo-compartment ventilation system is an optional system which consists of a fan, a check valve, distribution ducts and a cargo bay shutoff
valve.
Air Distribution

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The distribution system distributes the conditioned air to the cabin, cockpit and gaspers through the distribution ducts. The air distributed to the cabin and
cockpit passes through return grilles and goes to the recirculation, avionics compartments and cargo compartment ventilation subsystems.
Usually, the air from the left ECU supplies the cockpit. Through the mixing manifold (H-duct), 60% of the mixed air goes to the cockpit and 40% goes to the
passenger cabin.
Air Supply to the Flight Deck

The cockpit distribution system receives conditioned air from the main distribution ducts and distributes this air to the cockpit. The a ir supplied to the flight
deck is distributed through ducts which run along the left-hand side of the cabin under-floor area. These ducts then form a loop to supply the following outlets
and areas:
 The raiser will direct air to the rear ceiling outlets,

 from the main and the cross feed supply, air is directed to the side windows
 The front section of the distribution loop provides display ventilation through the piccolo duct.
The pilot and first officer positions have handle-actuated butterfly valves that provide air for foot warming or cooling.
Normally 60% of the mixed air from the left side ECU (Environmental Control Unit) goes to the cockpit and 40% goes to the passenger cabin through the
mixing manifold (H-duct).
Air passages located in the cockpit floor, under the pilots seats, lateral consoles, and the control column opening let the air return to the re circulation fans
and to the aircraft outflow and pressure relief valves.
Components
COCKPIT DISTRIBUTION DUCTS
The ducts in the cockpit receive the airflow from the main distribution ducts and send this air to the cockpit air outlets.
COCKPIT AIR CONDITIONING OUTLETS

There is one outlet in each lateral console that directs the air to the pilots’ seats. There is also a triangular-shaped manifold that creates a film of conditioned
air over the direct-vision window.
PILOTS’ FEET OUTLET SHUTOFF VALVES

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Each pilots’ feet outlet has a mechanically operated valve. The handles that operate these valves are installed on the pilot and copilot lateral consoles.
DISPLAY COOLING DUCT
The display cooling duct is a piccolo duct which blows conditioned air onto the rear of the displays (PFD , MFD and EICAS).
The Cabin Air Distribution System

Air from the air conditioning packs outlets and re-circulated air from the recirculation system enter a mixing manifold (H-duct). The air is then routed to the
cabin zones via air ducts.
The cabin air distribution system starts at the mixer duct, and from this point the conditioned air is distributed to the gasper system, and to the front
and rear passenger cabin sections. Ducts from the mixer (H-duct) direct air to the raisers and to the upper plenums.
In the gasper system the air exits through the individual outlets above the passenger seats. For the main distribution system, the air exits above and
below the overhead bins.
Return air passes to the under-floor areas through "DADO" panels located just above the floor on the fuselage side panels.
Fuselage Thermal Acoustic Insulation

This material has the following functions:
 Reduce heat transmissions through fuselage for thermal comfort.

 Noise attenuation through fuselage.
It is made of fiberglass and non-hygroscopic blankets. The blankets are enclosed by a thin film for mechanical protection and better finishing, this forms a
bag. Each bag has a breather, always facing down, to allow for pressure equalization and moisture draining during aircraft operation. Placement of the
breather also prevents water penetration into the bags.
The pressurized zone is internally insulated with this material, except in the zones where the insulation is not installed for specific purposes (for
example E-Bays).
Fuselage Drain Valve

The valve assembly consists of a Valve retainer that is fastened to the inner fuselage wall. A valve housing is inserted (or removed) through this hole from the
aircraft exterior. The valve housing consists of a pre-assembled valve, which is made of piston-like reciprocating cylinder, a helical compression spring and
an aperture-retaining cap.
When the valve is in the OPEN position, collected condensed water (or whatever other fluid inside the fuselage) and air are free to flow overboard through

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cutouts in the valve housing, and out the open valve (between the upwardly biased valve member and valve seat on the inside surface of the bottom of the
valve housing).
Zone Distribution and Components

MIXING MANIFOLD (H-DUCT)
The mixing manifold, commonly referred to as H-duct, is a composite duct which is used to mix pack outlet air and re-circulated air before the air is routed to
the cabin zones.
AIR DISTRIBUTION DUCTS

The passenger cabin upper and lower ducts supply air uniformly along the cabin. The cross sectional area of the lower ducts is constant along the cabin.
The cross sectional area of the upper ducts changes in the interface between the upper ducts and main ducts to reduce air velocity.
The ducts are made of composite material with low thermal conductivity. They are installed in the sidewall panels (upper ducts) and in the cargo
compartment sidewall panels (lower ducts).
Cabin air supply plenums

Conditioned air entering the cabin flows through the cabin distribution risers into the lower supply plenum. A flexible duct connection allows air from the lower
supply plenum to flow into the upper supply plenum. The conditioned air flow from the upper supply plenum enters the cabin through a ceiling air outlet.
Conditioned air flow from the lower supply plenum also enters the cabin through the seat supply outlet.
The Air Mixer Duct

The mixing manifold, commonly referred to as H-duct, is a composite duct which is used to mix pack outlet air and re-circulated air before the air is routed to
the cabin zones.
From the two ECS packs and the two re-circulation fans, the air flow is directed to the mix-manifold.
If the optional two-zone system is installed, additional hot air is supplied to the mix-manifold via trim check valves and trim by-pass valves.
The total air flow entering the flight deck, the cabin compartments and the gaspers is made up of approximately 50% fresh air and 50% re circulated air.
Cabin Air Re-circulation

The recirculation system consists of two fans operated by a selector switch in the cockpit. The fans draw air from the re circulation bay through glass-fibre
filter elements and direct the air back to the mixer duct.

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The re circulation fans are single-speed fans driven by three-phase 115/ 200V AC motors. The motors contain internal thermal protection circuits to shut
down the fan in case of an over temperature condition.
HEPA (High Efficiency Particulate-Air) type filters, located before the recirculation fans remove 99.999% of the bacteria and viruses produced by the
passengers and airborne dust and particulates.
The recirculation system also receives signal from a smoke detector to shut down the recirculation system if smoke is detected in the recirculation area.
The two fans of the recirculation system supply gasper, cockpit and passenger cabin air to be mixed with air conditioning pack discharge in a mixing duct
(H-duct). The air passes through the filters and is then routed by the fans to the cabin zones and gaspers via air ducts.
The Re-circulation Fans

The re-circulation fan is a 7.25 in diameter single-speed mixed flow fan. Each aircraft is provided with two re-circulation fans.
The fan has the following features:
 The fan wheel is contained in a cylindrical aluminium housing.

 It incorporates a twin flapper check valve design to prevent flow in reverse direction.
 It is driven by a three-phase 115/200 VAC, 400 Hz motor.
 It contains an internal thermal protection circuit which is used to shut down the fan in the event of an over temperature condition.
Re-circulation Fan Filter (HEPA-type)

The re circulation fan filter assembly consists of an 11.5 in diameter cylindrical glass-fiber filter element which is encased in a protective aluminium grid.
The filter is mounted on a bracket in line with both the left and right circulation fans (two per aircraft). The filters cannot be bypassed and become more
efficient with increased service life.
The fan filter has the following features:
 An upper-and-lower composite flange connects the filter element and protective grid as one assembly.
 A rubber gasket is mounted on the lower flange to provide the sealing mechanism for installation on the aircraft.
Re-circulation Fan Operation

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Re-circulation Switch
The recirculation switch is located on the AIR COND/PNEUMATIC control panel.
The switch has two positions: OFF and AUTO.
The light in the switch is on when the switch is in OFF and off when the switch is in AUTO.
The re-circulation fans will be commanded ON whenever the cockpit control panel switch is in the AUTO position, with two exceptions:
 Both fans will be commanded OFF if the Cabin Pressurization Control System dump switch is depressed
 if smoke is detected in the re circulation bay or the smoke detector fails.
An EICAS caution message will illuminate in case:
 smoke is detected, or
 if the smoke detector fails.
On the ECS synoptic page the re-circulation fans will be indicated in green when they operate, and in red if they are switched off.
Smoke Detector
There is one smoke detector attached below the passenger cabin floor structure, in the re circulation area, between the re circulation filters.
The smoke detector is a photoelectric type sensor that operates on the principle of light scattering by suspended smoke particles.
The unit consists of a cover assembly and a base plate assembly. The cover assembly contains holes that permit air and smoke to pass to the internal
chamber of the detector.
Smoke detection will command the Re-Circulation Fans and FWD Cargo Bay fans off, and command the FWD Cargo Bay Shut Off valve closed. If smoke in
the recirculation bay is detected, a CAS warning message RECIRC SMOKE will be generated.
The Ram Air Ventilation System

The ram air ventilation system allows outside ambient air to enter the flight deck and passenger compartment when the air conditioning packs are shut down.

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The system is normally not actuated when packs are operating, and ram air is passing through the heat exchangers to provide duct cooling.
The ram air system includes a ram air valve installed in the left ram air inlet duct, and ram air check valve installed in the right ram air duct.
The ram air ventilation valve is a butterfly valve powered by 28 VDC. Micro switches are provided for position indication.
The manual override feature allows manual opening and closing of the valve.
Emergency Ram Air Ventilation Valve (RAVV)
• The RAVV is a 5 inch diameter aluminum butterfly Valve which is located in the left pack ram air inlet ducting.
• There is one Emergency Ram Air Ventilation Valve per aircraft.
• Powered by a 28 VDC electric actuator.
• Actuator uses microswitches for position indication and overtravel protection.
• Manual override feature allows for manual opening and closing of the valve.
Emergency Ram Check Valve
• The Emergency Ram Check Valve is a five inch diameter twin petal check valve which is located in the right pack ram air inlet ducting.
– Two aluminum check valve petals are retained in the check valve housing by a common hinge pin.
– A wire retention spring is used to hold check valve petals in the closed position
– Utilizes mechanical bar type stop
– Same part number as the low pressure distribution check valves.
The Emergency Ram Air Ventilation Valve

The emergency ram air valve is commanded open whenever both packs are commanded off or failed off, the aircraft is below 25000 ft and is weight off
wheels.
Valve
The ram air valve is a 5-inch diameter electrically-actuated butterfly valve. The valve is opened and closed by a 28 VDC electric actuator which
rotates a splined butterfly shaft. The ram air valve also con tains a manual actuation lever which can be used to manually position the valve in the
event of actuator electrical failure. The valve and actuator require no lubrication or servicing.
Valve Actuator

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The emergency ram-air valve actuator moves the emergency ram-air valve through a movable arm. When ram air flows to the heat exchanger, the flow to
the ram air duct closes, and vice-versa.
The electric actuator utilizes a 28 VDC motor which acts on a worm type gear and wheel assembly to rotate the valve shaft. The actuator contains two sets of
micro-switches which are used for valve open/close indication and actuator over-travel protection. The linear actuator electrical travel is limited by two limit
switches, one in the retracted position and the other in the extended position.
Emergency Ram Air Check Valve

The emergency ram air ventilation system allows outside ambient air to enter the cockpit and passenger cabin when the air conditioning pack is shut down.
The emergency ram air check-valve is a five inch diameter twin petal check valve which is located in the right pack ram air inlet ducting. The emergency
ram-air check-valve does not require electronic control. It will be open whenever the cabin ECS cooling pack is off and the pressure in the ram air circuit is
greater than cabin pressure.
The valve has:
 Two aluminum check valve petals retained in the check valve housing by a common hinge pin;
 A wire retention spring used to hold the check valve petals in the closed position;
 A mechanical bar type stop.
Ram Air Operation

When the emergency ram-air valve is commanded open, fresh air entering the left ram air inlet flows through the valve, bypassing the air conditioning pack,
to provide ventilation for the flight deck. This provides additional fresh air ventilation. On the ground, the valve will be closed if the aircraft speed is less than
50 kts. In order to avoid an unnecessary EICAS message, the emergency ram-air valve is also commanded closed when the aircraft is in Ground Service
Mode.
The ram-air ventilation system is also used for emergency cockpit smoke removal. If there is evidence of smoke in the cockpit, the flight crew will latch the
cabin pressure-control-system dump-switch. Upon receipt of the dump switch signal the AMS controller will command both the left and right pack flow control
valves closed. The left and right recirculation fans will be commanded off to eliminate recirculation of cockpit air flow. The forward electronics compartment
backup ventilation fan will be commanded on to increase ventilation flow through the cockpit area. The emergency ram-air valve will be commanded
open. These actions will permit the flow of fresh air through the emergency ram-air valve to clear smoke in the cockpit area.
Fresh air will also flow through the emergency ram air check valve to equalize pressure in the mixing duct and provide emergency ventilation
for the passenger cabin zones.
During smoke removal both packs will be shut off, and therefore the ram air valve and the ram air check valve will open. EICAS advisory and CMC

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messages are provided if one or more of the valves fail closed. The synoptic page shows the ram air valve in green when the valve is open, and in red when
the ram air valve is closed.
Smoke Removal
The ram ventilation system is also used for cockpit smoke removal.
Flight crew will depress cockpit DUMP switch as an emergency procedure for cockpit smoke removal. When the dump switch is depressed the CPCS (Cabin
Pressure Control-System) will depressurize the cabin at a rate of 2000 ft/min. The AMS (Air Management System) controller will then shut down both air
conditioning packs, turn off both re circulation fans and open the emergency ram air check valve. This will allow fresh air to flow through the cockpit.
When the DUMP switch signal is received AMS controller will:
 Shut down both air conditioning packs.

 Turn off both recirculation fans.
 Open the emergency ram ventilation valve.
21-21 Avionics Compartment

Introduction
The avionics compartment ventilation system supplies sufficient ventilation to the applicable avionics compartments to prevent over-temperature during the
aircraft operation on the ground or in flight.
The avionics compartment ventilation system incorporates forward and middle compartments.
The main function of the forward avionics compartment ventilation system is to provide a reliable ventilation source that will maintain a safe temperature in
the forward avionics compartment. The forward avionics compartment ventilation system utilizes three 4.5 in diameter single-speed fans to pull air from the
avionics compartment to the re circulation area.
The fans contain an integral check valve to prevent reverse flow when the fan is not in use.
The fans are connected in parallel to a common supply duct. An electronic flow sensor is mounted in the main ventilation supply duct and is used for system
health monitoring.

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The main function of the middle avionics compartment ventilation system is to provide a reliable ventilation source that will maintain a safe temperature in the
middle avionics compartment. The middle avionics compartment ventilation system utilizes two 5.25 in diameter single-speed fans and one 5.25 in diameter,
2-speed fan to pull air from the middle avionics compartment to the re circulation area.
The fans contain an integral check valve to prevent reverse flow when the fan is not in use. The fans are connected in parallel to a common distribution duct.
An electronic flow sensor is mounted in the main ventilation duct and is used for system health monitoring.
Forward Avionics Compartment Ventilation Ducts

A common supply duct has three fans connected in parallel. An electronic flow sensor is mounted in the main ventilation supply duct and is used for system
health monitoring. The ducts are made of composite material.
Middle Avionics Compartment Ventilation Ducts

A common distribution duct has three fans connected in parallel. An electronic flow sensor is mounted in the main ventilation duct and is used for system
health monitoring. The ducts are made of composite materials.
The aft avionics compartment does not have a dedicated fan. A duct is routed from the aft avionics compartment to the middle avionics compartment inlet
duct. This duct draws air from the passenger cabin through the aft avionics-compartment area using the middle avionics compartment fan as a driven source.
This duct improves the performance of the aft avionics-compartment ventilation and also the smoke containment in that area.
Forward Electronics Bay Ventilation System

The Forward Electronics Bay Ventilation System components are accessed through a panel under the forward fuselage.
Forward Avionics Compartment Fan (x3)

The forward avionics compartment fan is a 4.5 in diameter single-speed axial flow fan, weighing 4.5 lb with an overall length of 6.5 in, and produces a
volumetric flow rate of 224 ft3/min. The fan wheel is contained in a cylindrical aluminium housing which incorporates a twin flapper check valve design to
prevent flow in the reverse direction.
The fan is driven by a 3 - phase 115/200 VAC 400 Hz motor. The motor contains an internal thermal protection circuit which is used to shut down the fan in
the event of an over temperature condition. Maintenance of the fan is on condition.

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Forward Avionics Compartment Flow Sensor

The forward avionics compartment flow sensor consists of CRH (Constant Resistance Heating) element and a platinum RTD (Resistance Temperature
Device) mounted in a stainless steel probe. A constant voltage is applied to heat the CRH element to a known value. The CRH elements temperature and
electrical resistance will change with variations in mass flow rate. The RTD element measures the ambient air temperature in the duct. The AMS uses the
CRH element resistance changes, along with the ambient temperature from the RTD element to calculate a local mass flow rate in the duct. If the local mass
flow rate falls below a certain level (indicating no duct flow) the AMS controller will alert the flight crew of a low flow condition using the EICAS.
Forward Electronics Bay Ventilation System Operation

The forward electronics bay ventilation system consists of one flow sensor and three single speed ventilation fans (all fans are the same part number).
The electronics bay fans are controlled by the Secondary Power Distribution Assembly.
During normal system operation Fan 1 operates normally with Fan 2 and Fan 3 in standby mode.
If there is a failure of Fan 1, Fan 2 will be automatically turned on.
If both Fan 1 and Fan 2 have failed, Fan 3 will be commanded on, this will have the effect of turning the emergency back up fan (Fan 3) on low speed in the
central electronics bay.
Hot Day Ground Operation

For ground operation with the ambient temperature above 86 Deg F (30 Deg C) both Fan 1 and Fan 2 will be turned on to meet a two fan flow threshold. Fan
3 will be in standby mode and will be turned on only if Fan 1 or Fan 2 has failed.
EICAS Indication
The FWD EBAY FANS FAIL caution messages shows on the EICAS if:
 the two fans for normal operation (left and right) are failed AND the aircraft is on ground, OR;
 The emergency backup fan is failed AND the aircraft is on ground, OR;

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 The flow sensor is failed AND the aircraft is on ground, OR;
 The flow sensor indicates that there is NOT at least one fan operating (low-flow sensor reading),OR;
 All three fans are failed AND the aircraft is in flight.
A single fan failure results in only one CMC (Central Maintenance Computer) message. lt is important to note that the forward avionics compartment
ventilation system can maintain adequate compartment cooling with one fan operational.
The Middle Avionics Bay Fans

The centre avionics bay ventilation system contains fans that pull air from the passenger cabin under floor areas through the centre avionics compartment,
and exhaust the air into the re circulation bay.
The two single-speed fans and one two-speed fan are connected in parallel to a common distribution duct, and contain integral check valves in order to
prevent reverse flow. A sensor mounted in the fan supply duct provides system health monitoring.
The Central Electronics Bay ventilation system components are accessed through a panel aft of the fairing.
Middle Avionics Compartment Fan

The middle avionics compartment fan is a 5.25 in diameter single-speed axial flow fan, weighing 6.1 lb with an overall length of 7.25 in, and produces a
volumetric flow rate of 547 ft3 /min. The fan wheel is contained in a cylindri cal aluminium housing which incorporates a twin flapper check valve design to
prevent flow in the reverse direction.
The fan is driven by a 3-phase 115/200 VAC 400 Hz motor. The motor contains an internal thermal protection circuit which is used to shut down the fan in the
event of an over temperature condition. Maintenance of the fan is on condition.
Middle Avionics Compartment Fan (2-speed)

The 2-speed middle avionics compartment fan is a 5.25 in diameter axial flow fan, weighing 6.7 lb with an overall length of 7.25 in, and produces a volumetric
flow rate of 370 ft3/min. under low speed operation and 547 ft3/ min. in the high speed mode of operation. The fan wheel is contained in a cylindrical
aluminium housing which incorporates a twin flapper check valve design to prevent flow in the reverse direction. The fan is driven by a 3-phase 115/200 VAC
400 Hz motor. The motor contains an internal thermal protection circuit which is used to shut down the fan in the event of an over tem perature condition.
Maintenance of the fan is on condition.
Middle Avionics Compartment Flow Sensor

The middle avionics compartment flow sensor consists of a CRH element and a platinum RTD element collocated in a stainless steel probe. A con stant
voltage is applied to heat the CRH element to a known value. The CRH elements temperature and electrical resistance will change with variations in mass

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flow rate. The RTD element measures the ambient air temperature in the duct. The AMS controller uses the CRH element resistance changes, along with the
ambient temperature from the RTD element to calculate a local mass flow rate in the duct. If the local mass flow rate falls below a certain level (indicating no
duct flow) the AMS controller will alert the flight crew of a low flow condition using the EICAS.
Middle Avionics Compartment Fan Operation

The central electronics bay ventilation system consists of one flow sensor, two single speed fans for normal operation and one two speed emergency
backup fan.
The central electronics bay fans are controlled by the Secondary Power Distribution Assembly.
During normal system operation Fan 1 operates normally with Fan 2 and Fan 3 in standby mode.
If there is a failure of Fan 1, Fan 2 will be automatically turned on.
If both Fan 1 and Fan 2 have failed, Fan 3 will be commanded on high speed.
The low speed on the two speed fan is primarily used during Ram Air Turbine deployment to minimize power consumption.
Fan number 3 will be turned on low speed by default any time the backup fan in the forward E-Bay is activated.
Hot Day Ground Operation

For ground operation with the ambient temperature above 86 Deg F (30 Deg C) both Fan 1 and Fan 2 will be turned on to meet a two fan flow
threshold.
Fan 3 will be in standby mode and will be turned on (high speed) only if Fan 1 or Fan 2 has failed.
The CENTER EBAY FANS FAIL caution message shows on the EICAS if:
 The two fans for normal operation (left and center) are failed AND the aircraft is on ground,
 The emergency backup fan (right) is failed AND the aircraft is on ground,
 The flow sensor is failed AND the aircraft is on ground,
 The flow sensor indicates that there is NOT at least one fan operating (low-flow sensor reading),
 All three fans are failed, the aircraft is in flight AND the RAT (Ram Air Turbine) is not deployed.
A single fan failure will result in only one CMC message. lt is important to note that the middle avionics compartment ventilation system can maintain
adequate compartment cooling with one fan operational.

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NOTE: When the RAT is deployed, the middle avionics compartment emergency fan uses the low speed setting to minimize power consumption.
Electronics Bay Ventilation System Architecture
 Forward E-Bay Fan 1 and Central E-Bay Fan 1 powered by AC Ground Service BUS.
 Forward E-Bay Fan 2 and Central E-bay Fan 2 powered by AC 2 BUS.
 Forward E-Bay backup Fan 3 and Central E-Bay backup Fan 3 powered by AC ESS BUS.
 Forward E-Bay backup Fan 3 and Central E-Bay backup Fan 3 can also be activated by thermal switches in EICC.
 Provides protection in the event that fans are inadvertently commanded off due to lightning/HIRF event.
Electronics Bay Ventilation- Initiated Built In Test

The electronics bay fans in the Forward and Central Electronics bay are checked for proper operation each time the AMS controller is powered up, and two
minutes after each aircraft landing.
This built in test is automatically initiated by the AMS controller to ensure that each fan is operational and is capable of providing adequate air flow.
The test will detect fan failures which are not detected by continuous load current monitoring. During this power up / post landing fan operational test the
AMS controller commands only one fan on in each electronics bay and uses the flow sensor to verify that the fan is operating. The test will be performed on
each fan.
 NOTE: If all three fans in a common electronics bay (Forward or Central) do not meet the minimum flow requirements of this test, The AMS controller
will determine that the flow sensor in the associated bay has failed.
 If the (2) normal operation fans have failed, or the backup fan has failed, or the flow sensor has failed, EICAS message XXX EBAY FANS FAIL will be
displayed.
21-27 Forward Cargo Compartment

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Introduction
The Forward Cargo Bay Ventilation system consists of a butterfly valve, a ventilation fan, and a steel check valve. The cargo ventilation (shut-off) valve is a
3.5 inch diameter pneumatically actuated butterfly valve which uses a 28 VDC solenoid for open/close function. Supply pressure to the valve comes from the
left bleed manifold duct.
The forward cargo ventilation fan is a 4.5 inch diameter single speed axial flow fan used to pull air from the under-floor recirculation system to the forward
cargo bay . The fan is driven by a 3-phase 115/200 VAC 400 Hz motor. The motor contains an internal thermal protection circuit which is used to shut down
the fan in the event of an over temperature condition. The fan wheel is contained in a cylindrical aluminium housing.
The forward cargo compartment check valve is a 3.5 diameter dual flapper check valve which is mounted in the cargo ventilation duct downstream of the
ventilation fan.
Ventilation ducts are used to for routing air from the under-floor recirculation system to the forward cargo bay
The forward cargo compartment ventilation system draws air from the cabin under-floor area by means of a single fan, and exhausts the air through the
cargo compartment shut-off valve into the re-circulation bay area to the outflow valve.
During normal operation the fan is operating, and the shut-off valve is open and monitored by the AMS controller. In case of fire, the fan is turned off and the
valve is immediately closed.
The check valve ensures that there is no airflow toward the passenger compartment.
Note: This cargo compartment ventilation system is optional.
Cargo Bay Ventilation

The function of the cargo bay ventilation system is to provide adequate airflow in the cargo bay to support the transportation of live animals.
NOTE: The cargo bay ventilation system is an aircraft selectable option for the ERJ 170.
The AMS controller shall determine if the aircraft is equipped with the cargo bay ventilation system via the aircraft configuration programmable inputs.
The cargo bay ventilation system consists of a ventilation fan, a check valve, and an exhaust valve. During all normal aircraft operating conditions the cargo
bay ventilation fan is commanded on and the cargo bay exhaust valve is commanded open.
The fan is commanded off and the exhaust valve is commanded closed if:
 Fire in the cargo bay is reported by the MAU (Modular Avionics Unit) fire detection system.

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 Left bleed pressure is unavailable.
Supply pressure to open the cargo bay shutoff valve comes from the left bleed system through a servo supply tube.
Indications
If the forward cargo fan fails, or if the shut-off valve fails, the EICAS message CARGO FWD VENT FAIL will be displayed, either on ground or in the air.
Valve position failures are indicated on the CMC.
On the MFD Environmental Control System synoptic page the fan operation, valve position and the cargo compartment temperature are displayed.
ECS Built-in Test

E-Bay fans in the forward and mid E-Bays are continuously monitored by the AMS controller using load current monitoring and overheat detection. E-Bay flow
sensors are also used to verify that there is adequate airflow in the E-Bay ventilation duct. In addition, the E-Bay fans in the forward and mid E-Bays are
checked for proper operation each time the AMS controller is powered up, and two minutes after each aircraft landing. This BIT is automatically initiated by
the AMS controller to ensure that each fan is operational and is capable of providing adequate airflow. This test will detect fan failures that are not detected by
continuous load current monitoring. During this power up/ post landing fan operational test the AMS controller commands only one E-Bay fan on in each E-
Bay and uses the E-Bay flow sensor to verify that the fan is operating. This test is performed on each fan. If all the fans in a common electronics bay (forward
or mid) do not meet the minimum flow requirements of this test, the AMS controller will determine that the E-Bay flow sensor in the associated bay has failed.
The recirculation bay smoke detector is tested by the AMS controller using the recirculation bay smoke detectors automated BIT function. The BIT is
performed whenever the AMS controller is powered up (after shut down) and two minutes after each aircraft landing. The AMS controller sends a test sig nal
to the recirculation bay smoke detector that causes the recirculation bay smoke detector to perform an internal BIT: The recirculation bay smoke de tector BIT
sequence includes fan current monitoring and a test of the smoke detecting and alarm capability. If the recirculation bay smoke detector does not pass the
BIT sequence the AMS controller will generate the EICAS message RECIRC SMK DET FAIL to alert the flight crew that the recirculation bay smoke detector
is inoperative. In addition, continuous BIT monitors sets the RECIRC SMK DET FAIL EICAS Message if the recirculation bay smoke detector has been failed
due to an electrical power supply lost (open circuit) or Smoke Detected signal is not valid for 10 or more seconds.
The emergency ram air ventilation valve is tested each time the AMS controller is powered up. The AMS controller commands the valve full OPEN and then
CLOSED. This valve has position switch feedback for position indication. EICAS message RAM AIR FAULT will be displayed if the valve has failed in the
CLOSED position.
The forward cargo compartment shutoff valve is tested each time the AMS controller is powered up. The AMS controller commands the valve full OPEN and
then CLOSED. This valve has position switch feedback for position indication. EICAS message CRG FWD VENT FAIL will be displayed if the valve has failed
in the OPEN position.

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21-28 Electronic Rack Ventilation System

Introduction
The electronic-equipment-rack ventilation system provides airflow for cooling of nonessential electronic equipment installed in a dedicated equipment rack.
ln the event of smoke resulting from failure of electronic equipment, the rack ventilation system provides a mean to discharge the smoke overboard.
The electronic-equipment-rack is installed in the lower compartment, behind the aft partition of the aft cargo compartment. The shelves of the rack contain
the several units required for the proper functioning of the in-flight entertainment system. Some of these units require forced ventilation, supplied by a
dedicated and independent ventilation system, in order to minimize effects on air-conditioning distribution, pressurization and smoke management.
The rack ventilation system comprises:

 One electric-motor-driven fan
 An overboard air-discharge port
 Two electric-motor-driven air shutoff valves
 One smoke detector
 One airflow switch
 Three airflow-limiting venturi’s
 Associated air collection and conveyance ducts
System Description
Plenums and ducts collect air from the rack and discharge it overboard forced by a fan (on-ground) or by cabin diff pressure through a venturi (in-flight).
The discharge duct system splits into three branches and later joins together to form a common exhaust duct. The branches are called: ground line, vent line
and bypass line. The ground line has an electric-motor-driven air shutoff valve. The ground valve is always open on ground when the fan is ON. It closes in
flight to prevent excessive flow leakage. The vent line is the main path for the ventilation flow in flight. lt contains an electric-motor-driven air shutoff valve and
a flow limiting venturi. The vent valve is always open, except under certain conditions when evacuation of smoke generated in other aircraft regions could be
affected. The bypass line is always open to ensure a minimum amount of cooling flow, whenever the vent valve is closed. lt contains a flow-limiting device to
prevent excessive flow leakage that could jeopardize the smoke containment in other areas of the airplane. An additional venturi is installed in the common
exhaust duct, downstream of the valves. lts purpose is to minimize the impact on the cabin pressurization control system. The venturi is sized to ensure that
cabin pressure remains below the "HI CABIN" indication set point, even in single-pack mode with the ground valve failed open.
A smoke detector is installed in the rack ventilation duct. ln the event of smoke resulting from failure of electronic equipment, the smoke detector generates
an EICAS message for the crew, and automatically shuts down the electronic equipment rack. The pilot is also required to manually shut off the rack as an
added precaution.
System Description

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There is also an airflow switch used to detect loss of cooling flow. Exhaust air or smoke is captured from the upper part of the rack and discharged overboard
through a dedicated fuselage port located at the RH side, aft part of the aircraft fuselage, opposite to the vacuum and waste fuselage port. The cooling air is
enclosed and does not enter the cargo compartment. lt is exhausted overboard on the ground and in flight. Control function, fault indication, and testing of
the electronic-equipment rack ventilation system operation is accomplished by electrical circuits that are independent of other aircraft control circuits.
Airflow Switch
The airflow switch is a flow-sensing unit that uses thermal dispersion technology where two platinum RTD (Resistance Temperature Detector) are located in
the airflow element. lt is a solid state unit powered by 28 VDC (Volt Direct Current).
The airflow switch is installed in the rack exhaust-air discharge-line (upstream the smoke detector) and has the function of protecting the electronic
equipment from an overheat condition due to lack of air cooling. lt is only deactivated (without shutting down the system) during an aircraft single pack
operation. At this time, both shutoff valves are closed and the minimum required airflow to cool the rack is obtained through the bypass line.
Fan
The function of the fan (brushless type) is to provide ventilation to the electronic equipment rack when the aircraft is on the ground. The fan draws air from
the rack and discharges it overboard through the ground and vent shutoff valves. The ventilation fan is of the 4.5 in diameter, single speed and axial flow
tupelo is driven by a 3-phase 115/200 VAC/ 400 Hz motor. The motor contains an internal thermal protection circuit which is used to shut down the fan in the
event of an over-temperature condition. The fan wheel is installed in a cylindrical aluminium housing.
Operation
During ground operation, the fan draws the air from the underflow compartment through the rack equipment and exhausts it to the outside. The ground valve
and vent valve are open. The airflow switch monitors the airflow rate to ensure adequate cooling capacity for the electronic units. During takeoff, when the
TLA (Thrust Lever Angle) is moved above 60 degrees and the parking brake is released, the ventilation system is automatically configured to the flight mode.
During descent and landing, this configuration will remain until 20 seconds after touchdown, when the system reverts back to ground mode.
In the flight mode, the ground valve is closed and the fan is shut off. The vent valve and the bypass line are open. The pressure difference between the cabin
and the outside air serves as the driver for cabin air to flow through the rack ventilation system discharging the exhaust air to the outside. The airflow switch
monitors the airflow rate to ensure adequate cooling capacity for the electronic units. lts signal is inhibited during flight under 17500 ft +1- 500 ft, when the
ventilation system has not reached its nominal capability.
Fan Operation
During normal ground operation, the fan is commanded ON and both shutoff valves are commanded OPEN. After takeoff or in response to a smoke
detection on the ground, the fan is commanded OFF and the ground shutoff valve is commanded CLOSED.
The fan operates on the ground even when only the ground service power bus is available, in order to ventilate the Wireless Aircraft Unit (WAU).
Vent Shutoff Valve Operation

The vent shutoff valve is normally in the OPEN position. ln flight conditions, the cabin differential pressure draws air from the rack and discharge it overboard
through the vent shutoff valve and the fuselage port.

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The vent shutoff valve is commanded to the closed position after the following conditions have been achieved:
 single pack operation
 smoke detected in the recirculation bay
Air Flow Switch Operation

The airflow switch is a unit installed in the rack exhaust line, upstream of the smoke detector. The function of the airflow switch is to protect the
rack equipments from an overheat due to a lack of air cooling.
Upon detection, the signal from the switch is sent via relays to the SPDA, which then automatically removes the electrical power to the rack to
protect the LRU’s. The airflow switch signal is inhibited during flight under 17500 ft +/ - 500ft, when the ventilation system has not reached its
nominal capability.
Maintenance Test Panel

The maintenance test panel is installed in the aft electronics-compartment rack on the right-hand side at the upper shelf. lt provides a mean for testing the
smoke detector and also to verify the operation of the shutoff valves (ground/vent).The panel also indicates failures of the smoke detector, vent shutoff valve,
ground shutoff valve and rack cooling system (fan and airflow switch) through 4 LED (Light-emitting Diode)s (amber color).These failure indications are
latched in order to enable the maintenance crew to evaluate the problem on the ground.
Monitoring Panel (LEDS)

The ventilation system monitoring panel consists of 4 LED’s installed near the G2 Galley, on the side panel, forward of the LH passenger entry-door:
 COOLING FAIL
 SMOKE DETECTOR FAIL
 GROUND VALVE FAIL
 VENT VALVE FAIL
Just like the maintenance test panel, these LED’s also indicate eventual failures of the rack ventilation system LRU (Line Replaceable Unit)s. The main
difference is that the monitoring panel has an easier access and is much simpler (it does not have test functions, for instance).The monitoring panel is used
for maintenance purposes only (such as troubleshooting).
Maintenance Test Panel Operation

The single 3-position momentary toggle switch (with normal central position lever-lock) provides a mean for operationally checking the vent shutoff valve and
the ground shutoff valve. When the aircraft is on the ground, in normal operation condition, both SOV (Shutoff Valves) must be in the OPEN posi tion,
confirmed by the LED "OPEN" indication illuminated in green color.

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The operational checks are achieved by lifting the toggle switch and moving it UP (to test the vent valve) and DOWN (to test the ground valve).At this time
the LED "OPEN" indication will turn OFF and after a few seconds (5-8 s) the LED "CLOSED" indication will turn ON indicating full traveling of the applicable
shutoff valve. When you release the toggle switch and locks it in the central position, that will open the applicable shutoff valve and the LED "CLOSED"
indication will turn OFF. Consequently, the LED "OPEN" indication will turn ON.
The smoke detector test switch allows complete testing of the smoke detection and indication system for the electronic equipment rack. When the test switch
is momentarily pressed, it illuminates in white color indicating that the test has initiated. When the test is successfully completed, the LED "PASS" indication
will illuminate in green color and the "IFE RACK SMOKE" caution message is displayed on the EICAS. At the same time, an aural warning ac tivated in the
cockpit.
When the test switch is held pressed longer than 10 seconds, the auto shutdown function is checked. ln this case, the power is removed from rack
components and the IFE RACK SMOKE message is displayed on EICAS. At the same time, an aural warning is activated in the cockpit.
There are four failure LED’s (amber color) on the maintenance test panel: vent valve, ground valve, smoke detector (auto test) and rack cooling system
(ducting, fan or airflow switch).They are intended to help the ground crew to determine which LRU needs troubleshooting. These failure indica tions are
latched once they occur.
The circuit breaker is installed to permit maintenance on the applicable LRU powered by 28 VDC such as: smoke detector, airflow switch, SOV’s, relays and
LED’s.
The LED RESET 2-position momentary toggle switch (with normal position lever-lock) allows the LED "FAIL" indication (amber color) to be cleared after the
cause of the fault indication has been fixed.
The LED TEST 2-position momentary toggle switch (with normal position lever-lock), when activated, will send a ground and indicate that all LED’s (amber)
are operational. The other five LED’s (green) can be tested during the ground and vent valve operational checks and the smoke detector test.
21-60 Temperature Control

Introduction
The temperature control system provides closed loop control for the flight deck and passenger cabin. The cabin two-zone configuration is an aircraft
selectable option.
The flight deck and passenger cabin temperatures are electronically controlled by the AMS controller between 19°C and 30°C. The AMS controller compares
the actual temperature provided by the temperature sensors to the selected temperature. If a difference exists, the AMS controller will adjust the target duct
temperature by modulating the pack bypass valve position until the selected temperature is achieved. In case of ambient sensor failure, the system defaults
to the duct temperature sensor, and if the selector fails, the system defaults to a 75°F/ 24°C zone temperature.

Revision 01
The two zone configuration utilizes independently controlled trim air modulating valves to regulate hot air into the mixing duct.
Zone Temperature Control

Cabin Zone Temperature Sensor locations.
 Cabin Zone Temperature Sensor also uses ejector to draw ambient air across sensor element.
 Ambient air is drawn from space between overhead bins.
Cockpit Zone Temperature Sensors

The cockpit zone receives airflow from the left air conditioning pack. Conditioned air from the left pack is mixed with the recirculated air from the left
recirculation fan. Cockpit zone control is achieved by changing the left air conditioning pack outlet temperature.
The cockpit temperature control system includes two dual temperature sensors. One sensor is located in the cockpit under the ceiling panel and the other is
in the cockpit zone duct downstream of the mixer duct. Each sensor contains two independent sensing elements that provide signals for AMS channels 1
and 2.
Ejectors are used to draw ambient air from the cockpit and cabin zones across temperature sensor.
The cockpit zone temperature control adjusts the temperature of the cockpit to meet the selected temperature. The temperature is selected by the flight crew
using the CKPT selector.
Passenger Cabin Zone Temperature Controls

The passenger zone temperature control adjusts the temperature of the passenger cabin to the selected value.
The temperature can be selected by the flight crew using the PAX CABIN selector in the cockpit, or by the flight attendants using the CABIN TEMPERATURE
selector on each forward and aft attendant control panel.
Single zone cabin

Revision 01
The passenger cabin zone temperature control comprises one selector in the cockpit, one selector on each forward and aft attendant control panel, one duct
sensor and one cabin sensor located at row 6 left hand.
Dual zone cabin
For aircraft with cabin dual zone configuration, zone temperature control comprises one selector in the cockpit, one selector on each forward and aft
attendant control panel, two duct sensors and two cabin sensors located at rows 6 and 14 left hand. Two trim air modulating valves and mufflers are also
installed, these are located in the recirculating fan bay.
Cabin Temperature Sensor Location

The Cabin Zone Temperature Sensor also uses an ejector to draw ambient air across the sensor element. Ambient air is drawn from a space between the
overhead bins. The passenger zone temperature control adjusts the temperature of the passenger cabin to the selected value.
There are up to two sensors positioned on the left hand side of the cabin, one at seat row 6 and the other at seat row 14(optional). The duct sensors are
positioned in the forward and aft cabin supply ducting, also on the left had side.
Temperature Controls
The Cockpit and passenger cabin temperatures are controlled from the cockpit using a rotary selector knob located on the cockpit AIR COND / PNEUMATIC
selector panel. When the passenger cabin temperature selector is moved to the ATTD position the passenger cabin temperatures are controlled by selector
panels which are mounted in the forward and aft passenger cabin zones. The remotely mounted selector panels have a light which illuminates when the
selector panel is enabled.
Single Cabin Zone Configuration

The passenger cabin receives air from the left and right air conditioning packs, routed through the mixer duct, where it is blended with re
circulated air from the fans. Air is then routed to the front and aft passenger cabin dis tribution ducts. In the single cabin zone configuration, the
passenger cabin temperature is controlled by changing the right air conditioning pack outlet temperature.
The single configuration includes two dual sensors, one ambient temperature sensor located in a Duct by the overhead bins, and the other
cabin duct temperature sensor downstream of the mixer.
The Two Cabin Zone Configuration

The two cabin zone configuration uses a separate trim system for independent control of forward and aft cabin zones.

Revision 01
Hot air is tapped from the right air conditioning pack for zone temperature control. The system includes:
 two trim modulating valves,

 two ejectors
 four dual temperature sensors, (2 duct and 2 zone).
The trim air system utilizes two trim air modulating valves, two hot air ejectors, and associated ducting to independently control the air temperature entering
the forward and aft passenger cabin distribution ducts.
The passenger cabin temperature is selected by the flight crew using the PAX CABIN selector. The forward and aft passenger cabin zone tempera tures can
be selected by the flight attendant using CABIN TEMPERATURE selectors located on the attendant control panels.
The trim air system utilizes two trim air modulating valves, two hot air ejectors, and associated ducting to independently control the air temperature entering
the forward and aft passenger cabin distribution ducts. This is accomplished by mixing hot air from the ejectors directly into the forward and aft distribution
duct openings within the mixing duct. The amount of hot air flowing to the ejectors is controlled electronically by the AMS controller through modulation of two
trim air modulating valves
Cockpit Temperature Control - Operation

The cockpit temperature is selected by the flight crew using the CKPT selector. During normal operation, the cockpit zone receives airflow from the left air
conditioning pack and the left recirculation fan. Under normal operating conditions, the cockpit temperature is controlled by modulation of the left pack bypass
valve. Hot pack bypass air is mixed with cold pack discharge air to obtain the desired zone temperature.
Two temperature sensors, each located in the cockpit zone and in the cockpit duct provide electronic signals to the AMS controller. Each temperature sensor
contains two independent sensing elements which provide electronic signals to channel 1 and channel 2 of the AMS controller. This provides for redundancy
so that failure of an individual sensing element will have no effect on cockpit temperature control. Using feedback from the temperature selector and the
temperature sensors the AMS controller will then change the left air conditioning pack outlet temperature to achieve the desired cockpit zone temperature.
The AMS controller compares the selected cockpit temperature to the actual cockpit zone temperature. The difference between the selected temperature and
the actual cockpit temperature is used to calculate a “target” cockpit zone duct temperature. The AMS controller will then modulate the left pack bypass valve
to meet the target cockpit zone duct temperature.
Note: Flight deck temperature control is the same for both single and double cabin zone configurations.
Passenger Cabin Zone Temperature Control - Single Zone Configuration

Revision 01
For the single cabin zone configuration, the passenger cabin zone temperature is controlled by modulation of the right pack bypass valve.
Hot pack bypass air is mixed with cold pack discharge air to obtain the desired zone temperature. Passenger cabin zone temperature is selected by the flight
crew using the cockpit temperature selector or the cabin attendant temperature selectors. The temperature sensors located in the cabin zone duct and the
cabin zone provide electronic signals to the AMS controller. The AMS controller compares the selected zone temperature to actual zone temperature and the
difference between the selected temperature and the actual zone temperature is used to calculate a “target” zone duct temperature. The AMS controller will
then modulate the right pack bypass valve to meet the cabin zone duct target temperature.
Passenger Cabin Zone Temperature Control - Two Zone Configuration

For the two zone cabin configuration, the passenger cabin zone requiring the coldest air is controlled by modulation of the right pack bypass valve. The
opposite zone (warmest zone) temperature is controlled by modulation of that zones trim air modulating valve.
The forward and aft passenger cabin zone temperatures are selected by the flight attendant using temperature selectors located in the cabin area.
Temperature sensors located in the forward and aft cabin zone duct and forward and aft cabin zones provide electronic signals to the AMS controller. The
AMS controller compares the selected zone temperatures to actual zone temperatures. The difference between the selected temperature and the actual
zone temperature is used to calculate a “target” zone duct temperature for both the forward and aft cabin zone ducts. The AMS controller will then modulate
the right pack bypass valve, via torque motor command, to meet the coldest cabin zone duct target temperature.
The trim bypass valve for the coldest zone will be commanded closed. The AMS controller will then modulate the opposite zones trim modulating valve to
meet the warmest cabin zone duct target temperature.
Automatic Temperature Control

Note that the temperature control system operates only in AUTOMATIC mode when:
 dual temperature sensors provide increased reliability, and

 each AMS channel is capable of controlling the entire temperature control system.
 A CMC message is provided in case of ambient, duct sensor or trim valve failure.
The ECS synoptic page provides monitoring of actual cockpit and passenger cabin zone temperatures.

Revision 01
Trim Air Modulating Valves

The zone trim valves regulate hot bleed flow to the trim ejectors, which are installed in the mixer duct. The valves are electronically controlled
and pneumatically operated butterfly valves.
The valves are fail-safe closed and can be manually locked in the closed position. The trim ejectors directionally inject hot bleed air into the
forward and aft cabin outlet ducts.
The Trim Air Valve is a three inch diameter butterfly valve which is used to control forward and aft aircraft cabin zone temperatures (used in two zone aircraft
configuration only)
The valves are:
 Pneumatically actuated.
 Electronically controlled by a 0-50 MA torque motor.
 Increasing torque motor current causes the valve to open.
 Spring Loaded Closed.
 Fail safe position (loss of torque motor current) is closed.
 Contains a removable air supply filter.
 Can be locked in the closed position using manual locking screw.
 Same part number as the Pack Bypass Valve.
Zone Temperature Control – Single Pack Operation

During single pack operation the temperature selector for the “inoperative” pack zone will have no affect on the temperature of that zone.
The air supply to the inoperative pack zone comes from the operative pack through the mixing duct which is controlled to meet the operative pack zones
temperature selection. If the temperature in the inoperative pack zone rises above 85° F/25° C or falls below 65° F/19°C the AMS controller will automatically
bias the operational packs selected temperature to maintain the 65-85 Deg F temperature in the inoperative pack zone.
The inoperative pack zone can be regulated by changing the operative pack zone selected temperature.
Fault Reporting
Central Maintenance Computer Messages
• A Fault message will be generated for all component faults that are detected by the AMS controller built in test logic.

Revision 01
• These fault messages can be accessed through the central maintenance computer.
EICAS
• Component or system faults that require crew action or notification will be reported to the EICAS System.
– EICAS messages which are driven by a single or a combination of component faults are always associated with a CMC fault message.
– EICAS messages may also be driven by an operating condition or system status which would not be associated with a CMC fault message.
• The following page shows all EICAS messages for the Air Conditioning System.
• Setting conditions for EICAS messages are shown at the end of this training module for reference.
21-30 Pressurization
Introduction
The aircraft operates at altitudes where the oxygen density is not sufficient to sustain life. The pressurization control keeps the aircraft cabin interior at a safe
pressure altitude. This protects the passengers and crew from the effects of hypoxia (oxygen starvation).
The Cabin Pressure Control System provides a safe and comfortable aircraft cabin pressure throughout all segments of flight and ground operating
conditions.
Cabin pressure control is achieved by modulating the cabin discharge air flow through an electrically actuated outflow valve.
The Embraer 190 cabin pressure control system consists of:
AMS
CPCS Controller
Cabin Outflow Valve
(1) Positive Relief Safety Valve and Static Port
(1) Negative Relief Safety Valve

Revision 01
System Components
The Embraer 190 Cabin Pressure Control System (CPCS) consists of:
(1) CPCS Controller
(1) Cabin Outflow Valve
(1) Positive Relief Safety Valve & Static Port
(1) Negative Relief Safety Valve
The flight deck interface contains the pressurization control panel, including an auto and manual selector rotary switch, the EICAS display with Cabin
Pressure Control System related messages, and the EICAS display lower section where cabin altitude, rate of change, maximum differential pressure and
landing field elevation are displayed.
The system also includes the multi-function display, for viewing CMC messages, and the Multi function Display ECS synoptic page to monitor the outflow
valve position.
Although AMS provides the airflow it does not directly control the pressurization systems.
The Cabin Pressure Control System

The Cabin Pressure Control System is designed for completely automatic operation. The pressurization controller has two fully independent channels, which
alternate after each flight (70 seconds after touchdown). Both channels provide a manual back up function. The system utilizes digital electronics to
communicate with the other aircraft systems via ARINC 429 buses and discrete signals.
The Cabin Pressure Control System, in automatic mode, will control the pressurization in the cabin to a maximum cabin altitude of 8,000ft. The system will
also control the maximum differential pressure of 8.4psi up to 41,000ft aircraft altitude with a comfortable rate of change in climb and de scent modes. These
limits are achieved by modulating the airflow through the outflow valve. Separate mechanical positive and negative relief valves satisfy the safety relief
functions.
The Cabin Pressurization Controller

The CPCS controller provides automatic cabin pressure control, failure monitoring and recording and communication with other aircraft systems.

Revision 01
The CPCS controller has two separate, but identical, fully independent control channels. Each control channel includes:
 Two cabin pressure sensors

 Cabin pressure control circuit
 BITE (Built-in Test Equipment) control circuit
 Motor driver circuit
 ARINC (Aeronautical Radio Incorporated) 429 I/O Interface
 Discrete I/O interface
 Serial Interface for software down load and shop interrogation purposes
 EMI (ElectroMagnetic Interference) protection circuits on separate board
 Non-volatile fault and flight data storage
The control channels communicate with each other via internal communication buses. Each control channel is supplied by two separate aircraft power supply
sources for redundancy.
In automatic mode, only one control channel controls the outflow valve at any time, the other is in hot stand-by. The CPCS controller switches active control
from one control channel to the other after each flight or when an auto failure occurs. This gives the CPCS a dual redundant architecture.
The manual mode of operation overrides and bypasses the CPCS. The crew controls the cabin pressure by manual control of the outflow valve. This gives
the CPCS a triple redundant architecture.
The CPCS provides positive pressure relief to avoid damage to the aircraft due to positive over pressure. When the differential pressure exceeds the
maximum differential pressure of 597.08 hPa (8.66 psi), the CPCS software control logic opens the outflow valve. This function is only available in the
automatic mode of operation.
Positive Differential Pressure Limitation

Whenever the differential pressure exceeds the nominal differential pressure by +4 hPa (+.06 PSID) the control logic will automatically open the
outflow valve to limit differential pressure (available only in AUTO mode).
An additional Independent control function will open the outflow valve if the nominal differential pressure +20 hPa (+.29 PSID) is reached.
This function is available in both Auto and Manual modes.
A pneumatically actuated safety valve is also used to limit differential positive pressure to +597 hPa (+8.66 PSID )
Auto Pressure Control Loop

The CPCS controller controls the cabin pressure by generating a speed command for the outflow valve. The outflow valve maintains a safe cabin pressure
by modulating the rate at which the air flows out of the cabin. The CPCS controller calculates a cabin reference from the ambient pressure (PA) and inputs

Revision 01
from the FMS. The difference between the reference pressure (PC REF) and the actual cabin pressure (PC ACT), named DELTA PC, produces a speed and
direction command for the motor interface. The motor interface directly controls its associated motor of the outflow valve. For BITE purposes and cockpit
indication on EICAS, the position of the outflow valve is taken from one channel of a dual potentiometer. Speed control is achieved via a motor revolution
counter fed by signals from the three hall sensors in the motor.
The CPCS controller provides automatic cabin pressure control. It also performs BITE power-up, continuous and initiated tests. The controller is installed in
the forward avionics compartment. It has four built-in pressure sensor ports, two for each control channel. One sensor of the control channel is used for the
control loop and indications, the other is used as a backup for safety functions and indications. Four electrical connectors, two on each end of the unit,
provide interconnection to other aircraft systems.
The independent control channels communicate via an internal CAN (Controller Area Network) bus and internal discrete signals. Each control channel is
powered by two separate aircraft power supply sources for redundancy.
Channel one is powered by the 28 VDC essential buses 1 and 2. Channel two is powered by the 28 VDC essential buses 1 and 3.
The CPCS controller is part of a dual redundant system. It is active when the system operates in the automatic mode. Only one control channel operates the
outflow valve at any given time. The other control channel is in hot standby.
Pressure sensor signals are transmitted via ARINC 429 to the control circuits and are used for cabin pressure control logic. The control channel calculates a
reference value for cabin pressure from external aircraft inputs and internal logic. The reference value is compared with the actual cabin pressure and when
a difference exists, an error signal is output. This error signal is fed to one of the motors in the actuator to drive the outflow valve to the desired position.
In the operational state, if the control channel detects no faults and all BIT functions are enabled, the pressure control is activated.
In the stand-by state, the control channel switches off drive power to the outflow valve and some system performance monitoring tests are disabled. If no
faults are detected and manual mode is not selected, the pressure control loop and the position control loop are held initialized to actual values. This
achieves a smooth transfer to the operational state in respect to cabin pressure rates.
In the fail state, the control channel switches off drive power to the outflow valve because faults have been detected. All outputs to other aircraft systems are
flagged invalid except ARINC information about the status of the system.
The Pressurization Control Panel

The PRESSURIZATION control panel is installed on the right hand side of the overhead panel in the cockpit. It has these switches:
 A rotary MODE selector switch

 A rotary spring-loaded LFE (Landing Field Elevation) switch
 A rotary spring-loaded CABIN ALT switch
 A guarded DUMP push-button switch

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The MODE selector switch has three position:
 AUTO for automatic operation

 LFE CTRL for manual selection of LFE
 MAN for manual operation
When the MODE switch is set to AUTO, the CPCS operates fully automatically without any crew attention during flight. The CPCS takes the LFE value from
the EMS.
When the MODE switch is set to LFE CTRL, the CPCS is still in automatic operation, but the LFE values are selected manually via the LEE switch. The LFE
CTRL is used together with the LFE switch to select LFE. The LFE ranges from -2000 ft to 14000 ft.
When the MODE switch is set to MAN, the CPCS operates in manual mode. The MAN switch is used together with the CABIN ALT switch to manually control
the position of outflow valve. The CABIN ALT switch controls the position of the outflow valve in manual mode of operation. It only functions when the
MODE selector switch is set to MAN. It has these positions:
 UP
 DOWN
 STOP
The OUTFLOW switch is spring-loaded to the STOP position. When it is turned to the UP position, the outflow valve is driven to the open position. When it is
turned to the DOWN position, the outflow valve is driven to the closed position.
The outflow valve is driven at a rate of 2 deg per second. The LFE switch is spring-loaded to the STOP position. When it is turned to the UP position, the LFE
is increased. When it is turned to the DOWN position, the LFE is decreased. The LFE increases by 50 ft every 0.5 s. After 2 s, the LFE increases by 500 ft
every 0.5 s.
The Pressurization Control Panel – continued

The DUMP switch is used to depressurize the cabin for emergency evacuation, smoke evacuation or to rapidly equalize differential pressure. The cabin is
depressurized at a rate of 2000 SL ft/min. up to 12400 ft +/- 50 ft cabin altitude.
Positive Differential Pressure Limitation

Whenever the differential pressure exceeds the nominal differential pressure by +.06 PSID the control logic will automatically open the outflow valve to limit
differential pressure (available only in AUTO mode).
An additional Independent control function will open the outflow valve if the nominal differential pressure +.29 PSID is reached. This function is available in
both Auto and Manual modes. A pneumatically actuated safety valve is also used to limit differential positive pressure to +8.66 PSID.

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Cabin Pressure Control - AUTO mode
CPCS system operates automatically (with no crew action) after landing field elevation and final cruise flight level are selected. The Cockpit Mode selector
switch is set to AUTO and the landing field elevation and final cruise level is set by the crew using data from flight management computer. LFE can also be
selected manually using LFE selector.
• The landing field elevation and final cruise flight level are selected by the crew using the FMS.
• The CPCS controller receives the actual cabin pressure from the controllers internal pressure sensors.
• The CPCS controller receives the actual ambient pressure from the ARINC bus.

Revision 01
• CPCS internal mode logic splits a flight into (6) individual flight modes each having specific control laws
• For each flight mode the CPC computes a target cabin pressure and a rate of change.
• The CPCS controller then compares the target cabin pressure for each flight mode to the actual cabin pressure and if a difference exists a new
outflow valve position is computed.
• The controller then sends a motor drive signal to the outflow valve motor to drive the valve to the computed position.
Landing Field Elevation Selector

If the landing field elevation input is not available from the Flight Management System the crew must select the desired landing field elevation manually.
The crew must select the LFE CONTROL position on the Mode selector switch and then set the desired landing altitude manually using the (+) and (-)
positions on the LFE selector. One touch in the momentary rotary switch will cause +/- 100 ft LFE change. Holding the switch in position will cause fast LFE
change. The actual LFE is displayed on EICAS.
EICAS display will indicate source of LFE Data:
 Green- Indicated data received from FMS

 Cyan with CTRL in front - Indicates data manually input
 Amber dashes- Indicates invalid data available
 Green dashes- Indicates manual mode is active

Revision 01
Manual Mode
The manual mode of operation gives the flight crew manual control of the cabin pressure. Manual Mode is used if both digital channels of CPCS controller
have failed or if manual positioning of outflow valve is required. Both channels allow a manual operation of the outflow valve. The MODE selector switch is
set to MAN and the outflow valve position is then set manually using the CABIN ALT selector knob on the cockpit selector panel. When Manual mode is
selected both auto channels revert to the standby state. Manual mode is differential limited but not cabin altitude limited.
In manual mode there is no automatic depressurization on the ground after aircraft landing.
Actual cabin pressure, cabin pressure rate, and outflow valve position are displayed on ECS Synoptic Display screen.
CABIN ALT Toggle Switch

When the MODE selector is in the MAN position the cabin pressure can be manually controlled using the CABIN ALT toggle switch. Moving the switch to the
UP position will move the outflow valve to the open position. One touch of the momentary switch will cause small outflow valve movement. Holding the switch
in position will cause continuous movement of the outflow valve at a rate of 2 degrees per second.
The CPCS detects any failure in the manual mode and provides fault messages to the EICAS and CMC (Central Maintenance Computer).
The EICAS shows the message "PRESN MAN FAIL" if the manual function of both channels has failed. Failures detected during flight which do not require
crew action are displayed on the CMCM (Central Maintenance Computer Module) after landing.
CPCS DUMP Function

When the DUMP switch is depressed the CPCS controller opens the outflow valve to depressurize the cabin at a rate of 2,000 SLFPM up to 12,400 ft +/- 50
ft. If the cabin altitude is above 12,400 ft. when the dump function is activated the cabin altitude will be kept constant at the actual cabin altitude.
The cabin can be depressurized to higher altitudes using the manual mode.
Activation of the DUMP switch will also cause the AMS controller (through the Forward SPDA) to close the flow control valves, turn off the recirculation fans,
turn on the back up E-Bay fan , and open the emergency ventilation valve.

Revision 01
The Cabin Pressure Control System modes
During ground and flight operation the CPCS determines the current flight mode depending on ARINC information. The system operates with the following
flight modes:
 Ground (GN)
 Takeoff (TO)
 Climb (CI, CE)
 Cruise (CR)
 Descent (DI)
 Abort (AB)
The mode logic uses the following information from the MAU (Modular Avionics Unit) to determine the current flight mode:
 Landing gear status and validity (generated by FADEC (Full-Authority Digital Engine-Control)
 Engine takeoff power status and validity (generated by FADEC)
 Ambient pressure (generated by ADC)
 Cruise Flight Level (CRFL) and validity (generated by FMS)
The flight mode transitions for a normal flight are as follows:
 Ground Mode - The ground mode is active when the landing gear status shows that the landing gears are compressed and the engines takeoff power
signals are not set.
 Ground to Taxi Mode - The taxi mode becomes active as soon as the doors signal indicates the doors are closed and both engines rotation (N2) are
higher than 60%. This mode is only possible to be activated from the ground mode.
 Climb Mode to Abort - If the aircraft stops climbing and begins an immediate descent, the CPCS interprets this as a flight abortion. The abort is only
possible if the cruise mode has not been entered and either the aircraft is below 10000 ft absolute or is less than 5000 ft above the takeoff field.
Taxi to Take-off Mode

Takeoff - Second pre-pressurization step. Differential pressure is increased to ambient pressure plus an offset of 10.5 hPA
Taxi to Takeoff Mode - The takeoff mode becomes active if the landing gears are still compressed and the engines are set to takeoff power. Takeoff to Climb
Mode - The climb mode becomes active when the landing gear status shows that the landing gears are not compressed.
Climb Mode

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Climb Mode becomes active as soon as landing gear status (WOW) indicates that the landing gear is not compressed.
Climb mode is split into 2 different modes Climb External and Climb Internal.
The target cabin pressure is different for internal and external climb modes:
 CLIMB EXTERNAL will be used if a valid cruise flight level (CRFL) is received from the flight management system.
 CLIMB INTERNAL will be used if the FMS is failed or no valid CRFL is available.
The CPCS pressure control based on two nominal differential pressures:
 535.99 Hpa (7.77 PSID) for flights below 37,000 ft

 573.89 Hpa (8.32 PSID) for flights above 37,000 ft
Nominal differential pressure will be automatically shifted to the high value if the cruise flight level from the FMS indicates a flight above 37,000 FT or if the
ambient pressure indicates aircraft altitude exceeds 37,000 ft
Climb and Cruise modes

Climb external is used when a valid CRFL is received from the EMS. Climb internal is used if the CRFL is invalid or the FMS fails.
 Climb Mode to Abort - If the aircraft stops climbing and begins an immediate descent, the CPCS interprets this as a flight abort. The abort is only
possible if the cruise mode has not been entered and either the aircraft is below 10000 ft absolute or is less than 5000 ft above takeoff field.
 Climb Mode to Cruise - In the climb external mode, the mode logic switches from climb to cruise when the aircraft reaches the planned CRFL. In the
climb internal mode, the mode logic switches from climb to cruise when the aircraft stops climbing.
 Cruise Mode to Descent - The descent mode becomes active when the aircraft starts descending after the cruise.
 Descent to Ground - The ground mode is active when the landing gear status indicates that the aircraft is on the ground.
Cruise and Descent Mode

CRUISE - During cruise mode the target cabin pressure is also based on the availability of a valid CRFL. If no CRFL is available the cabin pressure target is
based on ambient pressure and the differential pressure stored at the time of flight mode transition from climb internal to cruise. If a Valid CRFL is available
the target cabin pressure will be calculated in the same manner as during climb external mode.

Revision 01
DESCENT - The target pressure during descent mode is defined by the selected landing field elevation. If a valid LFE from the Flight Management System is
not available the LFE can be selected manually using the LFE selector, ideally, at the top of descent. The target cabin pressure during descent mode uses
the barometrically corrected landing field pressure plus an offset of 10.5 hPA.
If the landing filed altitude is above 8000 ft, the cabin altitude will climb towards landing field altitude as soon as descent mode is active.
Descent and Abort Modes

The CPCS will transition to DESCENT mode by selecting the landing field altitude before the aircraft leaves the cruise flight level. The target pressure will be
set to landing field altitude plus 0.12 psi to ensure landing with the CPCS in control. Cabin rate of change depends on cabin pressure, landing field pressure
and ambient pressure within 200 and 750 fpm.
If the aircraft stops climbing and begins immediate descent, the CPCS transits to ABORT mode. This transition is only possible from climb mode when the
aircraft altitude is below 10000 ft absolute or 5000 above the takeoff field. In this mode, cabin pressure will be scheduled back to the take-off altitude, with a
5000 fpm rate of change.
Outflow Valve
The outflow valve controls the air flow out of the aircraft fuselage. It is installed on the forward fairing bulkhead.
The outflow valve consists of a valve body and a rotary actuator. The valve body comprises a 8.5 in diameter butterfly valve, a two-piece butterfly valve flap,
a splined shaft and an actuator housing.
The valve body, valve flap and actuator housing are made of anodized aluminium alloy. The valve flap is bolted around the splined shaft and moves to the
closed if loss of mechanical actuation occurs.
The rotary actuator consists of two brush less DC (Direct Current) motors, a gear train and a dual channel potentiometer. Each DC motor is controlled and
monitored by a separate channel of the CPCS controller. Only one DC motor drives the outflow valve at any time. Both DC motors use the same actuator
mechanism.
The gear train consists of two irreversible worm screws, a differential gear stage and two stages of spur gears. The worm screws are linked directly to the
output shafts on the DC motors. The spiral angle of the worm screw prevents back driving of the motors.
The dual potentiometer sends a position signal to each control channel of the CPCS controller. This provides position feedback of the outflow valve in
automatic and manual modes of operation.
The CPCS has a fail-safe software logic to close the outflow valve if the cabin pressure altitude reaches 14500 ft. This function overrides the normal
automatic operation only, it does not effect the manual operation of the outflow valve.

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The Positive Pressure Relief Valve

The positive pressure relief valve is a pneumatically actuated gate valve, located on the rear pressure bulkhead, normally held in the closed position by a
pre-loaded spring.
Valve operation is independent of the Cabin Pressure Control System controller. The relief valve provides both positive and negative pressure relief. It
contains a pilot valve that compares cabin pressure to ambient pressure.
If the pressure difference exceeds 8.66 psid, the pilot valve will open and the differential pressure will act on the diaphragm to open the valve.
A micro switch is mounted on the valve to provide input to the Modular Avionics Unit for status reporting. The static port connects the positive pressure relief
valve to ambient pressure.
The port is located at the rear fuselage section and has an integral heater powered by 28 VDC to eliminate ice blockage.
Negative Pressure Relief

Under normal flight conditions, the valve is in the closed position. The valve is mechanically actuated using the self-balanced spring forces at the valve gate
and the ambient-to-cabin differential pressure. If the ambient pressure exceeds the aircraft cabin pressure, the valve gate opens and limits the negative
pressure. The springs set the cap to open at a differential pressure of -10 hPa (-0.15 psi). The valve is fully open at -35 hPa (-0.51 psi).
The safety valve has also a negative relief function. If the ambient pressure acting on the underside of the gate valve exceeds the cabin pressure, the gate
valve opens allowing air from ambient to flow into the cabin.
Static Port
The static port is mounted on the fuselage and is used with the static port line to supply ambient pressure to the positive pressure relief valve ambient
pressure port. The static port is electrically heated to assure that the inlet port is not obstructed by ice. Electrical power to the heater is supplied by the
forward SPDA when engines are at takeoff power or when the aircraft is in flight.
Cabin Safety Valve

Revision 01
The cabin safety valve is a pneumatically actuated circular gate valve. The main components are anodized aluminum. The valve also contains springs, a
fiber reinforced diaphragm, and a Teflon gate seal.
The valve gate is normally held in the closed position by a pre-loaded spring, and will open if a positive ambient to cabin differential pressure is sensed. This
is achieved by a pilot valve opening under action of differential pressure.
In the event of an overpressure the pilot valve opens allowing differential air pressure to act on the valve diaphragm which lifts the main valve gate off its seat
releasing excess cabin pressure to ambient.
The differential pressure for valve opening is sensed between the cabin ambient pressure at the pilot valve and the external static pressure supplied to the
pilot valve from a skin-mounted static port.
A micro switch mounted on the valve provides a discrete input to the Modular Avionics Unit (MAU).
The static port contains an integral heater used to eliminate ice formation.
The SPDA monitors the static port heater and alerts the crew via an EICAS Advisory message in the event of a heater malfunction.
Negative Relief Valve

The negative relief valve consists of a circular, anodized aluminum valve gate which is mounted on an anodized aluminum frame. The gate is normally kept
in the closed position by three pre-loaded springs. If there is a negative pressure condition the valve gate will lift off it’s seat allowing outside air to enter the
fuselage. The springs are designed so that the valve gate opens at differential pressure of -10 h Pa (-0.5 PSID). (valve will be full open -35 hPa)
The frame incorporates a seal groove with a Teflon seal to minimize aircraft leakage by the gate.
EICAS indications
In case of a Cabin Pressure System fault, EICAS messages are displayed:
 If one controller channel fails, the EICAS advisory message PRESN AUTO FAULT will be displayed.
 If both controller channels fail, the EICAS caution message PRESN AUTO FAIL will be shown.
 When both channels are unable to operate in manual mode, the caution message PRESN MAN FAIL will be displayed.
 If cabin altitude exceeds 9700 ft, a warning message HI CABIN ALT will illuminate, and an aural warning, CABIN, will sound.
The EICAS Display also provides a continuous status of cabin altitude, cabin rate, differential pressure, and landing field elevation.

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Display color indicates current status of displayed value.
Green - Normal range

Amber - Advisory range
Red - Warning
Intentionally left blank

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Built-in Test
The CPCS controller has BIT logic to detect failures within each control channel or in the CPCS functions. If the BIT logic detects a fault in the active control
channel, the control channel goes into automatic fail. The CPCS switches automatically to the other control channel without any workload to the crew. A
channel Fail message is displayed on the CMC display.
All detected faults are stored in NVM (Non-Volatile Memory) and can be down loaded for maintenance purposes off-wing. All faults are continuously
transmitted to EICAS and CMCM via the ARINC 429 output bus.
The CPCS checks internal parameters and functionality. The internal fault detection logic detects and isolates single LRU (Line Replaceable Unit) and
interconnection failures that cause loss of functionality or redundancy.
The CPCS performs these tests:
 Power-up test
 Continuous hardware and software tests
 Continuous function tests
The power-up test is done after a cold start, a reset or a power supply interrupt. During the power-up test internal devices initialize and check the hardware
and software of the CPCS. When the test has passed, the main page is shown on the EICAS display. When the power-up test fail, the PRSN AUTO FAULT
message is displayed on the EICAS.
21-40 Heating
Introduction
The door sill heaters are electric heating pads located in the forward and aft doorway entrances, attached to the floor panels. These pads
provide heating during cold weather icing conditions, to prevent snow accumulation at the door entry. The unit includes:
 a panel shaped to fit the mounting holes,

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 an internal heating element and

 a temperature control sensor.
Floor Panel Heaters Operation

The floor panel heaters operate when the aircraft is on the ground with the doors open, and an outside air temperature below 40°F/4.4°C.
The power source to the heater is 115v single phase AC.
If the ambient temperature increases above 45°F/7.2°C or if the door is closed, the power to the heater will be disconnected. When the heating element is
powered, the internal thermostat will regulate the temperature.
If internal temperature rises above 68°F/20°C, the thermostat will open and disconnect heating. If the temperature drops below 59°F/15°C, the thermostat will
close the circuit and heating will begin.
An over temperature protection switch is included in the circuit. The switch will disable heating on rising temperature of 149°F/65°C, and it will reset if panel
temperature drops below 104°F/40°C. In case of heater failure, a message is generated on the CMC.
The Floor Panels Heaters Construction

The heating panel is a Kapton foil heater bonded to an aluminium cover and skin. This construction provides a thin flexible heating element. Epoxy adhe sive
is used to bond the Kapton foil to the metal element, to prevent moisture penetration.
The foil heater is rated for continuous use at 302°F/150°C, which is well above the normal operating temperature of the mat.
The heated floor panels have an electrical lead of sufficient length to allow easy removal and installation.

Revision 01

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MAINTENANCE TRAINING MANUAL

21- 00 Air Conditioning

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 2

Pressurization Control Panel

Air conditioning panel

Flight attendant panel

MCDU data set menu

 The EICAS provides indication of the pressurization system parameters

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 4

The Air Conditioning Packs

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 6

The Ozone Converter

The Ozone Converter is an aircraft selectable option.

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 8

Flow Sensing Venturi Duct

Venturi Delta-P Sensors

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 10

The Flow Control Valve

Air Conditioning Pack Flow Control

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 12

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 14

 Dual heat exchanger

There are also two external components:

 Pack bypass valve

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 16

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 18

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 20

The Air Cycle Machine Components

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 22

The Dual Heat Exchanger

The heat exchanger has three different circuits:

Fan Bypass Check Valve

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 24

Water spray nozzles

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 26

Pack Bypass Valves

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 28

The Pack Bypass Valve

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 30

Add Heat, and Low Limit Bypass Valve

The Low Limit Bypass Valve

Add Heat Valve

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 32

 Pack flow reference is ramped up to 25 ppm at 5 ppm / second

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 34

 Pack inlet temperature sensor,

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 36

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 38

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 40

Pack Related Messages

The Pack-related EICAS messages are:

 PACK FAIL CAUTION if any pack component develops a fault,

The pack will be disabled in the following conditions:

 bleed source not available,

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 42

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 44

21-20 Air Conditioning Distribution

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 46

Air Supply to the Flight Deck

 The raiser will direct air to the rear ceiling outlets,

COCKPIT AIR CONDITIONING OUTLETS

Issue: July 2011 FOR TRAINING PURPOSES ONLY Chapter 21 Page 47

The Cabin Air Distribution System